Hatchback Reviews

I guess the big question is, do you believe in love at second sight?The first time I drove the Leapmotor B05 (the brand’s Golf-sized electric hatchback), it was on a rented test track near the brand’s headquarters in China, and I came away thinking it had plenty of promise, but not enough dynamic polish to ever be considered a sporty threat in Australia.It was about quick enough and looked pretty enough, but its soft, spongecake dynamics culled any hope of it delivering on the warm-hatch promises Leapmotor had made about its sportiest offering to date.This second time, though, was different. Because the B05 that will arrive in Australia towards the end of 2026 (wearing a circa-$35,000 price tag) is not the same car I drove in China. Well, it is. It just no longer feels like it.To Leapmotor's credit, it has recognised Chinese driving tastes differ wildly to those in Europe and Australia. And that making a car that's fast in a straight line but offers all the dynamism and body control of a pot of just-set jelly isn't going to cut it in the rest of the world.And so the brand handed the B05 over to its Stellantis co-owners in Italy, and set them to work readying the warm hatch for a global release. The result, the brand says, "is a different animal" to the car we got to know in China.It had its chassis and suspension reworked at Alfa Romeo's Balocco Proving Ground, roughly halfway between Milan and Turin. And not just tuning either, they've also changed the way the suspension connects to the vehicle, shifting the mounting points to give it a lower center of gravity and a sportier feel.We’ll see if the changes have worked in a moment, but first, I think this is one of the best-looking cars to have come out of China in some time, and the brand tells me it will form the beginnings of a blueprint for all future Leapmotor models.The cars they've already got in Australia, the C10 and B10 SUVs, have been criticised in some quarters for being a bit bland. I don't feel that way about this car at all. The B05 looks grown-up, premium and modern, and while much has been done in the pursuit of EV-friendly aerodynamics, it doesn't look like a science experiment. It rides on 19-inch alloys as standard, and only the subtle rear roof spoiler gives away its sportier intentions, though a (presumably much angrier-looking) Ultra version is on the way which will no doubt dial up the exterior aggression.Cleverness abounds in the cabin, too. There's no escaping the use of budget friendly plastics, but the way the dash is laid out, with a perforated inlay framed by two architectural-feeling ledges, helps make the no-frills feel funky. The big glass roof helps lift the mood, too.You get a 14.6-inch screen in the centre of the cabin and an 8.8-inch letterbox display in front of the driver. The main screen controls almost all of the car's functions, which can get fiddly and annoying, but the locked climate control bar at the bottom at least allows for quick access to heating and cooling. The brand has also added the ability to shortcut to the wing-mirror adjustment screen from a button on the steering wheel, which is a good idea, because digging through screens when you want to quickly change the mirrors can be rage-inducing.Another clever addition is the inclusion of driving profiles, in which you can save your ADAS preferences (things like the lane keep assist, over-speed warning and driver attention alarm) to on or off. When you get in, you simply choose your profile and away you go. It reduces lots of screen poking and scrolling to two quick taps before you're on the road.There's also plenty of room in the backseat of the B05. It's 4430mm in length, 1880mm in width and 1520mm in height and its full-flat electric platform is a boon for backseat riders. I had more than enough knee and headroom to get comfortable behind my own 175cm driving position, and there's pull-down cupholders, twin USB ports and air vents for the back, too. The boot promises 345 litres with the rear seat in place and 1400 litres with them folded flat. Now, Leapmotor describes the B05 as its sportiest vehicle to date, and on paper, the ingredients that have gone into this recipe sound good. It has a perfect 50/50 weight distribution, the electric motor is housed at the rear for rear-wheel drive and the battery is integrated into the chassis for extra stiffness.That rear-mounted motor makes 160kW and 240Nm, or enough for a launch-control-assisted sprint to 100km/h in 6.7 seconds.We should also get both battery sizes when the B05 arrives in Australia, with the smaller 56.2kWh version delivering 401km on the WLTP cycle, and the bigger 67.1kWh version upping that to 482km. AC charging is rated at 11kW, while DC fast charging is 168kW, or enough to go from 30-80 per cent charged in 17 minutes.So, the drive. I think it is important to wrap some context around the B05. All this talk of sporty this and launch control that had me anticipating some kind of bristling hot hatch. But it doesn't