Buying a used Mazda3 BM/BN-series (2013-2018)

The original (BK) Mazda3 was released in Australia in 2003 with substantial boots to fill. Previous 323s had for decades served as style-setters for their market segment and the all-new 3 was expected to build on that well-established base.

What nobody predicted was the ease with which it knocked the Toyota Corolla off its perch at the top of the Small Car segment, then took aim at the dominant Holden Commodore.

Following the second-generation (BL) Mazda3 of 2008, the BM appeared in 2013 some months into 3’s reign as Australia’s best-seller. It was longer, stronger and more mechanically adept than previous versions.

The wheelbase had grown by 60mm, front-end overhang was reduced and all of the extra space was devoted to improving occupant accommodation.

Headlining the BM’s release was the new structure which was claimed to deliver a 31 per cent improvement to torsional strength. A new floor-pan and revised suspension were added as well, in Mazda’s quest to eliminate NVH deficiencies.

The styling and dominant air-intake provided points of contention, but no one could criticise a shape that achieved an amazing 0.26 Cd drag coefficient; helping fuel economy and perhaps even influencing the noise issues as well.

During 2013 you could buy a 2.0-litre Neo (base model) with manual transmission for $20,490 plus on-road costs. Buyers with access to more cash could then move to a Maxx or Touring before jumping half a litre in engine capacity to the SP25, 25GT or range-topping Astina.

Even with loads of standard features such as a sunroof, 18-inch alloys, auto wipers and barrowloads of safety sensors, the Astina automatic was listed at just $38,100, and the (manual-only) diesel version at $39,290 plus ORCs.

Hatch and sedan body styles were available in all trim variants, as was six-speed a manual or automatic transmission. The latter added $2000 and there were other useful options including a $1500 Safety Pack that warned of cross traffic when reversing. Also available was a Black Pack that cost a hefty $3000 but added special 18-inch wheels and a body kit.

Big changes had also been wrought under the bonnet, with SKYACTIV engineering advances migrating from the Mazda6. With a higher (14:1) compression ratio and shorter ignition cycle than conventional petrol engines, Mazda claimed its new generation of power units to be more responsive and effective, with diesel-like economy.

There still was a diesel though, with the 2.2-litre added during 2007 continuing through the BM era.

Petrol versions were by far the biggest seller though, with the Neo, Max, and Touring engine generating 114kW and working best when teamed with the six-speed manual transmission, but still OK as an automatic.

Buyers looking for more poke without adding weight should consider the SP25 GT. These come with an abundance of features, lush leather and a 138kW 2.5-litre version of the SKYACTIV engine, delivering quick response and good driver involvement no matter which transmission you choose.

In a market with plenty of available cars and vendors competing on price, there is plenty to recommend the top-spec Astina as well. In addition to a lush cabin and lovely chassis, these come with a litany of sensors and cameras that make the Astina a particularly difficult car to crash.

Those who choose the more affordable Neo or Maxx still need not worry that they might be bereft of equipment or comfort. Even the entry-level model has well-shaped cloth seats, keyless start and a multi-function steering wheel with dash display.

During 2016, Mazda mildly amended the 3 and switched its identity code to BN. Cars in this guise came with a mild restyle, plus significant changes to the dash design about which not everyone was happy. In a move that surprised no-one, arrival of the BN also saw deletion of the diesel engine option.

When new, the Mazda3 received more awards than its maker had room to display. More recently it has also been a consistent finalist (and winner) in Carsales’ Best Used Car awards.

The reason these cars sell so well, hang around for so long and generate great feedback from owners is excellence. They aren’t perfect in every way, but they outshine rivals in the areas that matter.

In the end, there really is nothing wrong or especially annoying about a late-series Mazda3.

OK, even the newer ones can get thrummy through the floor pan on coarse surfaces, but different tyres can help. Also, the smaller engine is happier when feeding through a manual gearbox, but the 2.0-litre Mazda3 is still a safe, enjoyable ride for a whole lot of people.

Any 3 engine should start quickly and rev willingly to its redline. The six-speed manual transmission is slick and fun to use. Ratios are sensibly chosen and even the smaller engine delivers enough torque to sustain fourth gear when dawdling around town.

Six-speed automatics are well-suited to the bigger engine, yet economy seems not to suffer terribly. Astinas with their paddle shifters are as much fun as a manual, allowing the keen driver to flip instantly between ratios.

Accommodation is excellent, even if you’re consigned to the rear section. Boot size in sedans is OK but for those with load-carrying as a priority, get a hatch.

The steering with 2.8 turns lock-to-lock is direct, with decent road feel that improves in models with bigger wheels and more rubber gripping the road.

The all-disc brakes are more than adequate for cars of this weight, just be mindful of the sensitive brake pedal.

Visibility forward is excellent and the lights are OK. Pick if you can a car with a reversing camera, because backing into dark places while just using the mirrors is a challenge.

Crash protection and primary safety are exemplary, with the Mazda3 scoring five-star results locally from ANCAP and in European crash tests. There’s no full-size spare though; just a temporary.

Another annoyance is the i-Stop system that turns the engine off and on when idling. The fuel saved in these energy-efficient cars would be negligible and those constant restarts must have a long-term impact on mechanical components. Just switch it off if you can.

Looking at economy from the 2.5-litre car, a manual is claimed to average 6.1L/100km, however, we reckon you’d need a brick blocking half the throttle’s travel to consistently manage that. More achievable is 7-8L/100km in typical suburban use. Add maybe 1L/100 if you’ve bought an automatic.

With so many Mazda3s sold and BM/BNs plentiful in the used market, there is no reason to buy a bad car or pay top money for an average one.

Before sending any 3 you’re considering for professional inspection, check panel gaps for inconsistencies, loose bumpers and body embellishments, scuffed wheels and signs on the upper surfaces of hail repair.

Check with a Mazda dealer or specialist workshop if you don’t know what needs changing at various service intervals. If a car is just a few thousand km away from a costly workshop visit, shave some of that cost from your offer.

The only local recall affecting petrol-engined Mazda3s came in 2019 when some cars were returned to dealers to have a faulty windscreen wiper module replaced. Mazda Australia or any dealer can advise if the car you are considering was involved and hasn’t been rectified.

Sun damage to interior plastics has for decades been an issue with Japanese vehicles and other imports. Look at the dash pad for cracks and wrinkles, column stalks that may have faded, and door trims and hood-linings that have sagged or curled at the edges.

Used vehicle grading for the Mazda3 BM/BN:
Design & Function: 16/20
Safety: 16/20
Practicality: 15/20
Value for Money: 14/20
Wow Factor: 12/20 (Astina)
Score: 73/100

Also consider: Hyundai i30, Toyota Corolla, Volkswagen Golf