Heart’s not quite in it
Sweet hatch the 3 may be, but we’re still not sold on the engine. By Jake Groves
The key point of distinction between the Mazda 3 and all the other compact family hatches is its engine. Skyactiv-X tech uses spark-controlled compression ignition, allowing the engine to choose between petrol-like spark ignition or diesel-like compression ignition to get the best economy in any given situation. Good theory, but let’s break its performance down into three key categories.
Power
The lack of torque compared to many rivals conspires with a flat power delivery and long gearing to make getting up to speed for motorways engage the Countdown clock music in my head. Do-do, do-do, doodle-ee-do, 70!
Economy
I’m not seeing any benefits. Some of this might be down to my heavy right foot and my enthusiasm for taking advantage of the sweet chassis. But I’ve been doing a lot of essential motorway miles, running at a constant 3000-3500rpm, which really shouldn’t be too taxing, and yet my average refuses to get even close to the official figure.
That said, when I’m pootling around in local traffic, the 3 is happy to hum along at just over 1000rpm at 30mph in fifth or 40mph in sixth, which surely must be helping rein the consumption in. The mild-hybrid element assists here, giving eager start/stop when required but, given that traffic is less dense than the Before Times, it’s not being utilised all that much.
Refinement
Skyactiv-X involves a repertoire of odd noises. It can sound like a diesel when cold, and at low revs it gargles like mouthwash is going out of fashion. There’s also the odd hiccupping sound as the engine switches between spark and compression.
On a more positive note, I recently tested a plug-in hybrid Audi A3 and realised just how hushed the Mazda is on the move in comparison. Tyre noise in particular is far more muted in the Mazda, and the clean design cuts through the wind like a ninja throwing star. Shame the engine doesn’t have quite the same edge.