feel like that.I don't mean that in a negative way, just that there's nothing hard, harsh or particularly violent about the driving experience here, including a pretty leisurely feeling run to 100km/h.But Leapmotor has delivered a car that feels far more engaged and far more compelling for the driver. There's a connection now between car and driver, and car and road, which was missing from the Chinese version, and which vastly improves the drive experience.It never feels underpowered either, and the rolling acceleration is strong. Put your foot down at rolling speed and there’s plenty of punch there for overtaking.Forget the super sporty stuff, what Leapmotor in Europe has instead managed to deliver is a far more coherent package. I like the steering, I like the ride, it's pretty quiet in the cabin (save for a bit of wind noise at higher speeds) and it feels far more put together, enjoyable and engaging to drive. We tackled plenty of winding hill-climb roads, and there was none of that sea-sickness swaying or bouncing, with the B05 feeling stable and sorted through the bends, with most of its weight cleverly hidden away behind its compliant but very competent suspension tune.It also feels like a solid base for the faster version coming, the Ultra, which makes more power and delivers more torque.Now, there are still some quirks to the Leapmotor experience I can't quite wrap my head around, and the first is there's still no physical key or engine start/stop button for this car. You're either using the key card, your phone, or the passcode system, which is still annoying. A proper key is coming in 2027.The other issue is the active safety package, which can be ferociously annoying, with the B05 constantly binging and bonging at you or tugging at your wheel. That's not really a problem exclusive to Leapmotor, and to its credit it has introduced those driver profiles, which means you can switch them off with a touch or two, but I long for the days when they didn't exist.And finally there's still just a little bit of clunkiness to the way the car's tech operates. I noticed, for example, when I got in and put the car in reverse, I was waiting for five seconds or so for the screen to wake up and switch to the reverse cameras. Maybe I'm just really impatient, but I find those kinds of delays a bit annoying.All in all, though, I am impressed with the B05. Even if it's not a particularly sporty feeling, it feels far more cohesive than the other version I drove and the ride and handling changes have made a massive difference. It might be one of the best-riding cars I’ve driven from China (via Europe) yet, but I will have to see how it performs on Australian roads before permanently bestowing that honour.The signs are good for the B05.

New city cars aren't over yet, as the latest version of Volkswagen's nine-year-old Polo proves. Tested in mid-range 85TSI CityLife guise, the German alternative to the Suzuki Swift, Mazda2 and MG3 has evolved into a roomy, comfy and practical hatch. Great economy and driving dynamics are further bonuses. But there are issues, prompting us to ask if the VW is good value.

For decades Volkswagen Golf has been the generic term for high-quality small hatchback. And as much as the high-riding SUV configuration has become the new car default for compact car buyers this VW still attracts devoted fans. They say quality is remembered long after the price is forgotten but does this modern classic's value equation stack up?

Good things come to those who wait.Six years since Cupra showed off its first concept for the Cupra Raval, we've finally had our first chance to climb behind the wheel of the small Mini Cooper SE-rivalling all-electric hatch ahead of Australian sales kicking off in the second half of next year.The first of four new small EVs that includes the Volkswagen ID. Polo, ID. Cross SUV, plus the Skoda Epiq, it was left to VW's Spanish brand to lead all four cars' development, and it really shows with the Raval.By far the sportiest of the quadruplet, the Raval features Cupra's familiar angular styling, which includes a sharpened shark nose.Ramming home its hot hatch intentions, are large wheels and a hard-to-miss rear spoiler and oversized diffuser that could have been lifted off a racer but actually slash drag to boost efficiency.Measuring in at 4046mm long, 1784mm wide and standing at 1518mm with a 2600mm wheelbase, the Raval is surprisingly spacious within – even in the second row where a large adult can sit behind another large adult with just enough leg- and headroom. The boot is impressive too, at a large 441 litres.Unlocking space has been the choice of using the VW Group's new 'MEB+' platform that neatly packages the single front motor, transmission, inverter and power electronics under the front bonnet, carving out more room for people.Ensuring it has the dynamic edge over rivals and its platform mates, the Cupra Raval, has a 10mm wider front and rear track for higher levels of grip mid-corner.All models also