SKYACTIV 2.0-liter DOHC I-4, direct injection, dual S-VT (146 horsepower @ 00 rpm, 146 lb-ft of torque at 2,800 rpm)
6- speed automatic SKYACTIV-drive w / Sport mode and paddles
27 city / 32 highway / 29 combined (EPA Rating, MPG)
30 mpg on the test cycle camping- gear-laden, 80 percent highway (observed MPG)
Tested options: i-actiVsense Safety package (US) / Technology package (Canada), i-ACTIV all-wheel drive (US, AWD is standard on GT trim in Canada)
base price:
$ 20,840 * (US) / $ 22.680 * (Canada)
As Price Tested:
$ 29,040 * (US) / $ 32.40 * (Canada)
* All prices include $ 880 destination fee (US) or $ 1.995 destination charges, PDI and tax A / C (Canada).
as long as I can remember, my parents always had two cars while I was growing up. The first one I can remember was greatly feared the precursor Cavalier and Cobalt GM Chevrolet Chevette 1987 with such a spacious interior than any compact that you can buy today. The second means of transportation in our driveway was a Suzuki Sidekick 1992 Jay green in color, robust and that my father needed for his work through vast spaghetti network of Cape Breton forest roads.
In the early 190s, the Chevette ended with a bang. As I laid on a bed in the apartment of my grandmother, trying as much as a small child would get to sleep (translation: do not try at all), I was surprised by screeching tires, strong bang, silence and more tires screeching. The Chevette was shipped by a freshly laid 16 years driving a Hyundai Pony and fed vitamin O. Radiation total: approximately $ 500 - for cars
The Chevette, now out of case . Was replaced by a five-door Pontiac Firefly, known for its economic engine with three cylinders delivering two power figures while firmly reaching double-digit miles per gallon midway of centripulcate. As a daily runabout, it was solid, economic, and - with its cars esque virtues -. Incredibly versatile
It is in this context that my girlfriend and I headed on one of the favorite pastimes of my family when I was a child - a weekend of camping -. in the millennium driven 2016 Mazda CX-3
Before turning to coaching, we will talk about what is actually a CX-3 because the nomenclature is, I think, very confusing for consumers. Also, I think it's one of the reasons why Mazda is having trouble making inroads into the US market, despite the promotion of some of the best products in the industry.
The CX-3 is a Mazda2 in drag and not a raised Mazda3. A raised Mazda3 is called CX-5, which is a kind of relationship with the Mazda5 so few people bought in U.S. Mazda killed off. The Mazda6 is built on its own platform derived G, dubbed GJ, and is quite unrelated to everything else. The CX-9 is a Ford.
With that out the way ...
Exterior
curved lines and a beltline flow make the CX-3 one of the most elegant options in the segment of sub-compact cars. I say this because every time we stopped along our journey to and from the campsite, there was always at least one person - if not multiple - check the car. And I mean really staring. The CX-3 turns heads without voyeurs wearing a horror, but mocking "what the hell is that thing?" Facial expression usually reserved for the Aztek and Nissan Juke.
at the front, the CX-3 has the same design language as the updated Mazda6 and refreshed CX-5, which is a slightly angrier version of more sophisticated DNA KODO design Mazda. the big grille has a presence, even if it is slightly marred by its license plate soul patch. the chrome grille surrounds elegantly meets with headlights squint a bit like his brothers, and I thank you for Mazda to use LED technology without turning on your headlights Audi knock-offs.
in turn, the CX-3 welcomes you to the top, beltline circulating cited and lots of black plastic covering to support his rough marketing message -and-tumble. a topping this, there is even a beautiful chrome runner to give the CX-3 a more upscale appearance. Overall, plastic and chrome say, "Yes, I can do some light off-road ..." while his pregnant mouse game grown qualify the statement with, "... but I prefer not aujourd 'hui. "Wheels on the Grand Touring model measuring 18 inches and fill the wheel wells gracefully. basic model CX-3 are equipped with 16-inch pads that are much more restrained in their design, but are a bit more sophisticated and less fashionable.
like the Mazda3, there is more metal than glass at the back of the CX-3. Fortunately, the car comes with a standard backup camera to compensate lack of visibility to the rear.
as a package, the CX-3 is the strongest numbers in a segment increasingly crowded, more competitive.
inside
other complaints: no console or armrest cubby center - or console-mounted seats - in the CX-3. On long journeys, it is irritating when you want to run from the bottom of the wheel, but space is a premium in mobile millennium.
