Review of the Mazda3 2.0 Skyactiv-G 150 hp

When I tested the CX-30 with this engine, I said it was probably the best choice in the line-up. With the Mazda3, it’s no different.

Those extra 28 hp - 150 hp in total - feel like the sweet spot. There’s a clear step up in performance versus the 2.0 with 122 hp, yet it doesn’t punish fuel economy and it also softens one of my biggest criticisms of the Mazda3 (and the CX-30): the long gearing of its transmission.

There’s no gearing change compared with the 122 hp version, but the stronger acceleration and more assertive in-gear response the 150 hp delivers do a better job of disguising that trait.

Still, anyone used to the turbo engines that dominate the market will notice that this naturally aspirated 2.0-litre continues to demand more frequent use of the excellent six-speed manual gearbox - among the best in the business, with a short throw and a wonderfully mechanical, slick feel.

In other words, for steeper climbs or for overtaking, you’ll either need to change down or keep the engine spinning in a higher rev band.

Mazda3: Not a flaw, it’s character

Because it’s naturally aspirated, peak torque arrives roughly 2,000 rpm later than on most of the turbo engines we’re used to, so accessing the claimed performance means pressing the accelerator harder than usual or leaning on the gearbox more - a reminder of other times…

That’s a detail that gives the Mazda3 2.0 Skyactiv-G with 150 hp a driving experience that stands apart from every one of its rivals and, I have to admit, it’s actually more engaging in several ways.

Its naturally aspirated engine ends up showing more personality than many turbocharged units: it “forces” you to explore a broader spread of revs and rewards you with greater eagerness and a far more “musical” note at higher rpm than most boosted alternatives.

A moderate appetite

The best part is that its thirst remains on par with the 122 hp version, and in real-world use it’s as competitive as - or better than - the smaller turbo engines offered by competitors.

Despite being more powerful and quicker, consumption ranged from 4.5 l/100 km at steady, moderate speeds, rising to 6.6–6.7 l/100 km on the motorway and topping out at around eight litres in urban driving. Very strong figures for a 2.0-litre naturally aspirated petrol engine.

A delight

Beyond that, it’s the Mazda3 we already know - and, personally, I rate it highly, as one of the nicest cars in the class to drive. From the excellent driving position to the weighting and feel of the controls, it’s a pleasure from behind the wheel, even if there are one or two caveats.

First, the steering: it’s accurate and weighted correctly, but it isn’t the most informative channel for understanding what the front wheels are doing. And the brake pedal, while very easy to modulate, could do with a touch more initial bite from the pads on the discs in the first centimetres of travel. The stopping power is definitely there, but you need to press with a little more conviction to access it.

With that said, the Mazda3’s handling is defined by high precision and a very natural relationship between what we do at the wheel and how the car responds. It’s anything but dull.

If you want to keep up a brisk pace, it “forces” you to keep the engine higher in the rev range (where its interesting voice stands out) or to dip into that delicious gearbox more often - and I’m not complaining. The whole experience adds to the car’s appeal, even more so than in the CX-30, because you’re closer to the ground.

At a steady pace it’s comfortable, although the 18-inch wheels and the lower-profile tyres on our car don’t do it any favours beyond aesthetics: road noise is more noticeable and the damping feels firmer than what I experienced in the CX-30 (also on 18-inch wheels, but with taller-profile tyres) or in Mazda3s on 16-inch wheels.

Inside, the dashboard seems to sit between two worlds - analogue and digital - with an elegant, understated look, and (almost) nothing to criticise in terms of ergonomics and ease of use. Something that can’t be said for the overly digital interiors found in some rivals.

What’s more, the cabin is, broadly speaking, trimmed in very pleasing materials and the build quality is high, matching competitors from more upmarket positions.

The price of style

Personal taste aside, the Mazda3’s exterior design remains one of its most distinctive traits. However, that sharper styling comes with a cost, and it’s called visibility.

Rearward visibility in particular is poor (the rear window and rear side windows are too small, and there’s a hefty C-pillar), which makes the back seats feel dark and uninviting.

The position and/or angle of the A-pillar also proved more annoying than it should, managing in some left-hand bends to “hide” entire cars.

Is it the right car for me?

As I mentioned in my CX-30 test, the Mazda3 is still something of an acquired taste, largely because of its mechanical character more than its styling.

I also continue to argue that the brand’s true compact family car is the CX-30 (which has little SUV about it), not this Mazda3 - even though it should be, on paper. The reason is simple: as a family car, the Mazda3 falls a little short, whether due to those gloomy rear seats - despite there being more than enough room for two adults to sit comfortably - or because the boot capacity is below average.

I see the Mazda3 more as an alternative to the conventional segment hatchbacks, with a stronger emphasis on style and image, much like three-door bodystyles used to offer in the past. Think along the lines of a Volkswagen Scirocco, but with five doors… Or, for the nostalgic, something akin to a late-last-century Mazda 323F.

The Mazda3 reflects the Japanese brand’s intention to move upmarket in a positive way, showing greater attention to detail than other models in the segment - even if its price doesn’t fully mirror that ambition. Although it comes very well equipped, its price - starting at €32,000 - aligns more closely with mainstream offerings in the class once you match them for power and equipment.