A compact crossover with 'zoom-zoom' appeal (used)

The compact crossover segment is booming, and the number of offerings is staggering. Safe to say however, the Mazda CX3 is the more fun to drive of the bunch. But it does come with a few compromises.

The sole engine powering the CX3 is a 2-liter four-cylinder pumping out a hearty 146hp. It doesn’t feel out of its depth around town and certainly does have a fun loving character about it when you do venture onto the highway. It feels quicker than some of its keen rivals and while some offer turbocharged engines, the CX3 never feels dull to drive. Steering feedback is communicative and the suspension is set towards agility which in return makes the CX3 feel more of a doddle to drive around town and on twisty narrow roads. However, that fantastic handling does come at a cost. The ride comfort is a tad too firm for our tastes but you’ll forgive the CX3 as the fun to drive nature is there and it makes you forget immediately that this is a compact crossover. It’s more like a Mazda 3 hatch on stilts.

It’s quite easy to drive the CX3 around town. The steering like we said before weighs up nicely where it matters the most. Visibility all-round is pretty good too, but the rear windscreen can be tricky to see out of in certain driving scenarios. The driving position is spot on good, you can see all the corners of the vehicle and it shouldn’t be too hard to park it either, thanks to its dinky dimensions. The whole appeal of the compact crossover is to be able to see over the traffic ahead and feel like you’re in charge of the road. You won’t really get that feeling in the CX3, but it certainly is more comfortable than many of its keen rivals when it comes to driving it as a daily commuter car.

The interior of the CX3 is class-leading. The controls and dials don’t feel fiddly to use and the overall fit and finish is top-notch. The front seats offers plenty of comfort and adjustability, however those in the second row may feel a little shortchanged on legroom. The boot space isn’t class leading either, but then again many rivals are in the same ball park so we can’t really gripe about that too much.

Standard Sport trim gets 16-inch alloy wheels, Bluetooth connectivity for mobile device, auto-off halogen headlights and a 7-inch full-color touch screen display. You’ll have to step up to the Touring Trim to get automatic climate control, rearview parking camera and 18-inch alloy wheels. Top of the range Grand Touring adds LED headlights, LED tail lights and Bose audio system. Our tester car was the top of the range Grand Touring which had all the bells and whistles standard. We certainly wouldn’t pay this much for one as the price tag crept rather close to $33k. We’d go for the mid-range Touring Trim which offers decent amount of kit for the money without being overly pricey.

The CX3 is stylish, easy to live with and has low running costs to match. You’d think that you’ve hit the trifecta when it comes to a compact crossover. However, the rear seat is a tad cramped for legroom and the boot space isn’t all that generous. If you can ignore these few little faults the CX3 is the perfect crossover in a sea of options out there. It’s worthy of the shortlist.

Likes: It’s the most driver focused of its segment. The CX3 is easy to live with and has low running costs with an attractive starting price.

Dislikes: We would list them but they’re just nitpicks.

Our pick: Go right for the Sport or Touring trims. You won’t regret either of them, if you can pocket the extra money opt for the all-wheel-drive system.

We test drive the Rogue Sport (used)

If you heard the name Rogue Sport you’d immediately think it were a turbo version of the Rogue. However, it’s more of a little brother to the Rogue. Competing with crossovers like the Honda HR-V and Mitsubishi Outlander Sport. Does the Rogue Sport offering a compelling reason to sway buyers away from some of the class best?

The sport tagline seems to be just added to spice the name up because the Rogue Sport really isn’t ‘sporty’ in the nearest form. The 2-liter four-cylinder is the sole engine for this vehicle and it only pumps out 141hp. The running costs are very low on this vehicle which should appeal to those who want a crossover but don’t want to break the bank. We just wish that Nissan offered the turbo engine from the Juke in the top of the range trim for those who may want the extra flexibility and well to be honest give the Rogue Sport a reason to call it a Rogue Sport. The engine isn’t bad at all, when you are driving at relaxed speeds and around town there’s plenty of pep in acceleration. It does feel a little sluggish on faster paced roads but it’s class average in horsepower figures and well if you want more power you’ll either have to get the Juke or step up to the more expensive Rogue.

Driving the Rogue Sport is sort of like every other compact crossover. It doesn’t feel as sharp to drive as the Mazda CX-3 and it certainly isn’t as agile either. It is very comfortable as a daily commuter car and we really love the crossover seating position. Visibility outward and around is good and the overall driving experience is more on the blah side, it does feel livelier than the Rogue but that’s mainly because of the size difference. It’s dinky dimensions makes squeezing around tight urban streets a breeze, however nothing beats the conventional hatchback. The driver’ seat and front passenger seats are very comfortable and offer decent support, while those in the second row will find both legroom and headroom is decent as well. The boot is about class average as well, it’s not the best but it does the job good enough.

