Mazda3 2009 Review

Mazda3 Maxx hatch and Maxx Sport sedan

What we liked
>> Refined but sporty engine
>> Enjoyable driving dynamics
>> Driveable even with a slushbox

Not so much
>> Steering feel inconsistent across model range
>> Driving position lacks range of adjustment
>> No separate boot lid latch for sedan

Overall rating: 3.5/5.0
Engine/Drivetrain/Chassis: 3.5/5.0
Price, Packaging and Practicality: 3.5/5.0
Safety: 3.0/5.0
Behind the wheel: 3.5/5.0
X-factor: 4.0/5.0

OVERVIEW
The Mazda3 was the top-selling car in Australia back in January. Mazda offered private buyers the right sort of inducements while fleet buyers were still away playing beach cricket. Those private buyers responded -- leaving Toyota and Holden a little red-faced. For a car nearing its expiry date, the sort of sales volume achieved in January says much...

With the old car running out of stock, Mazda was compelled to bring forward the launch of the new generation Mazda3 -- the version that looks a little like a Peugeot at the front. That styling won't be universally applauded, but the new '3' certainly looks better up close than it does in pictures. The styling is the clearest way of identifying the new car, hinting that Mazda has done the bare minimum necessary to ensure the new car retains the old Mazda3's following.

It's the same sort of design philosophy favoured by Volkswagen for the Golf -- one of evolution rather than revolution. And in the automotive world's own battle of the fittest, the Mazda is likely to compete with the VW for the same dollars. Very few cars can approach the Golf for an enjoyable drive and value for money, but the Mazda is one of those cars.

PRICE AND EQUIPMENT
It's a sign of our changing times. Nobody knows whether to price hatches above sedans or vice versa. Mazda takes the easy road, pricing both body styles the same.

Available in three levels of trim with the 2.0-litre engine or a fourth (flagship) level powered by a 2.5-litre engine, the Mazda3 matches or betters the Toyota Corolla across the range.

The entry-level Mazda3 is the Neo, priced at $21,990 with a standard six-speed manual transmission and $24,050 for the optional five-speed Activematic auto transmission. A comprehensive selection of standard features include: air conditioning, remote central locking, electric windows/mirrors, a 3.5-inch information display for trip computer/servicing/external temperature, reach-and-rake-adjustable steering column, variable intermittent wipers, active front headrests, dual front airbags, stability control, ABS/EBD, Brake Assist and 15-inch steel wheels.

A safety pack for the Mazda3 Neo costs $500 and consists of side-curtain airbags and side-impact airbags for the front seats -- features fitted as standard to other Mazda3 models.

The mid-range level of trim for the 2.0-litre Mazda3 variants is the Mazda3 Maxx, priced from $24,990 for the manual and rising to $27,050 for the auto. Over the equipment fitted as standard to the Mazda3 Neo, the Maxx adds front side-impact airbags, side-curtain airbags, cruise control, MP3-compatible six-disc in-dash CD audio system, steering wheel-mounted audio controls, body-coloured door handles and 15-inch alloy wheels.

Topping the 2.0-litre grades, the Mazda3 Maxx Sport is priced at $27,690 (manual) or $29,750 (auto). In addition to the Maxx equipment, the Maxx Sport features satellite navigation/steering wheel-mounted remote controls, a body kit, front fog lights, leather-bound steering wheel/gear knob, 4.1-inch multi-faceted information display screen (ambient temperature, Bluetooth connectivity, MP3-player connectivity, service reminder and trip computer functions) and 16-inch alloy wheels.

The Mazda3 SP25 ($30,690 for the manual, $32,950 for the auto) comes with a 2.5-litre engine based on the 2.3-litre unit that previously powered the superseded Mazda3 SP23. Building on the Maxx Sport's specification, the Mazda3 SP25 also features revised bumpers, LED brake lights, side indicators in the exterior mirror shells, dual-zone climate control, black-out instrument cluster, shift paddles when the Activematic transmission is ordered, overhead sunglass storage, stainless steel scuff plates, illuminated vanity mirrors for the front-seat occupants and 17-inch alloy wheels.

