Mazda RX-7 successor inches to reality as new rotary engine nears completion
One of the most important parts required for the long-awaited successor to the Mazda RX-7 is nearly complete, but other pieces of the puzzle aren't quite as ready.
According to Motor Trend, work on the next-generation rotary engine is almost done, and it could go into production as early as 2026.
Before it can slip into a new sports car — most likely based on the 2023 Iconic SP concept (pictured throughout) — those working on the project need to build a viable business case.
Hundreds of new car deals are available through CarExpert right now. Get the experts on your side and score a great deal. Browse now. Supplied Credit: CarExpert
If Mazda can figure out a way to make the numbers add up — a task no doubt complicated by the ever-changing tariff situation in the US — it will give the automaker a second sports car in addition to the evergreen MX-5.
Like the MX-5, the new sports car will be a low volume model. Ryuichi Umeshita, Mazda's chief technical officer, believes the 'Iconic SP will be a good successor for RX-7'.
It's unclear what the new sports car will be christened. Umeshita-san says a final decision has yet to be made on the name, but it's likely to honour or reference the company's rotary history. Supplied Credit: CarExpert
He doesn't rule out RX-7 or RX-9, but is adamant there is 'very little possibility that we will name it Cosmo'. The Cosmo was a line of luxury coupes sold between 1967 and 1996, and was available with rotary engines, either exclusively or in top-of-the-range variants.
The new RX is expected to be a 2+2 coupe that's larger than the current fourth-generation MX-5. The Iconic SP measures 4180mm long, 1850mm wide, and 1150mm tall, which is 105mm shorter, 90mm wider, and 80mm lower than the third-generation 'FD' RX-7.
Like the Iconic SP, the new RX will have a range extender EV drivetrain — with output of around 270kW — where the rotary engine operates as a generator for the battery pack. A version where the rotary engine drives the wheels is apparently part of the plan too. Supplied Credit: CarExpert
The new rotary engine is a development of the motor used in the range extender (EREV) variant of the MX-30. The MX-30 EREV has a single rotor displacing 0.83L and makes 55kW.
Its sole job is to recharge the 17.8kWh battery when it begins running low, while the 125kW electric motor is responsible for driving the front wheels.
The MX-30 marked the return of the rotary engine to the Mazda range after an absence of 11 years, but the EREV version wasn't offered in the US because the rotary didn't meet local emissions regulations, a problem that's been solved in the upcoming version of the engine.
Although the MX-30 has been withdrawn from the Australian market in 2023, it's still in on sale in many parts of the world, including Europe and Japan.
MORE: Everything Mazda
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So, is an inflated price tag enough to put us off this charming small car, or does the extra kit catapult the new Evolve SP above its rivals? Prices are up by between $840 and $2440, with the higher-end increases due to previously optional equipment becoming standard. To see how the Mazda 3 lines up against the competition, check out our comparison tool You've probably heard this before, but Mazda's premium push has worked wonders from an interior presentation standpoint. I wouldn't go as far as to say the G25 Evolve SP looks a million dollars, but it would definitely compare favourably to cars in the $50,000 ballpark. From the driver's seat the car wraps around you like a welcoming cocoon. There are soft touches everywhere, from the leather armrest to padded door card and centre tunnel trims. The entire dash is also tactile and squidgy – kudos to you, Mazda. High traffic areas including the steering wheel and gear selector score even better materials, smooth leather in this case. All the physical buttons throughout the cabin have a satisfying click. It's not quite perfect. The doors feel tinny, and scratch-prone gloss black plastic surrounds the shifter and infotainment controls. Nevertheless, this is a lovely cabin to spend time in. The mid-spec G25 Evolve SP features grippy, firmly-bolstered cloth seats which proved to be up to the rigours of everyday driving and comfortable over long journeys. Both front seats appear identical, but the driver is treated to electric adjustment with lumbar, while the passenger seat comes with do-it-yourself manual controls. None of this is new to owners of the pre-update Mazda 3, as the most apparent changes lie in the technology department. As part of the newly-standard Vision Package, the Evolve SP now comes with a larger 10.25-inch infotainment touchscreen. That's a good thing – size matters when it comes to usability, and the graphics appear crisper than before. 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Hardly an issue for buyers who plan to eat up highway or countryside kilometres, but city-slickers will be left wanting when they search for a hit of lowdown torque from a set of traffic lights. A firmly planted right foot will eventually see the Mazda 3 take off but the harder you push it, the more noise it makes. And that's unlikely to make for a relaxing commute, or impress your passengers. We've been spoilt rotten by modern turbocharged and hybrid engines, and stepping back into a car like the Mazda 3 reminds you why so many carmakers have made the switch from naturally aspirated power. Fuel consumption is also a key sticking point. Mazda claims our tester can achieve 6.6L/100km, but I was seeing over 10L/100km across a week of mixed driving, which is a lot for a small car. It's the price you pay for a characterful engine that likes to rev. 