The front of the CX-60 exudes charm, thanks to Mazda’s tasteful incorporation of chrome, seamlessly connecting the grille with its LED headlights. It achieves a distinctive look without resorting to overly exaggerated designs seen in some competitors. However, the rear end may divide opinions, as the sloping glass meets the boot door at a slightly awkward angle, resulting in a somewhat misshapen appearance for the CX-60’s rear.

Step inside, and the CX-60’s interior leaves no room for complaints. Mazda’s dedication to refined cabin design and finish is evident, outshining even more expensive luxury vehicles. The CX-60 effortlessly upholds this standard.

Admittedly, this review of ours is based on the 2.5l Dynamic package, which brings the price of this particular CX-60 to R739 800. The more expensive trim level, set at R844 500, offers more flashy materials and tech. Nevertheless, Mazda maintains a clean and intuitive layout across all trims, addressing common criticisms of past Mazda interiors.

The interior of the CX-60 is spacious. The Black leather upholstery looks and feels luxurious, a standard feature on all trims.

Mazda’s attention to detail extends to the CX-60’s interior, regardless of trim level. The dashboard, featuring textured chrome along the center, exudes beauty and sophistication. However, caution is warranted to prevent sticky fingers from soiling it. The HVAC system’s switchgear, with its organ toggle-style temperature controls, adds a unique touch, and the leather clad steering wheel provides the perfect grip.

Although the center console trim has a metal-woodgrain effect, it is made of plastic. However, the quality of the materials and Mazda’s robust switchgear create a sense of solidity. The CX-60 offers an abundance of physical controls, even with the presence of a large display atop the dashboard. The size of the display is 12 inches. A rotary controller and shortcut cluster near the transmission shifter provide additional convenience. An inconvenience worth pointing out is that the screen is not touchscreen. Why?

While the screen supports direct interaction in wireless Apple CarPlay or Android Auto mode (standard on all trims), Mazda’s interface primarily emphasizes the jog-dial control, prioritizing safety considerations according to the automaker.

Under the hood, Mazda offers one powertrain option for the CX-60, with a choice of either rear-wheel drive or all-wheel drive depending on the trim. The lineup includes two variants of a new inline-six, longitudinally-oriented engine. The details of the engineering might be best skipped for now.

Both the Dynamic and Individual trims feature a 2.5-litre inline-six engine delivering 141 kW of power and 261 Nm of torque. Both variants employ an eight-speed automatic transmission developed in-house, providing rather disappointing and less than enthusiastic gear-changes. Fuel consumption remained at a steady 10l per 100km during our time with it.

Regarding active safety technology, blind spot monitoring with rear cross-traffic alerts and adaptive cruise control are standard across the CX-60 lineup. Automatic emergency braking, lane departure warnings, and lane-keep assistance also come as standard features. The “Cruising and Traffic Support” system, despite its plain name, adds hands-on lane centering for highway driving, offering a smooth experience.

Standard features include a power liftgate, three-zone climate control, rear privacy glass, and heated side mirrors. Higher trims introduce a 360-degree camera.

In summary, the 2023 CX-60 embodies Mazda’s long-standing charm in its largest vehicle yet. With its disengaged dynamics, handsome design, and a cabin that exceeds expectations in terms of quality and features, the CX-60 manages to overcome its few shortcomings. While rivals may excel in certain aspects, Mazda’s approach makes its sizable SUV truly special and worthy of consideration.

Rivals to the Mazda CX-60 are cars such as the Volkswagen Tiguan, Toyota Rav4, Nissan X-Trail, BMW X3, Volvo XC60 and Audi Q5.

What has changed, you might ask; The product enhancements include the Mazda MZD Connect infotainment screen which will increase from 7-inch to 8-inch (available in the Dynamic, Individual and Hikari models).

For better safety, seatbelt warnings are introduced on the rear seats as well.
The updated CX-3 will also include wireless charging on the Individual AT and Hikari AT models, which allows smartphones to charge easily by simply placing them on the console.

There’s also a new colour “Platinum Quartz” that will be introduced to the overall CX-3 range while the model line-up will remain unchanged with its 6 derivatives.

Before we go anywhere, its imperative that we mention that the BT-50 is riding on a new Isuzu-based platform motivated by an Isuzu diesel engine.

