Mazda3 2004 Review

What we liked
>> Sporty yet supple ride
>> Dynamic styling
>> Exudes quality inside and out

Not so much
>> Engines lethargic on low revs
>> Wind-up windows on Neo
>> Overly firm throttle pedal

OVERVIEW
Mazda launched the new Mazda 3 sedan and hatch in January 2004, replacing the six year old Mazda 323 on sale since 1997 and finally starting to find mass appeal with the public. The new 3 has a tough job on its hands, fighting for small car sales against class leader Toyota Corolla and strong selling Holden Astra.

Mazda 3 is significant for two reasons. First; it's the last core product to be remade with the 'Zoom-Zoom' philosophy that's been so heavily publicised in the last two years, following the same path trodden by medium-sized Mazda 6, Mazda 2 compact and the RX-8 sportscar. Second; it's the first real example of Ford's global platform/component sharing strategy.

Ford, which owns Volvo and Mazda, chose to combine development of the three brands' small cars; namely the Mazda 3, Volvo S40/V50 and Ford Focus. Each company walks away with co-developed core components and slots unique engines under-bonnet, tunes suspension and chassis behaviour to suit theirbrand image and drops their own body over the top.

Mazda is Australia's first chance to see and drive the results, though CarPoint did have the opportunity to drive the Volvo S40 overseas in December 2003. The results speak for themselves. For one, the S40 looks, feels and drives absolutely nothing like a Mazda 3. Both remain faithful to their brand in all aspects while obviously reducing development costs for the companies concerned.

Both these outcomes are important for consumers. The first means if you buy a Mazda or a Volvo, you're not given a sub-standard mish-mash of the two. The second means smaller car companies like these two can get more development bang for their buck than otherwise achievable, leading to a better car.

The Australian Mazda 3 range consists of four models (Neo, Maxx, Maxx Sport and SP23) in both four-door sedan and five-door hatchback bodystyles. The first three are powered by a 2.0-litre engine, the sporty SP23 gets the 2.3-litre four from the Mazda 6. Prices at the time of launch stretch from $21,490 (Neo sedan or hatch) to $29,990 (SP23 sedan or hatch), which represents a price increase of around $1500 over the outgoing model -- of course Mazda claims the 3 offers more than $2000 additional value.

The only options are a four-speed automatic transmission for $2080, cruise control ($600), a safety pack ($1600) and power pack ($700). The last two are optional on Neo only, standard on the rest. Metallic paint is a no cost option.

FEATURES
Physically, the Mazda 3 is bigger than the car it replaces, and bigger than a Toyota Corolla. The sedan is 120mm longer, 50mm wider and 55mm taller than before; the hatch is 155mm longer and shares similar increases in width and height. As a direct result, kerb weight is up more than 100kg to between 1195kg-1270kg depending on the model.

To make up for the extra pounds, the front-wheel drive Mazda 3 gets two completely new engines, both based on the Mazda 6's MZR unit. Neo, Maxx and Maxx Sport get a 2.0-litre, four-cylinder engine with 13 percent more power and 11 percent more torque. SP23 models get the same 2.3-litre engine as the Mazda 6, detuned for 115kW and 203Nm.

All engines are available with a five-speed manual transmission standard, or an optional four-speed automatic transmission with a faux-manual mode. Like the Mazda 6, the Mazda 3's active-matic manual mode follows conventional wisdom that says pull back for up, and push forward to change down.

Externally there's not as much difference between the standard and sporty models as before, though side skirts, spoilers and fog lights still give the Maxx Sport and SP23's game away. Base Neo gets 15in steel wheels; the rest get alloys in 15 (Maxx), 16 (Maxx Sport) and 17in (SP23) sizes. A space saver spare tyre is standard on all models.

COMFORT
The Mazda 3's interior is predominantly cloth, with a mix of trim colours that'll please everyone from the most conservative (grey on black Neo) to the wild and funky (orange ribbed door and seat inserts SP23). We're a big fan of the interior, particularly the centre console, which modifies the Mazda 6's classy and elegant theme to match the Mazda 3's younger buyer profile. And look for the 'surprise and delight' feature -- LED lights that radiate out from the centre volume button when you interact with the stereo -- reminiscent of Knight Rider's oscillating bonnet light, or Cylons' eyes from BattleStarGalactica.

Driver comfort is assured with tilt and telescopic adjust on the steering wheel coupled with height and slide adjust on the seat. The height adjust incorporates a tilt function which slowly tips the seat squab forward as it rises. Back and side support from the front seats are fantastic, despite the rally-driver ambitions of our pilot on the launch program.

