Mazda 3 2014 review

It's been a fave, and the third-generation Mazda 3 has the goods to regain top spot.

We're not buying large sedans any more, so what are we buying? The answer is two types of vehicle: sports utilities, or SUVs, and small cars. Demand for SUVs has been on a roll but the two smallest types of car account for a third of all vehicles sold.

The Mazda 3 toppled the Holden Commodore as our favourite in 2011 and stayed top in 2012. Last year it came second, pipped by the Toyota Corolla. The Mazda 3 is back this year as a completely new model and the brand believes it's the best car it has ever built. Does it have what it takes?

Design

Car executives know that to attract younger buyers, appealing looks are vital. The Mazda 3 has been a winner here since it first appeared a decade ago and the third generation follows what the brand refers to as its Kodo "soul of motion" theme. That's a bit zen, but to most eyes it will be the handsomest so far. Most distinctive among the eight colours are a metallic red and mica blue.

It comes in two body styles, hatchback and sedan. The structures of both are new, although they are close in dimensions to the outgoing models. Overall, the sedan is longer than the hatch and has more boot space -- 408 litres against 308 -- with a raised floor to accommodate a space-saver spare.

Both shapes are slightly wider than before for better shoulder room. Leg room in the rear has been reduced slightly but there's adequate knee-room for average adults. With a lower roof, there's less headroom front and rear. If your regular passengers are more than 1.82m tall, it's worth checking.

Cabin

The difference between luxury and mainstream badges has been narrowing and the Mazda 3 presents a premium first impression, especially in the higher grades. Soft, rubberised plastic covers the dash and door caps, with hard plastics used for the door inserts, centre console and lower surfaces. The cabin is lifted by appealing satin chrome garnish while grades with leather feature contrast stitching.

The controls are cleanly laid out and have a quality feel while atop the dash is a seven-inch (18cm) colour screen (except in the base grade Neo) controlled by a rotary knob behind the gearshifter, or by touch. None of this would look out of place in a small Mercedes or BMW. Least appealing are the clunky paddle shifters (in automatics), lever-style seat adjusters and the cheap parcel shelf. The rear lacks vents.

Most drivers will quickly find an ideal position and the raised location of the control screen minimises driver distraction, Mazda says. Today's buyers expect a car to be an extension of their smartphones and all the usual functions can be found readily.

Bluetooth is a given these days but not always easy to use; this system quickly connected an iPhone 4 and the control software is upgradable. One feature new to Mazda is a head-up display on the top two grades, putting speed and other information just below the driver's line of sight.

Engines / Transmissions

Two four-cylinder petrol engines are available: a 114kW 2.0-litre or 138kW 2.5-litre, each in three grades that step up through the equipment levels. Unusually, Mazda offers both six-speed manual or six-speed automatic transmission on every grade.

The manual has a pleasing shift action paired with an easy-to-use clutch. Sampled with the 2.5, overtaking manoeuvres need a change down to fourth, with the top two ratios designed to maximise cruising efficiency. It's reasonably sprightly off the mark without being loud.

It's arguable whether it's worth the extra cost, though, as the 2.0 has a more engaging engine note and the automatic makes the most of its lower outputs. The transmission is smooth and can be left in D without getting hyperactive on hills. Three out of four buyers are expected to opt for two pedals.

As with most carmakers, Mazda has focused on fuel efficiency and achieved 30 per cent improvements over the previous 2.0 and 2.5 units. But its approach differs in avoiding turbochargers.

Instead, it has adopted a holistic approach it calls Skyactiv, where the goal is efficiency gains across the entire car -- body structure, chassis and transmission -- rather than focusing just on the engine. The result is 5.7 litres per 100km for the 2.0 automatic sedan across all grades (Neo, Maxx and Touring) while all grades of the 2.5 (SP25, SP25 GT, SP25 Astina) achieve 6.5.

Safety

The sorts of systems that debuted in premium brands only a few years ago are now commonplace in the mainstream. The top-spec SP25 Astina has everything Mazda can muster, including blind spot monitoring, lane departure warning, rear cross traffic alert and forward obstruction warning.

Two automatic braking systems activate if the sensors detect an imminent collision (within defined speed ranges). A safety pack brings some of these features to other grades as a $1500 option, while all bar the base-grade Neo get a reversing camera.

Driving

Mazda enjoys a reputation for avoiding the stodginess that can blight the budget end of the market and the new 3 brings improvements. Its body structure is 30 per cent stiffer than before and that benefits handling, as well as ride comfort and quietness. The suspension is better than hatchback average, with conventional MacPherson struts at the front but a multi-link rather than torsion beam at the rear.

The 2.5, sampled first, surprised by feeling less tied down than expected. It seemed reluctant to settle into corners, a bit perched on its suspension. It may have been unrepresentative for various reasons, such as the SP25's larger 18-inch wheels, because the 2.0 Maxx sampled later was much better.

Mazda has put a lot of effort into making the electric steering feel as natural as possible, and it has a desirable lightness around town matched to precision on country roads. Comfort levels seem good, but the previous car's reputation for intrusive tyre noise, with some surfaces causing the rubber to roar, has not entirely been shaken.

Verdict

Small-car buyers have about 40 to choose from but Mazda has consistently stood out. With the new 3, it raises the bar again. The entry price has dropped a little compared with the second generation, while the SP25 Astina can match luxury tiddlers for equipment and premium ambience. We'll know in 12 months whether it can beat the Toyota Corolla to regain top spot. There's no doubt it has the goods.