We reckon this could be that Mazda’s efficient diesel is not powerful or torquey enough to handle the BT-50’s 3,500 kg towing capacity. Instead, Mazda went to Isuzu for a solution. The answer came in the form of the latter’s 1.9 and 3.0-liter turbocharged diesel mills from the Isuzu D-Max bakkie. Mind you, that very same D-Max bakkie is yet to launch in Mzansi.

Let’s talk first impressions. The exterior of the BT-50 holds up better than the interior, particularly in Mazda’s Ice White paint. It somewhat suits the BT’s craggy fascia and deep sculpting well, as do the 18-inch alloy wheels. With the matching front skid plate, big Mazda logo grille, the BT-50 looks stolid and a little grumpy. Like a grown-up CX-5.

There is, for better or worse, a design language we expect from bakkies. While practicality is king, they also have to look burly and tough; we expect road presence and a sense of invulnerability, too. The original BT-50 was odd-looking enough that the conversation instantly shifted to that love-it-or-hate-it appearance, but Mazda’s second attempt was just close enough to a family SUV to be an outlier in its segment.

Compared to the AWD systems on rival bakkies, the BT-50 is not so positively space-age. On the road, it contributes significantly to how very much tractor-like the BT-50 feels: planted and steady, with the suspension level and predictable, and some of that unexpected squirming some bakkies can suffer when they’re underloaded and you suddenly put a little foot. The 6-speed automatic transmission is dependable and shifts with greater urgency.

The downside, though, is that some of the more mechanically-minded settings four-wheel drive competitors have are absent. There are modes modes for different off-road conditions, yes, but the Mazda lacks in character.

The inside is where things really start to fall short. Clamber in and you’ll find the cabin earns its name from us with cavernous accommodations. Even those as tall as 2m who refuse to take off their helmets and demand to sprawl their legs out are unlikely to complain. Storage is plentiful too, with big uncomplicated bins to fill including a sizable one under the 60/40 split rear bench. Everything feels sturdy and reliable, though that’s not to say it’s uncomfortable or spartan.

The 7 or 9-inch Display Audio infotainment system with Apple CarPlay and Android Auto is standard now. A range of safety features are standard too, with Auto door lock, Reverse Camera, Smart Advanced Keyless Entry, ISOFIX and Driver, Passenger, Knee (driver), Curtain and Side airbags.

Like in the best makeover shows, you’re rooting from the BT-50 from the start. Mazda’s bakkie always had most of the practicality required to satisfy everyday bakkie drivers. What it lacked wasn’t ability but aesthetic, and don’t let anybody tell you bakkie buyers are any less swayed by that than those shopping for a sports car.

What stands out in the 2021 BT-50 is how comprehensively Mazda has addressed that while avoiding diluting any of the vehicle’s underlying charm. It’s eminently drivable, and its on-road dynamics are a level above what most rivals bring to the table.

The Mazda CX-3 is a subcompact SUV that has been in production since 2015. We recently test drove the CX -30 but rest assure that these are two different models and I believe this subcompact SUV will impress even the biggest sceptic. This 2021 model has a much shaper and more sleek front design compared to the previous models. The crossover design has a striking beauty that you really can’t contest.

For our long test of the Mazda CX-3 we received the car in Mazda’s newly developed paint called Polymetal Grey of which I’m a fan of. The colour is different and just helps you engage with the car more than you normally would, if that makes sense. Not much has changed on the exterior of the car expect the new pain colour that compliments the car exceptionally well.

The fun starts in the interior of the vehicle, as it sees the most change more so on the tech end. The vehicle has been updated with Apple CarPlay and Android Auto as standard, the updated multimedia system and head-up display and blind spot monitoring. The car also has a rear cross traffic alert which lets you know of potential hazards when reversing. This uses the rear mounted radar sensors. Rear parking sensors and reverse camera have been installed with an audible alarm to assist the driver when reversing.

Our test vehicle was also fitted with a sunroof of which adds so much to the general aesthetic of the car of which I love. The interior design is definitely my favourite part of the car as it boasts a great BOSE sound system and well-designed leather seats and panels.

