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Holden Spark


Mazda3

Summary

Holden Spark

Andrew Chesterton road tests and reviews the updated Holden Spark LT with specs, fuel consumption and verdict.

The micro-car segment in Australia has driven off a cliff. We are shunning our smallest cars in a way we never have before, and nobody seems to be entirely sure why.

The strength of the second-hand market is one suspected culprit, while another is the tempting price point of vehicles that are one size bigger, with city-car shoppers able to upsize for relative peanuts.

Whatever the reason, the segment is stuck in neutral and halfway along Struggle Street. It needs a spark. And Holden's hoping theirs is just the ticket.

Now you might recognise it as a Barina, but Holden dropped that part of the moniker when this new model launched in March. It is now simply known as the Holden Spark, tested here in top-spec LT guise and wearing a sticker price of $18,990. It sits above only the entry-level, bargain-basement LS ($13,990 manual, $15,690 automatic) in the two-model Spark range.

Designed and built in Korea, the Spark seems to have little to do with our unique marketplace, but Holden promises us this new model couldn't be more dinky-di if it ran on vegemite. Australia had crucial input into its design in Korea, while Holden's Aussie engineers put the new model though its paces on the company's proving ground, tweaking the suspension and steering for Australia's road surfaces.

So the question now is, is the Spark bright enough to lure buyers back to the micro-car segment?

Safety rating
Engine Type1.4L
Fuel TypeRegular Unleaded Petrol
Fuel Efficiency5.8L/100km
Seating5 seats

Mazda3

Half a decade on, the current-generation Mazda 3 has weathered a world of change.

Cheap cars have vanished. Electric vehicles are commonplace and the small car class it belongs to has been decimated by SUVs. Big names like the Ford Focus, Holden Astra and Mitsubishi Lancer are history.

But while it looks identical to the car unveiled at the 2018 LA Auto Show, today’s Mazda 3 has also evolved, albeit gently.

Let’s see how competitive the latest and improved (as well as more expensive) version is.

Safety rating
Engine Type2.5L
Fuel Type
Fuel Efficiency6.6L/100km
Seating5 seats

Verdict

Holden Spark7.6/10

The marvels of local engineering strike again: the Spark LT definitely feels a cut above some of its budget competition from behind the wheel. It is well-equipped, too, and packed with connectivity and technology features. In short, it could be just the spark Australia's city-car segment needs.

Would you consider a small city-car like the Spark? Tell us your thoughts in the comments below.

Click here to see more 2016 Holden Spark LT pricing and spec info.


Mazda38.5/10

Given how effortlessly it traverses the mainstream and premium small car classes, the Mazda 3 might be the best value small car on the planet.

With racy styling, sports car handling, classy interior presentation and impressive, intelligent efficiency, there’s plenty to sink your teeth into here.

Poor rear vision, a dark back-seat area and smallish boot aside, it doesn’t have any glaring faults.

In a world overrun with SUVs, props to Mazda for evolving the small car so brilliantly to mask a half-decade of existence. Continuous improvements have made the 2024 G25 Evolve SP Vision an essential small car shortlist proposition, regardless of price.

Design

Holden Spark7/10

There's only so much that can be done with a car in this bracket (there's hardly an abundance of surface metal to play with), but Holden's Korean design team have done an admirable job of inserting some excitement into what is traditionally a fairly bland category.

A powerful front end, with two fog lights sitting below the headlights, is dominated by a vaguely Kia-esque grille. And when viewed side on, the Spark looks to be sitting low, courtesy of standard 15-inch alloys that fill the wheel arches and tarmac-kissing side skirting that runs front to back. Two fairly heavy body creases also break up the metal monotony, running along the front and rear doors.

It's an energetic-looking package, and even more youth appeal arrives courtesy of a huge array of personalisation options, with Holden promising 33 different changes a buyer can make, including the wheel inserts, wing mirror caps and roof rails.

Inside, the focus is more on connectivity than luxury, so you can expect fake leather, hard plastics and fairly ordinary seat cushioning, but it's all nicely put together, and the basic feel is broken up by some well-placed style elements, like the coloured insert that runs the length of the dash.


Mazda3

How is it that the current Mazda 3 is already five years old? This hatchback is still stunning, the sort of car you look back at when walking away.

The shape is sleek and almost coupe-like, with a shark-like nose, cab-backward-style long bonnet, upswept shoulder line and a fastback silhouette.

More importantly, it’s the way the light dances across the sculptured sides that draw the eyes in. Bereft of clutter, it makes you wish all mainstream manufacturers had the courage to be so daring.

