Mazda CX-3 VS Subaru XV
Mazda CX-3
Likes
- Value
- Space efficiency
- Dynamic performance
Dislikes
- Frustrating media interface
- Raspy engine noise
- Dated interior
Subaru XV
Likes
- Excellent cabin fit and finish
- Great to drive
- Advanced safety tech
Dislikes
- Not much more fuel efficient than the petrol version
- Pricey
- Small display screen
Summary
Mazda CX-3
Hard to believe Mazda’s diminutive CX-3 has been with us for close to a decade (it arrived in early 2015). But with successive upgrades, including a major model refresh in 2019, it remains a popular choice with ‘light’ SUV buyers, dominating the segment so far in 2023.
So, how does this evergreen campaigner manage to keep quality competitors like the Kia Stonic, Toyota Yaris Cross and VW T-Cross firmly in its rearview mirror?
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We spent a week with the recently updated (yes, again) mid-spec G20 Evolve to see how it shapes up in the urban environment of 2023.
| Safety rating | — |
|---|---|
| Engine Type | 2.0L |
| Fuel Type | — |
| Fuel Efficiency | 6.3L/100km |
| Seating | 5 seats |
Subaru XV
The idea of a hybrid version of Subaru’s small XV SUV seems to make complete sense – this is a car that probably spends most of its time in traffic but is owned by people who might like to head down a dirt track occasionally. And if it can somehow manage to give off a green glow as well, that could only be a bonus.
But can it actually do all those things? That's the question I’m here to answer, with a bit of real-world testing.
The answer is not a simple yes or no, I'm afraid, because the experience was mostly positive, yet in some ways, I was left wanting more. Allow me to explain.
| Safety rating | |
|---|---|
| Engine Type | 2.0L |
| Fuel Type | Hybrid with Regular Unleaded |
| Fuel Efficiency | 6.5L/100km |
| Seating | 5 seats |
Verdict
Mazda CX-37.4/10
It’s easy to see why the Mazda CX-3 remains such a favourite with small SUV buyers. The Evolve grade tested is dynamically capable, space efficient and well equipped for the money. That said, although I don’t like being ageist, as it starts to creep up on a decade on sale, the market leader is giving ground to the competition in key areas including design, fuel efficiency and refinement. It’s time for a new-generation model, but in the age of electrification, will there be one? In the meantime, this evergreen favourite remains a solid urban SUV option.
Subaru XV7.3/10
Well this is awkward. On one hand the XV Hybrid is excellent and on the other it’s… not.
It’s great to drive on and off the road, the fit and finish of the cabin are superb and the safety tech is outstanding. On the other, the value for money isn’t good when you consider that it’s almost the most expensive XV, but still doesn’t have sat nav, dual-zone climate control, nor the larger display.
And then there’s the fuel economy. Even if we had matched the 6.5L/100km Subaru says we should get, the saving is a mere 500ml for every 100km compared to a straight-petrol XV. The plug-in hybrid version of the XV, as sold in the United States, can get about 2.6L/100km. Now that type of hybrid XV would make far more sense.
Design
Mazda CX-3
You’re not going to mistake the current CX-3 for anything other than a Mazda, which speaks to the consistency of the brand’s design approach.
Tightly wrapped and neatly detailed the CX-3's exterior has aged well, and thanks to cosmetic tweaks over time it’s still looking clean and contemporary.Â
The step up from 16-inch alloys on the lower Sport and Pure grades to 18-inch rims on this Evolve also lifts the look to a more mature, premium level. Â
The interior is a simple, fuss-free environment, but in a small-SUV world moving rapidly towards slick integrated screens for multimedia and instrumentation, the CX-3 is showing its age.
The 8.0-inch media display stands proud in the centre of the dash, almost like an afterthought, and the instrument cluster, while okay from an ergonomic point of view, is dated by an analogue tachometer in the centre and LCD-style read-outs either side.
And although it’s always a subjective call, I’m guessing the Evolve’s white and tan interior trim combination won’t be to everyone’s liking, from an aesthetic or practicality point-of-view.
That said, the interior surfaces across the dash, doors and centre console flow into one another nicely, and brushed metal look highlights around key controls and vents enhance the quality feel.
Speaking of which, physical dials and knobs for adjustment of the ventilation system and audio volume is welcome. Maybe old-school is the best school?
However… the multimedia screen can only be accessed by a rotary dial in the front centre console once the car is mobile (it works as a touchscreen when you’re stationary).
