Mazda 3 (2014-2019) Review

If you like driving something that feels a bit more interesting than the family hatchback norm, the Mazda 3 may well be for you. It’s a car with a bit of spirit, a sense that some of the vibes found in the Mazda MX-5 have infiltrated the design. And there’s absolutely nothing wrong with that.

It also has a sensible side, with fuel-efficient diesel engines joining the petrol motors, plus a well-equipped range of models to choose from. Mazda reliability is second to none, and those prime second-hand prices show it’s a safe place to put your money – helped by the company’s ever-growing semi-premium reputation.

Part of us wants to recommend a 2.0-litre petrol-engined Mazda 3. It’s the same engine family as used in the MX-5, and it has a similarly ultra-enthusiastic nature. It will rev at the redline all day long and make a cracking growl with it. The trouble is, if you don’t drive it like this, the engine feels flat, in contrast to the turbo petrols that now dominate this sector.

So perhaps you should consider the diesel. The 1.5-litre is a bit light on power, but the 2.2 is very impressive. It’s the same engine used in the CX-5 SUV, so has no trouble coping with the lighter Mazda 3. It’s actually the fastest of all models against the clock, you know…

Mazda doesn’t draw too many visual differences between trims, so it’s less imperative that you pick a particular one (the size of the alloy wheels is the biggest giveaway). However, for the aforementioned reasons, our favourite is Sport grade.

The family hatchback sector is broad and expansive. Volume brands that want to be taken seriously have to offer a car in this class: one that’s defined by the Volkswagen Golf, comfortable Ford Focus and Vauxhall Astra, but which contains a diverse mix of cars including the Peugeot 308, reliable Toyota Auris and stylish Renault Megane.

The upmarket approach of the Mazda 3 means you might also draw parallels with premium hatchbacks such as the BMW 1 Series, Audi A3 and Mercedes-Benz A-Class. The 3 is just as good to drive, but costs thousands less than these posh alternatives.

With this generation of Mazda 3, the firm was beginning its move upmarket. Compared to cheaper, earlier versions, the interior shows real flashes of premium-like quality. The upper half of the dashboard is particularly nice to the touch, and details such as the door pulls and electric window switches are very tactile – as indeed are the door releases themselves.

The climate control dials have a nice click, and even some of the colour schemes are really rich and high quality – plum red door trims and black leather seats, for example, or ivory leather with black trim.

The steering wheel is lovely as well. It’s thick, made from rich leather, and has nice clicky buttons for your thumbs. Even the shape of it, gently dished to place it a bit closer and more naturally-set to the driver, is spot-on. It’s your main contact point with the car and Mazda has made sure it’s a high-quality one.

The interior was further enhanced with the 2016 facelift, thanks to smarter door panels, new dash trim inserts and an even better steering wheel design. 

All Mazda 3s have a seven-inch colour screen in the centre of the dashboard. This is controlled by a BMW iDrive-style rotary wheel between the seats, and it’s generally very intuitive and straightforward to use - it's a lot easier to operate on the move than the touchscreens fitted to most alternatives. Bluetooth connectivity is standard on all models, as is a USB socket. However, DAB radio didn’t arrive until well into the car’s life in late 2016.

Improvements came in early 2014, with the MZD Connect system. This pairs more easily with smartphones and offers a broad array of online functionality. We even understand that, although the Mazda 3 didn’t come with Apple CarPlay or Android Auto as standard, Mazda dealers can offer it as a ‘flash’ upgrade.

Front-seat occupants are very well catered for in the Mazda 3. The seating position is natural, and the seats are well-shaped and supportive without being over-stuffed or obstructive. With a slightly raised centre console and well-placed central armrest, it’s a feelgood place to be. Drivers may find models with the electronic parking brake (which came with the autumn 2016 facelift) slightly more comfortable, however, given how high the manual handbrake lifts up. Stowage space could be better, too. 

In the rear, there’s a good amount of legroom, as this generation of Mazda 3 had an enlarged wheelbase versus its predecessor. The seat is comfortable as well: it may not have brilliant under-thigh support, as it’s positioned a bit low, but it mimics the front seats in being supportive and comfortable. The problem is headroom, as the roof is a bit low, and the hemmed-in effect may be reinforced by the small windows and dark rear glass. Your kids may be asking you to leave the light on when driving at night.

Mazda doesn’t prioritise boot space at the expense of suspension layout. How the car drives comes first, it seems, and the rest fits around it. That’s why boot space is a rather average 350 litres. The floor sits a little high, although it is a flat space. The wheelarches also intrude quite a bit, meaning it’s only at its widest at the very back of the car.

The seats do fold flat – and we mean fully-flat – which opens up 1,360 litres of space. The boot opening is wide as well, but the rear sill is on the high side, so you have to lift objects up quite a bit to load them in.

The rear has ISOFIX mounting points for child car seats on the outer two rear chairs, and there’s a passenger airbag cut-off switch in the front, but ISOFIX is not available on the passenger seat itself.

The Mazda 3 has a good line-up of engines. Only the entry-level 1.5-litre petrol feels a little lost in this enthusiastically-focused car, although it’s fine for the undemanding (and delivers decent fuel economy).