We jumped in the rear seats for a quick stationary test and had plenty of foot, leg and headroom behind our own (170cm) driving position. A taller tester found his knees rubbing lightly against the seat back but still found headroom in abundance. Boot space is on par with class leaders, and rear seats in both sedan and hatch fold 60/40 for extra length.

Standard features on Neo include cloth interior, steel wheels, air conditioning and a single-disc CD player with four speakers. More than 80 percent of all Neo buyers are expected to shell out the extra $700 for electric windows and mirrors that form the power pack -- should be standard -- bringing the real starting price to $22,190. Sixty percent of buyers will add the $2080 auto tranny to the package as well.

Maxx models gain a six-stack CD player, electric windows and mirrors, upgraded cloth interior, side and curtain airbags, antilock brakes and alloy wheels. Door handles are body coloured, as is the side protection moulding below the doors. The Maxx Sport adds rear spoiler, side skirts and fog lights to the equation, and 16inch alloy wheels.

The SP23 gains a bigger, more powerful engine, deep front spoiler, 17inch wheels and tyres, LED brake lamps, a external temp display in-dash, climate control aircon, leather-wrapped steering wheel with audio buttons and a variable intermittent setting on the windscreen wipers.

Interestingly, the Maxx Sport and SP23 models lose front and rear mudflaps. Obviously not 'sporty' enough.

SAFETY
Active safety features on the Mazda 3 are not exactly groundbreaking, but certainly match its rivals in the $20-$30,000 small car market. First and foremost is the Mazda's responsive and benign chassis which runs gently to understeer on the limit, should you ever reach it.

Significant protection has been engineered into the 3, as it is to all cars these days, channelling impact forces around the occupants into load absorbing members. The 3 features large section B-pillars and side impact beams to reduce door intrusion in side-on collisions.

Mazda's made a song and dance about offering six airbags on all models in its entire range except MX-5, and it's true, but you may have to pay extra. Mazda 3 Neo starts with just two airbags for driver and passenger, supplemented by three-point seatbelts in all five positions, and pretensioners on the front two. Like it's Volvo cousin, Mazda 3's steering column collapses away from the driver in a frontal collision, reducing the chance of chest or headinjuries.

The $1700 safety pack -- standard on all other models -- adds front side airbags and curtain airbags, along with antilock brakes that include EBD (electronic brakeforce distribution). This system channels braking force to the wheels with the most grip. All four wheels get disc brakes: 278mm vented at the front, 265mm solid at the rear. The SP23 wears 300mm discs front and 280mm discs rear.

MECHANICAL
Mazda has replaced the 1.8 and 2.0-litre, four cylinder engines in 323 with engines from the Mazda 6 MZR family. Base models get an alloy block 2.0-litre four cylinder engine producing 104kW and 181Nm -- up 13 and 11 percent respectively. It's strange, however, that the Mazda 3 misses out on S-VT Sequential Valve Timing as fitted to both the Mazda 6 and Mazda 2. Mazda execs believe it didn't need it -- the Mazda 3 is more powerful than Holden Astra, Toyota Corolla and Mitsubishi Lancer.

SP23 models get a 2.3-litre version of the MZR four cylinder engine, and yes it does come with S-VT. Power in this case is up 17kW to 115kW and 29Nm to 203Nm, though that's still down on the Mazda 6 version which has 122kW and 207Nm. Why? Mazda tells us the 3 has a single exhaust in place of the 6's dual exhaust, which restricts engine breathing and therefore limits performance. The Mazda 3 is also tuned to run on less expensive ULP petrol unlike the Premium ULP-sipping 6. Dropping PULP into your Mazda 3 will free up a few of those missing kiloWatts, we're told.

Performance figures, according to Mazda's internal testing, for 0-100km/h is 9.0 seconds for 2.0-litre manual models, and 8.5 seconds for the SP23 manual. Mazda claims a combined fuel economy figure of 8.6 litres/100km for the Neo, Maxx and Maxx Sport manual up to 9.0 litres/100km for the SP23 manual. Automatic transmission variants are 0.3 litres/100km thirstier in each case.

This is quite a coup given that the Mazda 3 is nearly 10 percent heavier than the model it replaces. Kerb weights range from 1195kg (Neo sedan) to 1271kg (SP23 hatch) making it one of the heaviest small cars around.

Mazda 3's footprint is much bigger than the 323. Wheelbase is 30mm longer and front track (+60mm) and rear track (+45mm) are also increased, which should give the 3 more dynamic stability. Suspension is independent on all corners; MacPherson struts at the front and now multi-link at the rear -- coils and shocks in both cases.