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Parking has also traditionally required an unimpeded view out each side of the car, but the Evolve SP comes with Mazda's Vision Package, which includes a high-resolution surround-view camera that takes the stress out of squeezing into tight spaces. The previously optional Vision Package is now standard on all Mazda 3 variants except the Pure and Evolve. Although it's a worthwhile upgrade, it has also pushed prices up across the range. Mazda's safety and infotainment tech bundle also comes in handy on the highway. The package includes a semi-autonomous driving system that's among the most user-friendly systems on the market. Honestly, the feature is essentially set and forget. Speed and following distance toggles are right in front of the driver, and the software effectively manages both parameters whether you're negotiating heavy traffic or enjoying free flowing driving. The addition of semi-autonomous cruising effectively transforms the Mazda 3 into a comfortable long-distance cruiser, and I wouldn't shirk a long roadtrip behind the wheel. I had no qualms with the other advanced driver assist systems throughout this test. The driver monitoring, blind-spot monitoring and AEB functions rarely overstepped, allowing me to focus on the road ahead. Tyre roar was absent throughout highway stints, although I did notice quite a bit of wind noise in the cabin, perhaps owing to the tinny-feeling exterior panels. G25 versions of the Mazda 3 have more than enough power to reach highway speeds and complete overtaking manoeuvres, especially when you take advantage of the paddle shifters. When left to its own devices the transmission can take a while to kick down when you plant the throttle, but once on song the 2.5-litre is meaty. Flick the switch for sports mode and the transmission will hold gears for a little longer. The combination of a willing engine and involving driving dynamics guarantee this little hatch also feels right at home on a country road. The Mazda 3 offers a lot more feedback and driving engagement than other cars in the segment, even if that comes at the cost of comfort and efficiency on occasion. To see how the Mazda 3 lines up against the competition, check out our comparison tool All grades have received additional features for 2025. 2025 Mazda 3 G20 Pure equipment highlights: G20 Evolve adds: G20 Touring adds: G25 Evolve SP adds (over G20 Evolve): G25 GT adds (over G25 Evolve SP): G25 Astina adds: To see how the Mazda 3 lines up against the competition, check out our comparison tool The Mazda 3 wears a 2019-stamped five-star ANCAP safety rating based on Euro NCAP testing. Standard safety features include: Vision Package* adds: * $2000 on G20 Pure, G20 Evolve To see how the Mazda 3 lines up against the competition, check out our comparison tool The Mazda 3 is more expensive to service than most rivals – the Corolla Hybrid and Skoda Fabia are both cheaper to maintain over the first five years, while the i30 costs an average of $435 over the first 10 scheduled services. To see how the Mazda 3 lines up against the competition, check out our comparison tool The Mazda 3 G25 Evolve SP has benefited from gaining the latest tech and safety features, but a few familiar pitfalls hold it back from small car greatness. Neither connected services nor the standard Vision Package address the relatively poor packaging of the Mazda 3, and it remains a thirsty beast with relatively high running costs. That said, the Mazda 3 still sets the standard for driving dynamics and both cabin presentation and ergonomics, but are those the most important criteria for affordable small car buyers? I'd argue not, in the majority of cases. On the other hand, practicality and efficiency are paramount for most, and the stylish Evolve SP trails the pack on that front. However, there's still plenty to be said for the Mazda 3 from the perspective of a single city-slicker who commutes to and from the office with a briefcase each day. With such a person in mind, I'd recommend our tester as the pick of the range, closely followed by the smaller-engined G20 Evolve. For a more versatile hatch, look to the newer i30, or even the smaller but more sophisticated Skoda Fabia. Want a frugal small car that's built for the city? Give the BYD Dolphin a go, preferably in Premium trim. Interested in buying a Mazda 3? Get in touch with one of CarExpert's trusted dealers hereMORE: Explore the Mazda 3 showroom Content originally sourced from: 3 Pros Mazda 3 Cons New year, same old Mazda 3? Not quite, but updates for the 2025 model year aren't exactly obvious at first glance. Note: This is a revised version of our recent review of the Mazda 3, as there have been no major changes to the model since it was published. We have updated key details such as pricing and specifications with the most up to date information available. Read our latest price and specs article here for all the details. WATCH: Paul's video review of the 2020 Mazda 3 G25 Astina After all, the basic formula remains unchanged. It still comes wrapped in