Mazda3 VS Renault Clio
Mazda3
Likes
- Stunning design
- Superb cabin presentation
- Athletic handling and control
Dislikes
- Small boot
- Gloomy rear seat
- No more manual
Renault Clio
Likes
- Great chassis
- Decent specification
- Good all-round liveability for a hot hatch
Dislikes
- No AEB or rear curtain airbags
- No CarPlay, Android Auto part of expensive option pack
- RS Monitor no longer standard
Summary
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.
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Let’s see how competitive the latest and improved (as well as more expensive) version is.
| Safety rating | |
|---|---|
| Engine Type | 2.5L |
| Fuel Type | — |
| Fuel Efficiency | 6.6L/100km |
| Seating | 5 seats |
Renault Clio
I'm going to reveal something of myself here - I used to be a RenaultSport Clio owner. This is what the purists call what we now know as Clio RS, and I find myself constantly corrected yet unrepentant. It was a 172 - a nuggety three-door with wheels that looked too small, a weird seating position and a 2.0-litre naturally aspirated engine that was big on torque as long as you belted it.
It was a classic and you could still see the links back to the epoch-making Renault Clio Williams, that blue and gold Mk 1 Clio we never saw in Australia that redefined the genre. The current Clio has been around for four years now and I even drove this current RS Clio at its launch in 2013, memorable for the sudden bucketing rain that drenched the circuit and made things very interesting indeed.
This Clio was a big change from the cars that went before - slimmer-hipped, less aggressive-looking and with a 1.6-litre turbo engine, five-door-only body and (gasp!) no manual, just Renault's twin-clutch EDC transmission. It was a hit, at least with enthusiasts. Back then it was the dawn of a golden age in small hot hatches. But that was then, this is now. With a small power bump and a couple of features thrown in, is the ageing RS still at the pointy end?
| Safety rating | |
|---|---|
| Engine Type | 1.6L turbo |
| Fuel Type | Premium Unleaded Petrol |
| Fuel Efficiency | 5.9L/100km |
| Seating | 5 seats |
Verdict
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.
Renault Clio7/10
The Clio RS is still a ton of fun and in Cup spec, probably the best compromise between price and livability. Despite its advancing years (it turns five this year, so ready to start kindy) and big brother Megane hogging the limelight with a fancy new model on the way, the Clio is a stayer. It's missing some frustratingly obvious things like CarPlay, AEB, rear airbags and rear cross-traffic alert, but it's hardly alone in the segment.Â
With the departure of the Fiesta ST, though, the Clio returns to the top of the list of best small hot hatches on sale today.
Think the Clio is ready for the pension? It it living on franking credits it doesn't deserve?
Design
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…
Renault Clio7/10
The Clio is a handsome small car but nothing out of the ordinary until you apply the very cool Liquid Yellow paint. That hue really is quite something and works even better with the black alloys of the Cup chassis.
The car has some lovely surfacing and in a recent-ish refresh, the slightly odd headlights were reworked, as were the front and rear bumpers which now link to the RenaultSport Megane. Sorry, Megane RS. The RS flag signature lighting is a nice touch, acting as DRLs at the bottom corners of the front bumper.
The lovely organic shapes of the Clio's sides still look good and the rather tough rear end with the chunky diffuser leaves you in no doubt that it's the proper RS not the halfway-house, 1.2-litre GT-Line.
Inside is starting to look its age, but graceful, a bit like Jamie-Lee Curtis' or George Clooney's embrace of grey hair. There are still some of the sharp edges I didn't like. It's certainly a Renault to look at and ergonomically works pretty well. One thing that has been fixed at some point is the switch on the gear selector - it won't bite you if you curl your finger underneath when you press it. You might think that's a small thing, but when you did it, damn it hurt.
Practicality
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…
Renault Clio7/10
The Clio's interior is certainly snug. Rear seat passengers do okay for legroom but headroom is a mite marginal with the falling roofline for six footers. There are no cupholders out back, that curious French habit of supplying just a couple of cup receptacles of different and weird sizes persists. The front doors have space for bottles, the rears do not.
The boot is class-competitive at 300 litres (worth knowing the Trophy loses 70 litres to the Cup) and with the seats down stretches to a claimed 1146L.
Price and features
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…
Renault Clio7/10
The iconic 'Liquid Yellow' ($750 option) Clio I had for the week was the Cup spec chassis. The Clio RS 200, as it is officially known, comes in two specs - Sport and Cup - and there's a Trophy 220 at the top of the range. I had the Cup, which retails at $32,490 (plus on-road costs). The RS220 Trophy, with a bit more poke and stuff, weighs in at $38,990 if you're interested.