sit 15mm lower to the ground than an ID. Polo for less body roll. Other unexpected differences are that the Raval boasts uprated front wheel carriers, plus a stability control system that can be completely switched off for track use.In its native Europe, the Raval is offered with either a small 37kWh lithium-iron-phosphate (LFP) battery or a, still-modest, 52kWh nickel-manganese-cobalt (NMC) power pack.With the littlest battery the Raval can travel up to 300km on a charge and is combined with either an 85kW or 99kW front motor.In Australia, it's been suggested buyers will only get the larger 52kWh power pack that can see the Mini rival drive up to 440km on the WLTP test cycle, with a choice of either a 155kW or 166kW e-motor.When it comes to charging speed, the bigger battery can only be topped up at a peak rate of 105kW but despite that a 10-80 per cent charge still takes between 23 and 24 minutes, which is reasonable for a small EV within its class.Behind the wheel, the sporty angular looks are reflected within, especially in the range-topping VZ that comes with the option of grippier Cup bucket sport seats that clamp you in position.Featuring, a 12.9-inch multimedia set-up that comes with wireless Apple CarPlay and Android Auto, ahead of the driver is a sporty steering wheel with proper buttons and a clear 10.5-inch digital dash.What's missing are shortcuts for the touchscreen, although the multimedia is quick to react and has clear graphics.Highlights of the Cupra cabin include a 3D-knitted upholstery that uses 100 per cent recycled material. There's also a sporty steering wheel and cool new ambient lighting tech that projects patterns, colours and animations along the door cards.Bringing you back down to earth are the hard plastic door pulls that feel built to a price, but still don't detract from the fun.Developed under the mantra that Cupra was building a small EV you'd actually want to drive, at the top of the Raval tree is the VZ hot hatch that essentially will share much with the inbound VW ID. Polo GTI.Ensuring it can narrow the gap between it and more conventional petrol-powered hot hatchbacks, the VZ gets the high-output 166kW e-motor, adaptive dampers, an electronic-locking differential and large 19-inch alloy wheels wrapped in sticky tyres that, alone, slash the range from 440km to around 388km.All Ravals come with the variable ratio 'progressive' steering rack and a special 'ESC Sport' program, plus the ability to switch it off altogether.Off the line, the VZ offers plenty of performance with 0-100km/h taking around 6.8 seconds – just a tenth off Mini's claim for the Cooper SE.Top speed is 175km/h which apparently isn't enough for the Europeans, with a software patch on the way to raise the limit to a more palatable 190km/h later.Around town, most will prefer the Raval in either 'Comfort' or the more efficient 'Range' setting that softens the ride and is available with three levels of brake regeneration, plus a neat adaptive regen feature which monitors vehicles ahead and adjust the Raval's stops to suit.Cycle through to 'Performance' mode and the steering weights up to some something that feels more natural, while the damping forces increase for better body control, but at the expense of the ride – which we have concerns over.The largest 19-inch wheels might be a bit much on our roads, but engineers say the 17- and 18-inch wheels also fit the fastest model and improve ride quality.Escape the city and push on and the Raval is a lot of fun. There's lots of grip, commendable agility and decent cross-country pace.On track, if you push on you'll feel the electronically-controlled differential working hard for its living, pulling you out of corners with a gentle tugging of the wheel – just like a proper petrol hot hatch would.The Raval doesn't feel quite as lithe as you'd hope and after all it does weigh around 1600kg for the heaviest version but the engagement it offers up is impressive for an EV.What's missing is virtual gearshifts, like a Hyundai Ioniq 5 N, but they might be offered later as part of an over-the-air update or option. The little Cupra also comes with a synthetic sci-fi dystopian soundtrack in its sportiest 'Cupra' mode, plus a pair of configurable modes.One final issue we had with our first car, is the Raval's fancy new 'one-box' e-braking system which squeezes in the brake servo and anti-skid tech into one module served up inconsistent reactions in extreme circumstances. Our second car was much better but we look forward to further testing on more familiar roads.Since Australians aren't great fans of ill-equipped cars, Cupra Australia wisely thinks it might skip the entry and V1 trims, preferring to focus on the mid-spec V2 and flagship VZ.When it lands, expect the Raval V2 to come with a 155kW e-motor, 19-inch alloy wheels, electric folding door mirrors, LED headlamps, a 12-speaker Sennheiser sound system, a wireless phone charger, vehicle-to-load (V2L) power, two front and two rear USB-C sockets, ambient light