the same gorgeous swoopy bodywork, with a choice of naturally aspirated four-cylinder engines under the skin. Rather, the updated Mazda 3 brings sweeping tech and safety upgrades, from the introduction of Mazda Connected Services to wider standardisation of the Vision Package safety suite. Unfortunately, there's no such thing as a free lunch. That means spec improvements have been accompanied by price rises, to the tune of up to $2440. Both the big ticket inclusions feature on the vehicle tested here – a 2025 Mazda 3 G25 Evolve SP. It sits right in the middle of the range, positioned to compete with similarly well-equipped hatches such as the Hyundai i30 N Line, Skoda Fabia Monte Carlo, and top versions of the Toyota Corolla. So, is an inflated price tag enough to put us off this charming small car, or does the extra kit catapult the new Evolve SP above its rivals? Prices are up by between $840 and $2440, with the higher-end increases due to previously optional equipment becoming standard. To see how the Mazda 3 lines up against the competition, check out our comparison tool You've probably heard this before, but Mazda's premium push has worked wonders from an interior presentation standpoint. I wouldn't go as far as to say the G25 Evolve SP looks a million dollars, but it would definitely compare favourably to cars in the $50,000 ballpark. From the driver's seat the car wraps around you like a welcoming cocoon. There are soft touches everywhere, from the leather armrest to padded door card and centre tunnel trims. The entire dash is also tactile and squidgy – kudos to you, Mazda. High traffic areas including the steering wheel and gear selector score even better materials, smooth leather in this case. All the physical buttons throughout the cabin have a satisfying click. It's not quite perfect. The doors feel tinny, and scratch-prone gloss black plastic surrounds the shifter and infotainment controls. Nevertheless, this is a lovely cabin to spend time in. The mid-spec G25 Evolve SP features grippy, firmly-bolstered cloth seats which proved to be up to the rigours of everyday driving and comfortable over long journeys. Both front seats appear identical, but the driver is treated to electric adjustment with lumbar, while the passenger seat comes with do-it-yourself manual controls. None of this is new to owners of the pre-update Mazda 3, as the most apparent changes lie in the technology department. As part of the newly-standard Vision Package, the Evolve SP now comes with a larger 10.25-inch infotainment touchscreen. That's a good thing – size matters when it comes to usability, and the graphics appear crisper than before. The 10.25-inch unit is a proper touchscreen too, unlike Mazda's previous products that required the use of a rotary dial. However, as a taller type that tends to sit further back that most, I found the screen to be too far away from my driving position to be used regularly as a touchscreen. It was physically more comfortable, and safer, to use the dial than reach forward while driving. It's an ergonomic compromise that I've faced in Mazda vehicles before, the main problem being that the screen sits too deep on the dash. I'm sure many will get on with the layout in the Mazda 3 just fine, and the infotainment system itself is uncluttered and easy to navigate. You're initially greeted by a compact scroll menu layout with no more than five tabs for vehicle information, entertainment, communication, navigation and settings. Simples. It's the same interface that we've seen for a while with Mazda – classy white font on top of a black background. Easy to read, if not overly inspiring. I spent most of my time with the Mazda 3 in Apple CarPlay, which can be accessed wirelessly with the upgraded infotainment system. The CarPlay connection was quick and consistent, providing easy access to apps like Spotify and Waze. Having said that, it'd be nice if there was a fixed shortcut button to exit smartphone mirroring. Ahead of the driver sits a 7.0-inch digital instrument cluster. The gauges build on the theme of classy simplicity that resonates throughout the cabin, and I'd expect the setup to appeal to mature motorists seeking familiarity in their small car. Young tech-heads, not so much. Rather, they can marvel at the small head-up display projected on the windscreen. In a similar vein to the gauges, the climate controls are old-school, a mix of physical buttons and dials. Despite the compact feel of the Mazda 3, there's plenty of storage space up front. A spacious split centre console and absurdly deep glovebox are highlights, while you also get skinny door bins, a sunglasses compartment, centre cupholders, and a coin tray next to the steering wheel. Device connectivity is covered by a pair of USB-C outlets in the centre console, plus a 12V socket. A wireless phone charger is located under the centre stack, although it only worked intermittently in my experience. It may be surprisingly roomy up front, but it's a completely different story in the second row. First and foremost, there's very little space for passengers. At 6'1″, I was forced to perform an unflattering leg spread, wrapping my legs around the driver's seat to get achieve some semblance of comfort. Even then, I could barely close the door. Headroom is also restrictive – passengers topping 5'10" will come into contact with the ceiling. The combination of limited space, a black headliner and small