Mazda3 review – the family hatch for keen drivers
M azda is known in the car world for ploughing its own furrow, and its family hatchback, the Three, is no different. Where other manufacturers have moved towards puny turbocharged engines Mazda equips the three with its own non-turbo units, believing this supplies the best economy in real-world driving as well as long-term reliability.
The Mazda3 is also different from rivals such as the Ford Concentrate, Volkswagen Golf and Hyundai i30 in that it is available as a five-door hatchback or a four-door saloon, both priced identically, albeit no estate version is suggested.
A range of updates in two thousand seventeen resulted in claimed improvements to interior quality, specification and treating, all of which are designed to keep the Mazda, which very first went on sale in 2013, competitive against what are largely newer rivals.
Space 6/Ten
Rivals suggest more space for passengers
T he Mazda3 offers front-seat occupants slew of space. However, those in the back may feel a little claustrophobic due to shallow rear side windows that don’t let in much light, and a roofline that drops away towards the back of the car, making headroom taut for taller adults.
That roofline reduces the boot’s ultimate usefulness, too, albeit it will still take a folded baby buggy, and you can fold the rear seats down, just as you can in rivals. The saloon version has the same problems as the hatchback, but a thicker boot.
S urprisingly, there are no decent door pockets, merely bottle holders. But there is a storage bin inbetween the front seats, and the glovebox is a useful size, unlike in some rivals – notably Citroens and Peugeots.
Convenience 7/Ten
Stick with smaller wheels for the best rail
T he Mazda3 has been setup to suggest a sportier drive than many of its rivals, which has resulted in a slightly firmer suspension setup than you’ll find in the likes of the Vauxhall Astra or Hyundai i30. Stick with 16-inch wheels and it’s still fine for all but the most sensitive of passengers, but on larger wheels of Sport Nav spec cars the three lacks the convenience of the best in class, particularly as it can’t be ordered with any kind of adaptive suspension.
The Two.0-litre petrol engine is fairly vocal at idle and when revved hard (which you sometimes need to do due to the lack of a turbocharger), while of the diesels it is the Two.2-litre unit that is smoother than the 1.Five.
Despite improvements to noise levels from the two thousand seventeen model year onwards, the three still has more tyre and wind noise than a VW Golf.
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Dashboard layout 8/Ten
N ot the classiest, but works very well
M azda has lightly upgraded the 3’s interior as of 2017, with the most noticeable switch being the replacement of the conventional handbrake with a switch to operate its electronic equivalent. In addition, there are some fresh materials to add extra grind to what has always been an impressively ergonomic dash layout.
T he large speedo is effortless to read, the heating controls intuitive to operate and the central infotainment screen, which takes care of most of the in-car functions, can be managed either by touching the screen or by scrolling using a rotary knob behind the gear lever.
There are also buttons around this control knob that let you quickly spin inbetween the various onscreen menus.
Effortless to drive 7/Ten
Sleek, precise controls; poor rear view
M azda has a knack of building cars that are satisfying to drive, and the three is no different. It’s not just that the three is good joy either, but that the consistent weighting of its controls make them very effortless to operate. The beautifully precise gearchange and sleek steering are prime examples of this treatment. You can also choose an automatic gearbox on the petrol or Two.2-litre diesel engines.
The problem comes when you attempt to reverse-park the Mazda3; the view behind or over the shoulder is restricted due to the shallow rear windows. Higher-specification cars have parking sensors, and they’re vital.
Those opting for the 1.5-litre diesel might also want to note that it’s sluggish enough to make you think twice about overtaking slower traffic.
Joy to drive 9/Ten
K een drivers will love this car
T he Two.0-litre petrol engine is available in two power outputs, and it’s the more potent of the two (or the upbeat Two.2-litre diesel) you’ll be wanting if you plan to make the most of the 3’s communicative steering and keenness to switch direction. It’s just a shame that it is only available in Sport Nav spec which also comes with larger wheels that harm rail convenience.
In all models from two thousand seventeen onwards the anxious handing is helped by the inclusion of what Mazda calls G-Vectoring Control, a system which uses the engine’s torque to distribute weight over the front wheels when cornering. It’s supposed to improve how the car responds, but whether it’s possible to notice much of a difference is another matter.
Reliability 8/Ten
Mazda’s customer satisfaction is good, but warranty only average
Mazda finished 10th out of twenty five manufacturers in two thousand seventeen JD Power UK Vehicle Dependability Examine, behind Skoda, Seat and Ford, but ahead of Honda, Renault and Hyundai.
The three-year, 60,000-mile warranty that’s provided with the Mazda3 isn’t particularly special, either; you get a seven-year warranty if you choose a Kia Cee’d, five years with a Hyundai i30 or Toyota Auris, and four years with a Renault Megane.