Buying a used Mazda3 (2004-2008)

The naming of cars can be a tricky business and for decades Mazda avoided the problem by referring to its piston-engined models by numbers.

The days of three-digit designations ended in 2002 when Mazda replaced its long-serving 626 with the '6' range. Two years later came a model that created a new benchmark in the small-car class and was known simply as the Mazda3.

With distinctive looks and a model range that delivered variety and value the 3 was an immediate sales success and it remains a powerhouse performer in the highly-competitive Small Car market segment.

The initial 3 release comprised four models; Neo, Maxx, Maxx Sport and SP23 (pictured).  At $21,490 including air-conditioning and dual airbags, the manual Neo was a well-priced package that was made even more attractive during 2005 by an $800 price cut.

Adding the Safety Pack with side and curtain airbags and antilock brakes added $1600 and an automatic was $2080 more expensive.

Stepping up to the Maxx delivered alloy wheels, power windows and a six-stack CD system. Maxx Sport models were pitched at enthusiastic drivers via a set of larger-diameter alloys, fog lights and a nifty roof-mount spoiler that doubled as a sun-shade for rear seat passengers. 

Top of the original range was the sporty, 114kW SP23 version. At $29,990 -- plus $2700 for the Leather Pack -- it included 17-inch alloys, a limited-slip differential, antilock brakes with electronic brake-force distribution, climate control air-conditioning and cruise control.

The 3 was launched into a market screaming for a revitalised approach to small car design and the market loved it. During 2005, more than 32,000 were delivered and by 2007 it held a clear second place behind Toyota's Corolla.

Hatchback and sedan versions of all models were available and scarcely a body panel was shared between the two designs. The Hatch featured sculpted quarter panels, larger tail-lights and more aggressive frontal treatment. The sedan was more conservative with a sloping roof-line that restricted rear headroom.

Slotting the 190kW turbo engine from the Mazda6 MPS into a 1400kg hatchback might seem fodder for disaster but the MPS version of the 3 has good road manners. A variety of sensors maintain good levels of traction and the engine management system limits the amount of power being funnelled to the wheels in first or second gears.

A mid-2006 update added antilock braking across the 3 range and at no additional cost. Six-speed manual transmission also became optional on the SP23, significantly reducing engine speeds and noise at highway speeds. Buyers of Maxx and Neo models needed to wait until 2009 for a six-speed version.

They also needed to persevere with the standard four-speed automatic, whereas SP23 buyers were offered a five-speed ActiveMatic with paddleshift capability. Electronic throttle control made life easier for the driver's right foot and Mazda claimed that the revised cars delivered significant NVH (Noise, Vibration, Harshness) improvements. Unfortunately much of this improvement was due to careful original equipment tyre selection.

Fuel economy was also improved by an average 5 per cent and the Maxx Sport received a 4kW power boost to 108kW.

August 2007 saw the introduction of a 105kW 2.0-litre turbodiesel engine and six-speed transmission but no automatic alternative. Priced at $30,500 the diesel had mechanical longevity and fuel economy on its side but neither factor has boosted its stocks in the used market; diesels suffering similar levels of depreciation to petrol-powered 3 models.

Least happy will be those who like their car interiors to be drab and sterile. Mazda has made a real effort to create a passenger space that is bright and interesting and a dash that on upper-spec models is positively kaleidoscopic. The tri-dial instrument cluster is easy to read and the steering wheel in Sport Maxx, SP23 and MPS cars is leather-bound and multi-functional. 

Even the basic Neo comes with decent seats and a wheel that adjusts for height and reach. The wide-spaced pedals in the manual take a little practice before feeling truly comfortable and all-round visibility with either body style is excellent.

The 2.0-litre engine fitted to Neo and Maxx models delivers a very usable 104kW, with 114kW coming from the SP23's 2.3-litre. All of the manual-transmission cars will run from 0-100km/h in under 9.5 seconds.

Automatics provide efficient and stress-free transport but the SP23 manual defines the 3 as a serious yet still affordable performance car.  Step up to an MPS and you find a civilised rocketship that will easily match the performance and thrills of Europe's seriously hot hatchbacks.

With 2.9 turns lock-to-lock the electrically-assisted steering is direct and responsive but the 3's generally excellent road behaviour comes with a couple of cautions. After initially claiming that power steering problems discovered overseas didn't afflict Australian cars, Mazda recently recalled 2007-08 models to check for contaminated fluid.

Tyre choice is critical too, because jumping off the throttle mid-way through a bend can cause the nose to tuck quite sharply and the rear of the car to slide. Even on a wet road the transition is manageable and shouldn't cause concern for an aware driver but poor-quality replacement tyres running below recommended pressures aggravate the condition.

The most annoying aspect of the 3 is noise. Five-speed cars are relatively low-geared and engines in early versions can funnel intrusive vibration through the floor-pan. Tyre noise adds to the problem.

With the engine spinning at more than 3000rpm when sitting on 100km/h the 3 isn't especially economical either. Most road tests delivered average fuel consumption figures of 10-11L/100km. Premium fuel is recommended, but all except the MPS can run without problems on 91 Octane ULP.

With its high-tech, turbo-boosted engine the 3 Diesel gives away nothing in power output to basic petrol-fuelled cars and will deliver fuel consumption of 6-7L/100km range. Standing start acceleration is noticeably slower but 60-100km/h takes around six seconds and that's excellent for an oil-burner.