Mazda CX-3 Diesel 2015 Review

As an alternative to a conventional small hatchback, mini SUVs such as Mazda’s new CX-3 make some sense.

Package size, for one thing. Despite having a minimally smaller footprint (it’s based on the Mazda2 light car), the CX-3 yields similar passenger space to a Mazda3 hatchback.

As far as load space is concerned, the CX-3 is unimpressive in terms of minimum all-seats-up capacity (264 litres, or 42 litres less than the already-unimpressive figure for the Mazda3 hatch), but handily class competitive when all seats are folded with a total 1174 litres available – the latter quite a bit better than  the Mazda3.

There’s also the urban driveability. Some customers undoubtedly feel many mid-size SUV hatches – for example a Mazda CX-5 – exceed their needs for load-toting and are more of a handful in urban situations. The CX-3 – and most of its newly-hatched peers such as the Honda HR-V, Holden Trax and Renault Captur – is a cinch to manoeuvre around town, yet still provides some of the higher-riding security that attracts many customers to SUVs in the first place.

And so it is with the pricing.

Rounded off, the figures for base Mazda3 and CX-3 models are close to identical (pre on-road costs, the Mazda3 is just $500 dearer) for similarly-equipped vehicles.

About the only thing that separates the two Mazdas functionally is the SUV’s slightly greater thirst, brought about presumably by the slightly less advantageous aerodynamics. Where the combined figure for the base 2.0-litre manual Mazda3 is quoted at 5.8L/100km, the marginally less powerful CX-3 (109kW/192Nm against 114kW/200Nm) returns a claimed 6.3L/100km.

Are the new mini SUVs the vanguard for changing preferences in the small car segment?

Time will obviously tell, but clearly car-makers feel there’s something in it, otherwise they wouldn’t be sinking all that development money into the genre.

Now on to our test car, the volume-selling Maxx-specification 2WD (you need to up-spec to sTouring or Akari level to get AWD) diesel version of the CX-3 line-up that promises better fuel economy – quoted at 4.8L/100km – along with the improved driveability normally associated with turbocharged oil-burners.

Compared with the 2.0-litre petrol engine, the direct-injected, common-rail 1.5-litre turbo-diesel winds out less power (77kW) but more torque. A quoted figure of 270Nm is available from 1600rpm through to 2500rpm, bringing the promise of better mid-range response.

At least that’s the theory. In reality, the CX-3 diesel, undoubtedly due to its relatively minuscule power output and small capacity, is a little more reluctant than you might expect.

Available with Mazda’s SKYACTIV-DRIVE six-speed auto transmission only, the diesel CX-3 can be a bit tardy off the line, and lacks the familiar muscularity in general driving. It needs to be encouraged to give its best, and even then there’s not an awful lot going on.

It’s quick enough once you get used to it, but although it’s better in the mid-range than the petrol version, it’s certainly no stump-puller.

All the work is left to the crisply efficient auto, which needs to engage in a bit of regular kicking-down to get the best out of the engine. And we didn’t come too close to the 4.8L/100km fuel consumption claim with an average 6.1L/100km recorded over a week of urban and freeway driving.

But if the diesel’s a slight downer, the CX-3’s dynamic abilities are an absolute panacea.

The suspension system is really pretty basic, with MacPherson Struts at the front and a simple, coil-spring torsion-beam arrangement at the rear (brakes are discs on all wheels), but it’s very refined in terms of its behaviour and works well with the Maxx-spec 16-inch alloy wheels shod with 215/60 R16 tyres providing decent grip.

Highlighted by the well-weighted, nicely balanced response of the electrically-assisted steering, the CX-3 is light on its feet around town (the kerb to kerb turning circle is a handy 10.6 metres), yet confidence-inspiring in the twisty bits. It feels secure, and provides just the right amount of feedback through the wheel to add to the fun factor. And, apart from being affected to a certain degree by mid-corner bumps – it’s possible to feel the wheelbase is not inordinately long – it rides well too.

Some suspension noise does find its way into the cabin, although rarely enough to overly bother passengers.

The second-tier Maxx version tested here isn’t badly fitted out either.

Included in the standard specification are sat-nav (viewed via Mazda’s smartphone style free-standing seven-inch screen located in the centre of the dash and controlled via a neat iDrive-like rotating knob in the centre console), reversing camera, internet radio with six speakers and keyless start – and that’s just naming a few.

Although optional at this level, it’s also nice to know that new-generation safety tech such as Smart City Brake Support, blind-spot monitoring and rear cross-traffic alert are available for an additional $1030 at all levels of the CX-3 range except Akari. Six airbags, anti-whiplash front seats and all the usual safety electronics are, of course, part of the package and help achieve its five-star ANCAP rating.

Did the Mazda CX-3 diesel 2WD match our expectations?

In reality, it did more than that. Its delightful on-road behaviour, excellent packaging, quality finish and the quite-impressive levels of second-tier standard equipment all helped compensate for the disappointment of the 1.5-litre turbo-diesel.

Whether it’s better to pay the $2400 surcharge for oil power, or go with the responsive 2.0-litre petrol version remains an open question.

Not so much:
>> Tardy diesel performance
>> Some in-cabin road noise
>> Small seats-up storage