New Mazda 3 diesel

Adding the 1.5-litre diesel to the Mazda 3 range delivers a mixed bag of results. It’s not very quick, but some buyers will be happy to sacrifice power for lower CO2 emissions. However, specifying an auto box undoes some of the engine’s good work, while it’s pricey in Sport Nav trim. This engine makes more sense with a manual gearbox, as it dips below the 100g/km emissions barrier.

Until now, the only diesel you could specify in the Mazda 3 was the powerful 2.2-litre borrowed from the larger 6 saloon. While that engine delivered decent punch and economy, CO2 emissions of over 100g/km put it at a disadvantage against rivals. Now, though, the diesel line-up has expanded to include the smaller 1.5-litre, which was first introduced in the Mazda 2 supermini.

The new unit is available across the range, including in the well equipped Sport Nav flagship model tested here. The only visual clue to the smaller engine is that one of the holes in the rear bumper has been blanked off as there’s only one exhaust pipe; the 2.2 has a twin-exhaust set-up.

Fire it up, and while there’s a familiar diesel rattle, it’s well isolated from the cabin – and when the engine’s warm, you could easily mistake it for a petrol. It gets a bit more vocal under hard revs, but there’s enough sound insulation to ensure it’s never intrusive. With 104bhp, the 1.5 is slightly down on power compared to rivals like the Vauxhall Astra 1.6 CDTi and VW Golf 1.6 TDI (both with 109bhp), but it does have 270Nm of torque to help it along.

Combine this with the Japanese brand’s weight-saving measures, and the 3 is a reasonable performer off the line. However, the six-speed automatic box in our car is rather sluggish on upshifts, which blunts performance somewhat. It’s quicker to change down. And while there are steering wheel-mounted paddles, the crisp-shifting manual gearbox is far nicer to use.

One obvious difference between the 1.5-litre diesel and the 2.2 is the smaller unit’s lack of in-gear punch. It’s not great for overtaking, yet the reduced power means you can revel in trying to maintain momentum by carrying as much speed in corners as the Mazda’s agile chassis will allow.

Of course, you’ll save money with the smaller engine, but adding the auto box cancels out some of the benefits, as it bumps CO2 emissions up from 99g/km to 114g/km. That places the car in the 20 per cent Benefit in Kind band for business users, which is only three per cent behind the better 2.2-litre auto. If you need a  self-shifter, that’s the one we’d go for.

Key specs

• Model: Mazda 3 1.5D Sport Nav auto
• Price: £23,145
• Engine: 1.5-litre 4cyl diesel
• Power: 104bhp
• Transmission: Six-speed auto, front-wheel drive
• 0-62mph: 11.6 seconds
• Top speed: 113mph
• Economy/CO2: 64.2mpg/114g/km

BBR Mazda MX-5

Tuning firm BBR makes Mazda MX-5 roadster more powerful and even more fun. Hand over your MX-5 to BBR, and you’ll drive away a car that handles, sounds and performs better than the already brilliant standard model. BBR has managed to keep the Mazda’s famous character intact, but inject the pace and precision customers have been craving. At £1,995, the upgrade comes at a reasonable price, while performance fans will also be pleased to hear that the tuner is working on a 200bhp-plus version. 

The first question on everyone’s lips at the launch of the new Mazda MX-5 was when a faster version would follow. Tuner BBR is usually first to provide the answer, and here it is: the MX-5 BBR Super 190.

BBR has been heating up MX-5s for 25 years, and the Super 190 is the brand’s first go-faster version of the all-new model. As a base, BBR takes the more powerful 158bhp 2.0-litre model (kits are also available for the 1.5-litre) and adds a cold air intake and a stainless steel exhaust. Plus, it tweaks the ECU to produce an additional 32bhp and 32Nm of torque – up to 190bhp and 239Nm. The upgrade costs just £1,995.

It sounds promising, and that’s before you discover that the ride height has been dropped by 30mm, the springs stiffened and wider OZ wheels have been added for extra zip in corners. That shift towards the tarmac gives the car a far meaner look than the standard MX-5 – something that’s also amplified by the alloy wheels’ black finish.

Fire the Mazda up, and the new exhaust system gives a raspier note, but what’s less evident is the impact the shorter and stiffer springs have on ride quality. The car is firmer yet compliant and comfortable, with the excellent damping smoothing out rutted surfaces. It’s rare for such a small trade-off in terms of comfort to bring such huge handling and agility improvements.

Thread the BBR Super 190 through a series of bends, and there’s precious little lean, unlike in the standard car. So, you can use that extra performance to greater effect – delivering more power, more of the time.

The engine is also far keener to rev, and as peak torque now comes in around 1,000rpm sooner (at 3,550rpm), the extra urgency can really be felt – slashing around half a second off the 0-62mph sprint time. Crucially, BBR hasn’t overpowered the MX-5, meaning the roadster holds on to its fine balance and accessible performance.

The only downside is that the upgrade invalidates Mazda’s warranty. BBR will sell you its own for £150 per year, though.

Key specs

• Model: Mazda MX-5 BBR Super 190
• Price: £23,295 + £1,995
• Engine: 2.0-litre 4cyl petrol
• Transmission: Six-speed manual, rear-wheel drive 
• 0-62mph: 6.8 seconds (est)
• Top speed: 138mph (est)
• Economy/CO2: 40.9mpg/161g/km

Mazda CX-5

The Mazda CX-5 is a good-looking, reliable crossover that's solidly built, reasonably efficient and fun to drive. One of the very best crossovers you can buy, the Mazda CX-5 is well made, really enjoyable to drive and good-looking too. Recent upgrades have improved the interior ambience and upped the technology levels so it's now on a par with rivals.

The interior isn't quite as spacious as the most practical crossovers and compact 4x4's but that doesn't stop the CX-5 serving as a fine family car. The engine range is smaller than you'll find elsewhere but there isn't a bad unit amongst them and this helps confirm the Mazda CX-5 as the driver's choice in this market.

