AS GOOD AS IT LOOKS

Beautifully built and finished, Mazda’s new version of the ‘‘3’’ is a step up from its predecessor. David Thomson finds out whether its performance is as good as its looks.

ROAD TEST

What’s new?

A new underlying platform, fresh exterior look and allnew interior mark the latest, fourthgeneration Mazda3.

Available here in hatchback and fourdoor sedan guise, the latest ‘‘3’’ features a slightly longer wheelbase than its predecessor. Though there has been no change in overall length or width, the hatchbacks stand a little lower than before, while the sedan is now the same length as the hatch rather than a little longer.

The new platform is substantially stiffer, and there have been suspension changes at the rear, where a technically sophisticated independent suspension is replaced by a simpler and more compact torsion beam setup.

Drivetrains for now are the familiar choices of 2.0litre or 2.5litre SkyActiv petrol engines, delivering power and torque to the front wheels via a sixspeed automatic transmission. Producing 116kW and 200Nm in its latest guide, the 2.0litre powers the $36,595 GSX (hatch or sedan). The 2.5litre unit, offering 139kW and 252Nm, is fitted to the $40,795 GTX and $48,795 Limited versions.

Looking ahead to 2020, a new flagship model will feature Mazda’s radical new SkyActivX engine. Unveiled in advanced prototype form just two months ago, this engine deploys new compressionignition technology that is said to enable a combination of petrol power with diesellike torque and economy.

Returning to the here and now, this test covers the GSX and GTX hatchbacks and the Limited saloon, and so spans both of the current engines, along with both body shapes and all three specification levels.

What’s it like to look at?

Mazda3 chief designer Yasutake Tsuchida says the styling of this new model is all about the evolution of Mazda’s Kodo design approach from one of lines to one of reflections.

What he means becomes clear on the flanks of this latest Mazda3, where the use of concave styling panels causes the sides of the car to shimmer and reflect the light. As far as the hatchback variant is concerned, the other distinguishing feature of the new Mazda3 is a substantial Cpillar, this time with a convex panel design that reflects the light in a quite different way. The sedan, meantime, takes a more conservative approach at the rear.

Both look sharp, but which is more attractive will be a matter of taste; the sedan is more traditionally elegant and less heavily haunched, but the bolder hatchback look is closer to that of the RX Vision concept car that provided inspiration for this new Mazda look.

What’s it like inside?

Even at entry level there’s a plush feel to the new Mazda3’s cabin that sets it apart both from its predecessor, and from other nonEuropean models in its class. This is exemplified by the softtouch imitation leather finish across the top of the wellpadded dashboard, but is also apparent in the more general use of highgrade materials throughout, and in detailing such as felt lining for the glovebox.

The new cabin is minimalist and driverfocused in look and layout. Dial clutter is minimised by providing a headup display and adopting a main digital instrument panel. Positioning of the new 8.8inch centre display screen a little further from the driver assists with managing distraction.

Unlike most such devices today, the Mazda’s main display is not a touchscreen. The access point for a new Mazda infotainment system, it is operated via a rotary dial and associated buttons on the centre console. On test, I found the initial setup of the system fiddly. It’s just as well the voice control system works well, as the ability to access many functions via the usual controls while the car is moving is limited. While Mazda’s restricting this access to the driver is justifiable on safety grounds, it is frustrating when there is a passenger alongside.

The driving position is low and sporty, and there’s a decent centre armrest/door bin between the front seats. The seats themselves are comfortable and supportive at every level of specification, and plushest on the Limited, where the seats are leathertrimmed and poweradjusting.

Despite the slight gain in wheelbase, the rear of the hatchback’s cabin is only averagely roomy by class standards, and the high waistline makes the back seats feel slightly hemmed in. Similarly, boot space — at 295litres — is adequate rather than generous. In the case of the sedan, the rear has superior headroom, and boot space is a much better 444litres.

What comes as standard?

The new Mazda 3 is very well specified: the GSX features LED head and tail lights, keyless entry and push button start, the digital instrument screen and head up display, and single zone manual airconditioning.

The 8.8inch centre display is the access point for satellite navigation, the reversing camera and an 8speaker sound system.