projection, dual-zone climate control, a heated and wrapped multi-function steering wheel and heated sport seats.When it comes to safety, there are seven airbags as standard, adaptive cruise, lane-keeping, front and rear cross-traffic alert and autonomous emergency braking (AEB) that detects pedestrians and cyclists.Choose the VZ and, as well as the extra chassis hardware and extra power, you get different 19-inch alloy wheels, matrix LED headlights, 3D LED rear lighting, the Cup bucket seats, a 360-degree camera view and a more sophisticated adaptive cruise control.Like every other Cupra model, the new Raval will come with a five-year/unlimited-kilometre vehicle warranty, with a further eight-year/160,000km protection for the high-voltage batteries.We expect the smallest Cupra Raval to come with a capped-price servicing package, with service intervals primed to be every 24 months or 30,000km.As for pricing, Cupra Australia says it's too early for any indicative costs for the Raval but admits it will command a big premium over similar-sized Chinese rivals, like the Geely EX2.That said, early intel suggests the flagship Raval VZ could be priced from $50,000, plus on-road costs, which would mean it will still be cheaper than the less practical three-door Mini Cooper SE ($58,990, plus on-roads) and the much quicker MG4 XPower ($55,990).

The 2026 Mini Aceman could be the perfect Mini - not too big and not too small - and with a fully electric powertrain. But what's it like at urban duties?

Actions speak louder than words and the fact Chery has lined up a QQ3 at one of its proving grounds a stone's throw from its Wuhu HQ suggests the small hatch will be announced for our market shortly.Priced in China from the equivalent of just $A14,000, in Australia we think the QQ3 will cost the same as a BYD Atto 1 ($23,990 plus on-road costs), which is remarkable as the much-bigger Chery offers the space of a Toyota Corolla, plus a far longer range, compared to other cheap EVs.Throw in pleasing rear-wheel drive handling, brisk acceleration and class-leading in-car tech and the new Chery QQ3 has all the makings of a big hit. That's if Chery Australia chooses to import it.As it pours with rain, the poor all-electric hatch has already suffered at the hands of other journos, with multiple cone strikes having already made their mark, but the odd minor dent here and there doesn't take the shine off one of Chery's most appealing designs so far.Paying homage to the first-generation Chery QQ, that was little more than a rip-off of the pint-sized Daewoo Matiz, the new curvy QQ3 gains oval-shaped LED lamps, smooth door handles, a floating roof and slanted C-pillars.Measuring in at 4195mm long, 1811mm wide and standing 1569mm tall, the QQ3 has a relatively long 2700mm wheelbase for plenty of space within.For reference, that's 95mm shorter, 41mm wider and 1mm shorter than the BYD Dolphin, with the same wheelbase.Boot space is 375 litres, with a useful 70-litre frunk tucked up under the bonnet. Inside, there's also said to be a further 38 storage areas dotted around the light and spacious cabin, including a 35-litre compartment under the rear seats.Six exterior hues are available with further optional finishes for the roof, the youthful exterior is reflected within and the entry model Chery's cabin surprisingly comes with some advanced big car kit, despite its low price.Headline equipment includes an 8.8-inch instrument cluster and a huge 15.6-inch central multimedia screen which runs a punchy Qualcomm Snapdragon 8155 chip for faster, smoother reactions.The tech includes an AI-powered voice assistant and standard Apple CarPlay. As an added bonus, our car also came with ventilated and heated front seats and vehicle-to-load charging (V2L), with the latter able to top up domestic appliances like laptops or e-bikes.In China, two powertrains are available – one with 58kW and 90Nm of torque and another with 90kW and 115Nm of torque.Battery options include a 29.48kWh and a 41.28kWh powerpack, with even the baby powerpack delivering 310km of range. The bigger battery, meanwhile, sees the QQ3 drive up to 420km, but both of those figures are on the more lenient Chinese CLTC test cycle, so expect a big drop off when evaluated using the more stringent WLTP testing.Plug into a DC fast charger and Chery says the QQ3 takes 16.5 minutes for a 30-to-80 per cent top up, with no claim for the more common 10-to-80 per cent charge.Further big car tech includes an optional adaptive cruise that follows the navigation, lane-keep assist, blind-spot warning, rear cross-traffic alert, plus auto parking and 360-degree surround view.We didn't get to experience either, as we only had an extremely limited time behind the wheel, but can report that off the line the 90kW version offers plenty of performance, while a tight and twisty course reveals the rear-drive QQ3 offers enough agility to be fun on a country road.Grip levels and braking performance were impressive, considering the wet conditions.