windows makes the back of the Mazda 3 feel quite claustrophobic. In other words, the second row is best suited to kids and cargo. The list of back seat amenities isn't great. There's a centre armrest with integrated cupholders, puny door bins and a single map pocket, but no USB outlets or air vents. Now that I think of it, kids mightn't love it back there either. If it were practical, I'd recommend folding the rear seats down (60/40 split) and treating the bench as extra luggage space. However, the two front seats need to be all the way forward for the rear seats to fold flat. That renders the bench storage next to useless. Adding insult to injury, boot capacity is a meagre 295 litres. To put that into context, the Hyundai i30 N Line offers 395L. The boot may be small, but the aperture is nicely square and the manual tailgate opens high enabling easy loading of items. A space-saver spare tyre is located under the boot floor, which is nice to have in case of emergency, especially for owners in remote areas. To see how the Mazda 3 lines up against the competition, check out our comparison tool No changes have been made to either drivetrain for 2025. G25 examples feature a 2.5-litre naturally aspirated four-cylinder engine, mated to a six-speed automatic transmission and front-wheel drive. To see how the Mazda 3 lines up against the competition, check out our comparison tool If you treat cars like glorified white goods, then it's unlikely you'll appreciate what the Mazda 3 has to offer. You sit nice and low in the cockpit-like cabin, perfectly positioned to take full control of the driving experience. Indeed, the Mazda 3 is a properly engaging little car to drive, especially with the 2.5-litre engine. The extra displacement ups outputs to 139kW and 252Nm, increases of 25kW and 52Nm over the 2.0-litre, respectively. That's enough to make the sleek G25 feel nippy enough, and the power is delivered in a familiarly linear manner, but it still doesn't feel quick unless you push towards redline. Hardly an issue for buyers who plan to eat up highway or countryside kilometres, but city-slickers will be left wanting when they search for a hit of lowdown torque from a set of traffic lights. A firmly planted right foot will eventually see the Mazda 3 take off but the harder you push it, the more noise it makes. And that's unlikely to make for a relaxing commute, or impress your passengers. We've been spoilt rotten by modern turbocharged and hybrid engines, and stepping back into a car like the Mazda 3 reminds you why so many carmakers have made the switch from naturally aspirated power. Fuel consumption is also a key sticking point. Mazda claims our tester can achieve 6.6L/100km, but I was seeing over 10L/100km across a week of mixed driving, which is a lot for a small car. It's the price you pay for a characterful engine that likes to rev. The ride offered in the Mazda 3 is also reflective of its old-school nature – it's on the firmer side, and you feel undulations and imperfections in the road. Indeed, the ride can become choppy on coarse surfaces, and steep speed humps sometimes end in a crashy landing. On the flip side, the car feels nimble and dynamic as a result, helped by well-metered body control and direct, well-weighted steering. The Evolve SP is easy to manoeuvre in traffic, and a joy to zip through the suburbs. Another problem I encountered when driving around town was a lack of outward visibility from the driver's seat. Both the side windows and rear windscreen of the Mazda 3 are on the smaller side due its low roofline, which makes it tough to spot surrounding traffic and perform head checks when changing lanes. The Mazda 3 is likely to appeal to learner drivers given its affordable sticker price, but inexperienced steerers need all the visibility they can get. Parking has also traditionally required an unimpeded view out each side of the car, but the Evolve SP comes with Mazda's Vision Package, which includes a high-resolution surround-view camera that takes the stress out of squeezing into tight spaces. The previously optional Vision Package is now standard on all Mazda 3 variants except the Pure and Evolve. Although it's a worthwhile upgrade, it has also pushed prices up across the range. Mazda's safety and infotainment tech bundle also comes in handy on the highway. The package includes a semi-autonomous driving system that's among the most user-friendly systems on the market. Honestly, the feature is essentially set and forget. Speed and following distance toggles are right in front of the driver, and the software effectively manages both parameters whether you're negotiating heavy traffic or enjoying free flowing driving. The addition of semi-autonomous cruising effectively transforms the Mazda 3 into a comfortable long-distance cruiser, and I wouldn't shirk a long roadtrip behind the wheel. I had no qualms with the other advanced driver assist systems throughout this test. The driver monitoring, blind-spot monitoring and AEB functions rarely overstepped, allowing me to focus on the road ahead. Tyre roar was absent throughout highway stints, although I did notice quite a bit of wind noise in the cabin, perhaps owing to the tinny-feeling exterior panels. G25 versions of the Mazda 3 have more than enough power to reach highway speeds and complete overtaking manoeuvres, especially when you take advantage of the paddle shifters. When left to its own devices the transmission can take a while to kick down when you plant the throttle, but once on song the 2.5-litre is meaty. Flick the switch for sports mode and the transmission will hold gears for a little longer. The combination of a willing engine and involving driving dynamics guarantee this little hatch also feels right at home on a country road. The Mazda 3 offers a lot more feedback and driving engagement than other cars in the segment, even if that comes at the cost of comfort and efficiency on occasion. To see how the Mazda 3 lines up against the competition, check out our comparison tool All grades have received additional features for 2025. 