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Auto Blog
4 days ago
- Automotive
- Auto Blog
Why you Might be Better Off with a Mazda CX-30 over a Mazda 3
Finally, after years of enthusiasts begging for one, we finally got a Forester hybrid. Is it worth the hype? Here's what I think after driving one. This Graham Hill-driven, ultra-rare Ferrari will be shown for viewing this month before it hits the auction block in January 2026. The Mazda CX-30 is a compact, sporty, utilitarian, and economically minded crossover SUV — and oddly enough, it's only marginally more expensive than an equivalent Mazda 3. That surprised me. The CX-30 is a great deal in its base trim, especially since it includes standard all-wheel drive (AWD) — something you have to pay extra for on most Mazda 3 models. When comparing them side by side, the CX-30 often offers more bang for your buck. That's not to say the Mazda 3 is lacking — far from it. It's one of the best compact cars on the market. However, its platform mate, the CX-30, offers nearly the same experience with added utility and easier day-to-day livability. Source: ND Adlen A few trade-offs come with that. The CX-30 is slightly less efficient, a bit pricier, and not quite as sharp to drive. And while I'm focusing on the hatchback version of the Mazda 3 (not the sedan, which is about $1,000 less), it's still curious that Mazda has priced the two so closely, especially given how consumer demand continues to lean toward crossovers. Mazda 3 2.5 Hatchback (Starting at $25,150) Although it starts at a slightly higher price than some of its rivals, the Mazda 3 offers a premium feel inside and out. Top trims, like the 2.5 Turbo Premium Plus hatchback, can climb above $38,000, but you're paying for one of the nicest interiors in the compact class, paired with refined driving dynamics that punch well above their weight. Source: Kyle Edward Powertrains mirror those in the CX-30. The standard engine is a 2.5L naturally aspirated four-cylinder making 191 hp and 186 lb-ft of torque. It's paired with a 6-speed automatic transmission, which — despite sounding outdated on paper — performs beautifully. If you want a manual, it's only available on the 2.5 S Premium hatchback with front-wheel drive. The available turbocharged 2.5L engine produces 250 hp and 310 lb-ft of torque (on premium fuel) and is paired with AWD. Fuel economy for the base front-drive model is 26 mpg city / 36 mpg highway. Opting for AWD, turbocharging, or the manual will lower those numbers slightly. I like the external shape and proportions of the Mazda 3, but it may be getting a bit dated for some. The rear pillar is a bit thick on the hatchback, which can be polarizing to some. Internally, the upscale-looking interior is driver-focused, with excellent use of higher-end materials throughout. Mazda 3's infotainment screen size varies depending on the trim level. Base models feature an 8.8-inch display, while some higher trims, like the Turbo models, have a larger 10.3-inch screen. Source: Mazda Driving the Mazda 3 Hatchback Right out of the gate, the standard 2.5L engine impresses. It's more powerful than many base engines in this class, and the 6-speed auto complements it well. Mazda's choice to avoid CVTs or overly complicated 8- and 9-speed gearboxes pays off in smooth, responsive performance. The Mazda 3's handling is among the best in its segment. Ride comfort is excellent, and its composure on the highway gives it the feel of a more expensive vehicle. Its low ride height (just 5.5 inches of ground clearance) helps with agility, though it also makes scraping curbs or speed bumps more likely. Cornering is sharp, but if pushed too hard, the Ford-derived E-link rear suspension can show its limits. Mazda CX-30 2.5 (Starting at $25,195) If you guessed the CX-30 is essentially a lifted Mazda 3 with a different body, you'd be right. It rides on the same Skyactiv platform and shares the same engine lineup. The base 2.5L four-cylinder makes 191 hp and 186 lb-ft of torque, and the available 2.5L turbo delivers up to 250 hp and 310 lb-ft (on premium). The major difference is that AWD is standard on all CX-30 trims, and there's no manual transmission available. The base engine's fuel economy is rated at 26 mpg city / 33 mpg highway. The turbo model returns 22 mpg in the city / 30 mpg on the highway. These numbers are slightly lower than the Mazda 3, but surprisingly close given the CX-30's extra weight and taller stance. Speaking of its taller stance, I find the CX-30 to be a handsome little package externally, with the exception of the black fender extensions. They almost look like they were added as an afterthought. Inside, the interior is nice, but not as driver-centric as the Mazda 3. Entry-level and mid-tier trims feature an 8.8-inch display, while higher trims, including those with the turbo engine, are equipped with a 10.25-inch screen, which has some touch-screen capability. Driving the Mazda CX-30 I've driven everything from the base CX-30 to the loaded $37K Turbo Premium Plus — and across the board, it's an enjoyable drive. The base engine is plenty capable for most drivers, and the turbo adds serious punch. While it doesn't feel quite as nimble as the Mazda 3, the CX-30 compensates with a smoother ride over rough roads. Thanks to its 8 inches of ground clearance, it's much easier to get in and out of, and the elevated driving position provides better visibility. Despite having similar cargo space to the Mazda 3 hatchback, the CX-30 feels more spacious overall. Mazda's AWD system is intelligent — it primarily operates in front-wheel drive mode to conserve fuel, but instantly activates the rear wheels when needed. It's one of the better systems in this class. Final Thoughts To be honest, I don't fully understand why Mazda priced the CX-30 so close to the Mazda 3. The CX-30 offers more versatility, standard AWD, and easier usability — all for just a tiny premium. Unless you strongly prefer a lower ride and sportier feel, the CX-30 is likely the better all-around value. That said, both vehicles remain excellent choices in their respective categories, especially for drivers who value quality, driving engagement, and style without breaking the bank.
