Mazda 3 review

The suspension has been designed to achieve similar ends, and (for the first time in recent Mazda history) works through tyres with softer sidewalls than those of the car they directly replace. Handling is aided by an electronic torque-vectoring system called G-Vectoring Control Plus, which uses brake and throttle interventions to imperceptibly but proactively balance the car’s weight between its axles during cornering and, says Mazda, to “smooth the transitions between pitch, roll and yaw”.

The seat frames have been stiffened significantly and the seats themselves reshaped, too. All of this, together with the specific body-stiffening measures, is aimed at taking better advantage of the same biomechanical human reflexes that allow you to keep your head steady while walking, and giving the Mazda 3 what should seem like a more intuitively comfortable ride. It’s an interesting approach you won’t find many other car manufacturers following.

But it's the engine that is the most intriguing technical innovation. Both Skyactiv petrols are normally aspirated, but it’s the more powerful of the two – the e-Skyactiv-X – that has Mazda’s ingenious Spark-Controlled Compression Ignition (SPCCI).

Combining the benefits of both compression and spark ignition, the system can actually switch from the former to the latter regime at higher loads and crank speeds. When it’s running lean, it’s claimed to be between two and three times more efficient than an equivalent conventional engine by cranking up the compression ratio to 16.3:1 and by using very localised, controlled spark ignition to trigger compression ignition throughout the wider combustion chamber.

The e-Skyactiv-X 2.0-litre engine produces 183bhp at 6000rpm and 171lb ft of torque at 4000rpm (earlier versions had 177bhp and 165lb ft), so it’s unlikely to rival a downsized turbo for drivability, but should do better than the atmospheric petrol average in that respect. Depending on wheel size, however, it’s claimed to deliver up to 51.4mpg for the Mazda 3 on the WLTP combined cycle.

The car’s cheaper e-SkyActiv-G mild hybrid engine meanwhile, new for the 2025-model-year, jumps from 2.0-litres of swept capacity up to 2.5-.  Yes, it does sound rather strange to be fitting an even larger combustion engine to a compact family car in 2024, doesn’t it? And if you judge by the lab test numbers, this new engine emits marginally more carbon, and consumes more fuel, than the 2.0-litre ‘atmo’ engine that it’s replacing used to.

But then Mazda’s current thinking on combustion engines, as anathematic it may seem to some, is not to judge on that simplistic basis; and that a bigger, less stressed, ‘right-sized’ engine can actually be more efficient than a smaller one, away from the testing labs and out in the real world, by producing more accessible torque when you need it, and then operating under leaner-burn conditions for more the time when you don’t.

It’s exactly the thinking that also led them to put a 3.3-litre turbodiesel six into their bigger cars; although there’s no sign that a matching straight-six-diesel Golf rival is about to bob up, a little regrettably.

On Millbrook’s unforgiving hill route, the Mazda 3 behaved in a manner totally in step with what you would expect from one of the sharper-handling cars in the family hatch class.

Body movements through corners both fast and tight were well controlled, though perhaps more pronounced than what you would experience in a Focus. Nevertheless, the 3 developed plenty of usable grip, with its front end being perfectly willing to tuck in towards an apex in response to a light application of torque. Particularly sharp bends could cause the front end to wash wide, but this slip was easily marshalled by backing off the throttle.

Meanwhile, its ESP software didn’t prove overly intrusive at any point. At the same time, however, the engine’s lack of low-down punch did result in the Mazda feeling a bit more strained on the route’s numerous inclines compared with some of its turbocharged rivals.

Assisted Driving notes

Most versions of the Mazda 3 come with standard adaptive cruise control. Although early systems could be a little panicky, the latest iteration is smooth and deal with cars cutting in without any hysteria. It also lets you switch to standard cruise control, which is a rare but very welcome feature. From 2023, Mazda 3s include a buzzer that warns you when you go over the speed limit. It’s just as annoying as in other cars, but can be disabled with just one press of a physical button. Helpfully, this also disables the lane-keeping assistance.

Comfort and isolation

Mazda’s decision to offer the 3 exclusively with a torsion beam and passive dampers raised one or two eyebrows at launch, since many of its key rivals were still available with multi-link arrangements. You could argue Mazda was simply ahead of the curve, however, as cost savings claimed most of those rivals’ fancier suspension set-ups. And frankly, a torsion beam is as little of an impediment to a well-set-up chassis as a multilink is a guarantee of one.

The Mazda 3 is a firm-riding car, no doubt. But considering its sporty nature and the enjoyment it can offer on a twisty road, it strikes a well-judged compromise. If you're after a hatchback with a plush ride, we would point you towards the DS 4 or Peugeot 308. However, there is no trace in the 3 of the either the primary unsettledness or secondary harshness evident in the larger Mazda CX-60 SUV.

Primary ride comfort is generally good, and smooths out bigger inputs and compressions. You’ll definitely feel poor road repairs and sunken manhole covers, but the damping is suitable adept at taking the harshness out.

The supremely well-trimmed cabin is fairly well isolated from the outside world. There is a bit of engine, wind and road noise present when trotting along at a steady cruise but nothing vocal enough to leave a black mark by the Mazda’s name.