3’s the Charm
New player in subcompact SUV segment a fun-to-drive package
Mazda’s claim that the CX-3 is capable of handling many of life’s adventures is perfectly acceptable marketing bumf (it falls within the parameters set out in Self Promotion 101) with one proviso: Life’s adventures must not include any oversized equipment. Badminton rackets, Frisbees and hiking boots are all good; kayaks and mountain bikes, not so much — unless roof racks are included. (Towing a trailer isn’t recommended.)
Shorter and lower than the successful CX-5, Mazda’s CX-3 is a subcompact-sized crossover, the newest niche being exploited by automakers. Not as outré as the bug-faced Nissan Juke or Mini Countryman, the diminutive SUV joins the likes of Honda’s HR-V, Chevy Trax and Fiat 500X, as well as pricier units, including the Mercedes GLA and Buick Encore, in being designed more for urban use, with the occasional weekend getaway thrown in.
An easier way to look at this niche is as small hatchbacks with all-wheel drivetrains bolted underneath. In the CX-3’s case, think of it as a sexier re-imagining of the Mazda3 Sport, with better cottage-road capability. (In terms of actual length, the CX-3 slots between the truly undersized Mazda2 and the compact Mazda3 Sport.)
How does the CX-3 stack up? Put it this way: Larger sibling CX-5 is one of my favourite compact SUVs, with good handling dynamics, a perky (in GT trim) engine and a generally sporting vibe to it. In day-to-day driving conditions, I prefer its little brother. The CX-3 has a personality that is infectiously well-humoured.
Yet another example of what Mazda calls Kodo Soul of Motion design, the CX-3 is tailored like the others: muscular and sharply creased, with a wide, proud stance. It’s a bit of a red herring, because the powertrain, though efficient and effective, is rather mild mannered. A slightly less punchy version of the Mazda3’s base unit, the CX-3’s 2.0-litre four-cylinder engine pushes out a middling 146 horsepower and 146 pound-feet of torque. Fortunately, the crossover is a lightweight 1,339 kilograms (in topline GT form, which comes standard with all-wheel drive), meaning there’s decent scoot when passing power is called for.
Interestingly, the CX-3 comes with paddle shifters for the six-speed automatic transmission, while the CX-5 does not. But, like its larger sibling, the CX-3 has a Sport mode for when more zip is needed. Unfortunately, I am as underwhelmed with its operation as I was when I drove the CX-5, and for the same reason. While it holds the gears longer and lets the revs build — a good thing — it is reluctant to upshift when I ease up on the gas. It has been suggested by others that this is to avoid an upshift when in the middle of making a turn, which is as good an explanation as any, though it makes the situation no less annoying. Since Sport doesn’t appreciably enhance vehicle performance, I switched it off after some experimentation.
Typical of all Mazda products, the CX-3 offers up a pleasant driving experience, with a sporting vibe to it, the company citing the crossover’s lightweight and fine-tuned chassis. This includes the electric power steering, which has a light touch to it for city work but firms up nicely on curving back roads. The chassis employs MacPherson struts up front and a lightweight torsion-beam suspension at the back, the combination weeding out most tarmac irregularities while still communicating what’s going on underneath.
A Mazda with proficient performance bona fides is nothing new. The big surprise was the cabin. The topline GT model ($28,895) has comfy, supportive front seats in leather and suede, with piping separating the two materials. A dark red accent is used on door-trim armrests and floor-console knee pads, and red stitching is used on the soft-touch dash area. It’s an upscale move for Mazda, whose interiors have tended to be of a sportier, more functional design.
There’s front-seat headroom and legroom for those of a taller persuasion, but at 6-foot-2, I used up all the legroom the CX-3 offers. Any taller and I would start to feel cramped. Plus, having the front seat all the way back in its track certainly compromises legroom for longer-limbed folk in the back seat: I had my knees fully jammed into the seatback.
All information displays and control systems are positioned toward the driver, based on Mazda’s “Head-up Cockpit” concept. The primary gauges are large and easy to read and the whole array includes a head-up display. A seven-inch touch screen mounted at the top of the centre stack displays the navigation and audio functions, among others. Below it is a clean layout, featuring three buttons that control the HVAC.
The layout of the centre console, however, could use some rethinking. Primarily, the location of the “commander” control knob requires a glance away from the road ahead. And the cup holders are too far back. Those are piddly issues, though. My biggest beef was with the navigation system, which defied all attempts to program a new destination into it. After fiddling with it for several minutes, my daughter gave up and used her cellphone’s map app to get directions.
On a more positive note, the GT trim has a bunch of nifty features, including standard 18-inch alloy wheels, push-button start, power sunroof, Bose audio system with seven speakers, automatic climate control, heated front seats and a rear cargo cover.
I like the CX-3 — a lot! Though I’m sure Mazda would rather market the crossover to the Millennials, it sends the right signals to empty-nest Boomers as well. It’s sized right for urban crawl yet easily cruises at highway speeds, and it’s more fuel-efficient than regular-sized SUVs. I averaged eight litres per 100 km during my week with the tester, but one drawback is that the GT’s gas tank holds only 45 litres. The ride is quiet and it looks better than most hatchbacks.
Fellow Driving contributor Brendan McAleer’s suggestion that Mazda hit the competition where it isn’t and build a Mazdaspeed version of the CX-3 (“a halfprice Mercedes GLA 45 AMG competitor,” he says) is a notion I would embrace. The crossover has a solid foundation on which to build a serious performance model. Even in its present form, though, it has a powerful persona that should make it a top contender in the subcompact segment.
Overview: A major player in the hot subcompact SUV segment
Pros: Sporty handling dynamics, smooth engine, upscale cabin
Cons: Finicky navigation system, tight rear-seat room for adults, Sport mode isn’t useful Value for money: Good
What I would change: Simplify controls for the audio system, re-map Sport mode
How I would spec it: As is