The Skyactiv-G 2.0-litre comes in 120PS and 165PS guises. The 120PS motor is well-rounded, with a reasonable if not exceptional amount of pulling power – if you’re prepared to hold onto gears a bit longer (or change down a bit sooner) than you would in a turbo alternative. It has a handy extra amount of drive than the 1.5-litre. 

Our favourite, though, is the revvy, charismatic 165PS 2.0-litre: exactly the same engine that tops the Mazda MX-5 range. It has a superb twin-cam growl, is exceptionally smooth even near the redline, and feels way faster than 0-62mph in 8.2 seconds suggests. It’s harder work than a turbo engine, but certainly worth it.

Diesels comprise a fuel-saving 1.5-litre Skyactiv-D producing 105PS, or a superior 2.2-litre with 150PS. This is a big engine for a relatively small car, and it has strong reserves of pulling power. It gives the Mazda 3 strength in depth, and is the choice if you don’t want to keep going up and down the gears all the time. It’s actually slightly faster than the petrol car in the 0-62mph dash.

You can get the Mazda 3 with an automatic gearbox, and it’s fine. But the manual is terrific, so unless you really need an auto, go for the feel-packed and slick stick-shift. This too is a gearbox with the same spirit as the snappy shift found in the MX-5 and, with a well-weighted clutch, it makes changing gear an absolute joy.

The premium vibes show again in Mazda’s detailed focus on noise absorption. The Mazda 3 has a quiet and well-isolated ride that doesn’t chatter over bumps, and keeps tyre noise at bay (cars with 16-inch wheels are better in this regard than Sport models with 18-inch rims). Wind noise isn’t too excessive either.

The engines are a mixed bag, and we actually mean that in a good way. Diesels aren’t actually too gruff, they accelerate smoothly and are very hushed at speed. The petrol engines are more vocal – and for some, that’s the appeal. The 165PS engine in particular makes a wonderfully enthusiastic growl at higher revs. It’s brilliant fun when you’re in the mood, particularly given how silky it is when revved. 

Trouble is, not everyone is in the mood all the time, and you can’t release all the engine’s power without revving it. Even at motorway speeds, the petrol engines will hum away gently in the background. Again, not a problem if you’re an enthusiast, but not quite the isolation you get in a Volkswagen Golf.  

Euro NCAP rated the Mazda 3 highly, with a full five-star crash safety score in 2013. Adult occupant protection was particularly good, at 93%, with child occupant protection at 86%. Pedestrian protection wasn’t so good (65%), but the car did get a creditable 81% for safety assist features.

Along with standard front and side airbags, curtain airbags extend from front to rear, as does a full set of seatbelt reminder chimes and lights (although seatbelt pretensioners and belt limiters did not). Stability control is standard on all Mazda 3s and every one gets a speed assistance limiter. Another useful safety aid was called Smart City Brake Support, which warns the driver if it detects an impending collision and, if they don’t respond, automatically applies the brakes. At city speeds, it will either avoid an accident entirely, or mitigate its impact.

All cars also have hill-hold assist, which stops the car rolling backwards during clutch-juggling hill starts.

The Mazda 3 scored a solid 9.38 out of 10 for reliability in the HonestJohn.co.uk Satisfaction Survey, which is competitive with key rivals and is testament to Mazda's efforts to produce quality vehicles.

As a brand Mazda finished 18th, which is slightly disappointing given the performance of the Mazda 3. But given its good performance a well-maintained example should prove largely trouble-free.

The Mazda 3 will be a little more expensive to insure than its more mainstream rivals, but costs shouldn’t be excessive. The 1.5-litre petrol is cheapest to insure, with a group 13 rating (out of 50), while the base 120PS 2.0-litre is in group 17 – one above the 1.5-litre diesel.

There’s quite a jump up to the 2.2-litre diesel, though, which starts in group 23. Unusually, that’s actually a higher insurance group than the 2.0-litre 165PS Sport Nav, which is in group 22.

Such is the efficiency of the Mazda 3’s engines, taxing it is a cost-effective affair. Indeed, for the fuel-sipping 1.5-litre diesel, VED (road tax) is actually free, thanks to 99g/km CO2 emissions. 

The 1.5-litre petrol costs £30 a year, as does the 120PS 2.0, while the 165PS version is £150 a year (the price you pay for its sportiness, we guess).

Like the sound of the diesel? You’ll like it even more when you discover how much it costs to tax: £20 a year, although this does rise to £125 if you go for an automatic.

However, these figures only apply to pre-April 2017 cars, when the VED rules changed. Cars registered after this date all pay the same £165 a year, which is bad news for all engine options - some more than others.

The core Mazda 3 trim line-up comprises SE, SE Nav, SE-L, SE-L Nav and Sport Nav. All feature 16-inch alloy wheels, air-con, a leather steering wheel, power-fold heated door mirrors, Bluetooth, USB connectivity and the 7.0-inch TFT screen. SE Nav adds sat-nav functionality to the screen. 

Mazda 3 SE-L sounds like a small jump, but the extra kit included is impressive: bi-xenon headlights, LED running lights, dual zone climate control, auto lights and wipers, rear parking sensors and heated front seats. Don’t forget Mazda 3 SE-L Nav if you want satellite navigation. 

Mazda 3 Sport Nav versions come with even more. The alloy wheels grow to 18 inches, and you get front parking sensors, standard nav, adaptive front lighting, a head-up display and a crisp Bose sound system. These cars also feature optional soft leather in either black or stone.