The entrylevel safety specification includes autodipping headlights, adaptive radar cruise control with intelligent speed assist, blind spot monitoring, rear cross traffic alert, forward collision warning, smart braking support (with pedestrian and cyclist recognition), lane keeping assistance, and speed limit sign recognition.

The GTX adds LED fog lamps, 18inch alloys, a proximity key, dual zone climate control, rear smart brake support and front parking sensors as well as the 2.5 litre rather than 2.0 litre motor.

AT A GLANCE

MAZDA 3

Overall rating: ★★★★+

Design, styling: ★★★★★

Interior: ★★★★+

Performance: ★★★★

Ride, handling: ★★★★+

Safety: ★★★★★

Environmental: ★★★★

Prices: $36,595 GSX, $40,795 GTX, $48,795 Limited

Engines: 1998cc fourcylinder petrol, maximum power 114kW@6000rpm, maximum torque 200Nm@4000rpm; 2488cc fourcylinder petrol, maximum power 139kW@6000rpm, maximum torque 252Nm@4000rpm

Transmission: Sixspeed automatic, front wheel drive

Brakes, stability systems: Front disc, rear disc brakes; ABS, DSC, BA, AEB

Safety: Fivestar Ancap

Wheels, tyres: Alloy wheels; 205/60 R16 (GSX), 215/45 R18 (GTX/Limited) tyres

Fuel, economy (hatch/sedan): 6.1/6.2 litres per 100km (GSX), 6.5/6.6 (GTX/Limited)

Emissions: 144154g/km (2.0litre sedan to 2.5 litre hatch)

Dimensions (hatch/sedan): Length 4460/4600mm, width 2028mm, height 1435/1440mm

The Limited brings allround LED lighting, leather trim and heated, poweradjusting front seats, a 12speaker BOSE sound system, a sunroof and paddleshift gear controls. It is equipped with further safety aids including driver fatigue monitoring, front cross traffic alert and Mazda’s ‘cruising and traffic support’ system to assist with lane positioning and following distances at slower speeds.

What’s it like to drive?

Perhaps the most telling compliment one can pay the new Mazda 3 comes from my experience of driving the 2.0 GSX after time behind the wheel of the 2.5 GTX and Limited. Rather than feeling like the poor cousin to its better appointed, more powerful siblings, the GSX was every bit as fun and engaging to drive.

Sure, with less outright grunt, the GSX needed to be worked harder during spirited driving and up major highway hills. But the 116kW and 200Nm on offer is still ample, so long as one is happy to rev the engine, and make use of the gear lever’s tiptronic shift gate when required.

The two hatchbacks

Drivesouth tested were more adjustable under hard cornering than the saloon, but the new Mazda3 still handles very well in either guise, with improvements to the chassis seemingly countering any adverse effects of the revised rearsuspension.

Running on 205/60 R16 tyres rather than the 215/45 R18s fitted to the 2.5litre models, the GSX doesn’t have the same level of cornering grip. Yet, with less grip, its steering offers better feel. On the other hand, the extra pep of the 2.5litre models certainly gives them an outright performance edge, and the larger motor works more smoothly with the sixspeed automatic transmission.

Ride quality tends towards the firm end of the spectrum for an everyday car, though not to the extent that comfort is unduly impacted. Rather, in return for accepting a little poorsurface patter around town, the Mazda 3 pays back handsomely with fine body control over corrugations at highways speeds.

Noise levels, and especially road roar, are notably subdued compared to the previous Mazda3. This reflects an effort to make the new Mazda3 quieter, an effort so concerted that it influenced interior trim and fabric choices, as well as involving greater use of conventional insulation, new rubber sections between sheets of metal, and new engine mounts.

A final important element of the driving experience is the new Mazda 3’s array of safety aids. These aids are doubtless good news for accident reduction, and features such as adaptive radar cruise control and autodipping headlights are absolute boons for convenience.

On the other hand, those of us who prefer to maintain a reasonable level of control may wish to disable an adaptive speed system that slows the car far more at corners than we might need, and applies force against my steering on test when I was crossing a white line on to the verge to allow an emergency services vehicle to pass by. Welcome (and not for Mazda alone) to cars that can control more of our driving than ever before, and not always to best effect.

Verdict

The previous Mazda3 was very good, and this new one is better still. Visually interesting, beautifully built and finished, packed with advanced technology, and as good to ride in as drive, it’s a great allround effort.