Once again, the Mazda 3 aims to lure C-segment punters with its stylish looks. And that's probably just about it
Here's good proof of just how bland most mass-market passenger cars are in appearance. When Mazda staged the driving trials of the all-new 3 in Thailand late lastmonth, heads just kept on turning, despite the fact that it has already been available in other major markets for three years.
And consider this, too: the second-generation 3 has evolved so mildly in styling terms that you could even mistake it as a facelift of the previous model, which has done a remarkable job in rejuvenating the Mazda brand with the so-called Zoom Zoom design philosophy some seven years back.
This means that design critics shouldn't be too harsh in calling Mazda designers conservative. After all, there was nothing wrong with the wavy and youthful looks of the 3. As they like to say: if it ain't broke, don't fixit.
But line the two generations together and there are some marked differences, such as the disappearance of the upper front grille and the addition of more accentuated air vents in the front bumper and sharper front and rear lamps.
The side profile of the saloon, in particular, hasn't changed much and helps the 3 look good among most C-segment contenders. Seemingly, only the Mitsubishi Lancer comes close in looking as cool as the 3; the Honda Civic and Ford Focus are now very aged.
Similar things have happened inside the new 3 where there's a redesigned fascia that is now oriented towards the driver. The twin circular dials remain and look great, while the information display has moved further up and back near the windscreen.
A welcome material is the soft-touch plastic covering the dashboard that helps lift the cabin ambience in terms of quality. The 3's cockpit is arguably the most attractive around in its class in terms of aesthetics.
But there are some drawbacks, despite the ideal locations of various functions and instrumentation.
Snug it may feel, but the driving position isn't particularly airy because the left footwell seems to be a little too obtrusive.
And talking of space, the 3 isn't that cavernous inside since the basic packaging hasn't been called in for a major improvement by Mazda. The result is average space, if still enough, for both front and rear passengers.
If it's outright space you need, the Civic still leads the pack with its airy cabin, thanks to a flat floor design in the back. The same goes for the driver. The Civic has a more spacious position while, at the same time, managing to effectively offer a driver-angled dash.
The new 3 should win the hearts of happy customers using the outgoing model, by offering a more sensual look inside and out. But the 3 is obviously not meant to attract others who are accustomed with more practical alternatives.
And if you happen to be new to the Mazda brand, the 3 doesn't necessarily excel over its competition when you look into the other remaining areas of the car.
The 2.0-litre engine, for one, has been carried over from the preceding model, although there's a new five-speed automatic in place of the old four-speeder mated to it. Sales of the less powerful _ and cheaper _ 1.6-litre block are still confined to the old 3.
Performance in the 2.0 is more or less the same as before _ that is, ample but not spectacular in the class. However, the addition of a fifth forward ratio has notably helped out in responsiveness terms in the mid-ranges but not to a large extent.
Mazda claims some improvement in fuel economy, although our test average of some 11kpl during the entire drive from Bangkok to the countryside in the East was some two notches short of the official figure.
Look around at the 3's rivals and you'll note that Mazda is now nearly behind in the technological race, be it in terms of gearbox or engine. The Civic, Corolla and Lancer all have punchier performance, while the latter two additionally gain on fuel economy _ thanks to CVT automatics.
Of course, the Ford Focus 2.0 petrol could be dismissed against the 3. But at less than what Mazda asks for, Ford is offering a diesel engine that offers a excellent balance between performance and economy, even though it is not necessarily meant to be compared with petrol power.
You could argue that the Focus is too old to be mentioned here, but then Chevrolet is offering the Cruze with a diesel-turbo in the 1 million baht front. Because of that, the 3 only looks good in its own game and certainly not when comparisons are made with other brands.
The other technical change _ improvement, better to say _ is the chassis. No, Mazda hasn't transformed an already sporty-to-drive car into a racetrack-eater. In fact, it went the opposite way around by paying attention to real-world habits of most drivers.
The steering, for instance, is now lighter in weight to make turning at low to medium speeds easier. The suspension has also been softened to make the ride plusher around town over rutted roads, while the brakes now have more initial bite. These aspects can easily be felt on the move.