To describe the Leapmotor B05 as different to the Chinese newcomer’s other vehicles to date would be as obvious as describing night as different to day, or delicious beer as different to those powdered grass clippings sometimes referred to as matcha.The point is, it’s different. Very different.While Leapmotor products to date have focused on practicality and price as their raison d'être, the B05 is in fact not an SUV, is not overtly practical, and it has a sharper eye on performance than any model to have come before it.That’s the sales pitch for this electric hot(ish) hatch, anyway, which produces a Cupra Born-worrying 180kW and 320Nm in the flagship Ultra variant we’ve tested in China. Well, worrying for now. Cupra has its own flagship Born, the VZ, and it makes 240kW.Other important stuff? It’s rear-wheel drive, it promises a perfect 50:50 weight distribution, and Leapmotor has handed it to its European counterparts at Stellantis for its ride tuning.It runs an 800v architecture, which means fast charging, and there’s a choice of 56.2kWh or 67.1kWh batteries delivering a range of 500km or 600km under (the more lenient) CLTC testing.All of which sounds pretty good, no? There is a lesser version, which makes 160kW, but the Ultra is the one we’ve tested, albeit briefly, so far.So, let’s start with the key stuff, while the BO5 is confirmed for the end of the year, the Ultra is more likely to follow suit as a model-refreshing flagship.“With the Ultra version, there is probably some brand positioning, brand statement that could work for us. So, we are seriously considering it everywhere,” the brand told us.The other important caveat before we get into the drive experience is that the one we’ve tested isn’t all that indicative of the one we’ll get in Australia. We would get the European version, which Leapmotor says is very different. And not just in the way it’s tuned, but even in the positioning of the suspension components.“We have, after some assessments done in November, lowered the hook point of the suspension arms on the rear, and lowered the centre of gravity, and the car has totally changed behaviour. So if you drive a BO5 in Europe versus BO5 for China, it’s totally different," the brand says.So, with all of that in mind, let’s see what we’re dealing with. And first things first, the B05 doesn’t look like any Leapmotor product to have come before it. While the B10 and C10 SUVs have copped some criticism for what people say are bland looks, that’s not a claim you could level at the B05, which looks sleek and swept-back and properly sporty.I think it's one of the best-looking cars to come out of China in a hot minute, and should be the blueprint for Leapmotor's broader design language. I also think flip-flops are suitable everywhere but a funeral, so feel free to take my fashion advice with a grain of salt. But I like it, and so did my colleagues.That’s especially true of the Ultra, which gets a bigger front splitter and rear wing, while its grey-look 19-inch alloys are linked by gloss-black side skirting.Inside, there are sportier-feeling fabric seats up front which offer heating, cooling and a massage function, while a 14.6-inch central screen and an 8.8-inch driver display handles all your entertainment and driving data needs.So, to the drive. I need you to keep two important thoughts front and centre here. The first is what we covered above — this is the traditional Chinese recipe, not the European a la carte, and so it is different in feel to the one that will land in Australia.The second is that our ‘drive’ was limited to a rented circuit not far from Leapmotor HQ in China. Our time behind the wheel, and the track itself was as dull and straight as a Young Liberals convention. There might have been a corner there somewhere, but I couldn’t find it.What I can tell you, though — even with limited wheel time — is that this is the most convincing Leapmotor product I’ve driven to date.The power delivery is smooth and plentiful — if never truly exhilarating, and slightly slower feeling than its 5.9s sprint to 100km/h claim — and the whole car feels more buttoned down and polished than the C10 and B10.The steering is direct, too, and while the ride was a little too spongey, and body roll a little too intrusive through a short slalom course, I’m willing to hold my judgement until I drive the car we’ll actually be getting. It should also be cheap. Local costs are yet to be confirmed, but pricing in China is sharp. The entry-level 160kW B05 starts there at the equivalent of $AUD25,000. Don't expect anywhere near that pricing here, but I would be shocked if it wasn't among the cheapest warmed-over hatch offerings.The signs here are good, and it seems the combination of Chinese battery and manufacturing know-how and European ride and handling experience (which is the whole point of the Leapmotor International business, which is 51 per cent owned by Stellantis) looks like it’s about to bear fruit.