Mazda claims the 3 is significantly cheaper to service and repair, nearly 20 percent cheaper in the case of the SP23, due to less expensive replacement parts and cost savings in labour.

COMPETITORS
Major competitors in the small car market include the best-selling Toyota Corolla, second-placed Holden Astra and the Ford Focus. Mazda believes the improvements in quality, performance and equipment will give the Mazda 3 a better chance against European rivals like the Volkswagen Golf, Renault Megane and Peugeot 307. Both the Astra and Golf are due for major makeovers in 2004, so it remains to be seen how the 3 stacks up there.

Against the others the Mazda 3 wins on engine power, while features and equipment vary depending on the specific models being compared and relative pricing. Mazda's not ripping anyone off, that's for sure, but neither is it the walkaway bargain it used to be for $19,990.

That said, Mazda's confident it can sell 1700 Mazda 3s per month -- the same figures the 323 was doing in its bigger months -- suggesting that Australians are willing to venture outside that sensitive $19,990 price point. Time will tell.

Interestingly, Mazda's internal research shows that few people will cross shop the Mazda 3 with a Nissan Pulsar and no mention is made of the Mitsubishi Lancer, though size, performance and price would suggest both of these are alternatives.

ON THE ROAD
Mazda's raised the bar yet again, proving that a return to core values is the right way to go. The Mazda 3 exudes more quality than the 323; it feels more solid and uses better looking materials inside and out. It's roomier and more comfortable to sit in, and definitely more enjoyable to drive.

On the road the Mazda 3's extra weight can be felt in the lethargic nature of the engines. We're talking here about a car that in some cases is just 30kg lighter than the much bigger Mazda 6, and it shows. The engines lack driveability down low in the rev range, not really developing useful torque until 3500rpm, and can struggle up hills even in third.

Mazda's 0-100km/h performance claims compares favourably with independent testing of its rivals, so we're not sure whether to doubt our own pre-drive expectations or Mazda testing for being under-whelmed by the 3's engine performance. The Mazda 3 has four percent more power (104kW v 100kW) than Corolla, weighs 140kg more (1053kg v 1195kg) and yet it accelerates to 100km/h, nearly half a second quicker (9.4sec v 9.0sec).

Ride and handling are two areas we're clear about, and the Mazda 3 excels in both. Back to back comparison may reveal its ride to be slightly firmer than the competition, but not markedly. And it pays off in the handling stakes, the Mazda 3 only too happy to return a spirited drive along twisty back roads. The SP23 -- with bigger tyres and lower, sportier suspension -- is definitely the better of the two but even the 15inch tyres on the Neo give a good account of themselves.

The front end exhibits plenty of grip, and communicates seamlessly through the quick and responsive steering wheel. The rear end is always stable and firmly planted, even during our panic braking tests. We tested a base model manual and an SP23 automatic and found both gearbox/engine combinations to be well balanced. Gear-changing in the automatic is smooth and seamless, whether in auto mode or faux manual, though the faux manual mode does have an unsettling delay.

The manual transmission is the pick, however, for anyone who enjoys driving. It has great action, and makes better use of engine power with an extra ratio. One point of note: both this writer and our co-driver stalled the Mazda 3 the first time, too slow to adapt to the very firmly sprung throttle pedal.

Jumping back to that question about performance for a moment: Don't get the idea the Mazda 3 is slow. Its straight-line performance is best categorised as adequate, though the rewards are there if you venture high in the rev range. On middling to low revs -- those most commonly used around town and in the suburbs -- the Mazda 3 is capable but not class leading.

Mazda's massive leap forward, as shown with the Mazda 6 and Mazda 2, has not been replicated with the Mazda 3. Quality is improved, as is occupant comfort and safety. Handling, not in question before, is even better this time around, and value for money is still a Mazda strong point. The $1500-2000 price increase is justified -- though electric windows and mirrors should be standard on everything these days.

Engine performance, however, did not keep pace with the rest of the package, taking a smaller step forward, but forward nonetheless. Put into perspective and, while it may dampen enthusiasts' spirits, it's only a minor flaw in an otherwise world class package. The Mazda 3 is one of the best small cars on the Australian market today.

BOTTOM LINE: Exceptional small car at a good price, though interior surfaces are fragile to daily wear and tear

First impressions of the Mazda 3 small car left us with high expectations for our seven day test, and the Mazda 3 Maxx sedan we started with didn't disappoint.

Visually the sedan is the least convincing of the 3s; there's something about the high rear end, and over-styled taillights that leaves us a little cold, but other than that, the 3 possesses a striking and enticing character.