The Mazda CX-5 was launched at a time when the company was losing money. But bosses gambled on a new platform, new engines and new lightweight, low-friction SkyActiv technology - and it really paid off. The crossover combined all three to brilliant effect, while bringing some driving fun to this class of the market. It can be credited with transforming Mazda's fortunes and around 800,000 sales later, it's helpedput the company back in the black.

Essentially, the CX-5 replaced the short-lived Mazda CX-7 - an SUV that was gorgeous to look at and great to drive, but hamstrung for much of its life by the lack of a competitive diesel engine. Few buyers wanted a tall family 4x4 with a turbocharged 2.3-litre petrol engine.

So the driving force behind the CX-5 was a determination not to make the same mistake twice, and this explains why Mazda went to so much trouble, with so much new technology, to get it right.

At launch, Mazda talked about this SUV carrying over some of the DNA of the MX-5 sports roadster. That's stretching things somewhat, although the company's engineers have given the crossover similarly sharp steering and a fun-to-use, slick-shifting manual gearbox. The result is that the CX-5 puts handling agility far higher up its list of priorities than most of its rivals in this class.

A mid-life update brought with it more small tweaks than wholesale changes, but there have been useful improvements to items such as the infotainment system, a boost in the quality of the materials used in the cabin and extra features such as piercing LED headlamps. Buyers have a simple choice of three engines and three specs - SE-L Nav, SE-L Lux Nav and Sport Nav - and all three come with a generous level of equipment as standard.

Mazda would like you to believe that it modelled the CX-5's driving dynamics on those of its evergreen MX-5 roadster, but realistically there isn't very much a family-sized crossover can share with a sporty two-seater soft-top - apart from perhaps the 'X-5' in their names.

Yet that's not to say the CX-5 isn't good to drive; in fact it's one of the most involving choices in its class. The steering is fluid, accurate, and full of feedback, while the suspension manages to soak up bumps without the trade-off of body roll in corners. The best test of this crossover's abilities is to drive one on an unfamiliar back road in bad weather - the sheer balance and poise on offer ensures the CX-5 inspires confidence behind the wheel like no rival.

Mazda offers only three engine options: one petrol and two diesels. Happily, the best engine in the CX-5 is also the greenest. The 148bhp 2.2-litre SkyActiv-D diesel is smooth, quiet and (thanks to its low-friction and low compression ratio design) generally economical.

We say generally because it's an easy engine to push beyond its impressively efficient comfort zone, but this model will take you further between filling station stops than the 173bhp 2.2-litre diesel or the 163bhp 2.0-litre petrol.

That means there's not much to be gained from upgrading to the more powerful diesel engine. It's only fractionally quicker from 0-62mph, yet is significantly thirstier than the 148bhp 2.2-litre SkyActiv-D.

Don't discount the 2.0-litre SkyActiv-G petrol by default though. While it will certainly get through more fuel than the diesels, it's around £4,000 cheaper to buy up front in base SE-L Nav trim. You'd have to cover quite a few miles in the diesels to cancel out that price difference with filling station stops.

Plus, the petrol engine revs sweetly and silently, even compared to the impressively smooth diesels. Certainly anyone who does most of their driving around town should consider it carefully, as this kind of use won't be getting the SkyActiv-D engines up to the kind of temperature to perform at their best.

The whole point of Mazda's SkyActiv programme was to make its cars as light and as strong as possible, and its engines as frugal as they could be, all in the pursuit of lower emissions and improved economy, as well as decent dynamics.

Early examples of the CX-5 struggled to meet their official efficiency figures, but over time Mazda has kept improving the engines - especially the diesels. The result is a car that is now noticeably more economical than it used to be.

Although the official figure of 61mph for the 148bhp 2.2-litre diesel is still a little unrealistic for everyday use, drivers can set 50mpg as a reasonable target. That's much better than the first CX-5s, which barely managed 40mpg in the real world, leaving them trailing most of the competition.

Of course, you still need to drive the crossover gently to achieve these figures - and it can be difficult to resist the 148bhp diesel's punchy nature, thanks to its 380Nm torque output. But press on and you'll start to notice the fuel gauge plummeting. That's even more the case for the higher-spec diesel, with its 173bhp power and 420Nm torque figures; it claims 54.3mpg officially.

While the 2.0-litre petrol engine is often unfairly ignored in favour of the diesels, it's far more frugal than you might think. Owners can realistically expect to achieve around 35mpg, and if you do most of your driving at low speeds around town, it's the better choice.

The SkyActiv-G is not only quieter and smoother, it also brings no concerns about a particulate filter getting clogged if you don't do enough high-speed driving, unlike the diesels. Road tax is currently £80 more expensive than for the 148bhp 2.2-litre SkyActiv-D, but a saving of around £4,000 on the price rather puts that into perspective.

Critics of the interior design of the CX-5 think it looks a little too dark and gloomy, while fans praise the high-quality fixtures and fittings and call the layout classy.

Either way, things have improved further since Mazda carried out its mid-life update, which brought various tweaks inside the CX-5. Some of the overly cheap plastics that plagued early models have been banished, while there are now clearer, more expensive-looking main instruments and a new central infotainment screen that's bursting with added technology. Little touches make a difference too - changing the background lighting of the heating and air-conditioning controls from orange to white adds a little more class, for example.

You could still accuse the cabin of being a touch too plain in its looks, but for most customers this won't be important. The crucial thing is the incredibly solid construction. You get a strong sense of quality sitting inside the CX-5, and that inspires confidence in the car's long-term reliability.

While there aren't many of the soft-touch surfaces that you'll find in more premium rivals, all the controls have a solid feel. It would be nice if Mazda jazzed the cabin up a touch, but if the trade-off for a sombre feel is a sensible layout and a high-quality finish, it seems like one worth making.

You did have to peer a bit at the old CX-5's smaller infotainment screen, but the newer seven-inch unit, shared the Mazda 6 and Mazda 3, is now far better and simpler to use, too. The rotary controller between the seats and steering wheel buttons have taken obvious inspiration from BMW's iDrive system in that regard.