2025 Mazda 3 G20 Pure equipment highlights: G20 Evolve adds: G20 Touring adds: G25 Evolve SP adds (over G20 Evolve): G25 GT adds (over G25 Evolve SP): G25 Astina adds: To see how the Mazda 3 lines up against the competition, check out our comparison tool The Mazda 3 wears a 2019-stamped five-star ANCAP safety rating based on Euro NCAP testing. Standard safety features include: Vision Package* adds: * $2000 on G20 Pure, G20 Evolve To see how the Mazda 3 lines up against the competition, check out our comparison tool The Mazda 3 is more expensive to service than most rivals – the Corolla Hybrid and Skoda Fabia are both cheaper to maintain over the first five years, while the i30 costs an average of $435 over the first 10 scheduled services. To see how the Mazda 3 lines up against the competition, check out our comparison tool The Mazda 3 G25 Evolve SP has benefited from gaining the latest tech and safety features, but a few familiar pitfalls hold it back from small car greatness. Neither connected services nor the standard Vision Package address the relatively poor packaging of the Mazda 3, and it remains a thirsty beast with relatively high running costs. That said, the Mazda 3 still sets the standard for driving dynamics and both cabin presentation and ergonomics, but are those the most important criteria for affordable small car buyers? I'd argue not, in the majority of cases. On the other hand, practicality and efficiency are paramount for most, and the stylish Evolve SP trails the pack on that front. However, there's still plenty to be said for the Mazda 3 from the perspective of a single city-slicker who commutes to and from the office with a briefcase each day. With such a person in mind, I'd recommend our tester as the pick of the range, closely followed by the smaller-engined G20 Evolve. For a more versatile hatch, look to the newer i30, or even the smaller but more sophisticated Skoda Fabia. Want a frugal small car that's built for the city? Give the BYD Dolphin a go, preferably in Premium trim. Interested in buying a Mazda 3? Get in touch with one of CarExpert's trusted dealers hereMORE: Explore the Mazda 3 showroom Content originally sourced from: 3 Pros Mazda 3 Cons New year, same old Mazda 3? Not quite, but updates for the 2025 model year aren't exactly obvious at first glance. Note: This is a revised version of our recent review of the Mazda 3, as there have been no major changes to the model since it was published. We have updated key details such as pricing and specifications with the most up to date information available. Read our latest price and specs article here for all the details. WATCH: Paul's video review of the 2020 Mazda 3 G25 Astina After all, the basic formula remains unchanged. It still comes wrapped in the same gorgeous swoopy bodywork, with a choice of naturally aspirated four-cylinder engines under the skin. Rather, the updated Mazda 3 brings sweeping tech and safety upgrades, from the introduction of Mazda Connected Services to wider standardisation of the Vision Package safety suite. Unfortunately, there's no such thing as a free lunch. That means spec improvements have been accompanied by price rises, to the tune of up to $2440. Both the big ticket inclusions feature on the vehicle tested here – a 2025 Mazda 3 G25 Evolve SP. It sits right in the middle of the range, positioned to compete with similarly well-equipped hatches such as the Hyundai i30 N Line, Skoda Fabia Monte Carlo, and top versions of the Toyota Corolla. So, is an inflated price tag enough to put us off this charming small car, or does the extra kit catapult the new Evolve SP above its rivals? Prices are up by between $840 and $2440, with the higher-end increases due to previously optional equipment becoming standard. To see how the Mazda 3 lines up against the competition, check out our comparison tool You've probably heard this before, but Mazda's premium push has worked wonders from an interior presentation standpoint. I wouldn't go as far as to say the G25 Evolve SP looks a million dollars, but it would definitely compare favourably to cars in the $50,000 ballpark. From the driver's seat the car wraps around you like a welcoming cocoon. There are soft touches everywhere, from the leather armrest to padded door card and centre tunnel trims. The entire dash is also tactile and squidgy – kudos to you, Mazda. High traffic areas including the steering wheel and gear selector score even better materials, smooth leather in this case. All the physical buttons throughout the cabin have a satisfying click. It's not quite perfect. The doors feel tinny, and scratch-prone gloss black plastic surrounds the shifter and infotainment controls. Nevertheless, this is a lovely cabin to spend time in. The mid-spec G25 Evolve SP features