It's highly practical, too, and the interior strikes a fine balance between modern and chintzy. We like the Knightrider-esque flashing LEDs on the centre console, which radiate out from the radio dials on human interaction, and in fact the general layout and colour choice on the dash and cabin get the thumbs up from us. $20-25k cars have come a long way in 10 years.

It's not perfect: There were a few quality issues with our test car, such as a poorly fitted steering wheel boss, and some of the interior plastics (the centre console lid cover for example) are easily scratched and scuffed, making it a less than durable cabin. The driving position is second to none in this category, with very supportive, curved, comfortable front seats. The driver's seat adjusts for height, seatback tilt and the seat base slides back and forth over a good range.

The steering wheel adjusts for tilt and reach, resulting in a no compromise driving position that, coupled with plenty of headroom, should suit just about every body height and shape.

Back seat room is plentiful - providing the front seat occupants aren't basketballers. There's loads of underseat room for the feet, and the thin front seat-back offers extra knee room. Head room is good, though six footers are likely to rub against the roof's trailing edge, where it meets the rear windscreen.

Boot space is ample for a car this size, and looks plenty capable of swallowing suitcases, golf clubs, groceries, whatever your needs. The boot floor covering is a cut-to-shape piece of thick carpeting which is not tethered or fixed in any way, and it can slide around with heavier loads in situ -- a 20kg bag of dog food for example.

Oh, and there's a lowly space saver hiding beneath. Still, better than nothing.

Driving the 3's a dream. It's a really good little car which fails at nothing. The steering is firm and well weighted. It doesn't load up excessively on corners or under brakes, though the turning circle is a hefty one. The gearbox is not smooth, but the distinctively mechanical feel to the action is more a re-assurance than a hindrance. The action feels much better when it's a calm, committed throw, instead of a hurried grab, which fights the mechanicals beneath.

The 2.0-litre engine's a wee ripper. It gets noisy above 3500rpm, but in an enticing, exciting way, and revs strongly and easily through to 7000rpm. A heavier than usual throttle and clutch pedal can confuse the initial getaway, but there's good feel on those and the brake pedal.

The manual Mazda 3 we tested proved itself no slouch, delivering plenty of power when needed. Fuel economy for our test was an average 9.8 litres/100km.

BOTTOM LINE: Sporty hatch with the style, dynamics and noise to match

Mazda's new small hatch is the last in the lineup to gain the new naming system that dispenses with the 23 of its predecessor and is now simply known as the Mazda 3. But the changes that come with the car are far more substantive than simply dropping a couple of digits, as this is an all-new vehicle that pushes Mazda's recent focus of sportiness.

And like its bigger brother, the Mazda 6, the Japanese carmaker has managed to translate the sporty flavour into more than just a visual aesthetic. While there is no denying that the shaper exterior lines and clean, uncluttered interior give the car a distinctive personality, it also exhibits its dynamic characteristics on the road.

The 104kW/181Nm 2.0-litre four is a responsive powerplant and although it's lacking off the line, is more than adequate and once the revs climb beyond 3000, and can provide an entertaining drive.

The optional four-speed automatic transmission -- among the smoothest shifting in its class -- also has a tiptronic function that is quick to respond to a flick of the gear shift and is useful in keeping the revs in the upper band for a more sporty drive.

The only downside is that the power comes with more noise. It's not overly harsh, but it does get significantly louder as you push the engine to its limits.

Noise, too, was our only criticism of the firmly-tuned suspension that provides solid predictable handling. Although it doesn't have a great impact on the ride quality, there was a fair bit of thump and bump from the front-end when travelling over less than smooth surfaces. Mazda claims this was due to components not being sufficiently tightened.

The direct and well-weighted steering offers a good line of communication with the road, providing the confidence for an enthusiastic drive. The standard 195/65 15in tyres provide ample grip but once again, do tend to generate noise over coarse surfaces.

Despite the firm tuning, there is no real trade-off in the ride quality, which is compliant and well-damped and helped by comfy, supportive, big-bolstered seats. A full range of adjustments, including seat height and rake and reach for the steering column, makes achieving a good driving position a simple affair.

The interior is well-finished and, for a base model, there is a decent list of standard kit including air con, single CD player, remote locking and dual front airbags, although power windows -- as fitted to our test car -- are a $700 option.

Our only other gripe about the interior is the speedo gradation -- it may emphasise the sporty nature of the car to have 180km/h at 12 o'clock but when most of your time is spent trying to stay under 50km/h, this area of the speedo should be clearer and more visible.

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