Standard S trim gets rearview monitor, advanced drive-assist display and Bluetooth for your mobile device. You’ll have to step up to the SV trim to get 17-inch alloy wheels, push button ignition switch, power outside mirrors with LED turn signals and electrically operated driver’s seat with lumbar support. Top of the range SV trim gets 19-inch alloy wheels, navigation system, leather seats and Around View camera with moving object detection. All-wheel-drive is optional on all trims.

The Nissan Rogue Sport isn’t sporty but it does offer a very compelling package. It offers decent kit for the money and is very stylish, we just wish that Nissan induced more fun into the driving experience and also added the turbo engine from the Juke to standout more from the herd. It’s a great crossover with low running costs and should satisfy those who want a crossover but don’t want to break the bank.

Likes: A crossover that’s easy to park and live with in tight urban areas. Plus it has low running costs and decent standard kit; stylish inside out with a decent sized boot.

Dislikes: It’s not sporty and the engine feels anemic.

Devon’s Pick: The SV trim offers the best value for the money here. You can skip the all-wheel-drive as it’s not needed here, unless you just have to have the extra traction.

 If we could change anything: The Rogue Sport is already a decent crossover worthy of being shortlisted, however we wish that we could replace the engine in the SL with the 1.6 turbo from the Juke. Nissan would dominate the small crossover segment as it would be the only option for a turbo engine at a low price point. We know that the Juke exists but why not add an option for those who don’t like the way the Juke looks but still wants a fun to drive crossover that’s flexible and lives up to the ‘Rogue Sport’ name.

Devon test drives a Mazda Crossover with #zoomzoom (Used)

You need a compact crossover that’s fuel efficient, stylish and doesn’t even ditch the fun to drive factor. There are quite a few of them to choose from, but not many of them can quite click the buttons well like the CX-5. With stiff competition and stronger rivals, can the CX-5 justify a reason to buy one? Or is it all style and a lost cause? Let’s find out.

Performance: The CX-5 comes with two engines. The standard 2-liter four-cylinder produces 155hp. Top of the range comes with a 2.5-liter four-cylinder producing 184hp. Picking between the two all depends on tastes. Pick of the range is the 2.5 which has extra oomph without sacrificing gas mileage. Only tradeoff is you’re limited to an automatic transmission. The 2-liter trim is best left with a manual gearbox which works well with the little horsepower the engine has to offer.

Ride & handling: The CX-5 handles like a well balanced sports sedan. In the corners the CX-5 manages to remain perfectly flat. There’s plenty of confidence and really is quite fun to drive considering the size and weight. Ride comfort is a bit on the firm side. It stops short of being uncomfortable which is also welcome plus.

Refinement: The CX-5 does a fair job at ironing out wind and road noise. Some of its rivals do a better job at this. Both engines operate with finesse, the 2-liter can be heard at higher speeds or if you push it hard on the highway. If you option for the manual gearbox the shifts are smooth and precise, while the automatic is quite fun in manual mode.

Behind the wheel: There are plenty of adjustments for the driver’s seat and steering wheel. The dashboard has a no nonsense layout which gives it much more of a user friendly environment compared to the Ford Escape. The navigation system that’s offered isn’t as intuitive as some its rivals. Visibility from the rear is slightly hindered due to thick pillars.

Space & Practicality: There is plenty of space for four passengers inside the cabin. A fifth person can sit in the middle of the rear seat comfortably thanks to a flat floor where the transmission tunnel would most likely be. The boot space is nicely sized with the seats in place. With the seats down however the space is quite enormous for its size.

Equipment: The sport trim adds air-con, power windows, keyless entry and a fully functional trip computer standard. You’ll have to step up to the touring trim to add a 5.8inch touch screen display, six-speaker sound system and Bluetooth Technology. Top of the range Grand Touring adds rain sensing windshield wipers, auto lights, leather seats and 19inch alloy wheels.

Buying & Owning: The CX-5 is competitively priced with its keen rivals the Ford Escape and Hyundai Tucson. The fuel economy benefits between the 2-liter and 2.5 aren’t huge so both engines should be relatively cheap to run. Resale values and overall residual values should be average as well.

Reliability: Mazda generally enjoys strong reliability and build quality. The CX-5 is no exception to this and we think that long term reliability should be above average. Most of the materials used in the cabin are classy and feel long lasting.

Safety & Security: Front and side curtain airbags come standard across the range. All-wheel-drive is optional on both the 2-liter and 2.5 engines. Traction control, stability program and anti-lock brakes are all standard as well as brake assist. An engine immobilizer with anti-theft alarm is standard to keep theft at bay.