Has that compromised on dynamics when the car is driven harder? Well, not actually, so you could say that's a right step forward. Road-holding is still adequate, while the on-centre feel of the rack isn't vague.
You'd really need to be a driving enthusiast to moan that the steering is too light or there's pronounced body roll in corners. But generally speaking, the handling/ride balance is acceptable, if you consider the old 3 too compromised.
Just don't expect the 3 to have the best chassis in its segment. The Mazda isn't the most comfortable car to be in (that honour could go to Corolla) nor is the best to drive (the Focus should be taking that laurel). It's really a matter of priority.
Mazda has acknowledged the need to improve cabin quietness when cruising. While the engine seems to be a touch more refined and quiet now, the sporty tyres rimming the 17-inch wheels still can be felt and heard notably on not-so-smooth road surfaces. The ordeal isn't bad as in a Lancer, but not better than several others.
Since Mazda has brought the second-gen 3 late to Thai showrooms, it has made an effort to equip the car with as much equipment as possible. Outstanding ones include steering-mounted paddle-shifters for the gearbox, remote control buttons, sun roof and keyless entry/go system.
It's just a pity that safety had to take a step back, apparently in the interest of price (there's only one spec). Although stability control is now standard, the number of airbags has fallen to just two frontal ones for the front occupants.
As we once summed up during our first taste with a 3 prototype in earlier this year, it appears Mazda is counting a lot _ and probably just _ on the wow factor of the 3. Ingredients other than styling may look better to old customers but certainly not when broadening the perspective in the whole C-segment.
All in all, the new 3 _ in 2.0-litre form at just over 1 million baht _ is simply about emotion.
AT A GLANCE
Styling ................................. 8/10
The new 3 may only sport a soft evolution in styling terms, but it still looks cool _ inside and out _ thanks to a generally bland opposition.
Performance ........................ 6/10
New five-speed automatic slightly improves performance of the engine, a carry-over from the previous model, but doesn't stand out in its class.
Handling/Ride ...................... 6/10
Chassis and steering set-up has been softened in the interest of ride and driving comfort. Ride is spoiled by excessive tyre noise.
Practicality .......................... 6/10
The new 3 has ample space for occupants and their luggage, but many of its competitors offer more of both.
Safety kit ............................. 7/10
Five three-point seat belts and headrests and stability control are now available, but gone are the side and head airbags.
VERDICT .............................. 6/10
Like before, the new 3 aims to highlight its stylish looks over its rivals. The technical improvements it gets may make customers of the older model happier, but they are not enough to stand out in the Thai C-segment saloon class.
OR TRY THESE
CHEVROLET CRUZE 2.0
Price 1.149 million baht
Power150hp 2.0-litre inline-4 diesel-turbo
Gearboxsix-speed automatic
Wheelbase2,685mm
We thinkThe freshest arrival before the Mazda 3, this Chevy scores with a diesel engine.
FORD FOCUS 2.0 TDCI
Price 1.149 million baht
Power136hp 2.0-litre inline-4 diesel-turbo
Gearboxsix-speed dual-clutch automatic
Wheelbase2,614mm
We thinkOld and already replaced in Europe, but it's still best to drive here. Take diesel, if you need this car.
HONDA CIVIC 2.0
Price 1.106 million baht
Power155hp 2.0-litre inline-4 petrol
Gearboxfive-speed automatic
Wheelbase2,700mm
We thinkHas a roomy interior and spirited petrol engine but will be replaced with all-new model soon.
MITSUBISHI LANCER EX GT
Price 1.034 million baht
Power154hp 2.0-litre inline-4 petrol
GearboxCVT automatic, six-speed mode
Wheelbase2,635mm.
We thinkStylish and decently good to drive but lacking in external noise suppression.
TOYOTA COROLLA 2.0
Price 1.194 million baht
Power145hp 2.0-litre inline-4 petrol
GearboxCVT automatic, seven-speed mode
Wheelbase2,600mm.
We thinkThe least fun to drive here but is lavishly equipped and comes with punchy and frugal petrol tech.
Credit: Bangkok Post (www.bangkokpost.com)
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