The use of high-end leather adds such great comfort and luxury to this subcompact SUV. I guess this is definitely something I enjoy about Mazda. Their uncompromised interiors. They understand that as a driver of the car you spend lots of time in it and the comfort and great design will go a long way.

The engine of the Mazda CX-3 is not the most desirable part of this vehicle as it to lack considerably when it comes to performance. Even with the 2.0L engine that produces 115kW is underwhelming. However, when you are pacing your travels it’s seems to manage very well especially in high traffic conditions. Other subtle features I like are the electronic parking brake, power fold mirrors and cruise control.

With the Mazda CX-3 the brand does live up to the notion “a tangible sense of quality and pleasure on tight city streets” and “It’s smoother to drive, quieter and more refined.” The car does live to this testament and the Mazda has stepped up its offering by introducing a high level of luxury in a car that starts from R346 700.

Mazda also gives you a 3-year unlimited kilometre warranty, 3-year Mazda care roadside assistance and a 3-year Mazda care unlimited kilometre service plan.

The new BT-50 was launched online by Mazda South Africa this morning. Right off the bat, we were intrigued by the non-availability of Mazda’s excellent Skyaktiv-D engine in the BT-50 line-up.

We reckon this could be that Mazda’s efficient diesel is not powerful or torquey enough to handle the BT-50’s 3,500 kg towing capacity. Instead, Mazda went to Isuzu for a solution. The answer came in the form of the latter’s 1.9 and 3.0-liter turbocharged diesel mills from the Isuzu D-Max bakkie.

If you can remember, all previous models of the Mazda BT-50 were based on the Ford Ranger. As such, it also came with a slew of Ford powerplants. But in the new BT-50, the 3.0-litre Isuzu diesel mill is pumping out 140kW of power and 450Nm of torque while the entry 1.9l is good for 110kW and 350Nm. The BT-50 may not look as tough or utilitarian as the Ford Ranger and Isuzu D-Max, but this bakkie is ripe for some serious hauling.

The new diesel engine is mated to a six-speed manual gearbox while an automatic is optional. Meanwhile, both 4×2 and 4×4 drivetrains are available across the line-up. We also know the new BT-50 is equipped with a 9.0-inch infotainment touchscreen along with a refined cabin similar to other Mazda vehicles. Android Auto and Apple Carplay are standard.

The 2021 Mazda BT-50 is available in 6 colours: Gun Blue, Rock Grey, Red Volcano, Ice White, Ignot Silver and Concrete Grey. The bakkie will be produced in Thailand in conjunction with the latest-gen Isuzu D-Max. Pricing starts at R611 900.

There’s not much space in-between the CX-3 and CX-5 crossovers, but Mazda has decided to fill it nonetheless with the CX-30. The automaker would’ve called it the CX-4, in fact, had that name not already been used in China for a different model.

Mazda’s design language is a familiar thing these days, but it’s no less handsome. The CX-30 takes what we’ve seen on the CX-3 and CX-5 and gives it a slightly butcher refresh, with chunky black cladding around the front and rear lower spoilers, around the wheel arches, and along the side sills. There’s a splash of chrome in the kohl-like lining under the headlamps and grille, but generally the look is more purposeful than that of its siblings.

The side trim in particular helps to shrink down the sheet metal of the doors, visually at least. From some angles the CX-30 almost looks like a jacked-up Mazda3, or a better looking CX-3. Funnily enough, that’s pretty much what it actually is.

Both sedan/hackback and crossover share the same platform – the CX-3, in contrast, uses that of the Mazda2 – though Mazda juggles how it uses the space for the front and rear seats. Those in the front get the best deal, while the three-seater bench in the back is really scaled more for two adults by width. If you happen to have three narrow, long-legged friends, they’ll be okay.

There’s a lot to like inside as well. If I’ve had a criticism about recent Mazda interiors it’s that they can often look the part but not quite feel it; the CX-30 doesn’t make that pratfall.

Again, Mazda3 drivers will see a lot they recognize here, and that’s no bad thing. Mazda’s designers aren’t afraid of leaving swathes of clean space, and leaving things like leather on the dashboard and the pleasingly tactile physical controls to reassure your fingers and gaze. Only the glossy black plastic in the tunnel around the transmission shifter feels a little underwhelming.