We’ve said it before – the 'BP'-generation Mazda 3 (Axela in Japan) is the brand’s boldest C-segment hatch since the 1993 'BA' 323 (Astina/Lantis/323F).

But there’s a price to pay for such timeless beauty…

Practicality

Holden Spark7/10

Nope. This is a pocket-sized car, namely because it has the same cargo capacity as your pocket.

Holden has stretched the space between the wheels to maximise passenger space, and as a result there's actually plenty of room in either row. But to add space somewhere, you need to take it from somewhere else, and that somewhere else is the boot, where you'll find a mere 185-litres of luggage space. The situation is improved by dropping the 60:40 split rear seats, but you'll be forever choosing between passengers and luggage.

Front seat passengers share a pair of cupholders, but rear seat passengers get none. They don't get room for bottles in their door pockets. Or door pockets at all, for that matter. The backseat does, however, get two ISOFIX attachment points, one in each window seat.


Mazda3

There is a price to pay for all this quasi-coupe styling flair, and that’s a comparatively snug-feeling interior, though you’d never call it cramped.

Actually, the Mazda 3 is no less spacious than most of its competition in all but one area, with enough room even for 200cm drivers, along with sufficient shoulder width and ceiling height to match.

If you’re really tall, maybe that missing sunroof isn’t such a bad thing, after all.

Sat so low-down on cushy, enveloping front seats that offer plenty of comfort and support, this is the anti-SUV. Maybe Mazda should have called this the MX-3.

Sporty and spot-on, the driving position is a laid-back affair, with an emphasis on better ergonomics, as emphasised by the thoughtful placement of switchgear that’s all within easy reach, ahead of a beautifully flowing and layered dash. Proudly Japanese in flavour, it brings to mind functional minimalism.

Drilling into some of the 3’s finer interior details, the analogue-look digital instrumentation is super-legible, ultra-classy and gorgeously lit at night. As previously mentioned, the dials and surrounding air vents are reminiscent of the later Porsche 944 and 968.

It’s not just all for the sake of aesthetics, either.

Yes, it’s lovely, but the thinned-rim three-spoke steering wheel feels great to grip, with nifty little paddle shifters that are a delight to prod.

Same goes for the physical volume knob and climate-control buttons, sidestepping the need to get distracted and frustrated by virtual sub-menus.

And having a conventional gear lever with old-school Tiptronic-style shifts suits the 3’s athletic vibe.

Plus, forward vision is A-OK, ventilation is faultless, storage is better than you might expect, and the fit and finish is as good if not better than any of this 3’s German premium opponents.

Out back, the split-fold rear backrest is set at a comfortable angle, the cushion is well padded, and you’re provided with USB ports, air vents, and an armrest with two cupholders. More thoughtfulness.

But while knee room is fair, rear headroom isn’t great if you’re tall or wear a beehive, as the falling ceiling line reveals.

Vision out is limited by that rising window line and fat pillars. Getting in and out of the back requires some contortionist moves. And the small windows mean it can be gloomier in the back than a Smiths album.

Finally, at just 295 litres, the 3’s cargo capacity is disappointing. Sure, it eclipses the Corolla hatch’s 217L cubby, but other rivals are far larger back there.

At least the floor is wide and flat and there are 60/40-split backrests for cabin access for longer items.

Note that a space-saver spare wheel lurks underneath. Mazda argues there’s always the closely-related CX-30 if you need (slightly) more space (317L).

Meanwhile, at the other end of the 3…

Price and features

Holden Spark8/10

While the cheap and cheerful entry-level Spark, the $13,990 LS, plays smack-bang in the middle of the micro-car segment, the top-spec LT has bigger, and considerably more expensive, shoes to fill. At $18,990, the LT sails perilously close to its bigger and equally well-equipped competition.

For that money, the Spark needs to arrive wanting for little, and in most respects it does exactly that. For a start, a CVT automatic is standard, and is joined by some stand-out features in this segment, like cruise control, keyless entry with proximity unlocking, push-button start and a fake leather trim that Holden calls Sportec.

While navigation isn't standard, the Spark LT's seven-inch touchscreen is both Android Auto and Apple Car Play equipped, so phone maps fill the blank with ease.


Mazda3

Mazda has rationalised the MY24 3 range, with fewer grades and no more manuals, sadly.

The pretty little piece of automotive industrial design you see here is the mid-range Evolve SP Vision, which sounds less like a car and more like a posh hairdryer from Vidal Sassoon.

