2020 Mazda 3 vs Mazda CX-3

What's the difference?

The SkyActiv-X pushes the Mazda3 to new heights of refinement and reinforces the fact it’s still one of the best cars behind the wheel amongst its peers.

Mazda has made it subtle to a fault, so people will just have to believe you when you tell them this expensive little car pushes the bounds of how a non-turbo 2.0-litre engine can feel.

It’s great to see this new tech really does what it says it will do though, so we’re keen to see where Mazda can take it from here.

The Mazda CX-3 Maxx Sport is an excellent choice for an urban car because it’s small size makes it easy to park and maneuver in tight spaces. It’s fun to drive, with an engine that’s got plenty of oomph for around town or even on the open road, and its safety tech is excellent for the city. But you’ll have to make a few compromises. The CX-3’s boot is small, the rear seats have limited legroom, and you might find it will use more fuel than you’d expect from a little car.

So, as a daily driver and as an urban car the CX-3 Maxx Sport scores well.

Is the Mazda CX-3 Maxx Sport the best car for the city, or is there better? Tell us what you think in the comments.

There’s nothing interesting about the SkyActiv X’s design at all. In fact, from the outside, the only way you’d be able to tell this car apart from a regular Astina is the SkyActiv X badge on the back. There are no funky eco-look wheels, coloured pinstripes, or sticker-work as some other brands choose to go with.

I hope you weren’t trying to impress your neighbors with your damn-fangled engine tech then, because they’ll be none the wiser. Then again, they probably wouldn’t be able to tell a Hybrid Corolla apart from a regular one, so maybe subtlety is key here.

Inside is the same deal. There are no badges, alternate trims, or coloured highlights to let you know you’re in something a bit different.

The most significant change on the inside is buried two menus deep in the multimedia system. It’s a new energy monitoring screen to add to the fuel monitoring suite which shows you how power is being used in the car, and importantly, whether or not the engine is using the special combustion technology. There are some conditions on it which we’ll explain later.

So, it’s not special to look at, but does it need to be? Most people would say no. We all know the Mazda3 is a great looking car (arguably one of the best in this segment) whether you choose the sedan or hatch, so at least you won’t have to make a drastic style choice either way.

The Mazda CX-3’s name could trick you into thinking it was the same size as a Mazda3 hatch, but it’s a lot smaller and really the SUV version of the tiny Mazda2 and shares that car’s platform.

It’s longer than the Mazda2 and being an SUV you sit higher and have more ground clearance, as well.

The dimensions show the CX-3 to be 4275mm long, 1765mm wide and 1535mm tall.  

That makes it easy to park, but it could be too small for you inside. You can read about the practicality below.

Mazda knows how to make a good-looking car regardless of its size and the little CX-3 has a similar face with the long nose and broad grille, along with the flowing lines and curves of the rest of the Mazda family.

You can pick a Maxx Sport from the higher grades because it doesn’t get small garnishes such the silver trim along the side skirts in the STouring, and it has smaller 16-inch alloy wheels, but at least it doesn’t have hub caps like base grade.

The black plastic side skirts might not have silver linings, but they’re chunky enough to stop other car doors from dinging your doors, and those wheel guards are made of the same stuff. So, if you nudge a wall it’s not going to be an expensive-to-fix metal-on-concrete scrape or start to rust if you leave it.

It’s just hard-wearing, rubbery plastic and so is the front lip, which often bumps into gutters. That dodgem car style of protection is great for the city.

Mazda is probably the best of the affordable brands at making an interior look and feel premium. Even though there are fabric seats, they don’t feel cheap and neither does anything else in there, from the air vents to the steering wheel, it’s a stylish cabin with a great fit and finish.

Again, no major changes to report here. The Mazda3 remains the same as before inside and out when it comes to dimensions. This means healthy space for front occupants, complete with lovely soft leather-clad trims on the doorcards and centre console for your elbows.

There are two smallish cupholders somewhat clumsily placed in front of the shift lever, a small binnacle in front of that, a large centre console box, and useful bins in the doors.