Costing $2400, the Mazda3 SP25's luxury pack option comprises leather seat trim, a Bose 10-speaker audio system and a sliding centre console armrest. Mazda offers just one other option for the SP25 -- an electric/glass sunroof priced at $1600.

MECHANICAL
Mazda has stuck pretty closely to the recipe that works. The new Mazda3 is built on a development of the previous model's platform, one that can trace its lineage back to the original Ford Focus. Similarly, Mazda has carried over the 2.0-litre engine largely unchanged. Mazda claims the smaller engine introduces a front air pick-up induction system and revised throttle mapping for the engine CPU -- but that's it.

Fuel consumption for the 2.0-litre variants are 7.9L/100km (manual) and 8.2L/100km (auto), based on combined cycle testing. CO2 emissions are 187g/km and 193g/km respectively.

There have been other -- more significant -- changes, such as the slightly heavier SP25 engine which continues to occupy the same external dimensions as the 2.3-litre engine of the SP23 model no longer with us. Fuel consumption for this new engine is 8.6L/100km for both manual and automatic variants.

For a full explanation of the Mazda3's mechanical make-up, see our international launch review here.

PACKAGING
At the local launch of the whole range, the Carsales Network drove two grades, the Mazda3 Maxx and Maxx Sport. Not surprisingly, the seats in the Mazda3 Maxx were not as heavily bolstered as in the Maxx Sport. In the latter car they were very well shaped for holding the occupant in place. For the lower-grade car the seats were less aggressive and ultimately less supportive, but comfortable enough with flat style cushioning.

Front and rear headroom in the Mazda3 is adequate for adults, with rear kneeroom only marginal behind very tall front-seat occupants.

Interior fit and finish of the Mazda3 meets with the maker's usual standards. The plastics are soft, the fittings are well designed and the whole ensemble comes together in a generally stylish way. If there's one item that doesn't mesh with the rest of the interior, it's the compressed-cardboard-like headlining.

Mazda has placed all the trip computer, satnav, cruise and audio controls on the steering wheel for ready access and ease of use. Although it looks busy, all those switches and buttons become familiar in short order and use is relatively intuitive.

The hatch's tailgate can be opened from the rear of the car, but the sedan's boot has to be released from the cabin or the central locking key fob. It's a shortcoming (albeit) in the opinion of this reviewer.

Luggage capacity and the general utility of the boot are pretty much on a par with other small cars: 340 litres (hatch) and 430 litres (sedan). Even though -- in the case of the SP25 -- the figures dropped back to 300 litres for the hatch (or 276 when the luxury option is specified) and 400 litres for the sedan, the Mazda3 remains slightly ahead of Mitsubishi's well received Lancer.

SAFETY
Mazda has upgraded safety for the new '3' by specifying stability control, traction control, antilock brakes, electronic brakeforce distribution, emergency brake assist, dual front airbags and active front head restraints as standard for the entire range.

All models other than the Mazda3 Neo are fitted as standard with side and curtain airbags -- and the Neo can be ordered with those safety features fitted at extra cost (see PRICE AND EQUIPMENT above).

For further information on the Mazda3, read our international launch review here.

COMPETITORS
Once, the VFACTS small-car segment was a two-tiered segment, comprising of budget and semi-prestige layers. Increasingly, like the compact SUV segment, there's such fine differentiation across different companies' model ranges and so much overlap, that the most unlikely competitors are separated by no more than three degrees of separation.

The Mazda3 will appeal to buyers of Toyota Corolla and Mitsubishi Lancer for value, but also Ford Focus and Holden Astra for driving enjoyment. The Focus is arguably a 'value' contender also. And once the small-car buyer casts an eye further afield, taking into account the model variant proliferation and pricing, the Mazda3 may take sales away from Volkswagen's highly regarded new Golf.

Other competitors in the mix include Honda Civic, Hyundai Elantra/i30, Subaru Impreza and Suzuki SX4. Then, there's a gaggle of European competitors that have good reason to be wary of the Mazda. These include Citroen C4, Fiat Ritmo, Peugeot 308 and Renault Megane. At least a couple of those just can't rely on their 'Europeaness' any more, in the face of the polished Mazda3’s onslaught.

