Mazda is busy. After the introduction of a particularly beautiful new 3, the brand introduces a revolutionary new engine in the same car, the much-discussed Skyactiv-X. He can demonstrate whether that engine takes a lead over the small turbo blocks of the competition.
The Mazda 3 has now been a good year for us and it must be said that the car impresses. Just like its predecessor, the car scores thanks to an exceptionally beautiful interior, good driving characteristics, special technology and a quirky body. However, the car is only now fully in its own right, because it was clear from the beginning that this model and the CX-30 are the first to be equipped with the new Skyactiv-X engine. This engine has been talked about for years, and for good reason. The block is the first gasoline engine to operate largely as a diesel engine. The SPCCI (Spark Controlled Compression Ignition), as the block is called, still uses spark plugs, but relies largely on compression under most conditions. The petrol self-igniter should combine the low NoX emissions of a petrol engine with the low consumption and high torque of a diesel engine, while also using a compressor and Mild Hybrid technology. Interesting, but in the end that is what other brands hope to achieve with small, efficient turbo engines. On paper, there seems to be very little reason to go for the Skyactiv-G from Mazda. For € 950 more, the “X” offers a whopping 180 instead of 122 horsepower, while the lower consumption and the undoubtedly higher residual value skilfully compensate for the modest extra cost. In practice, the character of the Skyactiv-X is very similar to that of the Skyactiv-G. The fact that in both cases it is a (rare!) Turbo-free two-liter, also results here in a nice linear power delivery. Despite the claimed diesel character, there is still a lot to do in the gears to get the most out of it, but then the Mazda is quite smooth. The acceleration is accompanied by a dark hum that is sometimes a bit too penetrating, so that the not entirely coincidental association with a diesel occasionally imposes itself. On the highway, the Mazda also has a relatively high speed, which also does not contribute to the sound comfort. That there is something special under the hood is also evident when the tachometer passes the “4”. Then the SPCCI system switches off and the engine switches to normal combustion, which can be felt by a shock. In our case, the revolutionary two-liter is linked to the exemplary shifting manual gearbox that we are used to from Mazda. Stiff automatic machine drivers are faced with a dilemma at the 3, because the Japanese machine usually makes little impression. The steering behavior does. The Mazda 3 is not very dynamic, but wonderfully communicative. The sturdy, but beautifully balanced chassis engages the driver when driving. Something similar applies to the control, which provides sufficient rest, but at the same time is not distant or too light.
Stubborn choices
The relatively competitively priced Mazda should even yield “only” € 33,760 in the Luxury trim shown here. For this amount, the car is also loaded with electrically adjustable, heated and leather-covered seats, a thick audio system and dynamic LED headlights. The Mazda excels in terms of finish and appearance. In a previous comparison with regular C-segment cars, the car won the ‘interior’ part with ease, and one look at the interior is enough to see why. The tastefully sleek, but at the same time distinctively designed dashboard is wrapped in beautiful leather and high-quality plastics. The quality experience is top, controls are clearly clustered and Mazda makes headstrong, but successful choices here and there. For example, the infotainment system is not equipped with a touchscreen, but with a rotary knob. We have known that of this brand for years, but with the arrival of the new 3, Mazda introduced a new version of its digital environment. That looks sleek and modern and is provided with a clear menu structure, although some words have been chosen clumsily. The rotary control is very pleasant while driving, especially because the screen could be placed high on the dashboard due to this choice. If a phone with the standard Android Auto or Apple CarPlay is connected, the rotary knob unfortunately turns out to be less fine, because the phone projections are clearly not intended for this. The instruments are very clear. It is partly digital, although little of it can be seen. The middle clock may manifest itself slightly differently, but under most conditions we see simply tasteful, but also very traditional meters. The standard head-up display is therefore a nice addition, including for navigation instructions.
The seating position behind the wheel is nothing short of top. At least, for those who find a low seat a nice starting point. Due to the finely placed, high armrests and the extensively adjustable steering wheel, the car fits us like a glove, although the 3 is less suitable for those who consider overview more important. In particular, the blind spot at the right rear is enormous, thanks to the large C-pillars. Rear passengers also feel nicely secured, although the term “locked up” may apply more here. Worse is the actual lack of space, because due to the low ceiling and the reasonable legroom at the most, the space available in the back of the 3 is really below par.