The pared back design makes for ergonomic button controls. Mazda’s dial-controlled media system takes a bit of getting used to, especially when using CarPlay or Android Auto, but some prefer it. Rear visibility is less compromised in the sedan as tested compared to the closed-in space which features on the hatch.

Back seat occupants get average legroom for the class, although they will benefit from the same relatively lavish soft leather-trimmed surfaces.

Boot space continues to be an issue for the hatchback with 295L, while opting for the sedan as tested here will well and truly solve the issue as it offers 444L.

Okay, I reckon the editor of CarsGuide enjoys seeing me test little cars because I’m built like Big Bird and I’m kind of the worst case scenario test for cabin space, you know – if I fit into it, then pretty much anyone will.

Well, even though I’m 1.9m (6'3") tall, with a 2.0m wingspan,  and the CX-3 is only just over 1.7m wide it doesn’t feel like I’m sitting in one of those rides outside a shopping centre when I’m driving. Nope, up front the space is good, with plenty of elbow-, leg-, and headroom.

It’s the back seats which are tight. I can’t sit behind my driving position. And to prove it’s not just because I have 110cm long legs (yes, I measured them), my wife had to move her front passenger seat all the way forward to accommodate my five-year-old son in his car seat behind her.

Okay, he’s pretty lanky, too. But trust me, the CX-3 is much better suited to somebody who’s not going to have people in the back all the time.

If you’re thinking about using the CX-3 as an Uber or a ride share car you’ll be unlikely to get many five-star ratings from your cramped clients.

They’ll also have to leave their luggage at home because the boot is tiny at 264 litres. I tried to fit the CarsGuide pram in, but I almost had to tie a red rag to it because it was hanging out the back - take a look at the images.

On the bright side, the CX-3 is a hatch and that means you can fold those rear seats down, take out the cargo cover and you’ve got way more cargo capacity.

Still we managed to fit our week’s shopping in there and it was just big enough to get our scooters in for trips to the park.

Cabin storage is good, though, with four cupholders (two in the rear and two up front), decent-sized bottle holders in the doors, a map pocket on the back of the front passenger seat and a hidey hole in front of the shifter.

The centre console storage area has a clever design that lets you change the space inside, although, because it’s not fully covered I was a bit hesitant to leave valuables in there. Living in the city, cars are broken into if you leave a $2 coin in plain view.

Back seat passengers will feel like they’ve been forgotten again, with the lack of air vents there, and they won’t find a USB port either (the only USB port is in the front).

Urban folks like me who want wireless charging will be disappointed. The USB ports aren’t the new Type C ones either, and that meant I had to hunt around for an old cable to plug in my iPhone 11.

There are five grades in the Mazda CX-3 range and the Maxx Sport sits a rung above the entry-point into that line-up with a list price of $24,650. That’s for the front-wheel drive version with an automatic transmission, so if you want all-wheel drive you’ll pay another $4K.

If your CX-3 is going to spend the vast majority of its time performing urban duties, the front-wheel drive version (as tested) is the way to go. 

The Maxx Sport doesn’t sit very high in the range, but don’t worry, it has plenty of features. Besides, by stepping up to higher grade you’ll start paying quite a lot of money for pretty much the same car and get stuff you really don’t need.

If you’re going to spend $5K more, you may as well buy the larger CX-30 SUV and get more car for your money.

Coming standard are auto headlights, rain sensing wipers, a leather steering wheel and gear knob, climate control, sat nav, Bluetooth connectivity, a 7.0-inch touch screen, a digital radio, a six-speaker stereo and fabric seats. There’s also some great advanced safety tech you can read about below.

Apple CarPlay and Android Auto are missing here, but you can expect them to be added to the CX-3 in late 2020.

If you’re looking for a model comparison, also check out the Honda HR-V VTi and the Hyundai Kona Go, for about the same money.

Here’s where it gets interesting. The SkyActiv-X X20 drivetrain is a 2.0-litre four-cylinder non-turbo petrol engine.

The trick? It blends the principles of spark plug ignition with that of diesel combustion ignition. Now to be clear, sparkless ignition would be the holy grail here, and that’s not quite what this engine does.