Keenly aware there are various opinions on this set-up when it comes to safety. Touchscreens, by definition, take your eyes off the road ahead, so on one hand it makes sense to transfer control to the rotary dial.
But when you’re using a sequential app like Spotify, it can take a hell of a lot of twirls of that controller to get to where you want to go.
Soon you’re grinding your teeth in frustration which upsets concentration and your eyes are well-and-truly off the road, anyway.Â
For what it’s worth, I’d prefer the relative ease of a quick press on the screen rather than having to go ‘around the horn’ to hit your favourite track or podcast.
Subaru XV
That Lagoon Blue paint. As mentioned above it’s only available on the hybrid and in the metal the colour is so stunning and different that right now from my desk I can see people rubber necking at it parked out the front of my house. The hue, combined with the ‘e-boxer’ badges, makes for an intriguing package, which, from where I sit, is generating a stack of interest. That was always Subaru’s intention, I guess.
Other hybrid-only design features include the frosted silver elements around the fog lights, the slim-line roof rails and, of course, those ‘e-boxer’ badges.
Those are the only styling differences between the Hybrid and the other XV family members.
Not having the chunky roof racks means the overall height is 20mm lower, at 1595mm, but the rest of the dimensions are the same as a regular XV, at 4465mm long and 1800mm wide. Â
The XV is a small SUV, but larger than most of its rivals – it’s about 200mm longer than a Honda H-RV, and similar in size to a Kia Seltos or Nissan Qashqai. That said, its cargo capacity isn’t the best – but more on that in the Practicality section below.
We’re just talking about appearances here and the XV hybrid is cute and angry looking at the same time, with its Pokémon-like face.
Nothing has changed about the overall exterior styling since this new-gen XV was introduced in 2017. And that goes for the interior, too, which is a highlight of this SUV.
There’s no other small SUV in the price range with a cabin that feels this good – the craftsmanship is superb, the fit and finish is excellent and the materials (even the plastics) feel gorgeous. I never use the word gorgeous, but you won’t find a more comfortable and luxurious cabin this side of a Lexus.
That said, the small display screen lets things down, and so does the featureless hard plastic on the back of the centre console, which stares at the rear passengers.  Â
Practicality
Mazda CX-3
At just under 4.3m long, less than 1.8m wide and a little over 1.5m tall the CX-3’s footprint is squarely city-sized, and no surprise it shares the Mazda2’s 2570mm wheelbase because it’s underpinned by the same platform as the small hatch.
But there’s more than enough breathing room up front and storage options are creative.
Rather than the ubiquitous single storage box between the front seats the CX-3 offers up an adjustable multi-compartment arrangement, with cupholders and bottle retainers ready to flick into position in multiple locations.Â
It’s still covered with a padded lid which doubles as an armrest, and there’s also a generous glove box and bins in the doors with space for large bottles, even an overhead drop-down glasses holder.
Move to the back and there’s a surprising amount of head, leg and shoulder room for an SUV of this size. Sure, it’s no limo, but sitting behind the driver’s seat set to my 183cm position, I was pretty comfortable.
Best for two full-size adults in the rear, although a third can squeeze in for short, relatively uncomfortable journeys. Three up to mid-teenage kids will be fine. Â
Rear storage includes bottle shaped cavities in the doors, a map pocket on the back of the front passenger seat only (a weird Mazda habit) and dual pop-out cupholders in the fold-down centre armrest.
No adjustable ventilation outlets in the rear, but in a car this compact, their absence isn’t as big an issue as it might be elsewhere.
For power and connectivity, there are two USB-A sockets in the front (one media, one power-only) as well an SD card slot, an ‘aux in’ jack and a 12V outlet. No power options in the rear, which won’t play well with the kids.
With the back seat upright, boot capacity is an okay 264 litres. Enough to accommodate either the largest 124L or the smaller 95L and 36L suitcases from out three-piece set. But not all of them together.
With a bit of not so gentle persuasion, the large CarsGuide pram just squeaked in, but lower the 60/40 split-folding rear backrest and available space expands to 1174L.
Tie-down anchors to help secure loose loads is a plus and a speed-limited space-saver spare sits under the boot floor.
And if you need to hook up a small boat or other lightweight trailer, the CX-3 Evolve is rated to 1200kg (braked) and 640kg (unbraked).