And that's not even considering the SP25. That variant will take the battle up to all, including Mitsubishi's 2.4-litre Lancer variants.

Previously, we had tried the Mazda3 SP25 (more here) and you can also read about the Mazda3 from our attendance of the international launch here.

The very first impression to leave its mark from taking off in the Sport was that something didn't feel quite right in the steering. Any sort of weight had been dialed out of the system and feedback was a bit 'wishy-washy'. Mazda has adopted electrically-assisted steering for the new '3' and it's possible that the new system hasn't been properly calibrated for the Sport variant, with its different wheel and tyre combination.

The consensus was that the steering didn't feel connected to the front wheels and altogether, the Maxx's steering seemed "meatier" than the steering in the better-specced Sport, as our co-driver explained it. Steering in the mid-range model was more consistent than the sportier model's steering and conveyed more feedback. Mazda is looking into the steering for the vehicle driven and reports that the problem might have been a front-end alignment out of whack.

It was unfortunate though, since the lower-spec and less overtly sporting Maxx felt immediately better to drive when we drove that subsequently -- and that was in both the manual and automatic variants. The sporty model's steering improved considerably in corners, but just felt very uncommunicative at the straight-ahead. Sadly, there was no chance to try a different Sport, which might have revealed whether the issue was endemic or specific to just that car.

Weight in the steering picked up at speeds above 100km/h for both grades and steering response was much better than the feel. The Mazda, whether specified with the larger 16-inch alloys and tyres of the Sport or the 15-inch alloys of the Maxx, turned in with a degree of liveliness commensurate with the front-end grip. There's a real sense of the front end turning in sharply, resisting any hint of scrub, as the '3' threads its way through corners.

For the mid-range Maxx, the higher-profile tyres were less 'suited' to harder cornering and the car seemed to move around more on its suspension, but still felt lively and fun to drive. You could feel the suspension working through the seat as it coped with some weight transfer and the reduced grip of the tyres. Both cars approached a neutral ideal, but it was the Maxx that stepped out slightly at the rear on one corner. What difference there is between the two can be traced back to the tyres, since the suspension settings are the same for both grades.

Ride in the Maxx was slightly softer than in the Sport, thanks to the standard Bridgestone tyres, which were also a little quieter than the Toyos fitted to the Sport. Both cars were tuned for a more 'European' kind of ride, but arguably tending to softer than the median for smaller Euro cars.

With the Toyo tyres fitted, the Sport provided high levels of roadholding, but on coarse bitumen the tyres swamped drivetrain and wind noise almost entirely.

Then again, the engine was never going to contribute much to NVH anyway, since it was very quiet and refined. Fitted to both cars, the 2.0-litre DOHC four is a gem. It sounds sporty, but is free of vibration across the rev range -- and it pulled willingly right up to redline. In the mid-range and lower, the engine supplied more than enough torque and power to carry higher gears and still provide adequate acceleration.

The Sport averaged 7.2L/100km, but resetting the trip computer in the Maxx before starting left us with average consumption of 8.1L/100km over one leg of the drive program, which included a mild thrash. Even that higher figure was pretty close to the posted figure of 7.9L/100km in the combined cycle.

Coupled to the five-speed 'Activematic' auto transmission, the Maxx provided brisk acceleration even on a light throttle. It coped admirably with a steep suburban hill of the kind to test the torque of run-of-the-mill four-cylinder autos.

Manual variants boast a gearshift which is light and precise to use, but the driving position was not ideal for this reviewer. Basically, it was a question of finding enough height adjustment in the steering wheel rake.

Contrary to the experience of our Editor-in-Chief in the US for Mazda's global launch of the Mazda3 sedan, there were no brake-fade problems experienced.

So with the one exception of the steering feedback in the Sport, the Mazda3 is dynamically very adept. It provides plenty of driving enjoyment and is well equipped for the price. Add to that Mazda's long-established reputation for low running costs and reliability, and you have a winning formula. Selecting it from among the small-car offerings in this market just comes naturally.