Mazda 3 review

There’s plenty of quirkiness to be found in Japan: toilet seats that sing to you, sushi delivered on a model train – and the Mazda 3 Hatchback.  

You see, the Mazda 3 does things a bit differently to other models. Firstly, there are its looks. Mazda has given this five-door family car smoothly contoured surfaces and a sloped roofline that tails off neatly into its rear screen.

There’s also a saloon version (see our Mazda 3 Saloon review), which pitches the model line-up into executive territory. Whichever body shape you choose, it'll be a world away from the more angular designs of the Skoda Octavia and other rivals.

For more proof that the Mazda 3 follows a different tack to the competition, take a look at its engine options. While rivals have moved towards smaller, turbocharged engines, the Mazda 3 sticks with larger, naturally aspirated units.

This may seem like a bold move, but has it paid off? In other words, how does the Mazda 3 compare with the best family cars?

What’s new?

- August 2024: Updates announced for 2025, including technical changes to the 10in infotainment system and the introduction of a 2.5-litre ‘e-Skyactiv G’ hybrid engine
- August 2018: Fourth-generation Mazda 3 revealed at the Los Angeles Motor Show, previewing a big change in design language for Mazda

The Mazda 3's entry-level engine – called the e-Skyactiv G – is a 138bhp 2.5-litre four-cylinder petrol unit. It’s a recent addition to the range and, while it needs to be worked harder to get up to speed than most turbocharged rivals, its willingness to rev and added low-down shove over its predecessor means it doesn't feel as lethargic as before. It’s the one we’d recommend.

The Mazda 3 is also available with a more powerful, 183bhp 2.0-litre engine – the e-Skyactiv X – but it actually feels weaker most of the time. That’s because it’s slow to rev and the long gearing (tuned for maximising fuel efficiency) means it lacks any real sense of urgency.  

Both engines are available with a choice of a six-speed manual or a six-speed automatic gearbox. The former is super slick to use, with a precise, well-weighted action to it. The automatic dulls the driving experience somewhat, so we’d avoid this option. It doesn’t deliver the engine’s power as smoothly and has a reluctance to change down a gear when you ask for a quick burst of acceleration. You can at least nudge the gearlever to the side to manually override and change gears yourself (or use the paddles on the back of the steering wheel).

Ride comfort isn't one of the Mazda 3's strongest suits. Its relatively firm setup results in it being lumpier on broken city streets and it fidgets more on the motorway than the best family cars. And which would they be, you might ask? 

The Toyota Corolla and VW Golf are at the top of the tree, while the Skoda Scala also proves more supple when the going gets rough. On the plus side, the 3 is well tied down, so you and your passengers won't be bouncing out of your seats along rolling country roads.

To make the best of the Mazda 3's ride, stick with the smallest 16in wheels (standard on entry-level Prime Line) rather than the 18in wheels and low-profile tyres that come with the higher trims. The larger wheels tend to fidget and amplify lumps more.

Does that firmer ride pay off when it comes to handling agility? Well, to a point. The Mazda 3 doesn't lean very much when sweeping quickly through a left-right kink in the road and there’s a decent amount of grip in the dry. However, press on and it will start running wide at the front sooner than more tenacious rivals, including the Honda Civic, Seat Leon and the Skoda Scala. That's especially true when the road is wet.

The steering, meanwhile, feels accurate enough to give you an idea of what the front wheels are up to, but it’s nowhere near as sharp as the Leon’s, or as precise as the Civic’s. If good handling is your priority, those two rivals will be a better choice; being sharper, more playful and ultimately more fun.

The 3 suffers from a moderate amount of road and wind noise at motorway speeds, but that’s similar to most rivals. The VW Golf is a more hushed companion. More positively, suspension noise is conspicuous by its absence, unlike in a Skoda Octavia. 

The entry-level petrol engine (e-Skyactiv G) is quieter around town than many of the 1.0-litre, three-cylinder turbo petrol units used by the 3's rivals, and settles into the background at a cruise. The more powerful e-Skyactiv X feels coarser, and sometimes there's a slight clatter that reminds you of a diesel.

If there’s one detail that Mazda’s engineers have paid attention to over the years, it’s ensuring that key controls, such as the clutch, accelerator and gearlever, have a consistent weight to them. This makes it incredibly easy to drive the Mazda 3 smoothly. Meanwhile, the brake pedal response is predictable enough and makes it easy to bring the car to a smooth stop.

