Mazda 3 review

From £21,8058

The Japanese firm puts its new-age petrol engine in the fourth-gen family hatchback

Simon Davis
by Simon Davis
8 March 2022

Perhaps it’s as a result of a particularly genuine sense of corporate responsibility; perhaps it’s for more pragmatic reasons. But alongside the launch of the new Mazda 3, and quite oddly for a car company that’s on the cusp of launching its first all-electric production car, Mazda has called into question how much a mass movement to battery-powered motoring would reduce global CO2 levels in the short term.

This famously innovative Japanese car maker has never been afraid to go against the grain, and yet its thinking will rile those who believe that the quickest possible adoption of EVs should be enshrined in global car industry strategy and widely accelerated by taxes and incentives.

Mazda’s Kodo design language rejects visual complication, and styling creases are almost entirely absent. Odd then, you might think, to put the bootlid badge on a plinth – but it’s a functional change, serving as a handle.
Simon Davis
Road tester

The company’s latest long-term product and powertrain credo, catchily entitled ‘Sustainable ZoomZoom 2030’, aims to half the ‘well-to-wheel’ CO2 emissions of its annual production output of cars by 2030 and reduce them by as much as 90% by 2050. But since its own research puts the well-to-wheel emissions of any electric car introduced today at 128g/km (based on the current global mix of power generation from renewable, but still mostly nonrenewable, sources), it has decided that it can achieve more for the planet in the short term by simply making more efficient internal combustion engines than by chucking them all in the bin and taking a massive leap with both feet into electric power.

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And so, while the first all-electric Mazda will come along next year and its first plug-in hybrid a few years later, what we’re getting from the firm for now is a new and interesting breed of petrol engine called Skyactiv-X. It’s unlike any other petrol engine currently in production; it combines both spark- and compression-ignition technologies to boost efficiency; and it comes to market first in the all-new, fourth-generation Mazda 3 hatchback – which is our road test subject this week.

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Mazda 3 design & styling

The new Mazda 3 has had a ground-up redesign on an all-new platform. This is a marginally shorter, lower hatchback than the one it replaces, but a better-packaged one in terms of interior space, says Mazda. A slightly heavier car too, for reasons that will become apparent – although a stronger and stiffer one, with the proportion of ultra-high-strength steel used in its construction jumping from 3% in the last generation to 30%.

The car continues in a broadly class-conventional vein in terms of mechanical layout, with an all-steel monocoque underbody; engines mounting transversely up front and driving the front axle only; and MacPherson strut type front suspension with a torsion beam at the rear. Get into the technical detail of the car’s design and configuration, however, and you quickly unearth evidence of alternative thinking typical of Mazda. The car’s chassis, for example, has been reinforced with ring-shaped structures intended not only to add strength but also to more quickly transmit vertical loads from the car’s suspension mountings to the base of the driver’s seat.

The suspension has been redesigned to achieve similar ends, and (for the first time in recent Mazda history) works through tyres with softer sidewalls than those of the car they directly replace. Handling is aided by an electronic torque-vectoring system called G-Vectoring Control Plus, which uses brake and throttle interventions to imperceptibly but proactively balance the car’s weight between its axles during cornering and, says Mazda, to “smooth the transitions between pitch, roll and yaw”.

The seat frames have been stiffened significantly and the seats themselves reshaped, too. All of this, together with the specific body-stiffening measures, is aimed at taking better advantage of the same biomechanical human reflexes that allow you to keep your head steady while walking, and giving the Mazda 3 what should seem like a more intuitively comfortable ride. It’s an interesting approach you won’t find many other car manufacturers following.

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For now, the company is offering a choice of only two petrol engines, both with 24V mild-hybrid assistance, while an all-new diesel option is likely to follow in 2020.

Both Skyactiv petrols are normally aspirated and have 1998cc of swept volume, but it’s the more powerful of the two – the Skyactiv-X – we’re interested with here, which uses what Mazda calls Spark-Controlled Compression Ignition (SPCCI).

Combining the benefits of both compression and spark ignition, the system can actually switch from the former to the latter regime at higher loads and crank speeds. When it’s running lean, it can be between two and three times more efficient than an equivalent conventional engine by cranking up the compression ratio to 16.3:1 and by using very localised, controlled spark ignition to trigger compression ignition throughout the wider combustion chamber.