The new set-up comes with satellite navigation as standard on all models, and the update brings Facebook and Twitter integration, plus internet radio streaming and DAB. You can even set it up to read out and respond to text messages on your mobile phone.

It's not that the CX-5 isn't spacious - there's reasonable room in the front and back seats, as well as the boot. It's more that the SUV bodystyle leaves you expecting it to be a little bigger on the inside than it is; climb aboard, and you can't help being a little disappointed.

At 4.5 metres long, the Mazda CX-5 sits somewhere between the SUV and crossover classes. It's larger and more substantial than the Nissan Qashqai and Skoda Yeti, about the same size as the Ford Kuga and Hyundai Tucson, and smaller than the Honda CR-V.

That means a trim kerbweight of 1,600kg for the two-wheel-drive diesel models, thanks in no small part to the SkyActiv programme that focuses on the weight of the car as much as on the engines and chassis. Mazda was one of the first companies to realise that to make significant weight savings you had to trim mere grams out of every component where possible. Small changes add up to big ones when you put them all together.

Mazda treats its front and rear passengers to more or less equal legroom in the CX-5, but it never feels like quite enough. It's spacious enough for a growing family, however, and kids in the back won't start complaining about head or legroom until they're well into their teens. Still, there is noticeably less space in every direction than in a Honda CR-V, for example, and the more compact Nissan Qashqai and Skoda Yeti aren't far behind either.

Mazda is rumoured to be looking at the potential for a bigger CX-7, with space for seven seats. With desirable models like the Hyundai Santa Fe and Kia Sorento enjoying success in this market, such a car is likely to prove a hit.

At least the boot is a decent size - a capacity of 503 litres with the seats in place gives the Mazda CX-5 a significant advantage over the Ford Kuga and Nissan Qashqai. It's well beaten by the 589-litre load space in the similarly priced Honda CR-V, though.

The seats in the CX-5 are easy to tumble forwards simply by pulling a handle in the boot - this folding mechanism is called Kakakuri and was pioneered on the 2001 Mazda 6 saloon. However even when the seats are down in the CX-5 the load floor isn't completely flat.

The CX-5 should be a dependable car. Most models in the Mazda range have a great reliability record, so it was a surprise to see the SUV languishing down in 87th place in the reliability category of the Auto Express Driver Power satisfaction survey. The car finished 64th out of 200 cars overall, and we would have expected to see it ranking higher up the charts.

Even so, we'd be surprised if a CX-5 gave you much bother in reliability terms - perhaps the car was held back by owners criticism of the cheap cabin trim and fiddly infotainment system. Both of these were addressed by Mazda as part of the 2015 facelift.

Buyers should certainly have no worries on the safety front. The CX-5 was awarded a five-star crash test rating by Euro NCAP, which included an impressive score of 94 per cent for adult occupant protection. Mazda has also been one of the pioneers of fitting camera and radar-based braking systems, which respond automatically when they detect cars or pedestrians. All CX-5's come as standard with a set-up that can apply the brakes at speeds of up to 20mph if it detects an imminent collision.

Optional safety equipment includes lane departure warning, blind spot monitoring, rear parking sensors that warn of passing traffic when you're reversing out of a space and adaptive anti-dazzle LED headlights. That braking system can be a bit hyperactive, though - try gently pulling up to something like a car park barrier and watch it go beserk.

Mazda's standard warranty runs for three years or 60,000 miles, and it currently doesn't offer customers an option to increase that. included in the package is a three year paintwork warranty and 12-year anti-perforation cover, though.

There's also the Mazda Accident Aftercare scheme, which sees the company liaise with your insurer in the event of an accident, making certain drivers have access to a courtesy car if they need one and ensuring that all repairs are carried out to Mazda's exacting standards.

Mazda recommends servicing the CX-5 every 12,500 miles or 12 months, whichever arrives first. And owners can kep track of their cars maintenance schedule via the online and app-based My Mazda programme; this also stores your service history digitally. In addition, the company offers a fixed-price maintenance plan, which covers all scheduled servicing parts and labour for the first three years or 37,500 miles. Prices start from £499, depending on the model.

Mazda 3

The Mazda 3 has continued the rich vein of form Mazda is in right now, producing a range of cars that are good-looking, great fun to drive and well-priced. The 3 hatchback is one of the best of the bunch; it’s more fun to drive than a Ford Focus or a Volkswagen Golf and more than a match for other family favourites such as the Vauxhall Astra and Kia Cee'd.

There’s even a four-door saloon version called the Fastback, which offers a cheaper alternative to the VW Jetta and the Audi A3 Saloon along with more boot space than the hatchback. Mazda’s latest range of engines, known as ‘SkyActiv’, is cheap to run and delivers strong performance in all but the most basic version’s case and the 2.2-litre diesel engine is superb. 

A rival to mainstream family hatchbacks such as the Ford Focus, the Volkswagen Golf and the Vauxhall Astra, the Mazda 3 inhabits one of the most competitive sectors of the market. The classy interior and sharp handling mean it may also steal a few buyers from more upmarket hatchbacks such as the BMW 1 Series and the Audi A3, though it’s just about affordable enough to muscle in on cheaper rivals such as the Kia Cee’d or Hyundai i30 as well. The 3 sits above the 2 supermini and the 6 saloon in Mazda’s range and is now in its second generation, having come on leaps and bounds from the old model.

Though previous versions of the Mazda 3 were sold as hatchbacks only in the UK, the current version is also available as a four-door saloon known as the Fastback, which puts it in the same territory as fellow small saloons such as the Volkswagen Jetta, the SEAT Toledo and the Audi A3 Saloon. There is no price premium for the Fastback and it adds more space and is, also slightly faster with better economy than the equivalent hatchback versions.

Three are three main trim levels in the Mazda 3 range: kicking off at SE, then SE-L and the top-spec is Sport, while adding sat-nav to your car upgrades it to a ‘Nav’ variant, i.e. an SE-L with sat-nav becomes SE-L Nav. Four engines are available: a 99bhp 1.5-litre petrol, a 148bhp 2.2-litre diesel, and a 2.0-litre petrol offering either 119bhp or 163bhp.