On the tech side, there’s an 8.8-inch display nestled in a bay on the top of the dashboard. Mazda positioned it high enough so that it’s just below your eye-line as you look at the road ahead, even if that does also mean it’d be too far to comfortably reach. That doesn’t matter, though, as it’s not a touchscreen.

Instead you use a rotary controller in the center console. Mazda’s argument is that it’s less distracting to use, though I’m not sure I agree. With us fully trained on touchscreens at this point, reaching out to jab at an icon or button is a whole lot quicker than trying to scroll through to it, particularly when you’re attempting to navigate Android Auto or Apple CarPlay, which are standard.

Unfortunately there are no more USB ports than the front two all trims make do with, leaving rear passengers out of luck.

Shared across the line-up is a single engine, Mazda’s 2.0-litre SKYACTIV-G with 121kW of power (at 6,000rpm) and 213Nm of torque (at 4,000rpm).

On paper, the CX-30’s 0-100 km/h time of around 8 seconds drops it somewhere in the middle of the compact crossover pack. From behind the wheel, though, you’d not think it. Mazda has always punched above its weight when it comes to chassis dynamics, and the CX-30 keeps its Mazda3 cousin’s poise. Eagerness? It shows a little

Turn on Sport mode and the transmission keeps things ticking right where it should. This isn’t the shock-and-awe method of throwing power at the situation, the crossover instead relying on precise and beautifully-weighted steering, just the right mix of compliance and firmness in the corners, and predictable brakes. It leaves the CX-30 as much at home on highway jaunts as it is nipping around corners, and if you had assumed more practicality would come at the cost of driver engagement, Mazda is here to tell you that’s not the case.

I’ll confess, my first inclination was to deride the CX-30 as a range-padding exercise, Mazda following the example of automakers like Mercedes and BMW and leaving no gap in the line-up unfilled. As I waved it goodbye, however, I was about ready to crown it king of Mazda’s crossovers.

The tweener sizing means it’s big enough for family duties but not so large as to feel profligate or unwieldy. The cabin feels the part, the styling hits the mark, and it’s priced competitively (though I’d skip straight to Individual trim at the very least). Most important, the experience behind the wheel is a reminder that crossovers were meant to combine practicality with car-like driving dynamics. Too often it feels like automakers have sacrificed the latter: the 2021 Mazda CX-30 nudges the scales back in a way that keener drivers will appreciate.

The engine under the bonnet makes 121kW of power and 213Nm of torque on petrol. Every car across the range comes standard with high grade features such as LED Headlamps with Auto levelling; Driver, Passenger, Knee (Driver), Side & Curtain airbags and Head-Up Display (HUD).

The engine is paired with a six-speed automatic transmission with sport mode. The vehicle also features an 8.8-inch centre display with the latest Mazda Connect system featuring Apple CarPlay and Android Auto.

Advanced keyless entry, eight-speaker sound system, dual USB audio inputs, dual-zone automatic climate control, rear air conditioning vents, electric parking brake, Bose 12-speaker audio system, a rear-view camera, and rain-sensing wipers are all included as standard on Individual models.

The Individual package adds new safety features and more. The base 2.0 is R469 000. There are eight premium paint colours offered.

The Carbon Edition spruce includes bespoke Polymetal Grey paint, black exterior accents, and red leather upholstery. Also standard are premium amenities including Apple CarPlay and Android Auto connectivity along with Mazda’s iActive-sense driver assist feature.

But what really makes the Carbon Edition different? Common across the board is the Polymetal grey paint first seen in the Mazda 3 hatchback. The paint has a slightly bluish hue and provides a futuristic vibe on the CX-5.

Meanwhile, the ‘carbon’ look is courtesy of contrasting exterior and interior accouterments. Included in the package are black metallic alloy wheels, gloss black mirror caps, black interior accents, and sumptuous red leather seats with red stitching and black honeycomb trim.

Mentioned earlier, Mazda’s i-Activesense driver assist feature is standard on all Carbon Edition models. It includes blind-spot monitoring with rear cross-traffic alert, radar cruise control and with stop & go functions, and smart brake support.

There are no specific mechanical changes to Mazda’s Carbon Edition model. The Mazda CX-5 remains powered by a 2.0-liter four-cylinder engine with 121kW of power and 213Nm of torque. Mazda has yet to reveal pricing for the Carbon Edition trim.