At the other end of the spectrum, the seats are some of the most beautiful I have seen, touched and sitting in a car less than $ 30,000. They are beautiful to look at, cuddly well, despite the firmness of existence are always comfortable for the long journey weekend.
Infotainment
Like the Mazda3, the iPad's screen on the dash is present in the CX-3. Love it or hate it, it's there - and it is standard equipment. The screen 7 inch Mazda Connect is crisp and clear to the eye and manages to organize information and functions in a way that is logically sound when driving again. However, the way the HMI commander switch interacts with the screen sometimes feels back. Browsing options, usually by turning the knob, and when you make the highlighted option is sometimes the opposite of what you would choose. Maybe this is my problem.
The navigation on the other hand, is something that I feel fully qualified to thus qualify. It's dead simple to use and the visual presentation is excellent. Dig in the menus can be somewhat confusing, but once you do once or twice you are good to go.
Yet I still do not understand Mazda's aversion to letting someone use the touch screen in motion. Yes, I understand the security argument, but what about the passengers? Why should they be locked out using the touch functionality? Also, if you're moving 99 percent of the time you are in the car, why even bother to have a touch screen at all? Either unlock the screen and let me use it or get rid of altogether. Please.
Powertrain
This is another element that confuses consumers more to think the CX-3 is based on the Mazda3. Underhood is the same SKYACTIV-G 2-liter engine exact his sedan and hatchback stablemates. Yet unlike the Mazda3, CX-3 are not available with the optional 2.5-liter SKYACTIV mill.
The 146 horsepower and 146 lb-ft of torque does not make the CX-3 by a slow effort down low 2 liters is ideal for drag racing stoplight. On the highway, the SKYACTIV four did show his only fault, however, and that is its lack of power that passes. When traveling on two-lane back roads and need to pass an RV driven by 78 years of tourists Connecticut, you really need to pick your moment. Compounding the pain: The question could be corrected with a manual transmission, which is not an option in North America. Instead, we are faced with a six-speed automatic that the only transmission offered, unlike other parts of the world.
Now there is nothing wrong with that especially six-speed automatic. In fact, for an automatic, it is quite good. The changes are smooth, as we move away from a stop. Moving with the paddles is (gasp!) Fun! Sport mode, which retains the changes just a little bit more, will not get you to go faster at a trot. However, it is not as aggressive as other sports transmission tuning that I have experienced in the past, and it really made the experience more bearable.
On our trip mostly to the limited highway, the Mazda CX-3 clocked at just above its EPA combined rating of 29 mpg.
The @mazdausa / @mazdacanada CX-3 is absolutely packed our camping gear. Not even enough room for an extra breath. #Mazda CX3 # # cx-3 #ttac #carsofinstagram
player
Let us quickly a few things about how we can talk about what is really important about CX-3
- the ride is good, although the typical firmness Mazda built in this feeling "sporty".
- The seating position is great, a good mix of slightly raised without feeling you are driving a truck or more conventional SUV.
- Overall, there is a great car.
Yet as non-magnet car consumer, you might think the CX-3 is boosted Mazda3, and I'm sure Mazda account on it.
"Why should I spend $ 18,945 on a Mazda3 when I can spend $ 1,000 more and get a crossover based on the same car?" these millennials might think to themselves.
Meanwhile, buyers are unknowingly spend $ 4000-5000 in this mythical Mazda2 that does not exist in the US market, taking their new CX-3 home assuming it has the same interior space as Mazda3 and then wondering why knock Rover retains its golden retriever head conical repeatedly on the ceiling. It is at this stage, the buyer Mazda CX 3 realizes they have been taken and it is really too late.
is a good thing, we decided to leave the dogs at home.
Let me be crystal clear here: the CX-3 is more expensive than the Mazda3, and for $ 1000 you get 1) less utility, 2) less choice (no manual) and 3) in-wheel drive option is not intended to -roading off.
My parents, these millennials old, was right. Two vehicles were used as solutions to two different problems. The Firefly was a little runabout stellar. The Sidekick was great for the work of my father and also provided a fairly spacious interior to camp with three additional meatbag meatbags and furry. The CX-3 attempts to solve both while being completely successful in either.
Fortunately, it is not within the car itself being bad and Mazda can correct simply by calling it what it is. Rename the CX-3, CX-2 or Mazda2 CrossVenza or another. But CX-3? Truth in advertising - or in the nomenclature - the Mazda is not
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