Mazda CX-3 sTouring 2015 Review

Mazda joins Australia's fastest-growing passenger car segment with its CX-3. The Mazda2-based small SUV offers petrol and diesel power, as well as the choice of manual and automatic transmissions and front or all-wheel drive. Priced from $19,990 (plus on-road costs), the CX-3 takes the battle to any number of dearer entrants in the category, but suffers slightly from a reduction in cargo space and the dreaded Mazda road-noise syndrome. Will that be enough to dissuade buyers? We tip not — on every other front the CX-3 is a winner.

The first-ever Mazda CX-3 joins Australia's hottest passenger car segment this month, with a starting price of $19,990 (plus on-road costs). The Mazda2-based small SUV will compete against the likes of the Renault Captur and Honda HR-V, as well as more familiar names like the Holden Trax and Ford EcoSport.

But with price on its side, and one of the most comprehensive grade and drivetrain selections of any of its rivals, the CX-3 looks set to steal the show. Mazda Australia is already predicting monthly sales in excess of 1000 units, a number that could see the compact crossover top the chart currently lead by Mitsubishi's ageing ASX.

And it seems Mazda is right to anticipate that trend. The DK Series CX-3 is not only well priced but it is excitingly styled and exhibits a level of attention to materials selection and fit and finish superior to many in the category. Equipment levels are generous, and while cargo space is compromised by a larger passenger cabin, the athletic handling and spritely performance of the model are sure to prove attractive to many.

The four-variant CX-3 line-up offers buyers the choice of front and all-wheel drive, petrol and turbo-diesel engines, and six-speed manual or automatic transmissions.

Optionally, a Safety package adds blind-spot monitoring, rear cross-traffic alert and autonomous emergency braking for $1030 (and is standard, along with high-beam assist, on top-drawer Akari). Metallic paint is included, though Soul Red attracts a $200 surcharge. The CX-3 is also the only car in its class to be offered with head-up display.

The CX-3 range begins with the six-speed manual front-wheel drive petrol Neo from $19,990. A six-speed automatic is available for $2000 more.

Petrol front-wheel-drive variants are offered with manual and automatic transmissions throughout the line-up, which works upward through Maxx (from $22,390), sTouring (from $26,990) and Akari (from $31,290) grades.

Petrol-powered models are motivated by a 2.0-litre SKYACTIV-G (petrol) engine familiar to the CX-5 and Mazda3, all are fitted with idle stop-start. In the CX-3 the four-cylinder unit develops 109kW and 192Nm, returning as little as 6.1L/100km on the ADR Combined cycle (6.3 for manual variants). Adding all-wheel drive pushes fuel consumption to 6.7L/100km; petrol all-wheel drive variants are offered exclusively with a six-speed automatic transmission.

The all-wheel drive line-up begins with the second-tier Maxx variant (from $26,390), and like the front-wheel drive range climbs through sTouring (from $30,990) and Akari (from $35,290) grades.

For those chasing torque and added efficiency the CX-3 range also offers a turbo-diesel engine. Displacing 1.5 litres, the four-cylinder SKYACTIV-D (diesel) unit develops 77kW and 270Nm, and is hitched exclusively to a six-speed automatic transmission. Mazda says the engine is capable of delivering a combined cycle fuel figure as low as 4.8L/100km on front-wheel drive variants, with all-wheel drive models sipping 5.1.

A solitary front-wheel-drive diesel variant is offered in the new CX-3 range – the Maxx (from $26,790). All-wheel-drive diesel models include the sTouring (from $33,390) and range-topping Akari (from $37,690).

On entering the CX-3 it's noticeable just how well the seat height (hip point) matches the road. There's no need to step up and into the CX-3. The seat is set high enough to provide an elevated view of the road ahead, without challenging the driver physically. Exit is likewise commendable, though the rear seats do require a little twisting of the hips to negotiate the lower door's narrowing aperture.

Once inside, the ergonomic layout of the CX-3 allows clean access to all primary controls. The seats and steering column are adjustable through the normal range allowing a generous level of fit. We found the seats both shapely and supportive, with excellent bolster and thigh support critical for longer trips.

Head, knee and legroom is also quite liberal, however, this comes at the cost of cargo space — at 264 litres the CX-3 is well down on class rivals (by way of reference the Honda HR-V offers 437 and the Suzuki S-Cross 430).