The Skyactiv-X 2.0-litre engine produces 177bhp and 165lb ft of torque at 3000rpm, so it’s unlikely to rival a downsized turbo for drivability but should do better than the atmospheric petrol average in that respect. Depending on wheel size, however, it’s claimed to deliver up to 51.4mpg for the Mazda 3 on the WLTP combined cycle, a result 13% better than the significantly less powerful 2.0-litre Skyactiv-G petrol manages in the same car – as well as a relative CO2 emissions saving of 17%.

The Mazda 3 line-up at a glance

While the Mazda 3 was initially available with a choice of Skyactiv-G petrol and Skyactiv-D diesel engines, the arrival of the new Skyactiv-X motor has seen the oil-burner dropped from the range. Both six-speed manual and six-speed auto ’boxes are available.

The Skyactiv-G motor is exclusively front driven, while the Skyactiv-X powerplant can be had with all-wheel drive. Hatchback and saloon bodystyles are offered, with the trim walk starting at SE-L and moving up through SE-L Lux, Sport, Sport Lux, GT Sport and GT Sport Tech.

Price £26,675 Power 177bhp Torque 165lb ft 0-60mph 9.1sec 30-70mph in fourth 14.2sec Fuel economy 40.0mpg CO2 emissions 103g/km 70-0mph 49.2m

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INTERIOR

Mazda 3 Skyactiv-X 2019 road test review - front seats

Mazda has really raised the bar with this car’s interior – not only in relation to the previous-generation Mazda 3 but for the wider family hatchback segment to boot. For its selection of rich materials and its general tactile and sensory appeal, the new 3 blows the likes of the Ford Focus into the weeds.

Even the Volkswagen Golf – previously our undisputed king of understated class in the more mainstream section of the family hatch market – no longer quite stands out as being the beacon of attainable, everyday quality by which all other contenders should be measured now that this Mazda has pitched up.

It feels like a retro touch in the age of smartphones and Spotify, but the 3 also comes with a CD player with MP3-file compatibility from SE-L Lux trim and above
Richard Lane
Deputy road test editor

A key aspect of the new 3’s appeal is the balance Hiroshima’s team of designers has managed to strike between clean minimalism, user-friendliness and some excellent material choices. The terraced fascia is notably free from clutter, with only practical controls for the climate system being retained. These are not only laid out in a pleasingly neat and symmetrical fashion, they impress for tactile quality too – a trait common to all of the Mazda’s interior switchgear.

Elsewhere, the 8.8in infotainment screen sits comfortably within the driver’s eyeline, its gracefully sculpted border complementing the tidy, flowing curves of multi-layered dashtop that swoop away from the crisp, predominantly analogue instrument binnacle. A combination of (optional) burgundy leather and darker soft-touch plastics are used to great effect, while darker leather, gloss-black plastic and touches of polished chrome brightwork further contribute to the cabin’s general air of classy, inviting sophistication.

A new infotainment set-up is more than welcome in this fourth-generation 3. Where the old operating system was beginning to look seriously outdated, this replacement is up there with the best in class for graphical clarity and fluidity of response.

Unlike most of its rivals, however, the Mazda’s 8.8in screen isn’t controllable via touch. Instead, you rely solely on a rotary dial and fixed shortcut buttons on the centre console. Mazda says this reduces the chance of the driver inadvertently turning the wheel as they lean forward to interact with the screen, and on the move it works very well indeed.

Standard equipment is very strong. All model variants gain satellite navigation right out of the box, as well as Apple CarPlay, Android Auto, Bluetooth, DAB radio and a head-up display. Our GT Sport test car swaps out the base model’s eight-speaker sound system for an excellent 12-speaker Bose unit as well.

The Mazda doesn’t quite impress to the same extent when it comes to spaciousness. Passengers in the second row are likely to feel a touch hemmed in – a consequence of a comparative lack of head room, as well as those rather thick C-pillars. Our tape measure took the former at 890mm (a Golf has 950mm), while typical rear leg room was 690mm – the same as in the VW.

