Test drive of the Mazda CX-3 2.0 Skyactiv-G: the recipe for eternal youth

If there is one segment that has grown in recent years, it is that of the SUVs. In just over two decades, their evolution has been spectacular: they have gone from a barely testimonial presence on the market to forming a practically parallel offering to passenger cars.

If we dive fully into this large offering, we can see that within the SUV market there are urban, compact, family and even sporty SUVs. However, one of the most successful subcategories is that of crossovers with an urban focus.

The B-SUV category is cannibalising sales of city cars. Its arguments are powerful: they have more interior space, a very similar dynamic behaviour – the great majority are based on the same platforms as their “smaller siblings” – and, above all, a more powerful image that appeals to a large number of buyers.

We have already tested heavyweights of the category, such as the Volkswagen T-Cross, the Seat Arona or the Ford Puma. The proposal from Mazda to stand up to this fierce competition is the CX-3, an urban SUV that offers something different and which, although more than five years have passed since its launch, has withstood the passage of time remarkably well.

The current generation of the Mazda CX-3 was unveiled in 2015, although it is true that over its commercial life it has received two updates – in 2018 and 2020 – which have helped the whole not lose an ounce of freshness.

A design that the years do not pass by

When we stand in front of the smallest model in the SUV range from Mazda, it is surprising to think that its lines were drawn more than five years ago. Although we have seen some changes to the central grille or the headlights, you would have to look very closely to tell a 2015 unit apart from one that has just left the dealership.

All the credit goes to the “Kodo” design language of Mazda which, thanks to its “Soul of Motion” philosophy, delivers timeless and genuinely attractive designs. The Mazda CX-3 is the perfect example of this way of thinking, because its well-defined lines give the sensation that the car is moving even when it is parked at the front door.

At the front, all the attention goes to the powerful grille, which occupies practically half the surface and has a chrome surround that embraces it and extends to the front headlights. At the ends of the front bumper there are two black mouldings that house the front indicators and fog lights, which are so small that they provide rather meagre illumination.

In profile, the design lines are very pronounced and perfectly reflect the “Kodo” design, with a crease that starts at the apex of the front headlight, curves and dies out at the rear doors. This element is perfectly complemented by the rising waistline marked by the side windows and the black C-pillar, which blends seamlessly with the tinted glass.

The rear puts the final full stop to the sharp lines of the rest of the bodywork, with horizontally arranged rear lights joined together and an exoticism that is rare today: a pair of real exhaust outlets.

As for the unit we tested, it came with the Zenith trim level, the most complete in the range. With it come attractive 18-inch multi-spoke alloy wheels in a two-tone finish, mirror caps painted in the body colour, and a set of chrome mouldings decorating the front lip and the sills.

Good finishes, improvable habitability

Just as we have defended the timelessness of the exterior of the Mazda CX-3, the interior design of this Japanese crossover does show its age, and it has nothing to do with the technological display that some newcomers, such as the new Opel Mokka that we recently tested, do present.

The instrument cluster is simple yet genuinely attractive, thanks to an analogue rev counter in a central position with a small display at the bottom showing the speed at which we are travelling. This is accompanied by two other displays showing the key driving data, such as consumption, fuel level or the odometer.

Another piece of equipment added with the Zenith trim is the colour Head-Up Display, which complements the instrument cluster information by projecting onto a transparent frame data such as speed, the distance to the car in front or blind-spot alerts.

The driving position offers a comfortable posture and continues to show one of the brand’s strong points: ergonomics. Everything is within reach, so climate control and even the multimedia system functions are operated with physical controls, meaning that once we get used to them, they do not force us to take our eyes off the road. Something we will also have to get used to is the position of the mirrors, which are more centred on the door than is usual and sit rather close to the driver.

The three-spoke steering wheel also has multifunction buttons to control the sound system, activate voice control, operate the speed limiter or cruise control, or change the information shown on the right-hand display of the instrument cluster.

The quality of materials and finishes in the cabin of the Mazda CX-3 is good: there is a large moulding imitating leather running across the dashboard and the same finish on the edges of the centre console. With the Zenith trim we also get a mixed fabric and synthetic leather upholstery covering very comfortable seats that allow long journeys without accumulating fatigue.