grippy, firmly-bolstered cloth seats which proved to be up to the rigours of everyday driving and comfortable over long journeys. Both front seats appear identical, but the driver is treated to electric adjustment with lumbar, while the passenger seat comes with do-it-yourself manual controls. None of this is new to owners of the pre-update Mazda 3, as the most apparent changes lie in the technology department. As part of the newly-standard Vision Package, the Evolve SP now comes with a larger 10.25-inch infotainment touchscreen. That's a good thing – size matters when it comes to usability, and the graphics appear crisper than before. The 10.25-inch unit is a proper touchscreen too, unlike Mazda's previous products that required the use of a rotary dial. However, as a taller type that tends to sit further back that most, I found the screen to be too far away from my driving position to be used regularly as a touchscreen. It was physically more comfortable, and safer, to use the dial than reach forward while driving. It's an ergonomic compromise that I've faced in Mazda vehicles before, the main problem being that the screen sits too deep on the dash. I'm sure many will get on with the layout in the Mazda 3 just fine, and the infotainment system itself is uncluttered and easy to navigate. You're initially greeted by a compact scroll menu layout with no more than five tabs for vehicle information, entertainment, communication, navigation and settings. Simples. It's the same interface that we've seen for a while with Mazda – classy white font on top of a black background. Easy to read, if not overly inspiring. I spent most of my time with the Mazda 3 in Apple CarPlay, which can be accessed wirelessly with the upgraded infotainment system. The CarPlay connection was quick and consistent, providing easy access to apps like Spotify and Waze. Having said that, it'd be nice if there was a fixed shortcut button to exit smartphone mirroring. Ahead of the driver sits a 7.0-inch digital instrument cluster. The gauges build on the theme of classy simplicity that resonates throughout the cabin, and I'd expect the setup to appeal to mature motorists seeking familiarity in their small car. Young tech-heads, not so much. Rather, they can marvel at the small head-up display projected on the windscreen. In a similar vein to the gauges, the climate controls are old-school, a mix of physical buttons and dials. Despite the compact feel of the Mazda 3, there's plenty of storage space up front. A spacious split centre console and absurdly deep glovebox are highlights, while you also get skinny door bins, a sunglasses compartment, centre cupholders, and a coin tray next to the steering wheel. Device connectivity is covered by a pair of USB-C outlets in the centre console, plus a 12V socket. A wireless phone charger is located under the centre stack, although it only worked intermittently in my experience. It may be surprisingly roomy up front, but it's a completely different story in the second row. First and foremost, there's very little space for passengers. At 6'1″, I was forced to perform an unflattering leg spread, wrapping my legs around the driver's seat to get achieve some semblance of comfort. Even then, I could barely close the door. Headroom is also restrictive – passengers topping 5'10" will come into contact with the ceiling. The combination of limited space, a black headliner and small windows makes the back of the Mazda 3 feel quite claustrophobic. In other words, the second row is best suited to kids and cargo. The list of back seat amenities isn't great. There's a centre armrest with integrated cupholders, puny door bins and a single map pocket, but no USB outlets or air vents. Now that I think of it, kids mightn't love it back there either. If it were practical, I'd recommend folding the rear seats down (60/40 split) and treating the bench as extra luggage space. However, the two front seats need to be all the way forward for the rear seats to fold flat. That renders the bench storage next to useless. Adding insult to injury, boot capacity is a meagre 295 litres. To put that into context, the Hyundai i30 N Line offers 395L. The boot may be small, but the aperture is nicely square and the manual tailgate opens high enabling easy loading of items. A space-saver spare tyre is located under the boot floor, which is nice to have in case of emergency, especially for owners in remote areas. To see how the Mazda 3 lines up against the competition, check out our comparison tool No changes have been made to either drivetrain for 2025. G25 examples feature a 2.5-litre naturally aspirated four-cylinder engine, mated to a six-speed automatic transmission and front-wheel drive. To see how the Mazda 3 lines up against the competition, check out our comparison tool If you treat cars like glorified white goods, then it's unlikely you'll appreciate what the Mazda 3 has to offer. You sit nice and low in the cockpit-like cabin, perfectly positioned to take full control of the driving experience. Indeed, the Mazda 3 is a properly engaging little car to drive, especially with the 2.5-litre engine. The extra displacement ups outputs to 139kW and 252Nm, increases of 25kW and 52Nm over the 2.0-litre, respectively. That's enough to make the sleek G25 feel nippy enough, and the power is delivered in a familiarly linear manner, but it still doesn't feel quick unless you push towards redline. Hardly an