"I was pleasantly surprised by the new 2.5-litre engine. It might seem strange or old fashioned on paper, but it certainly doesn't feel that way in practice." – Lawrence Cheung, New Cars Editor

Drivers of all shapes and sizes should be comfortable behind the wheel of the Mazda 3. The driving position is brilliant, and there's lots of seat and steering wheel adjustment, although adjustable lumbar support is only available with top-spec Takumi trim.

The 3's uncluttered dashboard is easy to use, as are the physical buttons for all the frequently-used functions, including the climate control. With familiarity, you can learn to use them by feel without having to glance away from the road. Rivals (such as the Peugeot 308) that feature touch-sensitive buttons or hide such features in a touchscreen menu can be a lot more distracting to use while driving.

The part-digital driver's display looks a bit dated and has limited configurability, but at least it’s supplemented by a head-up display. Between them, they put everything from your speed to the sat-nav directions where you can see them most easily.

The Mazda 3 isn't the easiest car to see out of. Its front windscreen pillars are thicker than in the Skoda Scala while its wide rear pillars, shallow rear screen and angled-up rear window line combine to make seeing out the back a bit of an issue.

Thankfully, there are features on hand to make life easier. Entry-level Prime-Line has rear parking sensors and a rear-view camera to improve matters, while all the other trims add front parking sensors. Top-spec Takumi replaces the rear-view camera with a bird’s eye-view camera. 

Bright LED headlights are standard on all models, and they're upgraded to adaptive units if you opt for the swankier trims (Exclusive-Line and above).

The Mazda 3’s infotainment system is unusual in that you can only use the touchscreen while the car is stationary. To operate the functions on the 10.25in screen when you're driving, you use a rotary controller and shortcut buttons.

The graphics aren’t as sharp or as colourful as the best systems out there, but at least the software is responsive and the menus are easy enough to navigate through.

There's an impressive array of features too. Even the entry-level Mazda 3 has DAB radio, Bluetooth, built-in sat-nav and wireless Apple CarPlay and Android Auto smartphone mirroring. Homura trim and above also get wireless phone-charging and the top two trims add an upgraded 12-speaker Bose stereo system.

The interior of the Mazda 3 is hard to fault. There are very few scratchy plastics dotted around and lots of plush, expensive-feeling materials. The top of the dash is covered with thick, leather-like padding and the interior also feels very well screwed together. 

It's not just the immovable parts that feel good, either. All the switches operate with a real slickness, including the infotainment system's rotary controller, which turns with a satisfying click.

It truly does give premium family cars, such as the Audi A3, a good run for their money. Perhaps unsurprisingly then, the 3 is a clear step ahead of its rivals in this regard - including the Skoda Scala and Volkswagen Golf. 

"I like that every unnecessary control has been removed, leaving the driver with only the essentials. That wins points from me for delivering a refreshing approach: Mazda has focused on ensuring what’s left operates with a slick, high-quality feel." – Will Nightingale, Reviews Editor

Even tall adults will be spared any space issues in the front of the Mazda 3. There's plenty of leg and shoulder room, plus a generous amount of head room, thanks to seats that allow you to sit low down.

There's a good assortment of storage areas, including bottle holders in both doors, a rubber-coated non-slip area ahead of the gear lever and a reasonably deep glovebox that has enough room for the owner's manual and a small bottle. Oh yes, and a sizable cubby under the front centre armrest.

This is an area of weakness for the Mazda 3. The best family cars for rear space – including the Seat Leon, the Skoda Octavia and the Skoda Scala – have room for six-footers, even if the front seats are slid well back. In the 3, anyone tall will find their knees close to the front seat and their head brushing the roof. It's not as claustrophobic as the Peugeot 308 or Vauxhall Astra, but it will be tight for three adults across the rear bench.

Even if you’re smaller, it's not great. The acutely upswept rear windows make it one of the more claustrophobic feeling cars in this class, and even getting in and out through its comparatively small door apertures isn't as easy as it could be. The similarly-sized Mazda CX-30 small SUV is a bit more accommodating.

There's not much to talk about here. As with most rivals, the Mazda 3's rear seatbacks can split 60/40 and they lie flat when folded down. For a more versatile 40/20/40 split, you’ll need to look at a high-spec version of the Audi A3.