Auto Blog
30-07-2025
- Automotive
- Auto Blog
I Drove the Morgan Super 3 – Here's My Brutally Honest Review
By signing up I agree to the Terms of Use and acknowledge that I have read the Privacy Policy . You may unsubscribe from email communication at anytime. New Edmunds data shows that 1 in 4 trade-ins toward new cars had negative equity last quarter and buyers owe even more. A truly unique motoring choice Sometimes, taking away a wheel actually makes things more exciting. That may sound bizarre, but in the case of the Morgan Super 3, it's true. Morgan's history with three-wheelers dates all the way back to 1909, with the Morgan Runabout cyclecar. Production has stopped and restarted several times since then, but the Super 3 is the latest in this eccentric lineage—an intriguing mix of old-world charm and just enough modern tech to keep it roadworthy. Morgan Super 3 — Source: ND Adlen Gone is the V-Twin motorcycle engine from the previous 3-Wheeler. Instead, the Super 3 packs a Ford-sourced 1.5-liter three-cylinder producing 118 horsepower and 110 lb-ft of torque. It's paired to a Mazda-sourced 5-speed manual transmission that drives a single rear wheel via a belt—not a chain like a motorcycle. Unlike other three-wheelers you might see on the road—like the Polaris Slingshot, Campagna T-Rex, or Can-Am Spyder—the Morgan Super 3 is not trying to be a modern vehicle. Sure, it's new, but there's nothing futuristic about it. It's all leather, metal, and exposed rivets. There are no doors, no roof, no real windshield, and no modern safety aids. You get a seatbelt, a roll bar, and a lot of wind in your face. That's it. Morgan Super 3 — Source: ND Adlen The design of the Morgan Super 3 Imagine mixing an old MG roadster with an open-cockpit fighter plane from the early 1900s and then taking away one wheel. That's the Morgan Super 3. It's both charming and polarizing. I personally love its look, but I know plenty of people who think it looks downright bizarre. The cockpit reflects this same blend of primitive simplicity and whimsical luxury. There's a beautiful minimalism to the layout—retro toggle switches, an analog speedo, and some subtle modern digital gauges. It feels like a time machine, but with a bit of quirkiness that only Morgan can pull off. Autoblog Newsletter Autoblog brings you car news; expert reviews and exciting pictures and video. Research and compare vehicles, too. Sign up or sign in with Google Facebook Microsoft Apple By signing up I agree to the Terms of Use and acknowledge that I have read the Privacy Policy . You may unsubscribe from email communication at anytime. As for comfort? Well, it depends on your size. At 6'1' and over 260 pounds, I had to work (hard) to get in. The seats don't move. The steering wheel doesn't move. Only the pedals adjust, and even then, my size 13 shoes barely fit in the narrow footwell. My hips rubbed the cockpit walls, and the central tunnel constantly nudged me. By comparison, the older Morgan 3-Wheeler with the V-Twin felt roomier. Still, once I 'molded' myself into the cockpit, it became tolerable. Visibility is fantastic—those wide-set front wheels sit almost at eye level, and you can literally watch them carve corners. And the sound of that little three-cylinder engine? Surprisingly heroic. Cargo space is almost nonexistent. There's a tiny rear hatch that might hold a small backpack, and a lockable compartment under the passenger seat big enough for a medium-sized purse. Don't expect cupholders or secret cubbies—there aren't any. Morgan Super 3 — Source: Morgan Driving the Morgan Super 3 Thanks to Dennis Glavis of Morgan West, I was able to spend a few days living with the Super 3. It was the most anachronistic driving experience I've had since piloting a friend's Ford Model T. Yet the Super 3 is surprisingly lively. Think of it as an early Mazda MX-5 Miata with a much wider stance up front. Despite the odd proportions, the handling is sharper than you'd expect. Morgan Super 3 — Source: Morgan The wide front track gives the car decent stability and great steering precision, but remember—it only has three wheels. When the single rear wheel loses contact over bumps (and it will), it skips around like a frog making a quick escape. You can't straddle road imperfections the way you would in a four-wheeled car, so you feel everything. The steering is ultra-direct. The suspension is firm but surprisingly compliant for something this raw, and the sound of the engine right in front of you is wonderfully mechanical. But be warned: after a few hours behind the wheel, you'll be exhausted. Driving a Super 3 requires constant focus and a lot of energy. It rewards you with pure exhilaration, but it makes you work for it. Morgan Super 3 — Source: ND Adlen Final thoughts Then there's the literal price to pay: the Morgan Super 3 starts around $50,000, but you can easily spec it past $70,000 with bespoke options and accessories. The upside? It's far more affordable than most exotics, and you can customize it to be truly one-of-a-kind. Legally, you don't need a motorcycle license to drive it, but in many states, you'll still have to wear a helmet. That's a small price for the sense of occasion you get every time you fire it up. The Morgan Super 3 is not a daily driver. It's not practical, it's not safe, and it's not modern in any conventional sense. But it is a joyous, analog, and completely unique driving experience that you can't find anywhere else. Special thanks again to Dennis at Morgan West for letting me indulge in one of the strangest, most delightful machines on the road today.