Priced from $36,520 before on-road costs (or about $41K drive-away before you start haggling), this Mazda 3 is a sporty and well-equipped alternative to the likes of the speedy Hyundai i30 N-Line Premium, spacious Kia Cerato GT Turbo, new Subaru Impreza AWD 2.0R and evergreen Toyota Corolla ZR. All cost roughly the same money.

The thing is, do Mazda’s upmarket aspirations mean the 3 possesses the ride quality and chic to embarrass at times substantially more expensive hatchbacks with premium pretensions? We’re talking rivals like the BMW 1 Series, Mercedes-Benz A-Class, Peugeot 308 and VW Golf, here.

Stay with us, because we reckon you might be surprised by how far the 3 has come since its humble 323 predecessors.

Anyway, this version comes with most of the good gear, including a full suite of driver-assist safety tech like front and rear Autonomous Emergency Braking (AEB), blind-spot alert, lane-keep assist and adaptive cruise control, as well as keyless start and walk-away lock, powered driver’s seat with memory, 360-degree camera views, a head-up display, digital radio, sat-nav, auto tilt/folding exterior mirrors, dual-zone climate control, Bluetooth phone/audio connectivity and 18-inch alloys.

Oh, and for 2023, an upgraded version introduces a smartphone charger and wireless for the Apple CarPlay/Android Auto function, along with USB-C port access front and rear.

What’s missing at the Evolve SP Vision’s price point? Some mainstream rivals offer leather and a sunroof, available respectively in the more-expensive GT Vision, from $40,000, and flagship Astina grades, from nearly $42,500.

Still, that’s quite a lot of small car for the money, given the quality of the presentation and design. Speaking of which…

Under the bonnet

Holden Spark7/10

There's just the one engine available across the Spark range, and that's a 1.4-litre petrol unit that'll generate 73kW and 128Nm.


Mazda3

When you think about it, shoehorning a big torquey engine in a light and agile small car is a recipe for fun. Ford did just that with the Escort RS2000 in the 1970s… and Mazda’s now an expert at it, too.

The engine in question is the G25, a 2.5-litre four-cylinder naturally aspirated twin-cam petrol engine, delivering 139kW of power at 6000rpm and 252Nm of torque at 4000rpm.

As this Evolve SP Vision hatch tips the scales at 1415kg, it makes for a healthy, and consequently very lively, power-to-weight ratio of over 98kW/tonne.

That’s if you decide to use all the available revs, which the six-speed torque-converter auto makes great use of.

Driving the front wheels, it offers a 'Sport' mode to extend the revs even more, which is keeping in line with this Mazda’s sporty character.

Less so is the company’s decision to ditch the old multi-link independent rear suspension system a few years back for a more prosaic torsion beam arrangement. We’ll get to how that affects ride and handling in a moment.

Efficiency

Holden Spark8/10

Spring for the LT, and that's paired with a CVT automatic transmission, with Holden promising that combination will sip a claimed/combined 5.5L/100km (though we recorded a less impressive 8.0 litres on our test).


Mazda3

Mazda claims the G25 averages 6.6L/100km on the combined cycle… for a carbon-dioxide emissions rating of 154g/km. On a 51L tank, that gives a potential distance of over 940km!

Driven good and hard in our hands, we managed 7.5L/100km, which isn’t bad given the speed and conditions it was subjected to.

Plus, the Mazda’s happy on 91 RON 'standard' unleaded petrol.

Driving

Holden Spark9/10

Holden's Aussie engineering team say they were able to get their hands all over the new Spark pre-launch, launching lap after lap of the company's proving ground as they tweaked the steering and suspension tune to better suit local conditions. And the results are very good.

The 1.4-litre engine doesn't generate a huge amount of power (though it is good for its class), but it's delivered in a way that makes the Spark feel like it's punching well above its weight, rarely feeling underpowered in everyday situations.

The Aussie magic sprinkled over the suspension and steering transforms the way the Spark LT drives, both in the city and further afield. The ride nudges the firm side of the spectrum (but not enough to bother you over inner-city ruts and bumps) which translates to a low, flat feeling through corners.

All in all, the little Spark more than holds its own on more challenging roads. The steering, too, helps the Spark outshine the regular city commuters, with a naturally engaging set-up that always feels connected to the road below.

There is a certain skittishness to the way it drives at times, though, with the gearbox wanting to continue lurching forward for a split-second after you take your foot off the accelerator, which takes some getting used to.


Mazda3

Ask yourself. What do you want from a new small car?