But for what it’s worth, Mazda vehicles have always stood out with their evocative design, and the Carbon Edition package has only made all of it look better in our eyes.

The Mazda3 Hatchback has long been the wildcard choice in its segment. Sure, it’s easy to go for a Corolla, or a Civic, or whatever Sam the sales guy is offering a juicy lease deal on at the time, but eager drivers – enthusiasts – look to Mazda for their practical thrills.

Production of the Mazda 3 initially began in 2003 and the evolution of the design both on the exterior and interior are quite attractive especially when you place each generation side by side. The 2020 Mazda 3 has a minimalist approach in design, both on the interior and exterior.

It’s a good looking car, outside and in. This trim comes with 18-inch black-finished alloy wheels, signature LED lights front and back, body colour mirrors, and gloss black exterior detailing, and they look fantastic with the shimmering red paint.

The most notable thing on the Mazda 3 exterior is the height as it sits lower and has a lower roof than the previous generation. This design element gives the car a sporty appearance while the small design makes for a more intermate cabin. However, the design limits the amount of light flowing into the car.

Fortunately, the small sunroof does come to the rescue to open up the Mazda 3 to more light. The sharper design on the front of the car allows the Mazda 3 to have a more sporty and aggressive appearance. These design elements do contribute to making the car feel more luxe. I think the Mazda 3 has succeed in making you feel something toward it. Be it the design element or the engine response that feeling is present.

Open the door and you’ll see why the interior is my favourite element of the current model. It has that luxury feel because of the use of soft leathers finishes and on the seats and around the cabin. Sitting in the drivers seat all instrumentation feels ergonomically right and is placed where it should be. The 8.8-inch touch sensitive infotainment screen sits neatly on the dash board and has a knob that works very much like the ones found in BMW’s.

The volume button also sits next to the menu knob and this small design touch makes so much sense when you wish to select a track and increase the volume. The 12 speaker Bose system also ensures that you have all the rich bass you need when pumping your favourite hip hop tune. The infotainment is Apple CarPlay and Android Auto friendly, has three USB ports, dual-zone climate control, and blind-spot monitoring.

The Mazda 3 is available in 3 derivatives namely; the Active with its 1,5l engine that produces 88 kW and 153Nm of torque. Second is the Dynamic that has the same engine capacity but has extras such as cruise control, auto dimming of the rear-view mirror, leather wrapped steering, parking sensors along with many other features.

The Individual comes in tow with also has the same engine capacity as the Active and Dynamic, again there are more features compared to the previous two. The individual has keyless entry, auto fold mirrors 10-way power adjustable seat for the driver, including 2 memory settings, a 12-speaker Bose sound system with subwoofer and those 18’ alloy wheels we mentioned earlier. The Astina is the fourth derivative, this model has a 2.0l engine that produces 121kW and 213Nm of torque. Also, more features are available on this model such as daytime running lamps, adaptive front lighting system, rear vents, sunroof that power sides and tilts along with many added features.

The 2.0l Astina with automatic transmission we had on test was unfortunately lacking in power. However, I do feel the car Is beautifully designed and with great interior features and even though the engine power is not a favourite. The Mazda 3 does produce a very comfortable drive and at a cruising speed its very smooth with decent fuel efficiency that’s just under the 7.0l/100km mark.

Pricing starts at R369 100 for the hatch and R366 100 for the sedan. I’m more of a hatch kind of guy but the sedan does add that much needed boot space. In closing, Mazda gives you a 3-year unlimited kilometre warranty, 3 year Mazdacare roadside assistance and a 3-year Mazdacare unlimited kilometre service plan.

With its subcompact size, the CX-3 is essentially a slightly taller and wider version of the outgoing-generation Mazda 3. In addition to being ever so slightly bigger than the Mazda 3, the CX-3 significantly offers all-wheel drive. The CX-3 isn’t a trendsetter, competing against the likes of the Hyundai Kona and Honda HR-V.