Subaru XV
To sum things up, room for people is good but the cargo capacity is not. That means I can sit behind my driving position, even though I’m 191cm tall, with about 15cm to spare between my knees and the seatback. Headroom is fine for me, too.
Boot space, however, is 345 litres, which sounds like it could be a lot but when you consider the Honda HR-V has a 437-litre cargo capacity and the Kia Seltos has 433 litres of luggage space, it’s clear the XV’s boot isn’t very big.
Cabin storage isn’t so bad, though, with a big centre console bin, two cup holders up front and two more in the rear fold-down armrest, plus bottle holders in the doors. The hidey hole in front of the shifter is showing its age because my phone was too large to fit into it sideways, but there are other little nooks to store your things in.
Parents should know that the XV Hybrid doesn’t have directional air vents for those in the back seats, but the dark-tinted rear windows were a welcome feature whenever we had our five-year-old back there.
The hybrid has three USB ports – two for charging in the centre console bin and one for media under the dashboard. Need a 12V outlet? There are two.
Price and features
Mazda CX-3
At $31,050, before on-road costs, the G20 Evolve sits in the middle of a five-model CX-3 line-up, which starts with the $G20 Sport ($26,800) and finishes with the G20 Akari ($38,620).
It competes with nine other light SUVs, and to the end of November 2023 has more than doubled the sales volume of its nearest competitors.
Supply constraints may have played a part, but the CX-3 Evolve is way ahead of its direct rivals, the Hyundai Venue Elite ($28,750), Kia Stonic GT-Line ($30,790), Toyota Yaris Cross GXL Hybrid ($33,000) and VW T-Cross 85TFSI Life ($30,990).
Aside from the safety and performance tech we’ll get to shortly, standard equipment includes auto LED headlights and DRLs, rain-sensing wipers, climate control, cruise control, a leather-trimmed steering wheel, an 8.0-inch multimedia screen, six-speaker audio with digital radio plus Android Auto (wired) and Apple CarPlay (wireless) connectivity, sat-nav, keyless entry and start, front and rear parking sensors, a reversing camera and 18-inch alloy wheels.
Standard seat trim is white synthetic leather with tan synthetic suede inserts (also applied to the doors and dash).
That’s a pretty handy roll-call of included features in this part of the market, which meets or exceeds similarly priced competitors.
Subaru XV
The XV Hybrid lists for $35,580, which makes it the second-most expensive XV in the line-up, sitting just under the top-of-range $36,530 2.0i-S. The thing is, the Hybrid doesn’t come with nearly as much equipment as the 2.0i-S, and that’s why it loses value-for-money marks in this review.
Standard features range from the disappointing - like the 6.5-inch touch screen, single-zone climate control and halogen headlights - to the impressive; adaptive cruise control, rear privacy glass and proximity unlocking. The Hybrid also scores the same advanced safety tech as the 2.0i-S, which I’ll go into more detail about in the Safety section below.
Other standard features include Apple CarPlay and Android Auto, shifting paddles, X-Mode drive setting, rear-view camera, six-speaker stereo, digital radio, CD player, premium cloth upholstery, roof rails and rain-sensing wipers.
Only the hybrid comes in the Lagoon Blue colour our car wore, and it’s a no-cost option. Good.
How does the XV Hybrid compare with rivals on price? Well, apart from the Toyota C-HR Koba hybrid, there aren’t any other small hybrid SUV rivals. But ask yourself: why are you buying the XV Hybrid? If it’s for ‘green efficiency’ then you really need to skip to the section on fuel economy, because the amount of fuel you’ll save could shock you, and not in a good way.
If it’s for the all-wheel-drive system then you should know that all XVs have all-wheel drive.
Frankly the biggest rival, apart from the C-HR, comes from within – the XV 2.0i Premium, which is $33,420 and is better equipped and boasts excellent fuel economy. A small SUV comparison wouldn’t be complete without the segment’s benchmark – the Kia Seltos, and its Sport + grade with AWD lists for $35,490.
Under the bonnet
Mazda CX-3
The CX-3 is powered by a 2.0-litre, four-cylinder petrol engine sending drive to the front wheels via a six-speed auto transmission.
The all-alloy unit features direct-injection and variable valve timing to produce 110kW at 6000rpm and 195Nm at 2800rpm.
Subaru XV
The XV Hybrid has a 2.0-litre four-cylinder petrol engine under the bonnet (making 110kW and 196Nm) and built into the transmission is an electric motor (making 12.3kW and 66Nm). The batteries are under the boot floor and they’re charged through energy captured during braking, which is then turned into electricity.