Boot space comes in at an average 358 litres. The hatchback aperture makes access easy enough, though there is a fairly prominent lip to contend with. While the Mazda’s boot is likely to prove spacious enough for all but the most demanding payloads, both the Ford Focus and the Golf are more practical. Respectively, their luggage compartments have capacities of 375 and 380 litres.

ENGINES & PERFORMANCE

Mazda 3 Skyactiv-X 2019 road test review - engine

Given the technologically innovative measures it uses to go about its business, this new Skyactiv-X engine sounds and feels surprisingly ordinary during day-to-day use.

There’s a vaguely rough, diesel-like edge to its timbre at idle and when accelerating through the lower reaches of the rev range, which morphs into a slightly coarse four-cylinder buzz as the crankshaft spins up to the 6500rpm limiter. But, otherwise, it behaves like a pretty typical normally aspirated engine. It may be ground-breaking in what it does, but doesn’t feel much that way in how it does it.

Skyactiv-X engine doesn’t pack as much punch as those turbocharged units found inside the class leaders, but few can match the Mazda 3’s impressive touring economy
Matt Saunders
Road test editor

Peak torque opens up at 3000rpm, which is early by atmospheric petrol standards, but there’s still a need to dial in plenty of revs to get the car off the line quickly and without stalling.

And you generally have to work the Skyactiv-X engine hard from there on out to get an energetic flavour out of it. Acceleration is admittedly linear and throttle response is good but, as the revs climb, there’s little sense of high-rev vigour to report on. Let the motor pull from low revs at full power and you’ll feel a slight increase in urgency at 3000rpm followed by a minor second wind at 5000rpm, but it starts to feel strained soon after – and seldom feels very sporty.

Our timing gear confirmed as much. The Mazda’s 0-60mph time of 9.1sec was not only slower than a 1.5-litre, 180bhp Ecoboost Ford Focus (8.9sec), but the less powerful Volkswagen Volkswagen Golf 1.5 TSI Evo too (8.8sec). However, it was in-gear performance where those turbocharged rivals really pulled ahead. In fourth, the Mazda required 14.2sec to accelerate from 30mph to 70mph; with their turbos to help them, the Ford and the VW’s respective efforts were 11.4sec and 12.0sec.

Still, the Mazda claws back some ground by virtue of its (mostly) excellent manual gearbox. The quality of its shift is positive and pleasingly mechanical under more sympathetic conditions, though it can lose a degree of its accuracy if you’re rushed with your inputs.

RIDE & HANDLING

Mazda 3 Skyactiv-X 2019 road test review - on the road front

The previous-generation Mazda 3 didn’t let old age erode its reputation as one of the dynamically sharper hatchbacks around. Right up to the end of its days, it remained as fit as a fiddle – its alert, fleet-footed handling allowing it to comfortably mix with the likes of the Seat Leon and the latest Ford Focus – our current class heroes. In terms of its athletic eagerness and agility, this fourth-generation model paints a remarkably similar picture.

Its chassis feels energetic and responsive, allowing for directional changes to be executed with notably more verve and panache than you’d extract from the average compact five-door. The car is more prone to body roll than a Ford Focus ST-Line X is, but it’s reined progressively so that the car lends itself well to a flowing, smooth style of fast driving.

Over-ambitious entry speeds or brutish mid-corner throttle applications will lead to understeer, though body control is smartly controlled and transmission bumps don’t cause undue kickback
Matt Saunders
Road test editor

With 2.9 turns lock to lock, the 3’s steering isn’t quite as responsive just off centre as the Ford, but it’s very well judged in terms of weight and accuracy, and doesn’t come across as slow-witted in its response to your inputs. There’s a modicum of feel here, too, although we’d prefer more of it. Hurry the car along and you might just unearth a gathering deficiency of front-end grip on the road, though it usually only really manifests if you’re particularly boorish with your inputs.

Otherwise, the car remains crisp, precise and stable in its cornering manners with a subtle but pleasing sense of neutrality and adjustability in its handling at times, and it holds its line with decent conviction under power.

On Millbrook’s unforgiving hill route, the Mazda 3 behaved in a manner totally in step with what you would expect from one of the sharper-handling cars in the family hatch class.