issue for buyers who plan to eat up highway or countryside kilometres, but city-slickers will be left wanting when they search for a hit of lowdown torque from a set of traffic lights. A firmly planted right foot will eventually see the Mazda 3 take off but the harder you push it, the more noise it makes. And that's unlikely to make for a relaxing commute, or impress your passengers. We've been spoilt rotten by modern turbocharged and hybrid engines, and stepping back into a car like the Mazda 3 reminds you why so many carmakers have made the switch from naturally aspirated power. Fuel consumption is also a key sticking point. Mazda claims our tester can achieve 6.6L/100km, but I was seeing over 10L/100km across a week of mixed driving, which is a lot for a small car. It's the price you pay for a characterful engine that likes to rev. The ride offered in the Mazda 3 is also reflective of its old-school nature – it's on the firmer side, and you feel undulations and imperfections in the road. Indeed, the ride can become choppy on coarse surfaces, and steep speed humps sometimes end in a crashy landing. On the flip side, the car feels nimble and dynamic as a result, helped by well-metered body control and direct, well-weighted steering. The Evolve SP is easy to manoeuvre in traffic, and a joy to zip through the suburbs. Another problem I encountered when driving around town was a lack of outward visibility from the driver's seat. Both the side windows and rear windscreen of the Mazda 3 are on the smaller side due its low roofline, which makes it tough to spot surrounding traffic and perform head checks when changing lanes. The Mazda 3 is likely to appeal to learner drivers given its affordable sticker price, but inexperienced steerers need all the visibility they can get. Parking has also traditionally required an unimpeded view out each side of the car, but the Evolve SP comes with Mazda's Vision Package, which includes a high-resolution surround-view camera that takes the stress out of squeezing into tight spaces. The previously optional Vision Package is now standard on all Mazda 3 variants except the Pure and Evolve. Although it's a worthwhile upgrade, it has also pushed prices up across the range. Mazda's safety and infotainment tech bundle also comes in handy on the highway. The package includes a semi-autonomous driving system that's among the most user-friendly systems on the market. Honestly, the feature is essentially set and forget. Speed and following distance toggles are right in front of the driver, and the software effectively manages both parameters whether you're negotiating heavy traffic or enjoying free flowing driving. The addition of semi-autonomous cruising effectively transforms the Mazda 3 into a comfortable long-distance cruiser, and I wouldn't shirk a long roadtrip behind the wheel. I had no qualms with the other advanced driver assist systems throughout this test. The driver monitoring, blind-spot monitoring and AEB functions rarely overstepped, allowing me to focus on the road ahead. Tyre roar was absent throughout highway stints, although I did notice quite a bit of wind noise in the cabin, perhaps owing to the tinny-feeling exterior panels. G25 versions of the Mazda 3 have more than enough power to reach highway speeds and complete overtaking manoeuvres, especially when you take advantage of the paddle shifters. When left to its own devices the transmission can take a while to kick down when you plant the throttle, but once on song the 2.5-litre is meaty. Flick the switch for sports mode and the transmission will hold gears for a little longer. The combination of a willing engine and involving driving dynamics guarantee this little hatch also feels right at home on a country road. The Mazda 3 offers a lot more feedback and driving engagement than other cars in the segment, even if that comes at the cost of comfort and efficiency on occasion. To see how the Mazda 3 lines up against the competition, check out our comparison tool All grades have received additional features for 2025. 2025 Mazda 3 G20 Pure equipment highlights: G20 Evolve adds: G20 Touring adds: G25 Evolve SP adds (over G20 Evolve): G25 GT adds (over G25 Evolve SP): G25 Astina adds: To see how the Mazda 3 lines up against the competition, check out our comparison tool The Mazda 3 wears a 2019-stamped five-star ANCAP safety rating based on Euro NCAP testing. Standard safety features include: Vision Package* adds: * $2000 on G20 Pure, G20 Evolve To see how the Mazda 3 lines up against the competition, check out our comparison tool The Mazda 3 is more expensive to service than most rivals – the Corolla Hybrid and Skoda Fabia are both cheaper to maintain over the first five years, while the i30 costs an average of $435 over the first 10 scheduled services. To see how the Mazda 3 lines up against the competition, check out our comparison tool The Mazda 3 G25 Evolve SP has benefited from gaining the latest tech and safety features, but a few familiar pitfalls hold it back from small car greatness. Neither connected services nor the standard Vision Package address the relatively poor packaging of the Mazda 3, and it remains a thirsty beast with relatively high running costs. That said, the Mazda 3 still sets the standard for driving dynamics and both cabin presentation and ergonomics, but are those the most important criteria for affordable small car buyers? I'd argue not, in the majority of cases. On the other hand, practicality and efficiency are paramount for most, and the stylish Evolve SP trails the pack on that front. However, there's still plenty to be said for the Mazda 3 from the perspective of a single city-slicker who commutes to and from the office with a briefcase each day. With such a person in mind, I'd recommend our tester as the pick of the range, closely followed by the smaller-engined G20 Evolve. For a more versatile hatch, look to the newer i30, or even the smaller but more sophisticated Skoda Fabia. Want a frugal small car that's built for the city? Give the BYD Dolphin a go, preferably in Premium trim. Interested in buying a Mazda 3? Get in touch with one of CarExpert's trusted dealers hereMORE: Explore the Mazda 3 showroom Content originally sourced from:
