Mazda 3 2007 Review

This time the best selling Mazda 3 gets the treatment, using the same smooth 2.0-litre turbo diesel that can be found in the larger Mazda 6. But once again, as with the Mazda6, the choice is manual or manual - there's no automatic. That's because one doesn't exist, not yet anyway and unfortunately for Mazda it's bound to cost the company precious sales.

Mazda Australia boss Doug Dickson remains philosophical however. He likens the addition of the diesel to "sticking a toe in the water."

With growing interest in diesel, he said the company needs to be in a position to meet future demand. He said it was no good trying to bring in a diesel after the horse had bolted. Despite the lack of an auto, the Mazda6 diesel has doubled sales expectations.

The Mazda3 looks set to emulate this success. An auto, if and when one becomes available, will further add to these sales.

"Basically, we have to wait until Europe develops new models and then we can tack on to the back of that," Mr Dickson said.

The Mazda3 MZR-CD will be available as both a sedan and hatch, with the price expected to be between $30,000 and $31,000. The price includes electronic stability control and a six-speed manual instead of the standard five. Six airbags and anti-lock brakes are also standard.

The diesel sedan and hatch will come in the one highly specified Maxx Sport trim level.

Available from September 1, the Mazda3 diesel will go head to head with the likes of Volkswagen's pace setting Golf TDI and Holden's Astra diesel. At this price it undercuts the VW by at least $1,500 but will be more expensive than the Astra. Both Holden and Volkswagen offer an automatic.

The one thing Mazda has got going for it is the fact that it's Japanese. Many buyers shy away from European cars because of the perceived, higher cost of parts and servicing.

We were invited to drive the Mazda3 MZR-CD diesel in Austria this week. It's noticeably quieter inside than the Mazda6 and feels surprisingly sporty, certainly no smoke-belching lugger.

Although it weighs about 150kg more than the petrol model, with most of that weight sitting over the front wheels, it doesn't feel burdened by the extra weight.

All that torque has its dividends.

The steering is nicely weighted and the car retains the crisp handling that has endeared it to drivers.

The 2.0-litre diesel delivers 105kW of power at 3500rpm and 360Nm of torque, most of which is available from a low 1500rpm. It's a bit slower off the mark than the petrol model, but with large reserves of torque and a flat, wide power band - it's amazingly flexible to drive.

We got to put the car through some testing, winding mountain roads with satisfying results. The diesel climbed easily in fourth gear requiring a single down change down to third for all but the tightest corners.

The gear shift itself is smooth and precise and the car doesn't suffer from the low-speed jerkiness that seems to plague some diesels in stop start city driving. This is attributable to the turbo as the boost cuts in and out, but there's very little turbo surge at any speed.

Larger brakes from the SP23 model are fitted to accommodate the extra power, with 300mm front and 280mm rear discs. The wheels are 16-inch alloys fitted with 205/55s.

Fuel consumption for the Mazda6 diesel is a claimed 5.9 litres/100km and the Mazda3 is likely to achieve the same results.

It gives the car a range of more than 900km from a single 55-litre tank of fuel. Having said that, we were getting about 6.7 litres/100km during the drive program - a little less than we got from the Mazda6 diesel in testing.

It's all good except for the premium that Mazda will be charging for the diesel. At this stage it tops even the sporty SP23, but it is bundled with electronic stability control - normally a $1,000 option.