Enquiring through CarExpert is one of the easiest ways to order a new 2024 Mazda CX-3. We connect you with an accredited dealer/s and equip you with information on current deals, what others have paid, plus, our independent reviews and ratings. You can also call our friendly Concierge team whenever you need support - they remain on hand throughout the process to ensure you get the service (and value!) we demand of our partnered dealers. When you buy a new 2024 Mazda CX-3 through CarExpert, speed, confidence and great value come standard. The Mazda CX-3 range kicks off from $26,950 (plus on-road costs) for the "CX-3 G20 SPORT" variant and finishes at $38,770 (plus on-road costs) for the "CX-3 G20 AKARI" variant. The Mazda CX-3 is built in Japan and is then shipped to Australia. The Mazda CX-3 has a braked towing capacity of 1200kg and an unbraked towing capacity from 655kg to 675kg depending on the variant. Mazda suggested that owners service their Mazda CX-3 every 12 months or 10,000km, whichever comes first. Welcome back for the second instalment of my UrbanGuide long-term review of the Mazda CX-3 Akari LE AWD! Month two was a quieter one for me, with less time spent behind the wheel, but that doesn’t mean I haven’t started to form stronger opinions on the best-selling light SUV. As promised, in this instance, I’m going to unpack exactly what I think about the CX-3’s design and assess how well it performs in the practicality stakes. Also, I’ll give you a brief update on the Akari LE AWD’s fuel efficiency. Let’s get to it, shall we? The first-generation CX-3 has been around since November 2014, and given the five-to-seven-year life cycles most models have these days, it’s getting quite long in the tooth. That said, the CX-3’s exterior has aged rather gracefully. As one of the earlier examples of Mazda’s signature 'Kodo' design language, it has stood the test of time and remained a stylish standout on the road. Put it next to the CX-30 small SUV, though, and it’s apparent the CX-3 isn’t nearly as new as its larger sibling. For example, Mazda’s all about mesh grille inserts these days, while the CX-3 still opts for horizontal bars. But the surrounding chrome trim has carried on, neatly intersecting with the headlights and their distinctive LED DRLs. The CX-3’s front end is otherwise unremarkable, which is something you can’t say about its curvaceous side profile. The intersecting body lines are prominent, particularly towards the C-pillars, where one of them noticeably rises to make a statement alongside the shapely glasshouse. Then there’s the CX-3’s roofline, which starts to become steeply raked near the tailgate.  Now, the Akari LE AWD flagship variant on test here stands out from the crowd here with its unique 18-inch alloy wheels, which have a swish multi-spoke design and a metallic grey finish. It and the one-step-below Akari grade also come with gloss-black trim with chrome accents for the lower body, covering the bumpers, wheel arches and side skirts. This combination certainly elevates the CX-3’s look into premium territory. I’m a fan. I’m also a fan of the CX-3’s rear end, which is perhaps its biggest tribute to the model it’s based on, the enduring Mazda2 light car. Yep, it’s easy to confuse the two from behind, but that doesn’t make the CX-3 any less good looking. In fact, this is its best angle, in my humble opinion. The (slightly) elevated ride height is apparent at the back, but the CX-3 adds to its SUV-ness with upright bodywork with well-placed lines. Then there’s the chunky bumper and dual exhaust tailpipes. But I especially like the tail-lights, which add a pinch of sportiness. Not too shabby, Mazda. Head inside, though, and the CX-3 isn’t as impressive. Compared to the CX-30, the CX-3 is living in the past. It’s a generation behind and it shows. The first thing that catches my eye is the 7.0-inch central touchscreen, which also offers a friendly rotary dial as another input method. Not only is it undersized, but it runs Mazda’s old MZD Connect multimedia system, which still has a skeuomorphic design. Now, some of the other technology offered isn’t that bad, as the CX-3 does feature Apple CarPlay and Android Auto support, albeit of the wired variety. The Akari LE AWD also scores built-in satellite navigation. But let’s face it, unless you’re in the middle of nowhere and without mobile reception, you’ll get your maps fix from the smartphone mirroring instead – and so you should. Then, ahead of the driver is an old-school speedometer and tachometer. Yep, there’s no multifunction display or digital instrument cluster to speak of here. That’s disappointing, as the two analogue trip computers you do get are far from contemporary. Hey, at least there’s a head-up display! Well, yes, there is. Only problem is it’s one of those cheap-looking retractable plastic screens that’s being projected onto instead of the windscreen. And it’s only