The Cup spec is heavily based on the more affordable ($30,990) Sport, which means you get 18-inch alloy wheels (painted black, so watch those kerbs), climate control, four speaker stereo, keyless entry and start (the "key" is still that unwieldy keycard style thing), reversing camera, cruise control, front and rear parking sensors, fog lamps, LED daytime running lights, sat nav, auto LED headlights, auto wipers, launch control, leather bits and pieces and a tyre inflation kit instead of any kind of spare.
The 7.0-inch 'R-Link' touch screen software runs the four speaker stereo with DAB digital radio, Bluetooth and USB. If you get the optional RS Monitor, there is a full-on telemetry system from which you can save your, er, "track day" data and overlay in Google Maps to compare with your mates' or past efforts. You can also change the piped-in engine sound to various different sound effects which are delightfully silly.
Android Auto is part of the breathtaking $1500 'Entertainment Pack' option that includes RS Monitor (which used to be standard) and no, there's no Apple CarPlay. Leather is a further $1500.
Bottom line is that you do get a decent spec bump from the $30,990 Sport along with the more capable (and less comfortable) Cup chassis.
Under the bonnet
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.
Renault Clio7/10
The 200-equipped RSes pony up 147kW/260Nm, which is pretty much bang-on the obvious competition (Peugeot 208 GTI and the outgoing Fiesta ST), driving the front wheels through Renault's six-speed EDC twin-clutch. Unlike those two, there is no overboost function.
Dieppe's finest sprints from 0-100km/h in a claimed 6.7 seconds, pulling along a kerb weight of 1204kg.
Efficiency
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.
Renault Clio7/10
Renault claims 5.9L/100km on the combined cycle but, yeah, nah. My week was admittedly filled with plenty of horseplay and spirited driving, yielding 11.4L/100km. If you were careful you may fare better - but not that much better.
The fuel tank is a fairly standard 45 litres. It requires 98RON premium unleaded.
Driving
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.
Renault Clio7/10
The RS has always had a belter of a chassis. The Cup chassis became a thing just over a decade ago and is lauded by the fans as The One To Have. I've not always been convinced of this as my earlier drives of the Cup-equipped machines have usually been in close proximity to the Sport chassis.Â
The Cup is slightly lower than the Sport, with 15 per cent stiffer springs and dampers and perhaps more importantly it scores 18-inch wheels with Dunlop Sport Maxx RT2 tyres, which you can reasonably expect to be a bit firmer than the 17s with Goodyear F1s on the Sport. And they are.
However, in most situations, the Cup chassis is perfectly benign. You certainly feel the bumps and lumps, but you haven't bought a Cup chassis for Lexus-like isolation. It's certainly sharper than the Sport chassis and when you're really giving it a go around the bends, the comfort deficit is more than made up for by the extra grip and poise.
The chassis is aided and abetted by a torquey 1.6-turbo that cheerfully...no, gleefully spins to the redline which could do with another thousand revs, but that's forced induction for you. The aluminium shift paddles need a good positive pull to get a gear, but that gear is delivered quickly and effortlessly. The Clio is a great deal of fun in Sport and Race modes, with throttle mappings and gearshifts becoming more aggressive as you switch through the modes.
The brakes are tremendously effective and the electronic limited slip diff (*cough* brake-based torque vectoring) ensures you'll hit your apexes and the tyres spend more time gripping than spinning.
But it's not all hairpins and off-camber left-right-lefts, is it? Plenty of owners have to live with the car in traffic day to day. Driving the Cup in isolation, I've changed my mind about it. I reckon it's the best of the two chassis settings. The city ride is better than decent, with the hard edges potholes chamfered off by the dampers and decent compliance. It's not too noisy, either.
Safety
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.
Renault Clio6/10
On board the Clio is four airbags (no curtain coverage for those in the rear), ABS, stability and traction controls, a reversing camera and two ISOFIX points along with three top-tether anchors.
The Clio was awarded a five-star ANCAP rating in November 2013.
Ownership
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.
Renault Clio8/10
Renault says it was the first European maker to offer a five-year/unlimited kilometre warranty in Australia, and who are we to argue? The package also includes up to four years of roadside assist and three years of capped-price servicing.
Renault expects to see you just once a year or every 20,000km, which gives you a bit more headroom than some similar service plans, at least on the mileage. The first three services will cost no more than $369 unless you need a new air filter ($38) or pollen filter ($46). At 60,000km or four years you'll cop $262 for a set of spark plugs. The company's website also suggests if the Clio doesn't like the state of its oil, it will beep at you until you have that attended to.