The transmission is an automatic called a CVT (Continuously Variable Transmission). I’m not a fan of CVTs because they tend to take all the oomph out of acceleration, but Subaru’s version is one of the best and the addition of the electric motor gives nice little nudges while driving that the straight-petrol XV doesn’t offer.
Efficiency
Mazda CX-3
Mazda’s official fuel economy number for the combined (ADR 81/02 - urban, extra-urban) cycle is 6.3L/100km, the 2.0-litre four-cylinder emitting 143g/km of CO2 in the process.
That’s an impressively small emissions figure for a 2.0L petrol engine, more in line with smaller-capacity engines.
Stop-start is standard and over a week of city, suburban, and some freeway running, we averaged 7.4L/100km (at the pump), while the car’s on-board computer indicated 7.1L/100km for the same period.
Minimum fuel requirement is 91 RON ‘standard’ unleaded (or E10) and you’ll need 48 litres of it to fill the tank.
Using the official number, that translates to a driving range of around 760km, which drops to roughly 650km using our real-world figure.
Subaru XV
Hybrids are all about saving fuel, but the XV Hybrid doesn’t use a lot less petrol than the regular XV, which makes you wonder what the point of it is. According to Subaru the XV Hybrid should use 6.5L/100km after a combination of open and urban roads, while under the same driving conditions the regular petrol version does almost as well at 7L/100km.
My own testing showed higher consumption. After 401.5km of motorways, urban commutes, city traffic, suburban runs, country twisty fun roads and even dirt and gravel tracks, I filled up with 37.51 litres, which comes to 9.3L/100km. The fuel tank in the hybrid is 48 litres and the trip computer told me I had a range of 90km left. The straight petrol XV has a 63-litre tank.
So, even if you use Subaru’s figures you’re saving 500ml per 100km, which comes to about 70c per 100km if 91 RON is about $1.40. Factor in the fact that the XV Hybrid costs $3970 more than the XV 2.0i-L and you’d have to drive more than 550,000km to make that difference in money back. Again, you have to ask, what is the point?
I’ve tested Toyota’s C-HR Hybrid and while it is only two-wheel drive the combined fuel economy is 4.3L/100km.
Subaru’s XV Hybrid needs to be way more fuel efficient for it to be a worthwhile hybrid vehicle. Â
Driving
Mazda CX-3
The CX-3’s compact size makes it easy to steer through tight city and suburban streets.Â
It weighs in at just under 1.3 tonnes, which is marginally lighter than most of its key competitors, and acceleration is sprightly with the 0-100km/h covered in less than nine seconds.
Close to 200Nm of pulling power is plenty for a car in this class and unusually for a non-turbo engine, peak torque arrives at a relatively low 2800rpm, so there’s ample mid-range urge.
The downside is the 2.0-litre, four-cylinder engine makes its presence felt inside the cabin, with mechanical noise noticeable even at around-town speeds. Not a conversation stopper by any means, but it’s there.
No complaints with the six-speed auto transmission. It’s smooth and the ratios keep the car in its performance sweet spot nicely. It also shifts into sequential ‘Manual’ mode if your prefer or need to call the shots.
Electric ‘drive-by-wire’ throttle response is smooth, but flick the console-mounted rocker switch to ‘Sport’ and things become more urgent, with the transmission shifting down earlier and holding on to ratios longer.
The steering is evenly weighted for easy parking and road feel is good. Speaking of parking, a 10.6m turning circle is large-ish for such a diminutive SUV, but surprisingly, not out of line for the category.
Suspension is by struts at the front and torsion beam at the rear, and despite the CX-3’s relatively short wheelbase and the Evolve’s bigger 18-inch wheels, ride comfort over typically pock-marked urban roads is surprisingly good. The Toyo Proxes R52A (215/50) tyres are also quiet and reassuringly grippy.
Braking is by generous ventilated discs at the front and solid rotors at the rear, and they’re more than up to the task of calmly washing off speed in this city-sized SUV.Â
The front seats proved comfy and supportive on test, although you’ll have to step up to the next Touring grade to score electric adjustment for the drive or lumbar control of any description.
Subaru XV
I said in the video above that I think the XV is one of the best-handling small SUVs for the money and it’s true, even on twisty country roads the vehicle feels planted, with great body control. That’s thanks to well-sorted suspension and the boxer engine design, which lowers the centre of mass, making the car less ‘wobbly’ and more secure in the corners.
