Redesigned Mazda3 finds its way
The Mazda3 has ranked as the compact segment leader for as long as it has been around — 136 awards says it all.
The replacement for 2014 takes the 3’s basics and amps them up in all areas, which means it is destined to remain the benchmark when it hits the road.
The third-generation Mazda3 — which is offered in GX, GS and GT derivatives of the sedan and hatch — has a sharper style, a richer content list and a full suite of Mazda’s Skyactiv technology.
In a nutshell, the Skyactiv strategy sees all facets — engine, transmission, platform and suspension — developed simultaneously, which eliminated compromise.
For example, to accommodate the new header-style exhaust manifold, the firewall had to be rejigged, which, in turn, mandated redesigning the HVAC system that sits behind it. This is why the outgoing Mazda3 Skyactiv did not feature all of the technologies because the firewall could not be reworked after the fact.
The Mazda3’s platform is 30 per cent stiffer and lighter thanks to the extensive use of high-strength steel. This gives the suspension a great base and delightful handling.
An added benefit of the Skyactiv chassis and suspension tuning is there is no discernible difference between the handling of the sedan and hatchback. The approach allows the driver to explore the edge of the envelope equally well in either car.
The GX and GS team a 2.0-litre, four with a six-speed manual transmission. This engine makes 155 horsepower and 150 poundfeet of torque and works very nicely with the manual. It has ample power across the entire operating range and the manual is a delight to row through the gears. A six-speed automatic is optional.
The better choice is the 2.5-L engine and its 184-h.p. and 185 lb-ft. of torque. It is much quicker to respond and it features a Sport mode. When engaged, the throttle’s tip-in is faster and each of the automatic’s gears is held longer. It also eliminated the risk of an unwanted gearshift through a corner.
Stylistically, the new Mazda3 is sharper looking — and it applies equally to both the hatch and sedan, which adopts an almost hatch-like look at the back end.
The cabin takes an equally big step forward. The materials are decidedly upscale and would not be out of place in a car several categories above the Mazda3’s price point. The crash pad, for example, is both soft to the touch and it has a rich rubberized feel.
The layout is sensible and driver-centric. All of the important information is presented clearly and, in the GT, there’s a headsup display that shows speed and other relevant information (direction when the nav is active).
Atop the centre stack sits a new seven-inch, standalone screen that looks after the new infotainment system (Mazda Connect). It allows access to the phone, audio, settings and, when equipped, navigation functions.
The main operational input is through a central controller with a large rotary/push-to-enter knob along with three main buttons (media, home and navigation) and two secondary functions — a back button and another that brings all of the information stored under favourites together on one screen. Throw in the voice activation and Mazda Connect is one of the easiest to use.
The sedan and hatch deliver roomy rear (the 60-millimetre stretch to the wheelbase pays big dividends) and plenty of cargo space. The sedan has 350 litres of cargo space and features foldflat seats that do, for once, fold to deliver a flat floor minus the usual ridge. The hatch brings 572 litres with the seats up and 1,334 litres when folded.
There was very little wrong with the outgoing Mazda3 — to many, it sat at the top of the compact class. The latest version is better in every respect, and that holds true for both the sedan and the hatch.
The one unexpected bonus is the improvement in overall refinement. Simply, it is good enough to challenge some more expensive rides.