Hyundai Elantra v Mazda 3 2016 Comparison

Hyundai Elantra Active v Mazda 3 Neo (sedan)
Comparison Test

Small cars sell in big numbers Down Under; and while more and more of us are lured by the prospect of SUV ownership, it's the humble four-door sedan that's quite often just as practical. The boot hides your things from prying eyes, it's easier to see what's behind you when reversing and, for little legs, the step up and into the cabin isn't as much of a challenge. Small cars are generally cheaper to buy, run and maintain, too. So we thought it high time we looked at two of the most popular competitors in the class to see which is best. Hyundai Elantra Active versus Mazda 3 Neo: Ready, set, go!

In the beginning...
The one-size-fits-all approach to family motoring is now a distant memory. The three-pronged offering of sedans made to measure for mum, dad and the kids has long since fallen victim to the ubiquitous SUV – you only have to look at the demise of our local auto industry for evidence of that!

But the humble family sedan still has a lot to give; and when you consider how popular small-segment sedans and hatches are these days, the three-box four-door is still a great option for those of whom the SUV fails to inspire.

If we look closely at Australian new vehicle sales for 2015 it's the small segment (under $40,000) that tops the passenger-car charts. The Toyota Corolla sold 42,073 units against the Mazda3's 38,644, a model that beat the Hyundai i30 (hatch) to second-place by just 6338 units. The walk to fourth place is a long one.

But what about the Hyundai i30's sedan sibling, the Elantra?

Perhaps by virtue of its split naming strategy the 'i30 sedan' sold in miserable numbers comparatively: Hyundai registering just 8346 examples nationally for the whole of last year.

In a way it's a shame Hyundai differentiates the nomenclature of its small car offering as combined, the pair tallied 40,652 local sales last year, meaning it really sits in second place.

The Mazda holds a slight advantage when it comes to resale. A base-grade Mazda3 Neo is worth 73.9 per cent of its new price after three years (when sold privately). A comparable Hyundai Elantra Active maintains 64.1 per cent of its value.

But I digress...

Recently a new Elantra arrived on our shores and Hyundai says it's every bit a match for its stronger-selling contemporaries. Testing base models head-to-head, we find out if that's true; seeing how well the South Korean-built Hyundai compares to the Japanese-made Mazda.

Value squeeze
Our small sedan foes are closely priced. The entry-grade Hyundai Elantra Active on test retails from $23,790  (plus on-road costs) while the base-model Mazda 3 Neo has a sticker price of $22,490 (plus ORCs).

In each instance our test vehicles are optioned with an automatic transmission, adding $2300 to the starting price of the Hyundai and $2000 to the Mazda's.

Hyundai charges $495 for metallic paint which applies to all hues bar Polar White. Mazda reverses the situation, charging $250 only for its lustrous Soul Red [all other colours are included in the list price]. On test, the Elantra is finished in Marina Blue while the Mazda3 wears Blue Reflex.

When it comes to after-sales support, it's the Elantra that takes the cake. Hyundai offers a five-year/unlimited kilometre warranty where Mazda offers a three-year/unlimited kilometre deal.

Each has annual service intervals, however, the Elantra can travel 15,000km before needing to visit the service department, 5000km more than the Mazda3. Hyundai offers its first, 1500km inspection free of charge.

Roadside assistance is complementary for the first 12 months and thereafter bundled into the lifetime capped-price servicing program offered by Hyundai. Mazda charges annually for a subscription to your state's auto club; while also offering lifetime capped-price servicing.

Hyundai will soon offer a warmer version of its Elantra dubbed the 'SR' to compete with the likes of Mazda's SP25 range. However, at this stage, it has no plans to release a diesel variant to go up against the sporty Mazda3 XD Astina; that privilege saved for the i30 hatch.

Inner space
Dimensionally, and despite obvious styling differences, the Hyundai and the Mazda are again very similar. Just millimetres separate the pair's length (4570mm for the Elantra and 4580mm for the Mazda3), width (1800mm v 1795mm) and height (1440mm v 1455mm). The duo's wheelbase is identical at 2700mm, though the Elantra lands heavier at 1355kg (kerb) against the Mazda3's 1292kg.

