MAZDA has been on a roll for the past few years with the introduction of several new and vastly improved models. Both the 2 and 5 have impressed us no end – in fact, the little hatchback 2 was voted World Car of the Year 2008, and was a recipient of CAR’s Top12 Best Buy Light Car award last year. As a result, the Japanese brand has managed to extract itself from the sidelines to be considered a serious contender in every segment in which it competes.
Fact is, Mazda’s renaissance began a few years ago and earlier models that were responsible for the reinvention of the marque are already up for replacement. For example, we saw the launch of the new 6 last year, and now it is time for the next 3 to make its début. And, as a CAR exclusive, we bring you the fi rst full SA test of the new model. Until a performance fl agship rears its head, this 2,0 Individual heads up a four-model saloon range. There are also four hatchbacks.
One of the major aspects that Mazda has employed in its resurgence is daring design. Arguably, the RX-8 was the catalyst for the bold design cues we see in all the current cars, which were also infl uenced by what Mazda refers to as Nagare (pronounced nah-ga-reh), a Japanese concept that can be translated as “flow” or “the embodiment of movement”. Concept cars such as the Taiki have strongly infl uenced production models such as the 3.
Glance at the front end of the new 3 and the infl uence from design studio concept models is undeniable. The swooping lines and curves in the bumper, bonnet and headlamps convey a sense of fl ow. Curved headlamps and strong front wheelarches, which blend into the airdam, are reminiscent of those on the RX-8. Some of our team found the converging lines in the lower half of the facade a tad fussy, and some even saw hints of Peugeot in the headlamps, but for the most part the frontal aspect was well accepted.
An arching roofline terminates in a short boot lid, which helps maintain the tight dimensions of its predecessor. Boot space, however, does not suffer: the new 3 boasts a decent luggage volume of 384 dm3 and has a large opening to ease loading. A lower swage line across the doors, and a near parallel rising waistline help create a sense of forward motion. Seventeen-inch alloy wheels are standard on the Individual, and highlight the attractive light metallic sheen of the test car’s blue paintwork.
Clear tail-lamp covers seem to be gaining in popularity and the 3 makes good use of this styling cue. Even though it maintains its own appearance, the 3 does have a strong resemblance to its older 6 sibling, so the idea of creating a familial look is certainly working for Mazda.
Moving inside, there is a sense that Mazda is really trying to move upmarket. Firstly, to gain access to the cabin you just need to press a little button on the door handle provided you have the transponder key on your person. Access to the luggage compartment is via a similar keyless method.
Quality of materials has been given careful attention. There is extensive use of soft-touch plastics and leather. Hide is used to cover the seats, sections of the door pads, steering wheel and arm rest. Upper and lower sections of the facia as well as the door pads feature plush moulded plastics that have a mottled “leather look” surface.
The facia is dominated by the audio system. A radio with an indash six-CD changer features MP3 compatibility. It has large, easy to use controls. The head unit fronts a Bose hifi that features a multitude of speakers including a subwoofer on the rear shelf. As in the 3’s larger 6 sibling, the audio system display is mounted higher up on the facia. Placed directly next to this is the trip computer readout. The discord between the colours – the former is orange and the latter is light blue – is perhaps a bit harsh.
Basic instrumentation is orange and purple and, though a tad bright, it can be toned down to suit one’s taste. At night very cool, electric blue “mood” lighting is cast over the facia and is also present in the footwells.
There are a plethora of switches on the three-spoke steering wheel, too many we feel. You can control the audio system, on-board computer and cruise control, but other cars manage the same level of control without needing fi fteen buttons at your fingertips. Overall, however, the impression is one of quality, if just slightly short of the level achieved by the classleaders. And as this is the rangetopper, there is very little to desire in terms of specifi cation, short of park distance control and satellite navigation – even the sunroof is standard.
Seating comfort is quite good, but taller testers suffered from limitations in the range of adjustment; either the seat did not lower enough or retract enough, leaving them with a “dining room table” seating position. As expected, rear legroom is slightly compromised, making the 3 more suited to younger families.
The transponder key means keyless start/stop. Once fired up, the engine has that typical, in-line, four-pot sound. The motor develops 110 kW and 187 N.m from 2,0 litres. Power peaks exactly as the red line begins on the rev counter, ie at 6 500 r/min. It is a zingy unit that does not mind being run to the red line, time and time again. Torque peaks at 4 000, but the powerplant will pull cleanly from as low as 1 500 r/min in top gear.
Performance-wise, the 3 is on par for the segment. It managed a best sprint time of 9,3 seconds from zero to 100 km/h. And top speed averaged 205 km/h.
In the braking department we were quite disappointed. Day to day driving posed no problems and there was enough bite, even if the pedal action was sharp. However, during our simulated emergency stop braking test, it was a different story. The Mazda did not generate enough retardation to even tax the ABS system. As a result, the average time recorded across ten stops from 100 km/h worked out at 3,27 seconds, which earns a poor rating. For a car in this class, anchored by 300 mm front and 280 mm rear discs with ABS, EBD and Brake Assist, the braking performance should be markedly better.
Perhaps the tyres are to blame? One of our biggest criticisms of the new Mazda3 is its steering action. The electricallyassisted system has managed to completely anaesthetise the steering process. There is no feedback from the helm, and assistance levels seemingly remain constant even at higher speeds, so as make the wheel feel light in one’s hands. That is not to say that the action is not accurate. Get past the initial wooden zone around the straight ahead position and you can place the car accurately. Also, it’s worth noting that livewire steering feedback isn’t necessarily a prerequisite for the majority of buyers in this segment.
There is plenty of grip as well, as much as any of the other cars in this category, in fact. Suspension comprises MacPherson struts up front and a multi-link set-up at the rear, and the alloys are shod with 205/50 Toyo Proxes rubber. Handling is benign, so there are no surprises if you get overly enthusiastic. Unless you jump on the brakes mid-corner, it is very difficult to get the rear end unstuck but, should you find yourself in trouble, there is no electronic safety net to catch you.
As far as ride quality is concerned, we were a bit disappointed. The 3 rides with composure and feels comfortable enough over most surfaces, but sharp ridges and rippled surfaces make the car feel skittish. These types of road imperfections are experienced quite harshly in the cabin – and heard, too. So, overall, we feel the Mazda3 could do with some refinement in the suspension department.
Test summary
While we have been thoroughly impressed by new Mazda models such as the 2 and 5, the new 3 is not quite the knock-out we were expecting. It’s not an altogether disagreeable package, and some of our team quite liked it, but we were hoping for more, especially in terms of ride refinement. Seemingly, as the brand lifts itself from mediocrity, we have come to expect more from its new products, and we suppose that’s what happens when one raises the bar. That said, of the list of rivals, it would still be our second choice. No mean feat…