The CX-5 is a great compact crossover that’s stylish, spacious and fun to drive. The starting price is low and the overall driving impressions are all positive. This is a step in the right direction for Mazda. If you are looking for a compact crossover that’s fun, roomy and clicks all the right buttons in versatility and fuel economy. The CX-5 is a true winner.

Devon’s Pick: The CX-5 Touring trim adds the 2.5-liter engine which I think is your best bet if you want to get this car with an auto gearbox. The extra horsepower doesn’t feel sapped up and you won’t have to work it as hard. The 2-liter is best left with the manual gearbox which utilizes what the engine has to offer.

Likes: Low running costs thanks to fuel efficient engines. Stylish exterior and interior design, fun to drive thanks to responsive chassis and responsive steering.

Dislikes: Base engine feels gutless on the highway with automatic transmission. Ride comfort can be overly firm on some surfaces. Some interior bits don’t feel up to par with its competition.

Devon M

Ford needs to 'refocus' on the Focus

The Ford Focus was one of many vehicles that helped keep Ford ‘focused’ in the right direction, and the sales of it proved that Ford knows a thing or two about small cars. But with several new rivals that have caught on, does the Focus still offer a valid reason to consider one?

The standard 2-liter four-cylinder engine seems to be the only way to go here. We applaud Ford for offering the 1-liter ecoboost3-cylinder engine, but it just doesn’t feel as flexible as you’d think since it has a turbocharger. There isn’t much torque at low revs compared to the 2-liter non-turbo and the fact that you have to pay a premium over that engine proves buying this engine is a false economy. We would boost about how low the running costs are, but our figures were so close to the 2-liter engine that we couldn’t even recommend it even if we wanted to. It might be great for those seeking a non-hybrid option, but for those individuals they’re most likely going to stick to city driving and staying in the cruising lane on the highway with this engine.

The Focus just doesn’t seem a sharp to drive as the Volkswagen Golf, but it certainly isn’t far from it. The steering feedback is good and the car handles nicely. The only way you can get a sharper to drive chassis is to opt for the ST, but in this review we’re only going to ‘focus’ on the mainstream versions. Our tester car came fitted with the optional 1-liter ecoboost3-cylinder engine and like we said prior, it didn’t feel all the flexible to drive where it matters most. You’ll find yourself shifting down a gear to keep the momentum going, the way the gearing is set up with the manual gearbox makes livability of that gearbox itself questionable. It certainly does feel strange as it forces you to shift up sooner than you’d like all in the name of fuel consumption, and that aspect of it really isn’t anything to brag about. We’ve test driven the 2-liter four-cylinder with the six-speed auto gearbox and it certainly didn’t win any fans with us. The gearbox was way too slow to react and was jerky in between shifts making it very uncomfortable to drive. We have yet to test the new Focus with the retooled six-speed auto gearbox.

Our tester car didn’t come equipped with the large infotainment system that is standard on the higher spec’d trims. The tiny 5-inch display is fine, but the dashboard is way too fiddly to navigate through. The front seats offer plenty of support and while those in the rear seat won’t have anything to complain about. The hatch makes more sense if you are seeking versatility as the sedan, while it may be the popular choice for some doesn’t have the eye appeal that the hatchback has. The portions seem really off and the boot space is nowhere near as practical.

Our tester car came fitted with 17-inch alloy wheels, fog lamps, rear disc brakes and the 1-liter ecoboost3-cylinder engine. Bluetooth, keyless entry, automatic headlamps and active grill shutters are also fitted as standard. You’ll have to pay extra for that turbocharged three-cylinder engine and you can’t get this engine on the hatchback.

 The Ford Focus may not be on everyone’s shortlist but it certainly is a vehicle worth considering if you aren’t swayed by the Golf or vast number of options in this segment. We however certainly wouldn’t option for one as the engine choices aren’t the most inspiring, and the build quality we are still iffy about as Ford’s track record with the Focus hasn’t been the greatest. You’ll have to be daft to overlook the Mazda3 and all the other choices that are just as fun to drive, offer low running costs and don’t feel as sparsely kitted as the Focus. There is a new Focus around the corner and is worth waiting for if you have your heart set out on a Focus. You’ll be bitterly disappointed if you buy this current generation.

Likes: The hatchback is practical and is slightly more stylish than the sedan. Running costs are decent and it’s actually surprisingly sharp to drive.

Dislikes: The turbo three-cylinder is a false economy. We still are iffy with quality and reliability. Wait for the next generation to arrive.

Our pick: The SEL hatch seems to offer a striking balance between price and standard kit. You’ll want to do whatever you can to avoid the entry-level SE version which gets the tiny infotainment screen and button happy dashboard.