The usual 60:40 split-fold rear seats (which can only be flipped via the shoulder of the rear seat) are used and a cargo cover is standard. There's a nifty dual-layer floor for hiding smaller objects, which once removed can be placed at a 45-degree angle to help 'contain' loose smaller items.

Remove the lot and the CX-3 can provide up to 1174 litres of carrying capacity, which brings it on par with Nissan's JUKE, and ahead of the Honda HR-V (1032 litres).

The cabin also proves a generous amount of oddment storage with good sized door cavities, six bottle holders, a large glovebox and a number of trays. Alas, most of the latter are 'open', meaning conscious thought must be given to stowing items out of sight once parked. Higher grades also receive a sunglass holder overhead the mirror.

The quality of the switchgear and the tactility of the controls is another highlight in the CX-3. It's a small point in the scheme of things, but one that makes you feel you've spent your money wisely.

It's a shame, then, we could not say the same for the CX-3's NVH (noise, vibration and harshness) levels. Although wind and driveline noise are quite well suppressed, it seems Mazda has again failed to address tyre noise on coarse road surfaces. At 80km/h we measured ambient cabin noise at a significant 80dB(A).

It's this tyre noise that is perhaps the only real negative side to the experience behind the wheel. The CX-3 petrol engine provides peppy acceleration and decent overtaking response when coupled to the quick-acting six-speed automatic (Though we dare say not as quick as the HR-V -- wait for our comparison soon).

We found the transmission shifts cleanly in Drive, and although it has a penchant for high gears on lighter throttle loads, it is willing to shift down briskly when called upon.

The transmission is also clever enough to downshift for corners or to provide engine braking on steep grades -- something we haven't noticed in many of the CX-3 rivals. Switch to Sport mode and the experience is exaggerated all the more, though to be honest it's overkill in what's essentially a high-riding light hatch.

Good news is that added height has not come at the detriment of handling. Like the CX-5, the CX-3 offers a crisp and enjoyable character through the corners and is not upset by surface irregularities mid-corner. Larger potholes will send a little bit of shock through the body, and as such we'd recommend lower grade models with 16-inch wheels if gravel or rough roads are encountered regularly.

The turning circle is quite tight, making the CX-3 easy to park; though we should advise that the Neo grade is not offered with a reversing camera as standard, relying instead on acoustic parking sensors. Otherwise, the CX-3 is quite nifty in tight situations. Its 10.6m turning circle places it on par with the Honda HR-V but behind the Renault Captur's (10.4m).

All variants sampled provided strong, well-modulated braking with a progressive pedal. Unlike some in the segment, the CX-3 offers four-wheel disc brakes on all model variants.

The 1.5-litre diesel was sampled last on test, and proved an interesting character, considering Mazda’s previous ‘oiler’ efforts.

This is very much an engine in the traditional diesel mould, with a little ‘rattle’ at idle (especially when cold) and lower engine speeds, and a hint of step-off lag from standstill. It’s better once up and running, and was more efficient when driven on a near-identical route at a similar pace (we averaged 5.3L/100km in the diesel and 7.4L/100km in the petrol). However, with a reduced towing capacity, and less enthusiasm at suburban speeds, is really a model best reserved for longer distance touring.

We drove front and all-wheel drives on launch and found the difference between the pair rather unremarkable.

If this sounds like a criticism, it isn’t. The on-demand nature of the all-wheel drive system unintrusively provides the surety of all-wheel grip without any driveline lash back.

Here there’s none of the ‘heaviness’ associated with some full-time all-wheel drive systems. Note well, however, this type of AWD is best reserved for light-duty work, such as the occasional trip to the snow. The CX-3 is not an off-roader.

Mazda offers the CX-3 with a three-year / unlimited kilometre warranty and capped-price servicing under the Service Select scheme for an amazing 16 years or 160,000km (whichever comes first). Service intervals are set annually (or each 10,000km), with the first service priced from $280 for petrol models and $319 for the turbo-diesel.

At base levels the CX-3 misses out on little and for the price offers outstanding quality, a fun-to-drive character and decent comfort.

To (mis)quote Rania Al Abdullah "Being popular comes when you have everything...", and from what we can see, the CX-3 will certainly have enough to make it very popular indeed.