Latest news with #MazdaConnectedServices
Motor Trend
15-07-2025
- Automotive
- Motor Trend
Is Mazda's $120 Per-Year Phone App Worth It? We Use Our CX-70 To Find Out
With smartphones already an integral part of our daily lives, automakers have developed their own mobile apps to help customers stay connected to their vehicles. This isn't a new concept, but it adds a layer of convenience that buyers might find appealing. Mazda introduced the MyMazda mobile app in 2020 for select vehicles equipped with Mazda Connected Services, offering it complimentary for a trial period. That period lasts one year for all 2025 and newer models—except the 2025 CX-70, which gets three years—and three years for vehicles from the 2019 to 2024 model years. After the trial ends, access to the app costs $10 per month. The MyMazda app offers remote vehicle access and notifications but lacks features like a digital key and voice commands. While convenient during the free trial, the app's provides basic but useful features for Mazda CX-70 users during the trial period. This summary was generated by AI using content from this MotorTrend article Read Next We've been using the app on our yearlong review 2025 Mazda CX-70 for the past six months, and although there isn't anything groundbreaking or completely new, we like having it ready to be used. What You Can Do With the App Once you create an account and link your vehicle to the app, you'll gain access to information like the vehicle's location and its current status—including whether it's locked or unlocked. You can also use the app to turn the headlights and hazard lights on or off. One especially convenient feature is the ability to remotely start or stop the engine, something the key fob itself doesn't offer. After starting the CX-70 remotely through the app, the engine shuts off as soon as the door is opened, requiring the driver to manually restart the vehicle before driving off. It's not the most seamless experience, but it's certainly better than not having remote start at all. Because this feature isn't available on the key fob, the extra steps involved in using the app are a small trade-off, and the process is straightforward. While these features aren't groundbreaking, it's reassuring to have access to them. In one instance, for example, we forgot to lock the car before hopping into an Uber. A push notification from the app alerted us that the doors were still unlocked. Just a couple of taps later, we locked the CX-70 remotely. The app also turns your vehicle into a mobile locker. If a friend or family member needs to drop something off or pick something up while you're away, you can simply leave the item in the car and unlock it remotely once they've arrived. The CX-70 typically receives the app's command in about 15 seconds, making the whole process quick and hassle-free. Mazda's mobile app also provides useful vehicle information, including the current fuel level, tire pressures, and odometer reading. You'll receive push notifications if something goes wrong—though not all alerts are perfect. In our case, we received multiple warnings about a headlight system malfunction even though the headlights were functioning normally. The app also allows you to schedule service appointments and sends reminders when it's time for maintenance. What We Wished the App Included Some automakers, like Hyundai, have taken things a step further by offering digital keys on select models, allowing owners to leave the physical key at home. These digital keys use your phone's or smartwatch's near-field communication (NFC) to lock, unlock, and start the car. Even if your device runs out of battery, the system can still function. Mazda, however, doesn't offer this technology on any of its vehicles, so even if you have the app installed, you'll still need to carry the physical key with you to drive. We also wish the app integrated with Siri for voice command. Imagine being able to say, 'Hey Siri, start my car,' without ever opening the app. Unfortunately, that capability isn't supported. Voice control would streamline the process—letting you start the car while you're grabbing your things before heading out, or even from the checkout line at the grocery store. Bottom Line While the app is far from the best in the business, it's better than having no connectivity at all. The convenience features are solid, and overall, the app gets the job done. We just wish it included shortcuts and voice commands for faster access, as well as a digital key option—so we could leave the physical key at home. Although our CX-70 will be leaving our long-term fleet before the three-year trial period ends, we wouldn't recommend paying $10 per month for Mazda Connected Services, as we don't believe it offers enough value. That still won't stop us from making full use of the Mazda app during the free trial. More On Our Long-Term Mazda CX-70: 2025 Mazda CX-70 Long-Term Arrival: A Better Five-Seater Turbo? Going Cross Country in Comfort and Style in Our 2025 Mazda CX-70 Our Long-Term 2025 Mazda CX-70 Has Been Great. Except For This. 2025 Mazda CX-70 Interior Pros and Cons Is Our Yearlong 2025 Mazda CX-70 Actually Luxurious?