Perth Now
18 hours ago
- Perth Now
Lotus denies plans to close UK factory
British sports car maker Lotus has denied reports it is considering closing its only UK plant, and shifting to the US. Multiple publications, including the BBC, Automotive News and the Financial Times, are reporting Lotus is contemplating closing its plant in Hethel, about 20 minutes south of Norwich. Lotus and parent Geely initially refused to comment on the reports, but on Saturday Lotus put out an official press statement: 'Lotus Cars is continuing normal operations, and there are no plans to close the factory. We are actively exploring strategic options to enhance efficiency and ensure global competitiveness in the evolving market. 'We have invested significantly in R&D and operations in the UK, over the past six years. Lotus remains committed to the UK, and its customers, employees, dealers, suppliers, as well as its proud British heritage.' The company also said 'the UK is the heart of the Lotus brand', while also noting the UK is its 'largest commercial market in Europe'. Hundreds of new car deals are available through CarExpert right now. Get the experts on your side and score a great deal. Browse now. Supplied Credit: CarExpert Hethel, the company's only factory in the UK, currently produces the Emira coupe (below) for sale around the world. If Hethel is mothballed, Emira production may be moved to the Volvo's plant in Charleston, South Carolina, which currently underutilised. In a call with investors last week, Feng Qingfeng, CEO of Lotus Technology, said 'localisation [of production in US] is a feasible plan' given President Trump's constantly changing tariff policy on foreign-made cars. Production at Hethel has been paused to since mid-May to manage supply chain issues related to US tariffs, and a halt in shipment of Emiras to the US. The Financial Times believes closure of Hethel could happen as early as 2026, and would see around 1300 people lose their jobs. The company's growing losses saw it already fire 270 people in April this year, following on from multiple rounds of job cuts over the last few years. Despite those job losses, Geely and Lotus said they were committed to the UK. Supplied Credit: CarExpert Moving production from the UK to Volvo's plant in the US would allow Lotus to avoid the wildly fluctuating tariff situation in the US, one of the brand's key markets. Earlier this year President Trump announced tariffs on UK-built cars would rise from 2.5 per cent to 25 per cent, but this was quickly dropped to 10 per cent, but only for the first 100,000 vehicles per year, after the two nations completed a trade deal. Founded in 1952 by Colin Chapman, the company's ethos of simplifying and adding lightness has seen it produce many celebrated sports cars, but the firm has teetered on a financial knife-edge for decades. After Chapman's death, Lotus has been successively owned by GM, Romano Artioli (who at the time also owned Bugatti), and Malaysian automaker Proton. Current ownership of the storied sports car brand is a little complicated. Chinese automaker Geely — which also owns Volvo, Polestar, Lynk & Co, Zeekr, LEVC and Smart — bought a 51 per cent of Lotus from Proton in 2017. Supplied Credit: CarExpert Geely then split the brand in two, with UK-based Lotus Cars responsible for the marque's sports cars, and a new firm Lotus Technology, based in Wuhan, China, in charge of expanding the brand into electric SUVs and sedans. In February 2024 Lotus Technology was floated by merging with a special purpose acquisition company backed by LVMH, the luxury conglomerate that owns Louis Vuitton, Moët & Chandon, Dior, Bulgari, TAG Heuer, and many others. This April, the companies announced Lotus Technology would buy out Geely's 51 per cent stake in Lotus. Supplied Credit: CarExpert Supplied Credit: CarExpert Although the brand's new EVs helped grow the brand's sales to 12,134 last year — a 74 per cent increase over 2023 — Lotus Technology has bled hundreds of millions of dollars in red ink, and its shares are down 84 per cent. Last year the 6862 Chinese-made Eletre SUVs and Emeya sedans (above) found new homes, while sales of the Emira were up 102 per cent to 5272. If Lotus does end manufacturing in Britain, it will follow other car makers in closing factories in the UK. In March this year Vauxhall closed its Luton factory, which once made Bedford vehicles, and most recently made the Opel/Vauxhall Vivaro, Citroen Dispatch, and its many siblings. Prior to this Honda closed its Swindon plant in 2021, and Ford closed its engine factory in Bridgend, Wales in 2020. MORE: Everything Lotus