There’s no hot hatch version at present (the previous Mazda 3 had a high performance variant called the MPS) nor is there an eco special similar to Volkswagen’s Bluemotion range. There’s a straightforward choice of two gearboxes: a six-speed manual or a six-speed automatic.

Underpinning the 3 and all of Mazda’s recent models is its ‘SkyActiv’ engine technology, which focuses on low weight to improve efficiency and handling. The 3 is a great example of this, as it’s lighter, more frugal and better to drive than the old model. Quality is up too, though the rakish shape does mean the 3 isn’t as roomy in the back, and the rear window’s narrow shape inhibits visibility.

Mazda has been known for producing cars that are good fun to drive for a long time. Much of this comes from its incredibly successful MX-5 roadster, which is the world’s best-selling sports car and widely renowned as one of the best cars to drive at any price.

Even better is that a lot of the components and characteristics that make the MX-5 sports car so much fun tend to find their way into more conventional models and the Mazda 3 is no exception. Thanks to its involving handling, well-weighted controls and lively performance, the 3 sets the standard for driving fun in this sector.

A twisty back road is where the Mazda 3’s nimble handling, strong grip and easy to control nature really come to the fore. The steering is also well balanced, direct and positive, plus the brake pedal is nice and progressive – it doesn’t bite too low or too high.

Another welcome hangover from the MX-5 is the precise short-throw six-speed gearbox. It has a slightly heavier action than a lot of other family hatchbacks but if you enjoy driving then it’s an absolute pleasure to use.

A six-speed automatic gearbox is available as option, though only consider it if you really are averse to changing gear yourself, as the manual is a delight. That said, the six-speed automatic affair is a good transmission. It’s not quite as quick to change gear when you’re driving fast as, say, Volkswagen’s DSG automatic gearbox but Mazda’s offering is actually smoother when you’re making relaxed progress.

The ride smooths out most bumps but there is a bit of a trade-off in exchange for the 3’s sporty handling, as potholes can send a shudder through the cabin. It isn’t bad enough to really mark the car down but don’t expect the same levels of comfort as you would find with the likes of the Audi A3 or a Volkswagen Golf, both of which excel in this area.

The Mazda 3 is also fast, especially the 2.2-litre diesel, which packs 148bhp and has a 0-62mph time of 8.0 seconds in the Fastback saloon and 8.1 seconds in the hatchback. The diesel engine also has a lot of mid range pulling power and it’s really responsive, so you can make the most of the engine simply by leaving it in gear – great for overtaking or on the motorway. It’s also extremely smooth, so much so that you wouldn’t really know it’s a diesel either on the move or when the engine is just ticking over.

The 2.0-litre 118bhp petrol engine is expected to be the biggest seller in the Mazda 3. It lacks the mid-range punch of the diesel but it isn’t far behind it in terms of acceleration – you’re looking at 0-62mph in 8.9 seconds for the hatchback and 8.8 seconds from the Fastback. You have to drive it a bit harder than the diesel to get the most out of it, but as petrols go it’s smooth and brisk enough for a family car.

There’s also the option of a more powerful 163bhp version of the 2.0-litre petrol engine, which is almost as sprightly as the diesel with 0-62mph in 8.2 seconds, though it’s only available with the hatchback.
It may be the cheapest to buy but the 99bhp 1.5-litre petrol engine is the one to avoid. There’s nothing wrong with it per se but it’s quite lethargic compared to the other engines, especially the truly impressive diesel. Its only real selling point is the low list price.

All the engines use Mazda’s SkyActiv technology, which aims to make the cars more efficient through saving weight. Those savings translate into both stronger performance and better fuel economy: the current 3 is much lighter on its feet and far more economical than its predecessor – and even that didn’t handle badly.
Surprisingly, Mazda hasn’t sacrificed refinement for performance and handling, as is often the case with sportier cars. The 2.2-litre diesel is extremely quiet for such an engine and the 2.0-litre petrol is similarly hushed and smooth. Wind noise is also very low but there is a bit of racket from the road beneath. As impressive as the Mazda 3 is in this area, it’s got a way to go to have the Volkswagen Golf and the Audi A3 licked on refinement.

It isn’t hard to find rival family hatchbacks that do better than the Mazda 3 in terms of fuel economy and emissions, but when you consider the size of the diesel engine (it’s a 2.2-litre) and how fast it is, the 3 does extremely well for itself. The most economical version is the Fastback saloon with the 2.2-litre diesel, which returns a combined economy of 72.4mpg and emits 104g/km of CO2.

Go for the same engine in the 3 hatchback and the figures drop slightly to 68.9mpg and 107g/km (the Fastback has a more aerodynamic shape and therefore better economy). Neither sets of figures are record breaking by today’s standards but the diesel-engined Mazda 3 is still a very economical car and you’ll struggle to find rivals that can match the blend of economy and performance.

One thing to bear in mind is that the automatic gearbox really takes the edge off efficiency. The 2.2-litre diesel hatchback with an automatic transmission drops to 58.9mpg with CO2 levels rising to 129g/km and there are similar reductions for the petrol engines.

The 99bhp 1.5-litre petrol manages a combined economy of 55.4mpg and 119g/km of CO2, but it feels a little sluggish. If a petrol engine better suits your needs – for example, if you cover a lower than average mileage –we'd opt for the 2.0-litre with 118bhp, an identical 55.4mpg and emissions of 129g/km CO2. There is also a 162bhp version of the 2.0-litre petrol engine, but the combined cycle drops to 48.7mpg with CO2 emissions of 129g/km.

Over the years, Mazda has forged itself a strong name for building good-looking, affordable cars and the latest Mazda 3 is no exception. Influenced by the sleek 6 saloon, the 3 has the much more understated Volkswagen Golf beaten in the styling department. This is especially true when you factor in that low roof and steeply rising waistline. Thankfully, the design transfers nicely over to the Fastback saloon model, which looks like a shrunken Mazda 6 – and that's a good thing. Mazda’s signature metallic red paint is easy on the eye, too.