Mazda calls the tech spark-controlled compression ignition. It works by blending a lean mix of predominantly oxygen on the intake stroke in with a second injection of much richer fuel when the cylinder reaches close to its maximum compression. The spark plug then fires, and Mazda says this fuel mixture will then more fully combust thanks to the extra compression present.

According to Mazda at least, this means less wastage, more power, and cleaner emissions which are free of unburnt or partially burnt fuel.

Previous information had this engine feature a supercharger, and the brand's representatives confirm that some form of supercharging is present, however it is mainly "used as an air pump" for "ensuring an adequate supply of air is created" so that this new combustion cycle can take place.

Power has been boosted to 132kW/224Nm from the normal 2.0-litre’s 114kW/200Nm. Importantly, the peak torque figure arrives 1000rpm lower at just 2000rpm, getting close to the responsiveness of a turbo unit.

The SkyActiv-X is front-wheel drive only via an updated version of the brand’s six-speed torque converter automatic which is promised to be even more refined than its predecessor.

The new engine is also paired with a 24-volt mild-hybrid system which does not drive the wheels directly but assists the engine and auxiliary systems in the car.

There’s only one engine in the Mazda CX-3 range – the 2.0-litre four-cylinder petrol and it makes 110kW/195Nm.

Some bigger cars have engines which make less grunt and the larger Mazda3 has the same 2.0-litre, so for a small car the CX-3 has more than enough mumbo.

The transmission is a six-speed auto, a real automatic, not a CVT or a DSG, so there’s no roll-back on hills and good acceleration without any drone.

The engine/transmission combo in the CX-3 is a great one. The only issue is, you’ll have to shovel it more fuel than you think. Read about that below.

All this new technology claims to cut 1.1-litres per 100km from the combined cycle fuel figure of an equivalent 2.5-litre Mazda3, down to a total of 5.5L/100km for the automatic (as tested).

Real world figures tell an interesting story. While my recent test of the 2.5-litre car produced a blow-out of 8.4L/100km, three days of driving the SkyActiv-X around in mixed conditions had it produce a much lower figure of 6.4L/100km.

So not only was the new engine more responsive, it was much closer to its claimed number on fuel, too. Emissions (often the real reason for advances in engine tech these days… ) have also dropped markedly from 152g/km of CO2 to 135g/km.

Interestingly, the SkyActiv-X engine requires 95 RON mid-grade unleaded petrol in Australia, contrary to previous information which suggested not only would the technology run on base 91, but it would actually run better.

Mazda says the 95 requirement is due to the high sulfur content of our entry-level fuel (a comment frustratingly echoed by other manufacturers), and it’s more a durability issue than one of octane. The brand’s representatives assured us 95 RON does not significantly affect the combustion ignition process.

As with all Mazda3s the SkyActiv-X has a 51 litre fuel tank.

Mazda says if you were to stick to just urban driving the front-wheel drive CX-3  should use 7.7L/100km. That’s pretty thirsty for a little car and in my own testing, just driving around town, the trip computer was always hovering around the mid-sevens.

Over a combination of open and urban roads Mazda says fuel economy is better at 6.3L/100km. I did a 25km stint on the motorway after a week of urban driving and that dropped the average fuel consumption from the mid-sevens to 6.0L/100km.

I wasn’t sure what to expect. How does a different injection method feel?

After three days behind the wheel I can confidently say most people won’t really be able to tell the difference, but that’s not to say there isn’t one.

Quite the opposite in fact. This new engine’s bump in power and more readily available peak torque are notable.

I spent most of my drive time with the energy monitor screen set, so I could try to understand how this new engine reacted to my inputs. The combustion ignition (SPCCI) mode is working most of the time. It doesn’t run at idle, and Mazda says it won’t run at ‘high loads’, but it seems to always be on past about 1200rpm in normal driving.

Once it reaches that point, the revs surge up quickly, almost like a turbocharged engine. It’s not quite as full-on with its surge of power, but it is very noticeable.

It gives this car a kind of comfortable pulling power kick which is at least on-par, but probably better, than the equivalent 2.5-litre engine (without being able to test them side-by-side), despite its higher power figures.