The Advertiser
28-06-2025
- Automotive
- The Advertiser
2025 Mazda 3 G25 Evolve SP review
Mazda 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: 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:
7NEWS
07-05-2025
- Automotive
- 7NEWS
2025 Mazda CX-60 gets mechanical upgrades, but here's what's missing
Connectivity tech introduced by Mazda in 2024 and subsequently rolled out across various models isn't part of the latest update for the mid-size CX-60 crossover. The 2025 Mazda CX-60 has received mechanical and equipment upgrades – along with price cuts of up to $5560 – yet buyers will still miss out on the carmaker's Mazda Connected Services. The recent upgrade of the five-seat CX-60 SUV centred around dynamic improvements, with retuned suspension, transmission and steering among key changes in revised lineup with a new entry-level CX-60 Pure grade. Yet despite the CX-60's premium pitch as a rival to German SUVs – including the Mercedes-Benz GLC, BMW X3, Audi Q5 as well as the Lexus NX and Volvo XC60 – it still doesn't include the latest connected services tech. 'Connected Services are not available on the forthcoming CX-60, as this is an update rather than an all-new model, and CX-60 was already available in market before the Connected Services were launched,' said a spokesperson for Mazda Australia. Hundreds of new car deals are available through CarExpert right now. Get the experts on your side and score a great deal. Browse now. 'The inclusions in mid-life product updates are dictated by a range of factors; largely customer demand and product competitiveness. In this instance, the updates to dynamics were prioritised.' The first vehicle to be fitted with the Mazda Connected Services in Australia was the 2024 model-year MX-5 which – with the current 'ND' generation now a decade old – also pre-dates the tech. Mazda Connected Services includes an SOS button to call emergency services in the event of an accident and also enables users to check the vehicle status – such as location, fuel level, tyre pressures and servicing reminders – via the My Mazda smartphone app. A Stolen Vehicle Assistance tracker is also part of Mazda Connected Services, which shows live vehicle position updates via the app while sharing the location with police. Since its Australian debut in the MX-5 in March 2024, Mazda Connected Services has been introduced to the Mazda 3 and CX-30. It's also now standard on CX-70 and CX-80 SUVs which share the same architecture as the CX-60, meaning few (if any) technical barriers to its fitment. Launched here in 2023, the CX-60 is the best-selling of Mazda's quartet of larger, more premium 'CX' SUVs (CX-60/70/80/90) and has seen sales more than double year-to-date after suspension fixes the car maker brought in 2024. The latest update brings a new CX-60 Pure entry-level grade which is otherwise not short of standard tech, including a 360-degree camera, autonomous emergency braking (AEB) with pedestrian/cyclist detection and intersection support, rear cross-traffic alert, and traffic sign recognition. Inside, the CX-60 Pure includes a 10.25-inch infotainment screen with wireless and wired Apple CarPlay and Android Auto, a 7.0-inch instrument cluster screen, and head-up display as standard.
Perth Now
07-05-2025
- Automotive
- Perth Now
2025 Mazda CX-60 gets mechanical upgrades, but here's what's missing
Connectivity tech introduced by Mazda in 2024 and subsequently rolled out across various models isn't part of the latest update for the mid-size CX-60 crossover. The 2025 Mazda CX-60 has received mechanical and equipment upgrades – along with price cuts of up to $5560 – yet buyers will still miss out on the carmaker's Mazda Connected Services. The recent upgrade of the five-seat CX-60 SUV centred around dynamic improvements, with retuned suspension, transmission and steering among key changes in revised lineup with a new entry-level CX-60 Pure grade. Yet despite the CX-60's premium pitch as a rival to German SUVs – including the Mercedes-Benz GLC, BMW X3, Audi Q5 as well as the Lexus NX and Volvo XC60 – it still doesn't include the latest connected services tech. 'Connected Services are not available on the forthcoming CX-60, as this is an update rather than an all-new model, and CX-60 was already available in market before the Connected Services were launched,' said a spokesperson for Mazda Australia. 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 'The inclusions in mid-life product updates are dictated by a range of factors; largely customer demand and product competitiveness. In this instance, the updates to dynamics were prioritised.' The first vehicle to be fitted with the Mazda Connected Services in Australia was the 2024 model-year MX-5 which – with the current 'ND' generation now a decade old – also pre-dates the tech. Mazda Connected Services includes an SOS button to call emergency services in the event of an accident and also enables users to check the vehicle status – such as location, fuel level, tyre pressures and servicing reminders – via the My Mazda smartphone app. Supplied Credit: CarExpert A Stolen Vehicle Assistance tracker is also part of Mazda Connected Services, which shows live vehicle position updates via the app while sharing the location with police. Since its Australian debut in the MX-5 in March 2024, Mazda Connected Services has been introduced to the Mazda 3 and CX-30. It's also now standard on CX-70 and CX-80 SUVs which share the same architecture as the CX-60, meaning few (if any) technical barriers to its fitment. Supplied Credit: CarExpert Launched here in 2023, the CX-60 is the best-selling of Mazda's quartet of larger, more premium 'CX' SUVs (CX-60/70/80/90) and has seen sales more than double year-to-date after suspension fixes the car maker brought in 2024. The latest update brings a new CX-60 Pure entry-level grade which is otherwise not short of standard tech, including a 360-degree camera, autonomous emergency braking (AEB) with pedestrian/cyclist detection and intersection support, rear cross-traffic alert, and traffic sign recognition. Inside, the CX-60 Pure includes a 10.25-inch infotainment screen with wireless and wired Apple CarPlay and Android Auto, a 7.0-inch instrument cluster screen, and head-up display as standard. MORE: Everything Mazda CX-60