From the entry level SE model upwards, all versions get alloy wheels, colour-coded door handles and mirrors as standard, while the SE-L gets bi-Xenon headlamps and LED running lights thrown into the deal. Top-spec Sport models also benefit from all of this kit, plus 18-inch alloy wheels.

The racy theme continues inside with a very driver-focused design. For starters, the comfortable driving position is quite low down, while the view ahead of the driver is dominated by a neat instrument cluster that features a large, central rev counter flanked by smaller digital dials. Sport Nav models also benefit from a head-up display that shows speed and sat-nav directions on the windscreen in front of the driver.

Other highlights include the seven-inch, tablet-style, touc-operated screen on top of the dashboard, and the metal finish used for the ventilation and infotainment controls. While the Mazda can't quite match Volkswagen, BMW or Audi for upmarket appeal inside, the cabin still features plenty of soft-touch materials and it feels robust – more so than the old Mazda 3 and a lot of other Japanese cars, which have been known for slightly cheap feeling interiors.

The Mazda 3 has a decent standard kit list, which includes Bluetooth, USB and aux inputs and a seven-inch colour touch screen display on the top of the dashboard. There is also a pair apps called Aha and Stitcher that allow you to sync up internet radio and social media accounts through a smartphone.

It’s not as generously specified as a SEAT Leon or Peugeot 308 though, which means you’ll have to trade up to the pricier SE-L or Sport models if you want desirable additions such as cruise control, parking sensors and auto lights and wipers.

The price you pay for the Mazda’s sleek exterior is a cabin that can’t match the space in the Peugeot 308 or that of the new Nissan Pulsar. Rear passengers don’t get quite as much leg or headroom, while the small side windows add to the slightly claustrophobic feel and the shape of the hatchback’s rear window means visibility isn’t great. Both the hatchback and the Fastback saloon are five-seaters but it’s worth noting that the saloon has a much bigger boot.

On the plus side, there’s lots of storage elsewhere in the Mazda, including deep door bins, a lidded cubby between the front seats and a large, air-conditioned glovebox.

The price you pay for the Mazda’s sleek exterior is a cabin that can’t match the space in the Peugeot 308 or that of the new Nissan Pulsar. Rear passengers don’t get quite as much leg or headroom, while the small side windows add to the slightly claustrophobic feel and the shape of the hatchback’s rear window means visibility isn’t great. Both the hatchback and the Fastback saloon are five-seaters but it’s worth noting that the saloon has a much bigger boot.

On the plus side, there’s lots of storage elsewhere in the Mazda, including deep door bins, a lidded cubby between the front seats and a large, air-conditioned glovebox.

Though both leg and headroom have been improved over the old Mazda 3 by mounting the seats lower, neither are best in class and it’s quite easy to find rival family hatchbacks with more spacious interiors, such as the Peugeot 308 or the Nissan Pulsar.

The Mazda 3’s 364-litre boot is OK but it’s by no means the best in the class. It’s 106 litres behind the Peugeot 308’s boot and also lags behind the Volkswagen Golf’s 380-litres and the Vauxhall Astra's 370 litres. The Mazda does have more room in its boot than the Ford Focus though, which musters a mere 316 litres. However, the 3 doesn’t have any useful shopping bag hooks or even a 12-volt power supply. There’s a total of 1,263 litres available when the rear seats are folded flat.
The saving grace is the Fastback saloon, which has much more spacious 419-litre boot and there's a wide opening to make loading big items easy.

Mazda has always had a strong reputation for building durable and dependable cars, and this is backed up by the brand’s ninth-place finish in our Driver Power 2015 survey. The 3 itself was ranked a respectable 39th out of 200 cars in the same poll, with owners reserving particular praise for the model’s reliability. And while some earlier examples suffered a few quality issues, with loose trim and switchgear, our new test car felt solidly screwed together. It’s worth mentioning that Mazda’s build quality and interiors have improved over time, particularly with the current generation of cars. The cabins are a cut above many Japanese competitors, some which have been know to have fairly cheap feeling interiors.

There are unlikely to be any safety concerns either, as the 3 was awarded a maximum five-star rating by Euro NCAP. All versions get six airbags, stability control and Smart City Safe support, which applies the brakes if it senses the possibility of a low-speed collision. Sport Nav models can also be ordered with the £700 Safety Pack, which includes lane departure warning and blind spot monitoring.

Mazda 2 Sport Black

 

Special edition Mazda 2 Sport Black is fun to drive and has plenty of equipment.

 

The Mazda 2 Sport Black special edition costs exactly the same as a top-spec Sport Nav model, plus you get plenty of sporty trim extensions thrown in. The sacrifice is that you have to make do with manual air-con, while the Sport Nav gets climate control, but if you like the look of the Black – and many younger drivers will – then this special edition actually represents pretty decent value for money.

The Mazda 2 won us over earlier this year with its free-revving, naturally-aspirated petrol engine, so much so that we gave it a commendation in the 2015 Auto Express New Car Awards.
Now, Mazda has launched a Sport Black special edition, which comes complete with gloss black detailing and a raft of extra kit.

Oddly, you can’t actually order your Sport Black in black, only red or white – the name simply refers to the gloss black front and rear spoilers and unique side skirts. In addition, the Sport Black features 16-inch Gunmetal alloys and a chrome exhaust pipe.

It’s also crammed with kit, and, with the exception of climate control, comes with all of the equipment from a top-spec Sport Nav model. That means a seven-inch colour display featuring sat-nav, Bluetooth and DAB, as well as parking sensors as standard.

However, the ‘KODO’ graphics that run from the front wing to the tail-lights on the special edition will set you back another £185, while the decals at the bottom of the doors cost an additional £149. The black mirrors are extra, too, adding £59.