They're differences that translate to near-identical levels of passenger accommodation but, oddly, a discernible difference in cargo space. The Hyundai – which as a bonus is fitted with a full-size matching alloy spare wheel – offers 458 litres of boot space, 50 more than the Mazda's 408. Both provide 60:40 split-fold functionality at the rear bench, though we found the Hyundai's aperture to be slightly larger (+40mm).

We also note that both models are fitted with release handles beneath the cargo shelf to fold the rear seats from inside the boot; but that the Hyundai's seats created a significant lip over the height of the boot floor. The Mazda3's through-load aperture was slightly wider than the Elantra's (+100mm). Annoyingly the Elantra does not offer a boot release at the rear of the car, instead relying on the remote key fob.

On passenger accommodation it's a close call. Passenger ingress and egress, and 'H' (or hip) point in relation to the ground, are nearly identical. The Elantra's rear seat offers a fold-away centre armrest and a smidgen more legroom than the Mazda3, but not the same degree of headroom. Seating comfort and support goes to the Mazda, though we note the Hyundai offers more shoulder room, especially in the front seats.

Both the Elantra and the Mazda3 offer tilt and reach adjustment of the steering column and ergonomically it's lineball. Steering feel is better in the Mazda, as is pedal modulation. In a word the Elantra offers a little too much too soon from both the throttle and brake.

There's a feeling that the Mazda3 offers cleaner access to ancillary controls like the infotainment and HVAC systems, though we find technology levels overall are more modern and more user-friendly in the Elantra – especially if you happen to own an Apple iPhone.

We found vision through the windscreen to be marginally better in the Hyundai, the driver's relationship to the A-pillars ensuring a clean line of sight at intersections, and the wipers offering a more generous swept area. B-pillar thickness is too close to call, though we found the wing mirrors of the Elantra to offer a slightly better rearward view. Reversing saw the Mazda come out on top with better vision offered through the rear-side window and C-pillar region and also through the rear glass.

For safety's sake
Family motoring by its very nature needs to be as safe as possible; and while vehicular dynamics and outward visibility obviously play their part, it's equally the technology working beneath the surface that should be an imperative factor in deciding your next new car.

On this test the Mazda3 features a five-star ANCAP safety rating, the highest score attainable under the testing regime. The Hyundai is yet to be tested. Hyundai Australia says it expects the new AD-series Elantra to receive top marks when it undergoes Australian crash testing soon.

But looking at the fitment of safety equipment it's obvious both cars are well endowed. Each arrives with electronic stability and traction control, the latest anti-lock braking technology, dual front, side and curtain airbags (neither is fitted with a driver's knee airbag), and three-point seatbelts and adjustable anti-whiplash head restraints in all five seating positions. The Elantra adds an adjustable shoulder height mechanism for the front seatbelts.

ISOFIX and top-tether child-seat anchors are also fitted in the rear seat of each car.

We note that as standard, the Elantra offers LED daytime running lights, rear-parking sensors and a reversing camera. Reversing sensors are included on the Mazda3, but the reversing camera is a cost option ($728). The base-grade BM-series Mazda3 does not feature LED daytime running lights.

Conversely, the Mazda3 is offered optionally with Mazda's iACTIVSENSE Safety Pack, adding equipment not seen in the base-grade Elantra. The $1500 pack comprises rear cross-traffic alert, blind-spot monitoring, low-speed autonomous emergency braking (AEB) and an electrochromatic rear-view mirror.

Well connected
Mazda struck a chord with tech-savvy buyers when its current-generation models premiered their iDrive-style MZD Connect infotainment array. It's a system that is found across the Mazda range, but one that is not included as standard in lower trimmed models, like the Neo grade tested here.

For the standard Mazda3 Neo we find a simpler dash-top system comprising a four-speaker radio with single-CD player, Bluetooth telephony and audio streaming, and USB and 3.5mm auxiliary input ports. There are controls on the steering wheel spokes for audio, phone and cruise control functionality, while a multi-function trip computer is also fitted.

Hyundai ups the ante with its new Elantra including a 7.0-inch colour touchscreen (canted seven degrees towards the driver) with Apple CarPlay connectivity and Siri voice control. The system will soon host Android Auto as well.

The Elantra Active also features a six-speaker audio system with USB and 3.5mm auxiliary audio inputs, steering wheel controls, cruise control and a trip computer. It also scores auto headlights and front foglights, but makes do with a keyed ignition where the Mazda3 has a push-button system.