The release levers are only found on the backrest themselves; boot-mounted release levers – like those you can add to the Skoda Octavia – would be more convenient.

Although it's not especially adaptable, the Mazda 3's boot isn't bad. It's a usefully square shape that helps it accommodate a solid tally of six carry-on suitcases. That's one more than what the Peugeot 308, Skoda Scala, Vauxhall Astra and Volkswagen Golf can manage and matches the Honda Civic. That said, the Skoda Octavia can swallow 11.

It's not the easiest luggage compartment to access, though. You're likely to find the 3's very high load lip an issue if you're lifting heavy items in and out, and the loading aperture is relatively narrow. Unlike many of its rivals, the 3 doesn't offer a height-adjustable boot floor.

The Mazda 3 Saloon offers more boot space (and remote levers to fold down the backrest), but at the expense of a smaller and more awkward boot opening.

"While space in the front is fine, rear head room is compromised by that sloping roof. Two of my 6ft tall friends found their heads touching the roof." –  Claire Evans, Consumer Editor

As a cash purchase, the Mazda 3 costs slightly more than a Skoda Scala, but less than many rivals, including a Mercedes A-Class, Vauxhall Astra and VW Golf. It’s worth noting that all those family cars are predicted to depreciate more slowly, and that can have an effect on how much the Mazda 3 will cost monthly on a PCP finance deal. 

On paper, the official fuel consumption is generally competitive for a family car, with their official averages ranging between 45-50mpg. The e-Skyactiv X engine is slightly more fuel efficient than the G. Opting for an automatic gearbox causes those numbers to drop by a couple of miles per gallon each.

Generally speaking, the Mazda 3's CO2 emissions are fairly low, but overall they're not the best if you're a company car driver paying BIK tax – there’s no regular hybrid, plug-in hybrid or electric car version. Both the hybrid-powered Honda Civic and Toyota Corolla produce less CO2 and return better fuel economy.

No matter which trim you go for, Mazda has been really generous with the amount of standard equipment you get. That’s good news if you’re on a strict budget, because even the entry-level Prime-Line gets air conditioning, 16in alloy wheels, adaptive cruise control and keyless start.

We’d suggest stepping up to Centre-Line trim because it doesn’t cost much more but adds a few more niceties, including keyless entry, heated seats, rain-sensing windscreen wipers, dual-zone climate control, an auto-dimming rear-view mirror and front parking sensors. 

Above that, Homura and Exclusive-Line both add 18in alloy wheels and unique styling. Top-spec Takumi brings electrically-adjustable leather front seats, a heated steering wheel, more safety equipment and a 360-degree parking camera.

In our latest What Car? Reliability Survey, the Mazda 3 finished in a pretty disappointing 21st place out of 30 in the family car class, placing it above the Seat Leon, Skoda Octavia and VW Golf, but below the Honda Civic and Toyota Corolla.

As a brand, Mazda ranked 15th out of 30 manufacturers featured – above Ford and VW – but below Honda and Toyota.

Every new Mazda 3 comes with a three-year/60,000-mile warranty. That's pretty standard for the class, and doesn’t come close to the seven-year cover you get from Kia or the up to 10 years of cover available from Toyota.

All versions of the Mazda 3 come packed with safety kit. As standard, you get automatic emergency braking (AEB), blind-spot monitoring, lane-keeping assistance and a system that alerts you to traffic crossing your path when reversing. On top of that, you get traffic-sign recognition.

Range-topping Takumi trim can also automatically apply the brakes if it senses that you’re about to reverse into an obstacle and adds front cross-traffic alert, a system that alerts you if you start to pull out in front of an unseen vehicle.

The Mazda 3 received the full five star rating when it was crash tested by Euro NCAP. It scored particularly highly for adult occupant safety, but that rating has since expired and it’s difficult to compare directly against newer rivals that have been tested in more stringent conditions. 

"Mazda has been very generous with standard equipment, and while mid-spec Centre-Line trim is our recommended option, I think lots of buyers will be perfectly happy with entry-level Prime-Line." – Steve Huntingford, Editor

Buy it if...

- You’d want one of the most upmarket interiors in the class

- You you find touchscreens highly distracting

- You like getting great value for money 

Don’t buy it if…

- You’re expecting a sharp, fun-to-drive experience 

- You frequently carry adults in the rear seats

- You want a quiet motorway cruiser

For all the latest reviews, advice and new car deals, sign up to the What Car? newsletter here