The Sport Black is only available with the 89bhp 1.5-litre petrol engine, but don’t let that put you off. The Mazda2 is great fun to drive, feeling nippy around town yet refined on faster A-roads.

As with all versions of the Mazda2, the ride is a little firm – especially on these 16-inch wheels – but the reward is a sporty feel that isn’t a million miles from the acclaimed MX-5 roadster.

It’s got a sweet, short-throw five-speed manual gearbox, too, along with direct steering. Only the Ford Fiesta is better on a back road, but few other rivals can match the Mazda’s playful nature.

Key specs

• Price: £15,395
• Engine: 1.5-litre 4cyl petrol
• Power: 89bhp
• Transmission: Five-speed manual, front-wheel drive
• 0-62mph: 9.4 seconds
• Top speed: 114mph
• Economy/CO2: 62.8mpg/105g/km

Mazda 2

 

Mazda 2 aims to take on the supermini elite with good looks, a fun drive and plush interior.

 

The fourth-generation Mazda 2 has a tough job on its hands; not only does it have to compete against the UK’s best-selling car, the Ford Fiesta, is goes up against the Vauxhall Corsa, VW Polo, Peugeot 208 and even the Audi A1 and MINI 5dr.

Taking cues from the CX-5, Mazda 6 and Mazda 3, it features a chiseled exterior and a plush interior with more space and a bigger boot than before – thanks to an 80mm increase in wheelbase. It’s great fun to drive, too, thanks to its low kerbweight, agile chassis and a range of brand-new SKYACTIV engines and transmissions.

A punchy yet efficient new 1.5 SKYACTIV-G petrol is available in three power outputs and with new six-speed manual or automatic gearboxes, while the new 1.5 SKYACTIV-D is only available with 104bhp and a manual gearbox, but returns incredible fuel economy and CO2 emissions of 83.1mpg and 89g/km – putting it among the cleanest cars in its class.

The Mazda 2 is packed with technology, too, including a head-up display, a seven-inch central touchscreen with excellent smartphone connectivity and safety kit including an auto brake function and lane departure warning.

Our choice: Mazda 2 1.5 SKYACTIV-G SE-L 90.

Mazda has applied its Kodo design language to the new 2, and as a result it looks very much like a scaled-down version of the 3 family hatchback. There’s the familiar trapezoidal grille treatment that features the brand’s chrome-finished ‘wing design’ insert first seen on the facelifted 6 saloon.

Elsewhere you’ll spot the bold creases and curves along the car’s flanks, the swooping roofline and the steeply rising waist. It looks a bit heavy-handed and bulbous at the rear, but overall the 2 is a smart and distinctive small car.

All models get body-coloured door mirror housings and a subtle tailgate spoiler, while SE-L models can be identified by 15-inch alloys and front foglights. Flagship Sport versions pack the most kerb appeal courtesy of their larger 16-inch wheels, LED daytime running lights and colour-coded grille insert.

The eye-catching design continues inside, where Mazda has attempted to push the 2 upmarket. For instance, the neatly styled dashboard gets a trio of eyeball air vents (the fourth is cleverly hidden in the facia below the infotainment touchscreen) that feature controls with an Audi-style, metal-effect knurled finish. Another highlight is the large speedometer flanked by digital readouts for the rev counter and trip computer.

Yet while the cabin looks smart and is robustly constructed, it can’t match the Volkswagen Polo for premium appeal. There are few soft-touch materials, while the plastics covering the top of the dash and door trims look and feel a little low rent. Also, the rear doors shut with a tinny clang.

On the plus side, soft leather covers the steering wheel and gearlever, while the switchgear feels sturdy in its operation.

Two all-new engines have been developed for the Mazda 2. The 1.5 SKYACTIV-G - available with 74bhp, 89bhp or 113bhp, and with a new six-speed manual or six-speed auto – does without a trendy turbo but has a compression ratio of 14:1 (the highest of any naturally aspirated petrol engine), a strategy that Mazda insists delivers better real-world economy. The figures certainly back that up.

The 1.5 SKYACTIV-D is only available with 104bhp and a manual ‘box – as with all supermini diesels, it’s difficult to justify the extra cost, but it offers decent performance and refinement.

The petrol engines really encourage you to drive hard, and you’ll be rewarded with near-hot hatch levels of performance in even the 89bhp version. The engine revs freely and has good response, but when you push it hard it sounds a bit uncultured and old-school. It’s perfectly civilised when cruising at lower speeds, though. The entry-level 74bhp petrol is adequate enough but it needs to be worked hard. However, like the 89bhp, once up to speed the entry-level petrol cruises well.

The diesel has an incredibly linear power delivery for a turbocharged engine and stays refined even when you ask it to rev.

The steering could do with some more feel and weight in corners but its direct and fast enough to let you string a series of corners together smoothly and with plenty of confidence. The manual gearshift, as with all Mazdas, is reminiscent of the MX-5's with a short, sporty throw and a satisfying click as you select each gear.

Hit a pothole in the version equipped with 16-inch wheels and you’ll know about it – as you’d expect with a car with this level of pizzazz, the ride is best described as sporty. But otherwise the driving experience is refined and comfortable enough to make the 2 an excellent long-distance car, not just an urban runaround. The 2 is also impressively quiet and composed on the motorway, with little wind or road noise.

Mazda has forged a strong reputation for building durable cars, and that’s backed up by the manufacturer’s excellent ninth-place finish in our Driver Power 2015 owner satisfaction survey. In addition, while the 2 is a new model, many of its mechanical and electrical components have been proven in other cars in Mazda’s line-up. The marque’s garages finished a less impressive 14th in our most recent dealer survey.

Despite being a new design, the 2 was awarded a four-star Euro NCAP crash test score. The testers marked it down for not having autonomous emergency braking as standard – although this is included on the flagship Sport. All models get six airbags, while the SE-L and above add lane departure warning and a speed limiter function. Blind spot monitoring, cross traffic alert and a head-up display are part of the £400 Safety Pack, but this is available only on the range-topping 113bhp Sport Nav.

