Mazda CX-3 G20 Evolve 2025 Review

The entry-level CX-3 G20 Pure now starts the range at $30,370 before on-road costs, following Mazda’s decision to drop the base Sport variant. Sitting one rung above, the CX-3 G20 Evolve tested is priced from $31,320 plus on-roads – although, be on the lookout for drive-away deals.

Standard kit includes 18-inch alloy wheels, LED headlights and tail-lights, climate control, Maztex/suede trim, an 8.0-inch infotainment screen with wireless Apple CarPlay and wired Android Auto, plus sat-nav and USB ports. Safety gear extends to six airbags, Autonomous Emergency Braking (AEB), blind-spot monitoring, rear cross-traffic alert, lane departure warning, a reversing camera and front and rear parking sensors.

The CX-3 was last tested by ANCAP in 2015 and achieved a five-star score, but that rating has now expired – so it is officially unrated in 2025.

Mazda backs the CX-3 with a five-year/unlimited-kilometre warranty and roadside assistance. There’s also a capped-price servicing program with intervals every 12 months or 15,000km, giving owners certainty around running costs.

Power still comes from the well-known 2.0-litre four-cylinder petrol engine (110kW/195Nm) paired with a six-speed auto and front-wheel drive. Simple, reliable, familiar.

The CX-3 is a reminder that simplicity still has its place. It doesn’t bombard you with endless menus, buzzing driver cameras or overbearing safety intrusions. The tech that’s included – like AEB and blind-spot monitoring – works quietly in the background without spoiling the drive.

Build quality is a standout. My Mum’s old Maxx Sport (the equivalent of today’s G20 Evolve) took years of punishment on rough country roads and still felt new after eight years and 100,000km. With no creaks, no rattles, it’s a testament to Mazda’s reputation for quality. The current CX-3 continues that tradition.

The cabin is well thought out. Front passengers get supportive seating, clear sightlines and controls placed exactly where you expect them. Surfaces in high-traffic areas are trimmed in soft plastics or faux leather, making it nicer to touch and easier to clean. Ergonomics are spot-on, and the driving position feels natural, especially for shorter drivers.

Mazda has also reworked the centre console to make it more useable, with adjustable cup holders and a proper armrest. The easy-to-use analogue climate controls are another highlight by feeling great in hand as well as being simple to set and forget. There’s still no wireless phone charging but plugging in a USB cable does the job. The door pockets are another surprise, capable of swallowing large drink bottles without complaint.

On the road, the CX-3 is more fun than you’d expect. Steering is sharp and direct, it holds itself flat through corners, and despite being a high-riding hatchback at heart, it feels nimble in the city. Parking is a breeze, and the ride quality is firm but controlled. Bonus points go to Mazda for including a space-saver spare wheel when plenty of rivals don’t bother.

Space is the CX-3’s biggest limitation. The boot is small, but fine for a couple of overnight bags. However, you’ll struggle with prams or larger luggage. Rear legroom is tight too, especially if taller passengers are in the front. Installing a baby seat is possible, but you’ll need to bring your Tetris A-game. The lack of rear air vents and USB charging points also makes things less comfortable for back-seat passengers.

The drivetrain is starting to show its age. The 2.0-litre petrol engine is dependable, but it can feel breathless and noisy when pushed. It’s smooth enough for daily commuting and light highway use, but in 2025 it feels behind the times compared to turbocharged or hybrid rivals.

The official 6.3L/100km fuel claim isn’t bad on paper, but real-world economy tends to be average at best. Around town I averaged 8.6L/100km, while my mum’s car, mostly on country roads, “never budged from 6.5L/100km over the eight years I owned it.” With a 42-litre fuel tank, you’ll also be refilling regularly if your driving is mostly urban. At least the CX-3 will happily run on cheaper 91 RON fuel.

Noise insulation is another weak spot. Tyre roar and engine buzz are noticeable on coarse-chip bitumen and at highway speeds, making the cabin louder than many newer competitors. It’s a throwback to an old Mazda trait that still hasn’t been fully fixed. The reversing camera also deserves a mention – while handy, its image quality is average by modern standards and can look grainy at night or in poor weather.

Overall, the CX-3’s age means it misses out on the space, refinement and efficiency that buyers increasingly expect in this segment.

If you want a light SUV that simply gets on with the job, the Mazda CX-3 G20 Evolve is still a solid choice. It isn’t flashy, roomy or particularly efficient, but it’s honest, well-made and dependable. For many people, that’s exactly what they want. And judging by the sales numbers, Mazda’s little SUV is still nailing the brief.

That said, if you’re planning on carrying multiple passengers regularly, you may want to consider stretching to the CX-30, the CX-3’s bigger brother, which offers more space and practicality if the budget allows.

My advice? Sit in the CX-3 first and make sure both you and your gear fit comfortably before signing on the dotted line.

2025 Mazda CX-3 G20 Evolve at a glance:
Price: $31,320 (plus on-road costs)
Available: Now
Engine: 2.0-litre four-cylinder petrol
Output: 110kW/195Nm
Transmission: Six-speed automatic, FWD
Fuel: 8.6L/100 km (As-tested)
CO2: 143 g/km (ADR Combined)
Safety rating: Unrated (expired 2015 five-star ANCAP)

Join the conversation at our Facebook page
Or email us at editor@carsales.com.au