Just like other Mazda models, the CX-3 is available in Active, Dynamic, Individual and Individual Plus trims. With front-wheel drive, the CX-3 Active starts at R302 400. All-wheel drive (AWD) is available throughout the entire line-up. Our test vehicle was an Individual trim with FWD. With the incredible Titanium Flash Mica colour paint (and we like how it contrasts with the black body cladding), a few dealer-installed accessories, and the Premium Package, which adds niceties like an auto-dimming rear-view mirror, a six-way power-adjustable driver’s seat, and traffic sign recognition. In pictures, the CX-3 comes off as being a larger vehicle than it really is in person. In the flesh, it’s a curvy little thing that’s the perfect size.

Meanwhile, there are no surprises with the CX-3’s interior. The manufacturer’s simplistic yet upscale and refined cabin is a breath of fresh air as rivals move toward more cluttered designs. Everything is clearly labelled and positioned where you expect to find it. If you reach to turn up the heat, there’s a low chance of you missing the knob and accidentally landing on the one to get the air to blow on your face. Leather-trimmed sport seats are standard on the top two trims and really boost the CX-3’s upscale feel. The circular air vents and faux suede dashboard are a nice touch as well. I chat a bit more about this in my video review below.

While fit and finish are excellent, and material quality is well above what one would expect in a vehicle at this price point, the CX-3 feels enclosed on the inside. Its theatrical roofline severely eats into overall passenger space. The issue isn’t too bad in the front, because the passengers sit extremely low, but it’s a different story when you’re in the back. The rear seats offer just 94cm of headroom, and only 89cm of legroom. In other words, get behind someone of Papi’s height and your knees will rub sideways against the front seat.

Technology is one of the CX-3’s strong points, though it doesn’t offer an inclusive suite of advanced safety features like Toyota’s C-HR. Our test model comes with a government-mandated rearview camera, blind spot monitoring with rear cross traffic alert, and Mazda’s Smart City Brake Support system as standard. Optional features on the Individual include lane departure warning, advanced Smarty City Brake Support with pedestrian detection, a head-up display, and adaptive cruise control with stop and go.

The little gem in the CX-3 isn’t its technology, it’s how easy the tech is to use. Every CX-3 comes with a 7.0-inch touchscreen that is attached on top of the dashboard. Mazda places the controls for the infotainment system directly behind the shift knob, which is a fantastic location because your hand naturally gravitates there. Hard buttons are included for music, home, and navigation functions, while a rotary dial lets the front passengers scroll through the infotainment system’s menus. It’s a good thing the CX-3’s infotainment system is simple to use, which makes it even more of a award winning breeze when using Android Auto on it.

While the 7.0-inch touchscreen is a good size, the head-up display, while pleasant, provides an awe-inspiring amount of information on a tiny screen. It’s in charge of providing the car’s speed, lane departure warnings, information about the cruise control settings, turn-by-turn guidance, and blind spot monitoring warnings. That’s a lot of information packed into a tiny rectangle, and it becomes difficult to sort through what all the symbols means.

Mazda’s lane departure warning system deserves a mention. Instead of sounding an audible alert or sending vibrations through the steering wheel when the CX-3 drifts out of its lane, the software emits an alien-like sound through the speakers to warn the driver. It’s horrifying at first, and you’ll think something’s broken, but once you get used to it, it’s a much nicer form of feedback. A long-time champion of making cars that are fun to drive and enjoyable to live with on a daily basis, Mazda has made a crossover that shines at the former, but struggles with the latter.

The CX-3’s engine isn’t the reason you buy the car, but its driving dynamics sure are. Sprightly, agile, and full of life, the CX-3 feels more like a car than a crossover when pushed around. Zoom, zoom may be gone, but the CX-3 still knows how to get down. You won’t find this level of engagement in any of its rivals.

Mazda pushed the CX-3 too far in the direction of dynamism, and it forgot about the usability aspect. The CX-3 is unique in its segment because it handles much better than any of its rivals, and we like its user-friendly tech features, but motorists who try to stuff it with three friends and their gear for a weekend adventure will quickly discover its limitations.

While it has the looks of a crossover, the Mazda CX-3 isn’t quite sure what it wants to be – it’s clearly a car masquerading as something rugged. Despite having an attractive list of safety features, the compromise required to get those is a costly burden, especially for motorists that don’t live near a perfectly paved stretch of road that happens to be closed 24/7.