By stretching the wheelbase by 80mm, Mazda has managed to boost interior space in every direction. There’s more room in the back than a Ford Fiesta, and while two six-footers will probably struggle to sit one in front of the other, you could just about fit five adults at a squeeze. The new Hyundai i20 just has it beaten on interior space, though. There’s a large glove box in the front, along with door pockets shaped to hold large bottles.

The deep boot means you have to lower objects down into it, but the trade-off is much more space than before. There’s 280-litres with the rear seats in place, or 960-litres with the folded down (10 and 14-litres less than the Fiesta respectively, but 30 and 173-litres more than its predecessor). However, there’s a nasty step up in the boot floor when you fold the rear seats.

Ergonomics are spot-on, too; the range of adjustment for the front seats and steering wheel is superb, while the pedals are nicely positioned without any offset. As it’s only-offered as a five-door model, getting in and out of the rear seats is simple.

Mazda likes to think of itself as an honest car company, more interested in giving customers real-world fuel savings than focusing on spectacular results in the official EU economy cycle. That’s why its strategy is based around high-compression naturally-aspirated petrol engines rather than following the turbocharged, downsizing trend.

As a result its engines aren’t the cleanest in the class, but they are pretty close. The entry-level 74bhp version of the 1.5 SKYACTIV-G returns economy and CO2 emissions of 60.1mpg and 110g/km. Our pick and likely to be the most popular model is the 89bhp version, which returns 62.7mpg and 105g/km with the five-speed manual gearbox or 58.8mpg and 112g/km with the six-speed auto.

The range-topping 114bhp petrol is only available with a six-speed manual gearbox and returns 57.6mpg and 115g/km. The cleanest model in the range, and by quite some distance, is the 104bhp 1.5 SKYACTIV-D, capable of 83.1mpg and 89g/km – identical to the 104bhp VW Polo 1.4 TDI.

Mazda MX-5 Mk4 2.0

More powerful 2.0-litre Mazda MX-5 Mk4 adds extra performance to an already brilliant car. Once again, Mazda has pulled off a masterstroke with the new MX-5. While the 1.5 is all about back-to-basics thrills, the new 2.0-litre version backs up the good looks with some great performance upgrades. Choosing between them comes down to what you ultimately demand from a sports car. Either one will have you beaming from ear to ear, though. 

Mazda is offering two flavours of the MX-5. As well as the 1.5-litre model, there’s a 2.0-litre with an extra 29bhp – and this is our first drive of it.

That extra 29bhp may not sound like much, but it cuts the car’s 0-62mph sprint time by a second to 7.3 seconds. Top speed is up, too, but by a far less relevant 5mph to 133mph. There is a penalty to pay, though – the 2.0-litre engine is around 25kg heavier than the 1.5. While this extra mass is up front, the majority of buyers shouldn’t be able to discern any serious loss in steering response.

Given its extra power, the 2.0-litre also benefits from a front strut brace and bigger brakes. Top-spec Sport and Sport Nav models get stiffer Bilstein dampers which keep the car more taut through corners, although this does reduce ride comfort.

The 2.0-litre also features another key upgrade – a limited-slip differential. You could argue a slip diff is wasted on a car with such a modest output. But ask anyone who has driven previous generation MX-5s both with and without a diff on a damp roundabout, and they’ll attest that it’s easier to provoke and control tail-out antics with one fitted.

Throw in better stopping power from those larger brakes, and the 2.0-litre simply builds on what is an already fine-driving, cheeky car.

Talk to Mazda engineers off the record, and they’ll whisper the 1.5-litre is the purer car and closer to the original MX-5’s ethos – it’s as light as possible and loves to rev; with peak power at 7,000rpm. However, the US likes to supersize both its meals and its cars, and that’s why the 2.0-litre version exists. With a third more torque, it delivers better mid-range pick up and reaches peak power 1,000rpm sooner, meaning you don’t have to work the engine so hard.

There’s an £850 premium for the larger engine, which incidentally is also slightly more costly to tax and returns around 6mpg less, both trivial matters for roadster buyers.

Really, though, until we drive both versions back-to-back on the same roads, which MX-5 you go for probably comes down to this. If you like a back-to-basics driving experience, the 1.5 is the car for you, but the 2.0-litre is the serious one that goes as good as it looks.

Key specs

• Price: £23,295
• Engine: 2.0-litre 4cyl petrol
• Power/torque: 158bhp/200Nm
• Transmission: Six-speed manual, rear-wheel drive 
• 0-62mph: 7.3 seconds
• Top speed: 133mph
• Economy/CO2: 40.9mpg/161g/km
• On sale: August 2015

Mazda 6 Estate

 

The Mazda 6 Tourer is a spacious, economical and well-made estate that rivals the Ford Mondeo.

The Mazda 6 Tourer estate has lots of space, lots of tech but doesn’t cost lots to run. It has been developed using Mazda’s ‘SkyActiv’ philosophy, which focuses on fuel efficiency and low CO2, making it a great company car choice and a cost-effective family car.

A recent update will be hard to spot on the outside, but it has helped keep the interior up to speed with its main rivals: the Ford Mondeo Estate and VW Passat Estate. There are three trim levels offered and a choice of efficient petrol and diesel engines. Equipment on the SE includes 17-inch alloys, air-conditioning as well as cruise control and a 5.8-inch touchscreen.

Our choice: 6 SE-L 2.2-litre diesel

One area where the 6 stands out from its rivals is with its looks. The Japanese brand has given all of its models a corporate face, but the flowing lines and swooping bodywork make the Tourer a lot more flamboyant than the rather straight-edged VW Passat.

The recent facelift tidied up the Mazda’s nose with a reprofiled grille and a new bumper design, but only the most eagle-eyed fan will notice the differences. Go for an SE-L model, and you get standard halogen headlamps, although there are no options to upgrade to LEDs or xenons. If you want xenons with LED daytime running lights, they’re standard on the higher-spec Sport Nav version.