I wish I could tell you there was some big ‘wow factor’ moment here. Like it sounds really great once it’s on song, or it has a snapping-on feeling like Honda’s once-lauded VTEC. But it doesn’t. This engine has a unique tone, sure, but it’s quiet and subtle, and the delivery of power is quite linear.

In fact, the whole drive is notably smooth and refined. A cut above the rest of the Mazda3 range. The engine sounds distant, even when pushed, and the transmission has been smoothed out further between gears and re-calibrated to better deal with the new powerplant’s readily available bump in power.

As always, Mazda’s 'i-Stop' stop/start technology is one of the best on the market, to the point where you won’t even notice it’s there. The efficiency of this system has apparently been given a boost by the new 24V hybrid system, but again, there’s little tangible difference in terms of how it feels.

The energy monitor really made me wish this car was just a traditional hybrid. I don’t doubt whatever comes next will be. it would be a truly fantastic step forward to blend the benefits of this engine with a true hybrid drive for even lower consumption.

The drive experience imparts a sense the SkyActiv-X simply does what it claims to do. It’s a shame there’s nothing particularly exciting for driving enthusiasts (apart from how cool the tech is), but it really lives Mazda’s current ethos of constantly tweaking and improving what it has to work with, without any radical changes to what consumers expect behind the wheel.

People will honk at you. The wing mirrors will take getting used to. There are no front parking sensors and the reversing camera picture isn’t great. But apart from those things, the CX-3 Maxx Sport is great to drive in the city.

Great because the engine is gruntier than it needs to be, and the transmission is smooth in slow traffic, the combination delivering good acceleration when you need to move quickly.

Then there’s the dynamics. The CX-3 is nimble and has good body control, and nobody in my family complained about the ride comfort (and they do, if it’s not good).

Steering is excellent. You’ll feel connected, and the turning circle isn’t bad at 10.6m. Finally, the car's small size makes it easy to park, dodge and weave in the concrete jungle I call home.

Now about the honking. The CX-3 is a little car and it’s odd how other motorists treat small car drivers.

The last time somebody honked at me in the big off-roader I was testing was… never. As for the CX-3, the last time was 10 minutes ago, out the front of my house, while stationery. I kid you not.

The good news is, you’re in an SUV and not something as small as a Mazda2. So, not only does that give you a slightly elevated ride height, but there’s still somebody smaller that you can honk at.

The wing mirrors are a Mazda thing. You’ll notice when you use them that the reflection seems magnified, like Hubble Space telescope magnified. I’m not a fan, but it’s not unsafe and I became more used to it over the week.

The lack of front parking sensors isn’t a biggie with a car this small, but the CX-3 does have quite a long beak and I it was hard sometimes to tell where it ended when parking.

And last, the reversing camera. The picture isn’t great, and I found it almost useless. Luckily, parking sensors are better for maneuvering into a space. Plus, there’s AEB that works while reversing and rear cross traffic alert.

Seriously if you actually reverse into something in the CX-3, you’ve probably achieved the impossible.

The Mazda CX-3 scored the maximum five-star ANCAP rating when it was tested in 2015.

Even the Maxx Sport grade comes equipped with great advanced safety tech. There’s AEB which works forwards at speeds between four-80km/h and in reverse at two-eight km/h car park speeds, blind spot warning, reversing camera, rear parking sensors and rear cross traffic alert.

For child seats there are three top tether points and two ISOFIX points across the second row. 

A space saver spare wheel is under the boot floor.

All Mazda3s, including this new variant, carry a five-year, unlimited kilometre warranty promise competitive with competitor marques, including five years of roadside assist.

Service pricing was not available at the time of launch, although Mazda told us it shouldn’t stray far from the current 2.5-litre engine option which costs between $315 and $359 on alternating years for the life of the warranty.

Service intervals should also remain the same at 10,000km or 12 months whichever occurs first.

The CX-3 is covered by Mazda’s five-year/unlimited kilometre warranty.  

Servicing is recommended annually or every 10,000km with the first service capped at $330, then $390, then back to $330, alternating like that all the way through to the fifth.