Since the first Familia of the early 1960s, Mazda’s been at it constantly, through the 1300 and 323 eras and into the modern age of the 3.

The Hiroshima brand knows its stuff. Space, practicality, comfort, ease, reliability and affordability. But a small car has to offer more, specifically in the way it makes the owner feel.

That’s why, while the Focuses, Lancers, Astras and Pulsars are gone, the 3’s still here. And it isn’t just the lush visuals inside and out that are, well, sensory-rich.

As older Alfa Romeo owners know, there’s something special about an engine that sounds alive, and the moment you push the 3’s starter, it purrs into life. That’s the first clue.

Slot the refreshingly old-school lever into Drive, and the G25 leaps into action, and, if you need it to, will keep pulling forward strongly, engine buzzing, like it’s on a mission.

That describes the torquey urge of this big 2.5L four, paired perfectly with the sensibly-geared auto.

We miss Mazda’s magnificent manual immensely, but the 3’s instant response reflects its favourable circa-100kW/tonne power-to-weight ratio.

And, as we’ve harped on in the past, the twin-cam unit’s extra oomph beyond 4000rpm delivers muscular high-speed responses akin to a good turbo – or a great old-school Alfa. You can keep your laggy dual-clutch transmissions, Europe.

Now, sweet, smooth and speedy performance is one thing, but having the chassis tuned with precise and fluid steering for tactile handling, and confident roadholding, backed by nuanced driver-assist and traction controls, are another.

There is a consistent and unifying control to the 3’s linear and forgiving dynamics, reminiscent of past masters like the Focus (and today’s brilliant Peugeot 308) that makes it a joy to drive enthusiastically through fast corners, with the knowledge that it won’t suddenly snap-oversteer and bite an unalert driver back.

For a Mazda, the ride is quiet enough, but there is still some droning transmitted through the cabin, via the Bridgestone Turanza (215/45) tyres, on coarse-chip bitumen surfaces.

And while suspension comfort is pretty impressive for the most part, larger bumps reveal the torsion beam’s limitations, as the car can occasionally thud over them in a way that we remember the multi-link rear end wouldn’t.

Anyway, what we’re saying is that, overall, the 3 Evolve SP Vision is an immersive and interactive driving experience that is right up there with the best of them.

Brawny performance, exquisite agility and a refinement that, collectively, have eluded every small Mazda in living memory until this generation’s 2019 debut. This 3’s right on the money. Still.

Safety

Holden Spark8/10

Standard safety fare comes courtesy of six airbags, along with hill-hold assist, ABS and ESC, but it does miss out on more advanced technologies like autonomous brakes.

Springing for the LT will add rear parking sensors, a rear-view camera and cruise control as standard fare, though the lot can be added to the entry-level LS as part of Holden's Driver Assistance Pack.

The Spark range scored the maximum five-star ANCAP safety rating when tested early this year.


Mazda3

Tested way back when this generation was new in early 2019, the Mazda 3 scored a maximum five-star ANCAP crash-test rating.

On the driver-assist front you’ll find front and rear AEB (with a working range of 40km/h to 200km/h) with pedestrian and cycle detection available between 10-80km/h, while the 'Forward Collision Warning' operates from 40-200km/h.

Blind-spot monitoring, lane departure warning, lane-keep assist, 'Forward Obstruction Warning', rear and front 'Cross-Traffic Alert', 'Secondary Collision', auto high beams, breakaway pedals, adaptive cruise control (with full stop/go functionality and cruising/traffic support), parking sensors front/rear, 360-degree round-view monitor, reverse camera, traffic sign recognition, driver monitor and tyre-pressure monitors are also included.

The lane-keep support systems work between 55-200km/h.

Seven airbags – front, side, curtain and a driver’s knee bag – are fitted, along with anti-lock brakes with 'Electronic Brake-force Distribution', 'Emergency Brake Assist', stability control, traction control, hill-start assist are also fitted, seat-belt pretensioners, and two rear-seat ISOFIX points as well as three top tethers for child seat straps.

Ownership

Holden Spark7/10

The Spark range is covered by a three-year, 100,000km warranty and requires servicing every 15,000kms. The Spark range falls under Holden's lifetime capped price servicing scheme, with trips to the dealership capped at $1,145 total for the first five services.


Mazda3

Mazda offers a five-year/unlimited kilometre warranty, with five-years roadside assistance… and that’s nothing special nowadays.

Service intervals are at 12 months or every 15,000km.

A fixed-price service scheme is available, averaging out to $434 annually over the first five years. Mazda shows pricing right up to 16 years and 240,000km on its website.