Australia's cheapest-ever EV is here, in the striking shape of the perfectly-timed BYD Atto 1 Essential from $24,000. And even the up-spec Premium, as tested here, from $28,000 promises price parity with petrol equivalents. But, behind the breakthrough is a talented and refined yet ultimately flawed supermini from China. So, while the Atto 1 is inexpensive, does it represent great value?

Thanks to the runaway success of the models that went before it, Mazda’s take on the 3 hatch and sedan for the 2014 model year was another fine effort. Even though it was facing strong sales headwinds thanks to the then-emerging cult of the SUV, the 3 was still able to keep Mazda in the headlines for all the right reasons.Here, we’re looking at the 3s sold new from late 2013 until 2019, namely the BM and BN series cars in Mazda-speak. Like many models, the 3 had started to grow up and out by this stage. There was a new, fresh corporate look, as well as a more sophisticated range of powertrains and expanded trim options.So, starting with the BM model, the 3 could be had as a five-door hatch or a four-door sedan, with trim levels starting at Neo, then moving through Maxx, Touring, SP25, SP25 GT and SP25 Astina. The first three of those were fitted with a new 2.0-litre engine using Mazda’s then-novel 'SkyActiv' technology of direct-injection and high compression. All the SP25 variants got a 2.5-litre SkyActiv engine with 138kW (114kW for the 2.0L) and there was also a 2.2-litre turbo-diesel which, for the first time in a Mazda 3, could be had with an automatic transmission. Finally, all 3s were now available with a six-speed manual or a six-speed conventional automatic.The facelift, the BN was pretty much more of the same, arriving in 2016. Mazda fiddled with the specifications a little, turning the Neo and Maxx into the Neo Sport and Maxx Sport, respectively, adding autonomous emergency braking, improving cabin acoustics and dumping the slow-selling diesel engine option. Is Mazda 3 a good car?The short answer is yes. Quality was better than ever before with the move to the BM and BN models, and things like interior noise had been somewhat addressed (although the Mazda was still no class-leader in this area). Even better, the fuel consumption concerns of the previous models were also handled with the BM and BN. And the SkyActiv technology marked a big improvement in performance and efficiency for Mazda’s smaller cars generally.Interiors and things like paint quality were also lauded at the time, and the Mazda is one of the models that helped elevate the image of Japanese cars generally at a time when South Korean and Chinese cars were redefining buyer expectations.Safety was good, too, with a comprehensive suite of driver aids that helped make the 3 an obvious choice for new drivers.Our only quibble would be the cab-forward styling language Mazda adopted about this time. It makes for a sportier look, but it compromises the luggage space in the hatchback.Mazda 3 reliabilityThe quality image the Mazda 3 has earned has a lot do to with its mechanical reliability. Very few recurring problems seem to crop up, and while a few cars needed replacement automatic transmissions in the early days, the problem wasn’t a huge one overall. And many would-be buyers appreciate the fact that Mazda fitted a conventional torque-converter automatic rather than a dual-clutch or Continuously Variable Transmission (CVT).Some owners of manual cars reported hard shifting into some gears and a tendency for the car to jump out of third gear. In those cases the transmission design was at fault and by late 2014 Mazda had redesigned the gearbox to avoid these dramas.The diesel variant of the 3 was probably the most likely to give trouble, mainly with the turbocharger. These could die young and replacing them was the only fix.Mazda 3 problemsThe major problems you’re likely to encounter with second-hand Mazda 3 now will be down to the abuse and neglect of the previous owner. These were great first cars for younger drivers with good safety and reliability built in. But that meant they were often neglected in terms of routine maintenance and repairs, as well as often driven by the inexperienced.So watch out for kerbed wheel rims and mangled bumpers. If you can see where repairs have been carried out they’ve not been done properly. Some colours seemed a bit more susceptible to fading and peeling, too, so check black and metallic coloured cars closely for signs of paint degradation.Mazda 3 recallThe Mazda 3’s track record is pretty good here, with very few recalls to worry about.Both the BM and BN models were recalled to fix a potential fault