Mazda 3 Maxx
LARGELY COMPLETE PACKAGE THAT HAS THE MAXX FACTOR
MAZDA’S successful 3 line-up kicks off with the Neo base model, but it’s the $24,890 Maxx that looks like the value-for-money sweet spot. That said, you don’t get frills like keyless entry or climate control but, like interior presentation that seems a bit plain yet has quality where it counts, you do get sat-nav and a leather-clad steering wheel. The rotary controller for the menu-driven MZD Connect system works well, too.
The Mazda also has great seats in the front, with plenty of bolstering, and even the rear bench is sculpted to give passengers a dash of lateral support, even though it makes the rear-centre position more of a perch. Rear knee-room is a bit tight, however, and we’re tempted to point the finger at Mazda’s current cab-rearward design language as the culprit. That said, headroom in the back is plentiful.
The 3’s safety credentials start with a reversing camera as standard in the Maxx and extend to forward collision warning, rear parking sensors, smart citybraking and rear cross-traffic alert.
Mazda’s policy of sticking with high-compression atmo engines rather than smaller-capacity turbo motors is all about saving fuel, yet on test the Mazda’s 8.7L/100km lagged behind its best boosted rivals. And while its 2.0-litre engine is smooth, it doesn’t have the punch of a good modern turbo unit and feels like it’s missing a good dollop of torque in the mid-range. It needs 4000rpm on board to really perform, but it’s keen to get there, and even sounds a bit rorty.
What saves the 3’s driveability is its six-speed automatic, though there’s a sense of needing to feed in a fair bit of throttle to keep it on the boil, making the gearbox seem a little too eager to kick down at times. The other gearbox foible is that it won’t select sixth (top) gear when the car is in Sport mode. You can manually select sixth (using steering-wheel paddles that are standard on the Maxx) and force the issue, but it means you’re less likely to use that Sport mode, which is a shame as it also sharpens the throttle response and makes the 3 feel perkier.
The Mazda’s dynamic highlight is without doubt its beautiful chassis balance and accurate but never busy steering feedback. It has a very natural, flowing feel as you guide it through a series of corners, and even though the ride feels like the chassis could be a bit soft at the limit, it isn’t. In fact, that’s quite a trick; making a car ride so well – and quieter than it used to – that it comes as a surprise when it also corners sharply.
Only a slightly wooden brake pedal spoils the polished feel on the open road; that and the fact that the brake pedal itself is placed too far to the right for comfortable left-foot braking. But there’s no doubting the fact that the 2.0-litre auto Maxx is the 3 at its finest.
The more you ask from it, the better it gets. And the harder you drive it, the greater its involvement. The Maxx is really only let down by its dark and relatively spartan interior, but if it’s sparkle you want, then grab its great new steering wheel and head for the hills. Or the shops. This is an all-rounder that works on every level. SW