Turning to its habitability, this is one of the weak points of the Mazda CX-3. Rear-seat space is rather tight, so legroom is limited and an adult will have to tuck their knees against the front seatbacks. Width is not outstanding either, so seating three adults in the back is not a good idea. As the saying goes, “misery loves company”, and this shortcoming is common in a segment whose members all measure just over 4 metres.

The Mazda CX-3 cannot boast a large boot either: despite having a false floor that increases the space considerably, its 350 litres of capacity leave it behind rivals we have also tested, such as the Hyundai Kona (374 litres) or the Mitsubishi ASX (406 litres).

A complete equipment list with the Zenith trim

As we said earlier, the unit we tested came with the most complete equipment level in the range, the Zenith. The standard equipment included for the extra 2,300 euros over the base Origin trim makes the additional cost well worth paying.

We get 18-inch alloy wheels, the mixed fabric/synthetic leather upholstery, the Head-Up Display, chrome exterior mouldings and some driver assistance systems such as autonomous emergency braking, pedestrian detection and lane departure correction.

For a further 1,250 euros we can extend the list of ADAS with the Safety Pack, which adds adaptive cruise control, pre-collision emergency braking, Full-LED Adaptive headlights, advanced blind-spot detection with rear cross-traffic alert, rear braking assist, driver fatigue detection and a 360º peripheral view camera.

Another of the novelties introduced in the CX-3’s latest update was the revamp of its multimedia system, which is now compatible with Android Auto and Apple CarPlay – making it pointless to pay the 666 euros the brand asks for the integrated navigation system. Although its interface and the resolution of the 7-inch screen still lag behind many rivals, it is fairly intuitive and easy to use thanks to the selector on the centre console and its touch capability.

A “rara avis” under its bonnet

One of the secrets that has always worked for Mazda is that it does not follow fashions: it is one of the few manufacturers that retains a well-defined character and personality across all its models.

This personality shows both in the design and in the mechanics, because the heart beneath the bonnet of the Mazda CX-3 is increasingly rare. The Japanese brand’s only option is the 2.0 Skyactiv-G engine or, in other words, a naturally aspirated four-cylinder unit developing 121 CV and 206 Nm of torque.

The behaviour of this engine is a model of smoothness. However, its naturally aspirated design makes it lazy whenever we keep it below 3,000 rpm.

In a world where we are increasingly used to the kick of turbochargers from low on the rev counter, it feels very odd to climb above 4,000 rpm, and if we want to extract the maximum from the CX-3’s engine, we must. Far from being a negative, the small SUV from Mazda rewards us with a very pleasant sound.

The Japanese brand offers no alternatives in its engine range, although it does let you choose between a six-speed manual gearbox or an automatic torque converter with the same number of gears.

Despite the convenience of forgetting about a clutch, whenever we drive a Mazda we find ourselves obliged to advocate manual gearboxes. The feel the manufacturer achieves in its manual transmissions makes changing gear a real delight, whether we are sitting in an MX-5 or a Mazda 6. As you can imagine, our recommendation is that you save the 3,000 euros the automatic gearbox costs and go for the manual.

As for consumption, Mazda has relied on the cylinder deactivation system to reduce its figures. The operation of this system is practically imperceptible: the engine uses all four cylinders when we need power and deactivates half of them to run on two cylinders whenever conditions allow. In this way, the brand claims that its consumption is reduced by 14%. With all this, the figure we achieved in mixed driving – motorway and plenty of city – is a reasonable 6.5 l/100 km.

Is the Mazda CX-3 the car for me?

The price of the Mazda CX-3 starts at 22,295 euros before discounts, although if we want a unit as well equipped as the one we tested, we will have to shell out 26,545 euros, a price that places it in the middle of the segment for equivalent equipment.

Therefore, if you are looking for a different urban SUV with good dynamic behaviour, very reasonable build quality, and most of your journeys are as a couple, the Mazda CX-3 is an alternative well worth considering. If, on the other hand, you need a car for family travel or you like being surrounded by screens, there may be other alternatives that suit your needs better.