with the windscreen wipers that would see them stop working, as well as a wiring problem that could have led to dramas with the rear view camera.Beyond that, the BM was recalled to check for carbon deposits inside the turbocharger that could cause engine damage and the BN for a fuel pump problem that would see the engine shut down.You can check out the full details of these recalls by visiting: https://www.vehiclerecalls.gov.au/Mazda 3 years to avoidIt’s not really a year-specific thing, but the Mazda 3 we’d give a miss would be the turbo-diesel version. While it makes good power and torque and could finally be had in automatic form, some owners have reported a problem that has since gone on to plague many a modern diesel with a diesel particulate filter (DPF).What happens is the car decides it needs to regenerate this filter by getting it hot and burning off the soot inside. But many owners never drove fast or far enough to get the exhaust system hot enough, so the car would than take matters into its own hands, injecting extra diesel into the engine to make everything hotter and instigate the filter regen. The problem was that some of this extra diesel found its way into the engine (past the piston rings) where it diluted the engine oil, with the potential for major engine damage.Then there’s the issue of the turbocharger requiring replacement and the cost involved in that now the car is well and truly out of warranty.Aside from anything else, right now diesel is a lot more expensive than petrol, making the diesel 3 even less attractive.Mazda 3 how many kilometresHow a car fares over the longer term is entirely down to how it’s been (or hasn’t been) maintained and how it’s been driven. But based on a car with a good, solid service record, it’s not unreasonable to expect to see 200,000km on the odometer before repairs start to be required. And if you check the classifieds you’ll see 3s from this era for sale with more than 250,000km showing and still looking pretty good.The SkyActiv petrol engines are reasonably highly strung with high compression ratios, but they’re not turbocharged, so they aren’t as highly stressed as some of the competition with trendier turbo-motors and extra performance. Mazda 3 best modelIf the budget will stretch, the SP25 is the best variant to have now. The larger engine makes for more performance (a surprisingly amount, in fact) and that makes the automatic transmission work better. If you enjoy a manual gearbox, then the SP25 is the best way to do that, too.And as is the way of all second-hand cars, the price-gap between the most basic and the flashest version now, won’t be anything like it was when the car was brand-new. The only catch there is that the SP25 wasn’t the best seller at the time. Since the 3 was seen as a fairly basic, small car, many buyers opted for the cheaper variants, so there are more Neos and Maxxes out there now as a result.Regardless of the trim level, for practicality’s sake, we’d take a five-door hatchback version of the 3 over the four-door sedan, even though the styling reduces the luggage space in the hatchback.  Mazda 3 resale valueYou’ll find the odd bargain among private buyers now and then, but the car’s good overall reputation means values have held up pretty well even though the Mazda 3 is a conventional hatch or sedan rather than a trendy SUV.Cars with lots of kilometres showing start below $10,000, and things go up from there. A clean, well maintained BM SP25 is closer to $25,000, and for that, you should be getting a minty-fresh car with low kilometres and a used-car warranty. Mazda 3 partsMazda has something like 150 dealerships dotted around Australia, so service and parts should not be hard to find. There are plenty of independent workshops who can deal with a conventional car like the Mazda, too, and spare parts are available at traditional parts stores and online.The good news is that thanks to the car’s durability, you may not need much in the way of spares. Mazda 3 salesExact sales figures across the BM/BN model are hard to pin down, but most reckon Mazda easily sold more than 100,000 of them in this country. That means there are lots to choose from and, on carguide.com.au right now, there are more than 250 cars for sale from this range.

MG already had an MG4 electric hatchback, but at a moment in time when fuel prices are soaring and demand for electric vehicles is at an all-time high, the Chinese brand is introducing a second. The MG4 Urban is an all-new small car that shares little in common with its namesake. We test drive this new small electric car to see how it performs in terms of value, space and performance.