We found the Bluetooth functionality of the Elantra easier to use and the quality of the audio system likewise superior. Apple CarPlay works seamlessly in mirroring the key functions of your iPhone with the Hyundai's infotainment array, bringing the Hyundai noticeably ahead of its Japanese rival. It's a system that easy to operate on the go, and one that offers access to navigation (via Apple Maps) and text messages, negating the distraction of picking up one's handset.

Both the Elantra and the Mazda3 feature a manually-operated HVAC system with air-conditioning. By a small margin, the placement of the dashboard's ventilation outlets is more efficient in reaching the face of occupants of the Elantra than it is of the Mazda3. We note that neither vehicle offers face-level vents to the second row.

The Mazda's three-pod instrument cluster remains attractive, and looks slightly sportier than the Hyundai's. It is not, however, as easy to read at a glance, the smaller dials and increments of the speedometer taking an extra moment to interpret. As a bonus, the Elantra is fitted with a digital speedo repeater between its two main gauges.

Technically speaking...
Just one cubic centimetre separates the Elantra from the Mazda3 beneath the bonnet. The 1999cc four-cylinder in the Hyundai trumps the Mazda's 1998cc offering, but falls behind when it comes to engine technology. Both engines are equipped with variable valve timing, but it's the Mazda that gains a more accurate direct fuel injection system and fuel-saving idle-stop technology.

Both systems contribute to the Mazda's lower emissions figure and improved fuel consumption. According to the brochure, Hyundai's Elantra Active offers an ADR Combined cycle figure of 7.2L/100km against Mazda's 5.7L/100km. CO2 emissions are rated at 167g/km and 134 respectively.

The Hyundai is fitted with a 62-litre fuel tank where the Mazda's is 51. Both cars are tuned to run on 91 RON ULP (regular unleaded petrol).

Interestingly, there isn't much in it when it comes to performance [see our 'as tested' performance figures at the bottom of the page]. Hyundai's 2.0-litre Nu unit develops 112kW at 6200rpm and 192Nm at 4000rpm while the Mazda's 2.0-litre SKYACTIV-G mill makes 114kW at 6000rpm and 200Nm at 4000rpm.

Both drive the front wheels via a six-speed automatic transmission, though we note that in the grades tested a six-speed manual is also available.

We found straight-line acceleration to be similar in real-world testing, the Elantra marginally quicker than the Mazda3 from both 0-60km/h (4.4sec v 4.7) and 0-100km/h (9.6sec v 10.0). Roll-on acceleration figures were also close, the Hyundai accelerating from 50-70km/h more quickly than the Mazda (1.9sec v 2.2), but more slowly over the 80-100km/h increment (3.0sec v 2.3).

The similarities continue when it comes to the small sedans' chassis. Both are suspended by MacPherson struts up front and both feature electric motor-driven steering. Furthermore, each offers a turning circle of 10.6m. For the Elantra we find an antiquated torsion beam set-up suspending the rear where the Mazda3 scores a multi-link arrangement.

Each is stopped by disc brakes all-round, though again it's the Mazda that comes up trumps with larger diameter rotors (295mm v 280mm at the front and 265mm v 262mm at the back). Despite the differences in pedal stroke and modulation noted earlier, we find braking performance of the pair to be quite close. In an emergency stop from 60km/h the Elantra took 17.68mm to pull-up. The Mazda3 covered 17.33m when stopping from the same speed.

Both the Elantra and the Mazad3 are fitted with 16-inch alloy wheels, the former shod with 205/55-series rubber and the latter a 205/60 profile. Hyundai equips the Elantra with a full-size matching alloy spare wheel where the Mazda makes do with a steel space-saver.

Rattle and hum
The Elantra and Mazda3 may appear lockstep in their offerings to this point; but there are differences in road-feel and behaviour that will likely sway prospective buyers.

The Mazda3 is quiet on the road, save for a whisker of tyre hum, and sits securely at highway speeds. It's also easy to manage and place in urban environs, the large visuals of the exterior immediately reducing from behind the well-set driver's chair. It rides comfortably and communicates accurately through the sweetly-assisted wheel – a combination many in the category struggle to achieve. Cornering is resolutely grippy, too.