Body movements through corners both fast and tight were well controlled, though perhaps more pronounced than what you would experience in a Focus ST-Line X. Nevertheless, the 3 developed plenty of usable grip, with its front end being perfectly willing to tuck in towards an apex in response to a light application of torque. Particularly sharp bends could cause the front end to wash wide, but this slip was easily marshalled by backing off the throttle.

Meanwhile, its ESP software didn’t prove overly intrusive at any point. At the same time, however, the engine’s lack of low-down punch did result in the Mazda feeling a bit more strained on the route’s numerous inclines compared with some of its turbocharged rivals.

COMFORT AND ISOLATION

Mazda’s decision to offer the 3 exclusively with a torsion beam and passive dampers might just raise one or two eyebrows among those who are used to fully independent suspension in their sporty family hatchback. Many of its key rivals rely on sophisticated multi-link arrangements, with some form of adaptive damping generally offered as an option – and none of those is sold with a zoomy marketing catchline, let’s not forget.

Mazda’s decision to resist this trend isn’t entirely without consequence. Compared with the likes of the Volkswagen Golf, and even sportier iterations of the Ford Focus, the Mazda’s rear axle exhibits a keenness to become overly familiar with the Tarmac passing underwheel.

On glass-smooth surfaces infrequent in Britain, this isn’t particularly problematic. But point the handsomely sculpted snout down a more neglected stretch of road and the car’s secondary ride gets noticeably livelier than it really ought to. Primary ride comfort is generally good, however – the manner in which it smooths over bigger inputs and compressions is far more zen.

The supremely well-trimmed cabin is fairly well isolated from the outside world. There is a bit of engine, wind and road noise present when trotting along at a steady cruise but nothing vocal enough to leave a black mark by the Mazda’s name. Only that aforementioned busy secondary ride would be likely to attract your ire on a regular basis – and only then on broken and rough surfaces.

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MPG & RUNNING COSTS

Mazda 3 2019 road test review - hero front

Mazda isn’t afraid of a pseudo-premium price positioning these days, and the before-options asking price of our upper-level test car showed as much, being higher than for a 180bhp Ford Focus Ecoboost ST-Line X and very close to a Volkswagen Volkswagen Golf 1.5 TSI GT Edition. But Mazda justifies that position by including a great deal of equipment as standard: on a GT Sport model, you get 18in alloys, adaptive LED headlights, heated leather upholstery and a 12-speaker premium audio system to go with your 8.8in touchscreen infotainment system.

The cost of insurance will be relatively high for private buyers – up to six bands higher, in fact, than for like-for-like rivals. But benefit-in-kind tax for company drivers will be appealingly low – up to five bands lower than those same competitors. You would imagine the latter will be a bigger relative draw than the former is an obstacle.

The Mazda is expected to hold its value well, outdoing both the new Ford Focus and the ageing Mk7.5 Golf in our forecasts
Richard Lane
Deputy road test editor

Real-world fuel economy, meanwhile, could go a long way to offsetting any inflated insurance bill, since our test car averaged a very impressive 57.0mpg on our touring economy test, where most cars of the same power output would be unlikely to top 45mpg.

VERDICT

Mazda 3 Skyactiv-X 2019 road test review - static front

One of Mazda’s key selling points has long been the heightened level of driver appeal its cars tend to offer. And even with the rather obvious Mazda MX-5-shaped poster child put firmly to one side, this has been manifest in Hiroshima’s modern hatchbacks and superminis as much as anywhere.

The good news is that, in terms of its ability to conjure up an engaging sort of handling athleticism, this new fourth-generation Mazda 3 gives away none of that hard-earned reputation; in the wider class, it’s up there with the very best. That it backs this agility up with one of the most materially appealing cabins in the segment, strong levels of standard equipment and plenty of value for money only sweetens the deal.

Sweet to drive, great to behold – but the new engine’s no knockout
Simon Davis
Road tester

But as cleverly engineered and frugal as its ground-breaking new engine might be, it doesn’t quite back the 3 up with the performance to match its handling smarts. For all the credit it earns for efficiency, it loses as many for a lack of brand-authentic sporting range and enthusiasm in its power delivery. The car becomes a top-five hatchback class contender in a busy market segment, then – but only just.

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