MAZDA 3 2019

Body and cabin

Long hood, sloping roof, truncated rear: the Mazda 3 holds to the proportions introduced in 2014, and wraps them up in style. The hatchback is 1 cm shorter, the sedan is 8 cm longer, and both add 3 cm to the wheelbase. Height and width are slightly reduced.

Style often comes first with Mazda, and the new Mazda 3 is no exception. All interior measurements (already not overly generous) have diminished. Tall people may feel hemmed in in the front, especially with the sunroof. The high, wide centre console doesn’t help on long trips, and it is unfortunate, because the lengthened centre armrest eliminates a weakness of the old model.

It may be challenging to seat a tall teen or install a child in a booster seat in the back, unless front seat occupants accept compromise.

In fact, the Mazda 3 seems more cut out for two people less than 6 ft. tall who will use the 60/40-folding rear seat—finally standard in the base sedan—as stowage space. That will make up for the narrow trunk and allow them to enjoy the cockpit-like ambiance so dear to Mazda. The perfectly centered steering wheel and well-bolstered seats, now with better padding, reinforce the sporty feel.

The redesigned instrument panel is clearer and more attractive than before, thanks to a new, 17.8 cm (7 in.) configurable display. The new, 22.4 cm (8.8 in.) infotainment screen is similarly improved. It is controlled exclusively by two knobs and five buttons, redesigned and placed between the two seats. Android Auto and Apple CarPlay are included, as well as a pair of USB ports and eight speakers.

GT Premium models offer a new version of the head-up display that appeared in 2014. It projects driving information on the windshield rather than on a small, plastic pop-up as before. Information is displayed 8 cm farther away in the driver’s field of view, on a four-times-larger surface, making it much easier to read.

A word about the audio system: the bass speakers are now mounted between the front fender and the trim below the dashboard, so you can crank up the volume and not rattle the door panels. The result is impressive, especially with the optional 12-speaker Bose system.

Safety

Mazda is easing access to driver-assistance systems for 2019. Automatic emergency braking with pedestrian detection, lane keeping alert with automatic assist, lane centering, adaptive cruise control and automatic high-beams become standard on GS and GT trims. A good initiative, but Mazda should have imitated its partner Toyota, which also offers them on its least expensive models.

At least now, for the first time, the GX gets blind spot and rear cross-traffic alert, as long as the optional Convenience package is ticked off. The GT Premium adds automatic reverse and cross traffic reverse braking.

Crash test results

National Highway Traffic Safety Administration (NHTSA)
Overall score: 5 / 5
Frontal impact: 5 / 5
Side impact: 5 / 5
Rollover resistance: n/a

Insurance Institute For Highway Safety (IIHS)
Moderate overlap frontal impact: 4 / 4
Small overlap frontal impact:
- driver side: 4 / 4
- passenger side: 4 / 4
Side impact: 4 / 4
Rear impact: 4 / 4
Roof strength: 4 / 4

IIHS Top Safety Pick

Mechanical overview

Mazda 3 engines have undergone little or no change. GX and manual GS sedan models still offer a 2.0-litre direct injected four cylinder that develops 155 horsepower and 150 pound-feet of torque.

All the other models come with a 2.5-litre engine. Power climbs to 186 horsepower and torque, to 186 pound‑feet. In all models except the 2WD GS automatic sedan the engine can now deactivate two cylinders at stable speeds to improve fuel efficiency. Curiously, the fuel ratings published by Natural Resources Canada indicate a 0.1 L/100 increase in consumption with this system. However, Mazda promises a substantial reduction in real-world driving; we will have to compare the two engines in the same conditions to see.

The two transmissions listed are still six-speed. The 2.0‑litre models, as well as the 2WD hatchbacks with the 2.5‑litre engine, come with the manual transmission, with the automatic transmission available as an option in both cases.

The 2.5-litre sedans and all four-wheel-drive models are delivered with the automatic transmission. This transmission always includes a manual mode, with paddle shifters on the GT.

Well-known on Mazda SUVs, the all-wheel-drive system powers the front wheels only, in normal driving, calling on the rear wheels when accelerating, exiting a curve, or when front-wheel slippage is detected. The system works in conjunction with the G Vectoring Control Plus system, which acts imperceptibly on braking and torque distribution to improve cornering.

The arrival of all-wheel drive in the 3 lineup coincides with the launch of a new Mazda platform. As to be expected, it is more rigid, with heavy emphasis on the reduction of noise, vibration and harshness; 34 measures in all, for a quieter cabin.

As for the suspension, the 3 gets a rear torsion beam for the first time in its history. It seems surprising on the part of an automaker known for its sporty inclinations. However, a well-designed, well-tuned torsion beam setup can do an admirable job in a compact car. Volkswagen has used it successfully on its small vehicles and is even reintroducing it on the Jetta for 2019. It is also much less expensive to maintain than a multi-link and its many bushings.

The engineers have also revised the geometry of the front suspension, for improved control of body movements, as well as the brakes, for firmer pedal response.

Driving impressions

A first test of an all-wheel-drive car, in California? The idea seemed strange until we tackled the itinerary prepared for the event. In the space of some 300 km, the warm, mid-March weather of Sacramento gradually gave way to winter landscapes as intimidating any we could have experienced in Quebec. The snow-bound shores of Lake Tahoe are a world away from the sunny beaches of San Diego!

The Mazda 3 made short work of the delightfully twisty roads of our route between the California capital and the famed Tahoe ski region. Sedan or hatchback, the 3 is just as well balanced as before, despite the loss of its independent rear suspension. Reactions are neutral, predictable and sharp, inspiring confidence in sporty driving.

The steering is still as direct and linear, with very good road feedback. It seems to have lost a bit of on-centre precision, but not enough to affect straight-line performance. On the contrary, the small play reduces any former nervousness that accompanied steering corrections on the highway.

The driving dynamics are bolstered by a refinement the former generation lacked. Suspension damping was not really a problem, but the high noise level could quickly become annoying. The new model largely corrects that; even the whine so characteristic of Mazda’s 2.5‑litre engine has practically disappeared.

The 2.5-litre is still well adapted, despite a slight power reduction with all-wheel drive. The automatic transmission does as good a job, or better, than most of the competition’s eight- or nine-speed gearboxes.

A brief stint behind the wheel of a manual GT model was a reminder that Mazda’s gearbox is one of the best on the market; if only it could be paired with all-wheel drive… Mazda is not excluding the possibility, which is proving successful for Volkswagen on the Golf SportWagons. To be continued!