good for a digital speedometer and the traffic sign recognition. Not to mention it’s so small I keep forgetting to use it. A positive in being aged is the fact the CX-3 still has physical climate controls! It’s a relief to drive a vehicle with dials and buttons these days, as so many newer models (from other brands) have gone down the dark path of fully digitising functions that worked better manually in the first place. Otherwise, the CX-3’s interior looks pretty good for an entry-level SUV from a mainstream brand. And this is particularly true of the Akari LE AWD, which positions itself at the top of the range with two-tone Nappa leather upholstery, which lusciously covers the seats, armrests, door and dashboard inserts, and centre console. 'Dark Russet' (brown) and 'Ivory White' is the combination here, and it’s one I quite enjoy. Much better than the hard plastics that are otherwise prominent. Practicality-wise, the CX-3’s first row (surprisingly) offers a lot. The central storage bin is far more customisable then you’d expect, with the front section featuring a flip-out cupholder, while the middle bit has one of its own, although that partition is completely removable. Then the space at the rear can be covered by the armrest – but not fully enclosed. There’s also an open cubby ahead of the gear selector, with two USB-A ports, a 12V power outlet and an SD card reader (remember those?) handily positioned above. Even the glove box is deep, albeit narrow, meaning you can fit more than the owners’ manual in it. And the front door bins are each capable of accommodating a large bottle and other smaller items. In the second row, the CX-3 has a lot less to offer. For starters, you can forget about USB ports, or even directional air vents, they’re not there. There’s also only one map pocket, on the front passenger seat’s backrest. What you do get is a fold-down armrest with two cupholders, while thirsty passengers will also be comforted by the rear door bins, which can each swallow a large bottle – but nothing more. Speaking of rear occupants, there better be only two of them, because there isn’t a whole lot of room to go around. Behind my own 183cm driving position, my legs brush up against the driver’s seat, while my head also gets very cosy with the roof. It’s even more uncomfortable if you dare to seat three adults abreast, so don’t. A narrow bench and a larger transmission tunnel will do that. Now, while this isn’t a FamilyGuide review, it’s worth mentioning the CX-3’s rear seats can accommodate child seats, with two ISOFIX and three top-tether anchorage points on hand. That said, fitting them in the tight space provided can be quite the challenge, so hopefully your Tetris skills are good. You’ll also need to be a master of working within tight spaces in the boot, where there’s just 264L of cargo capacity on offer. But drop the 60/40 split-fold rear bench and you get a much more usable 1174L. Either way, there’s a decent load lip to contend with if the false floor is in place. Remove it and loading bulkier items becomes more challenging, especially if the second row is stowed, as a large hump in the floor is exposed. At least loose cargo can be secured with the four tie-down points on hand. Bag hooks would be nice, too, but they’re absent for now. Meanwhile, a space-saver spare wheel is located underneath the boot floor. As always, full-size rubber would be appreciated, but anything beats a tyre repair kit. Finally, when it comes to fuel consumption, I once again averaged 9.1L/100km. Like last time, my travels were largely confined to the city limits, with 587km covered for the month. Given Mazda claims the Akari LE AWD drinks 8.0L/100km on the urban cycle, that’s still not a bad result, with my heavy right foot and all. Next month, in the third and final instalment of this UrbanGuide long-term review, I’ll be finally assessing how well the CX-3 drives in the urban jungle, and I’ll throw in my opinion on its highway performance. Is the Mazda CXThe Mazda CX-3 currently offers fuel consumption from 6.3 to 6.7L/100km. Is it worth buying a Mazda CXIf you have your heart set on an SUV but you really don't want to - literally - step up into the larger SUV league then the Mazda CX-3 certainly is worth a look. Especially if you need a little more ground clearance than a car, or you've got a dodgy hip/knee/back, etc. Is there a new Mazda CXThe CX-3 Touring SP (previously sTouring) introduces sportier styling with 18-inch black machined alloy wheels, a black painted roof and black leather and Grand Luxe suede interior with blue highlights. A black chrome signature wing and gloss black front grille are also new for 2023. Does CXHere are the models and trims that offer AWD: MAZDA CX-3: Sport, Touring, and Grand Touring. MAZDA CX-5: Sport, Touring, Grand Touring, Grand Touring Reserve, and Signature. MAZDA CX-9: Sport, Touring, Grand Touring, and Signature. |
