Mazda 3 SkyActiv 2.0 MHEV GT Sport

The new Mazda 3 is a brilliant car and among the most desirable family hatchbacks you can buy. This is a car that you’ll never tire of driving, and it’s executed in a package that’s of immense quality for the money. Granted, it’s not the most practical option, although there is the saloon alternative to also consider. But, while the more powerful SkyActiv-X petrol engine employs groundbreaking technology, you’ll struggle to detect it at work. If you can live with the minor downsides this will be a rewarding and exciting family car to live with.

The new Mazda 3 is perhaps the most ambitious vehicle the Japanese brand has launched since the rotary powered RX-8 Coupe in the early 2000s. In no uncertain terms, this is a car aimed squarely at family hatchback buyers who enjoy driving, and it’s a car aiming to topple the Volkswagen Golf for quality too. No mean feat. 

To that end, this fourth-generation Mazda 3 can be considered a total revolution over its predecessor. It employs a new, smoother, sportier design language, a significantly repackaged interior, brand-new technology and driver assistance features, riding on a totally new platform as well. Like Mazda icons of the past, unconventional engine technology plays a key role in setting the new Mazda 3 apart from the crowd.

The new Mazda 3 is offered with a choice of three engines, all of which are fitted with a six-speed manual gearbox as standard. A six-speed automatic is optional on every powertrain, too, with the exception of the SE-L and Skyactiv-X SE-L Lux versions.

Petrol options are covered by the 120bhp 2.0-litre SkyActiv-G, and the brand new, 178bhp 2.0-litre SkyActiv-X, which uses a clever combination of supercharging and compression ignition to deliver more performance without sacrificing fuel economy. All cars are front-wheel drive, though the more powerful engine option is also available with all-wheel drive. Both petrol cars use 24v mild-hybrid technology as well.

Less popular will be the diesel car. The 1.8-litre SkyActiv-D option boasts the most torque but produces only 114bhp, and is priced similarly to the more powerful and decently economical SkyActiv-X motor. On a PCP deal, the difference between the two will be negligible, so there’s little reason to look beyond the most powerful petrol model. In fact, you can't order the saloon with either the base Skyactiv-G petrol or Skyactiv-D diesel engine.

Beyond the various engine and gearbox configurations, Mazda serves up six trim levels, but not all specs are available across all engine options. SE-L is the basic specification, while there’s also an SE-L Lux option. The rest of the line-up comprises Sport, Sport Lux, GT Sport and GT Sport Tech. 

Mazda has carved a reputation for delivering family cars with a thrilling edge, and while the Mazda 3 lacks a true performance variant, it lives up to its reputation by feeling solid from behind the wheel. 

That’s apparent the moment you take a seat inside. The driving position is excellent and the ergonomics of the controls are perfect. The wheel is well sized and the rim is thin; ideal for exploiting the Mazda 3’s tidy handling and steering. There’s little in the way of feedback, but few mainstream cars supply this these days. At least the 3’s steering rack is weighted well and the speed of the steering motor is spot on, too, resisting the urge to re-centre too quickly like on a Ford Focus, but being snappier than a Golf in this regard.

The six-speed manual gearbox is simply the best in class. The throw is short, while the action is tactile and mechanical feeling - it’s an absolute joy to use. The six-speed automatic isn’t quite as strong as other auto options out there. Mazda still uses a torque converter compared to the faster dual-clutch transmissions that have become popular in the segment – and even with wheel mounted paddles it’s just a shade too slow and unresponsive. 

The 3 is responsive on turn-in, and by family car standards it’s extremely composed. A lot of that can be put down to standard G-Vectoring technology, which detects wheel lock and reduces engine torque as necessary, shifting weight onto the front axle and pushing the nose of the car into the tarmac. It doesn’t corner totally flat – there is a little body roll – but it’s communicative, and you’ll quickly learn the limits of the car’s grip. 

However, perhaps more impressive is how the Mazda 3 manages to be fun to drive while retaining excellent ride quality. The firm’s engineers have struck a sweet spot between forgiving springing and damping and body control, and while a Golf is still the most comfortable family hatchback on sale, the Mazda manages its priorities better than the Ford Focus, by being just as fun from behind the wheel while riding better in the process.