A decent travelling companion
It wasn't exactly a traffic-stopper, but the old 3 was a decent travelling companion - it cornered with true spirit, was well kitted and delivered epic mileages without costly wobbles. And it also got on quietly with its work, earning a third of Mazda's world sales and breezing past the two million mark last October. Here in Britain, a remarkable 63,000 Mazda 3s have found homes since 2003.
Echoes of the RX-8
In today's dog-eat-dealer climate, it's probably not so much whether this replacement model can follow that act as how far it can staunch the sales haemorrhage. Although the core of this new model's bodywork is carried over, both ends are fundamentally changed and there are strong echoes of Mazda's RX-8 sports car in the headlamp shaping, the bolder nose and the gym-toned rear haunches.
The styling scores a full ten
Clever lines in the bodywork draw your eye from across the bonnet, along the raised waistline and up to the bespoilered tail, while broad pillars behind the rear doors emphasise the robust, wedgey shape. Best of all, the grille now yawns wide while the fog lights sit within deep, snorting air dams - for rear-view mirror impact, it scores a full ten.
Bigger than before
In the flesh, it certainly delivers acres more presence than its conservative dad. It also appears bigger than before, and it is: measuring 4.5 centimetres extra front to back and sitting five centimetres taller (a four-door saloon 'notchback' version will also be available and is similarly extended, though sales are expected to be minuscule). But bigger can, of course, spell heavier, though all models are up to 15 kilograms lighter than before, thanks to the use of stronger, high-tensile steel for much of the load-bearing work.
Large choice of engines
Final engine and kit specification for the line up is yet to be revealed, but the main power choice will be between a 103bhp 1.6-litre and 147bhp two-litre petrol, the latter available only as an automatic, and three diesels - a 107bhp 1.6 and two 2.2-litre versions, either with 148bhp or a more heavyweight 182bhp.
More cockpit than cabin
The experience inside reflects Mazda's efforts to inject more gusto - this is far more of a 'cockpit' than a cabin, given the Honda Civic-ish, wrapped-around feel of the main instrument stack, the deeply cowelled main dials and new, more supportive driving seat. Exhaustive computer simulations ensure the gearstick cosies up intimately to the steering wheel and the entire experience will be invigorating for keen drivers, if not a tad dull for their navigators - the dash ahead of them is a mini moonscape of plastic.
No rattles or squeaks
Given that the cars tested here were pre-production, they were totally devoid of rattles or squeaks. However, the plastics themselves are not hugely convincing - fingernail-jarringly hard across the main section of dashboard with unconvincing faux aluminium trim inserts. Golf drivers won't be seduced and Astra and Focus owners will raise the odd eyebrow.
Light and space
Practically though, we're off to a flying start, with controls sitting neatly where they should (including steering set buttons for the sat nav system) and plenty of light and space throughout. The rear seats fold 180 degrees flat for loading, though there's a luggage-catching lip on the boot's bottom edge and, rear seats up, the sculpted design of the seat base, essentially for two and no more, bodes badly for any third child who suspects they were unplanned.
Good level of standard kit?
Expect equipment to equal and surpass the predecessor's good reputation: standard kit includes a central storage bin with sliding arm rest, a multi-info display screen on the dash, air conditioning and a powerful Bose stereo, while leather, sat nav, a blind-spot warning system and cornering headlamps top the extras list.
1.6-litre petrol a great starting place?
Your measure of zoom-zoom depends on the engine. Perhaps surprisingly, the 1.6-litre petrol (which Mazda believes will eat up two thirds of sales) is a great starting place. It's smooth, quiet and dependable at all speeds, while averaging 44mpg. By comparison, UK quotas of the larger 2.0-litre petrol will come lumbered with a plodding auto 'box which objects to sudden throttle demands and returns a poor 36mpg overall.
Pick of the diesels?
The pick of the diesels, consumption-wise, is the 1.6-litre, which tops 62mpg, emits a tax-dodging 119g of CO2 per kilometre and, at 11 second to 62mph, feels nicely perky. All diesel options, however, are a little noisy when revved hard, so the petrol 1.6 will be the keen driver's choice.
Ride engineered on European roads
This newcomer has been schooled on European roads to deliver a sportier, sharper ride and tauter steering response, though the results suggest ultra-smooth German tarmac determined the final settings: it corners with flair, but over our Great British potholes? Your buttocks have been warned.
To sum up
The next 3 is decently crafted and precision-bombs the fun-to-drive category. It's also shrugged off the previous effort's cloak of anonymity, making it a worth-a-test alternative to Renault's sharp-suited new Megane and Vauxhall's comparatively mainstream Astra. If you want to zoom-zoom with no one noticing, you'll have to shop elsewhere.
Fancy a closer look? Check out our Mazda3 gallery