We found the Mazda's engine generally responsive; though note a lull in performance before 2500rpm. This is an engine that prefers to be revved, and rewards at full song with ample performance. Throttle calibration is wonderfully matched to the Mazda3's smooth-acting transmission which reacts quickly to calls to overtake, yet at runabout speeds is the kind of driveline that secretes itself discreetly into the background.

On the downside, the Mazda3's low-beam headlights are a little feeble, contrasting the appropriately uniform interior illumination of the instrument panel and its surrounds. High-beam performance is better, but arguably not to the standard country buyers prefer.

It also presents a cabin that is starting to show its age where materials selection is concerned. The Elantra looks more modern, presenting more contrast between its hard surfaces and a seat pattern that maturely livens the decor of the cabin.

And lively is a fitting description of the Elantra's performance. The tighter throttle calibration gives the Hyundai an eager feel when accelerating from standstill, while the shorter gearing and strong mid-range engine performance combine to offer more flexible performance. The Hyundai offers only one overdrive ratio where the Mazda offers two. The final-drive ratio is flipped to counter the difference, yet we still found the Mazda3 to be more economical. On test, the Hyundai averaged 7.1L/100km in mixed freeway and city driving while the Mazda managed 6.4.

The Elantra feels stable at highway speeds and balanced through high-speed corners. It's also a very quiet car on road and one that is comfortable over lumpy and mixed road surfaces. The suspension quickly calms any upset felt beneath and maintains directional stability with aplomb. Conversely, the Hyundai's steering does become a little heavy in low-speed manoeuvring, and we note the three-stage steering assistance function offered in the current GD4-series i30 is not fitted in its sedan sibling.

Headlight performance of the Elantra was up to task with a good spread of light and ample reach on low-beam. High-beam performance is very good. The Hyundai's cabin is well metered in terms of illumination, though some buyers may prefer to deactivate the centre screen entirely (via the settings menu) when travelling long distances at night.

When measured at 80km/h on an identical section of road, both cars showed a noise reading of 75dBA from inside the cabin.

The Verdict
Since its initial release in June 2013 (and subsequent update in January 2015) the Mazda3 has performed well in comparative testing. It's been a segment favourite at the motoring.com.au office, providing an enjoyable and secure ride that blends well with a decent value offering and thoughtful packaging.

But the game has moved on, and what was an outstanding car in 2013 is in now beginning to date.

To be fair, the differences aren't massive, and we'd happily recommend either car in a heartbeat. But the new Elantra shows not only a maturity of design and level of technology that leaves the Mazda3 in the shade, but a significantly better after-sales support program that will definitely appeal to private buyers.

On the face of it, the Mazda is a little cheaper and offers better engine technology and fuel economy. Though we note that its real-world performance is not quite as sharp as it should be. On balance, the value on offer in the Hyundai and its day-to-day driveability makes it a better offering at this price point. And it's hard to argue with that.

2016 Hyundai Elantra Active pricing and specifications:
Price: $23,790 (plus ORCs)
Engine: 2.0-litre four-cylinder petrol
Output: 112kW/192Nm
Transmission: Six-speed automatic
Fuel: 7.2L/100km (ADR Combined) / 7.1L/100km (as tested)
CO2: 167g/km (ADR Combined)
Safety rating: TBA

2016 Hyundai Elantra Active performance figures (as tested):
0-60km/h: 4.4sec
0-100km/h: 9.6sec
50-70km/h: 1.9sec
80-100km/h: 3.0sec
60-0km/h: 17.65m
dBA @ 80km/h: 75

2016 Mazda 3 Neo pricing and specifications:
Price: $22,490 (plus ORCs)
Engine: 2.0-litre four-cylinder petrol
Output: 114kW/200Nm
Transmission: Six-speed automatic
Fuel: 5.7L/100km (ADR Combined) / 6.4L/100km (as tested)
CO2: 134g/km (ADR Combined)
Safety rating: Five-star ANCAP

2016 Mazda 3 Neo performance figures (as tested):
0-60km/h: 4.7sec
0-100km/h: 10.0sec
50-70km/h: 2.2sec
80-100km/h: 2.3sec
60-0km/h: 17.33m
dBA @ 80km/h: 75