If it was just about driving, the XV Hybrid would be my pick out of the entire model range. That’s because I find the basics petrol version has lacklustre acceleration. The hybrid gets little shoves from the electric motor, making it better for moving quickly in traffic. Yep, while the electric motor is tiny and only supplies a small output, when it combines forces with the petrol the difference is noticeable compared to the petrol XV.
Like the petrol, the hybrid uses a Continuously Variable Transmission (CVT). The transmissions are the cause of the indequate acceleration I mentioned, but they seem to be perfectly suited to electric motors.
The entire XV line-up is all-wheel drive, and that includes the hybrid. This is not a four-wheel-drive system, which large off-road vehicles like the Toyota LandCruiser use, so I wouldn’t try to cross the Simpson Desert in an XV. Really the XV’s all-wheel drive is designed for on-road duties but occasional dirt and gravel tracks are fine, as long as you don’t get too wild. Still, it is truly one of the most sure-footed small SUVs for the price that I’ve driven, and the impressive 220mm of ground clearance will let you head down bumpy tracks that would tear the innards out of other small SUVs.
The X-mode function is activated by pressing a button and the throttle, transmission and drive to the wheels is managed automatically to maintain optimum traction.
Where the Hybrid is at a disadvantage against its fellow XV family members is in terms of towing. The braked towing capacity is 130kg less than a straight-petrol XV at 1270kg. Â
Safety
Mazda CX-3
The CX-3 had a maximum five-star ANCAP score from 2015 to 2022, but the independent safety body’s assessments have a seven-year shelf life and the compact SUV is currently ‘unrated’.
That said, active (crash-avoidance) tech is up to the mark with AEB (forward and revers with front pedestrian detection), blind-spot monitoring, lane departure warning, front and rear parking sensors, rear cross-traffic alert, a reversing camera and smart city brake support (front and rear) included.
If a crash is unavoidable, there are six airbags onboard (dual front, dual front side and side curtain), the CX-3 showing its age somewhat with the absence of the now increasingly common front centre bag designed to minimise head injuries in a side impact.
There are three top tethers for baby capsules/child seats across the rear row with ISOFIX anchors on the two outer positions.
Subaru XV
Perhaps the best reason for buying the hybrid version of the XV is for its advanced safety tech. Only the XV Hybrid and the top-of-the-range 2.0i-S come with blind-spot monitoring, auto high beams, lane-changing assist, rear cross traffic alert and reverse AEB.
That’s in addition to what’s standard on all XVs, such as forward AEB, lane-departure warning, lane-keeping assistance, lane-sway alert, lead vehicle start and brake-light recognition.
The XV Hybrid also comes with adaptive cruise control.
A note about the reverse AEB – it works, really well and stopped me from backing into a tree while filming the video above.
The Subaru XV was given a five-star ANCAP safety rating when it was tested in 2017.
For child seats, you’ll find three top-tether anchor points and two ISOFX mounts across the rear row.
Despite all this incredible safety equipment you don’t get a spare tyre on the XV Hybrid – not even a space saver, as you do on the other grades. Instead, you get a puncture-repair kit, which consists of a tyre-inflation device and a type of sealant. I’ve had punctures before while driving cars from other brands and the repair kit didn’t fix the leak. For this reason, the XV hybrid is losing marks here – you can’t beat a real spare tyre, especially in Australia where distances are vast, towns are remote, the climate is extreme and a breakdown could be a life and death situation.
Ownership
Mazda CX-3
Mazda covers the CX-3 with a five-year/unlimited-kilometre warranty, which is the current market standard. Roadside assist is included for the duration.Â
Recommended service interval is 12 months/15,000km, and the average annual cost for each workshop visit, for the first seven years, is $438.
An average under $450 is alright, but Toyota’s capped price figure of $195 per workshop visit for the first five years of C-HR ownership puts it in perspective. Mind you, Toyota’s charges step up considerably after that fifth year.
Subaru XV
The Subaru XV Hybrid is covered by a five-year/unlimited-kilometre warranty, while the battery for the electric motor is covered by an eight-year/160,000km warranty. There’s also a five-year/62,500km capped-price-servicing program. Servicing is recommended at 12 month/12,500km intervals, with the first capped at $350.25, the second at $588.31, the third at $354.83, the fourth at $784.77, and the fifth at $354.86 for a total of $2433.02 over the five years.