2021 Mazda CX-3

When the Mazda CX-30 debuted for 2020, it was clear that the smaller CX-3’s days were numbered. The 2021 CX-3 will be this little machine’s final model-year in the U.S., but that doesn’t mean it isn’t worth attention from subcompact crossover buyers.

The CX-3 was introduced alongside the current iteration of the Miata roadster in 2015, and both helped introduce Mazda’s “Kodo” design language. They’re very different vehicles, but these two Mazdas share some unexpected traits. Like the Miata, the CX-30 is affordable, lots of fun to drive, looks cool and fits easily into tight parking spaces. Less entertaining traits shared with the Miata include a firm ride and a cramped cargo area.

Since it’s on the chopping block, updates for 2021 are minor. The automatic headlamps have early-lighting sensitivity, and the emergency front braking has nighttime pedestrian detection. The key fob and car badges get a styling makeover too.

The CX-3 comes only in Sport trim, at $21,965 with front-wheel drive and $23,365 with all-wheel drive (AWD). Both prices include a destination charge of $1,175.

There are only a few available options, including an auto-dimming mirror with garage door opener for $325, rear parking sensors at $500, and roof side rails for $300, along with accessories such as a cargo net, bumper protector, and all-weather floor mats. Three extra-charge colors, white, gray and red, range from $395 to $595.

The single engine choice is a 2.0-liter four-cylinder, making 148 horsepower and 146 pound-feet of torque, mated to a six-speed automatic transmission. Mazda calls the engine SKYACTIV-G, which translates to its proprietary name for its range of fuel-saving technologies, along with “G” for gasoline.

While those aren’t huge power numbers, it’s more horsepower than competitors such as the Honda HR-V, Toyota C-HR or Nissan Kicks. It feels peppy in this little vehicle, and it’s only when you ask it for maximum power that it takes a split-second to downshift and then noisily deliver it. Overall, the engine and transmission work together very well.

The front-drive CX-3 returns estimated EPA ratings of 29 mpg city, 34 mpg highway, and 31 combined. With AWD, that drops slightly to 27/32/29 mpg. That’s better than many in the segment, where the front-wheel HR-V and C-HR both rate 29 mpg combined, and the Chevrolet Trailblazer AWD gets 28 mpg. However, the front-drive CX-3 has only a 12.7 gallon tank, reduced to 11.9 gallons in all-wheel drive models, whereas many competitors have 13.2 gallons.

You’ll have fun using the fuel though, because this little Mazda is definitely the segment’s sportiest driver. The steering is quick and responsive, and it’s well-planted around corners, with almost no body roll. The ride is sportscar-firm, though, and you feel and hear the bumps over rougher roads. The wheels are 16-inch alloy with all-season tires.

Mazda uses a system called GVC, for G-Vectoring Control. When you turn the steering wheel, the software-based system slightly reduces engine power. You won’t notice because it’s so subtle, but it’s just enough to shift a bit of the car’s weight forward. That improves grip on the front tires for better handling. It also reduces side-to-side movement, so occupants don’t get jostled around.

The optional all-wheel system puts about 98% of power to the front wheels most of the time, but some 27 sensors continually monitor factors such as vehicle speed, braking, throttle position, and even outside temperature and wiper speed, to determine when to increase power to the rear wheels for traction.

Like the exterior, the interior is distinctively Mazda. A tablet-style infotainment screen sits atop the clean-looking dash, punctuated by a mix of round and horizontal air vents, and large, simple dials and buttons for the controls.

The 7-inch infotainment screen has some touchscreen capability and voice command, but is primarily operated by a console-mounted controller. It gets the job done, but can be a bit clunky and require too many steps for some functions. The system includes Internet radio integration through Pandora and Stitcher, along with Apple CarPlay and Android Auto. The controller includes a navigation button, but you’ll need to buy an SD card from the dealer to make it work.

The front seats are manually-adjusted and their cushions are short, reducing their support. With headroom of 38.4 inches in front and 37.2 in rear, the CX-3 is among the tightest in the segment. It offers 41.7 inches of front legroom, which is more front space than the HR-V, Hyundai Venue, or Trailblazer, but all of those beat the Mazda’s 35 inches of rear legroom. However, the CX-3 has less front legroom, but more rear legroom than the C-HR, Venue or Kicks. Mazda’s CX-30 is bigger in every dimension, but also costs a little more.

But the Mazda fails against its rivals for cargo space, with only 17.8 cubic feet with the seat up, and 42.7 cubic feet with the rear seat lowered. The Trax and Venue are next-up, each with 18.7 cubic feet of cargo volume. Others range from the C-HR at 19 cubic feet, to the Kicks and Trailblazer at 25.3 cubic feet. Notably, the Kicks only offers 32.3 cubic-feet total with the back seat folded.

The CX-3 earned a five-star rating from NHTSA, as well as the highest Top Safety Pick+ rating from the IIHS. Standard driver-assist features include adaptive front headlamps, automatic high-beam headlights, rain-sensing wipers, adaptive cruise control with stop-and-go, emergency front braking with daytime and nighttime pedestrian detection, and blind-spot monitoring with rear cross-traffic alert.

The CX-3 has some shortcomings, but it’s agile and fun, fuel-efficient and gets top marks for safety at a bargain price. It might not have found enough fans to keep it on Mazda’s roster, but while it’s still around, it’s worthy of a test-drive.