Elsewhere, you get silver roof rails and smart 17-inch alloys, but while the rims help to soften the ride, they look lost in the wheelarches. Another gripe, and something the 6 has in common with the Passat, is the range of uninspiring metallic paints on offer. At least the recent update added bright silver to the palette, or you could go for Mazda’s distinctive Soul Red colour, which carries a £120 premium over the standard metallics, at £660.

Inside, the Tourer has been updated with the infotainment system first seen on the Mazda 3. It retains the rotary controller and shortcut buttons on the centre console, but the old infotainment screen has been replaced by a larger, tablet-style touch display that’s mounted closer to the driver. Controlling the assorted functions is relatively easy, and you can either use the touchscreen at all times or the controller, or you can switch between the two.

The dash design looks neat and the cabin is well built, but some of the plastics used feel cheap compared to those in the VW and Ford, while the blocky trip computer display looks a little dated compared to the Mondeo’s TFT screens. Overall, though, the Mazda is logically laid out and easy to get along with, even if it can’t quite match the VW’s executive car feel.

Despite its size, the Mazda 6 Tourer doesn’t feel big or ungainly to drive. Instead, there’s a great driving position with good all-round visibility. The petrol engines feel the most athletic, with good response and smooth power delivery, but the diesels are the standouts here.

The powerful 173bhp diesel paired with the six-speed manual transmission is the fastest, with a 7.9-second 0-62mph time that’s achieved in a quiet, refined manner. Yet the other engines aren’t sluggish, either. The ride is comfortable and body control is good, too, showing that the Mazda 6 has been engineered with a fun driving experience in mind.

The Tourer feels rapid, while the smooth-shifting auto gearbox helps keep the engine on song. If you want to take manual control, you have to use the gearstick, as there are no steering wheel-mounted shift paddles.
On the road, the Mazda delivers decent comfort, although it does have a bias towards sporty handling.

That means it’s a bit more fun to drive than its rivals, with sharp turn-in and decent feedback from the communicative steering. The softer suspension set-up of the SE-L model means there’s some body roll in bends, but once the car is in a turn, it feels settled and doesn’t pitch or wallow.

On the motorway, the 6 is hushed and has a smooth ride, with only a hint of the car pitching fore and aft over expansion joints.

And while the soft suspension helps to iron out bumpy urban roads, it does mean there’s more chance of scraping the front apron when negotiating speed bumps.

Unlike the VW Passat, the Mazda has been tested by Euro NCAP. It earned five stars in 2013, while its percentage scores are similar to its rivals’ here. However, if you want kit such as city stop braking or adaptive cruise, then you can only add them as pricey option packs on the top-spec Sport Nav model.

We’ve heard a few stories about issues with the 6, but the facelift should help smooth out any past production problems. It came 49th in our Driver Power 2015 satisfaction survey, and owners seemed happy with the car’s reliability, while its performance, handling and comfort all fared well. In fact, the lowest score it earned was for in-car tech, but this will definitely improve with the updated model.

Plus, Mazda’s dealers have a good reputation, beating VW and Ford’s networks in our most recent poll.

Open the car’s tailgate, and there’s 522 litres of space available. That’s 22 litres more than in the Ford Mondeo Estate, but a huge 128 litres behind the VW Passat Estate’s capacity. Like the VW, the Mazda has a slight lip, but the boot latch has a protective flap that covers it and prevents items from being scratched when loading and unloading.

Another neat feature on the 6 is that the load cover is attached to the tailgate under the rear windscreen. This means it moves up and out of the way every time you open the boot, so you don’t have to move it out of the way manually.

Like in the Passat, there are levers in the boot sides that fold the rear seats down in one action. They fold almost flat, but the seatbacks are a bit heavy to move back into position; you need to push them hard to lock them back in place. At least the seatbelts can be held back in handy restraints that stop them getting trapped in the mechanism.

The rest of the cabin is pretty spacious, although the Passat has more rear legroom and there isn’t as much storage, with shallow door bins, a reasonable glovebox, an armrest bin and two small cup-holders.

So does this ‘SkyActiv’ fuel-saving stuff actually work? The 6 Tourer proves that it does, posting great mpg figures and low CO2 for low tax bills. The 148bhp 2.2-litre diesel engine is the most efficient, returning 64.2mpg and 116g/km of CO2. You need the mid-level SE-L to achieve these numbers, though, as it comes with the new i-Eloop regenerative braking system.

That’s an improvement of around 18 and 21 per cent compared to the outgoing model but, more importantly, puts it ahead of the Ford Mondeo Estate 2.0-litre diesel’s 57.7mpg and 129g/km. It takes the smaller 1.6-litre diesel Mondeo Estate to better the Mazda’s figures, with the smaller-engined Ford managing 65.7mpg and 114g/km of CO2. The Honda Accord Tourer can’t match this, either, with its best of 51.4mpg and 143g/km. 

Mazda CX-3

The new Mazda CX-3 enters the crowded compact crossover segment with a sporty yet premium feel.

The new Mazda CX-3 is a compact crossover that’s designed to rival popular models such as the Nissan Juke, Peugeot 2008 and Renault Captur. Based on Mazda’s recently launched 2 supermini, the CX-3 promises to combine rugged looks and a high-riding driving position with penny-pinching running costs.

Unlike many rivals, the CX-3 is available with two and four-wheel drive transmission options. The former promises impressive efficiency, while the latter gives the Mazda a dash of off-road ability and lots of all-weather security.

Buyers have a choice of two engines – one petrol and one diesel – and both promise to be cost effective to run. In two-wheel drive guise the 2.0-litre petrol produces 118bhp and emits as little as 136g/km. A more powerful 148bhp model is available, but comes exclusively with four-wheel drive. A six-speed manual gearbox is standard on all models, while a six-speed automatic is available as an option on diesel models and higher-powered petrols.

Drivers looking to minimize the impact on their wallet should take a close look at the diesel. Using the same 104bhp 1.5-litre unit that debuted in the 2 supermini, this model emits just 105g/km and returns 70.6mpg on the combined cycle in front-wheel drive trim. Opting for all-wheel drive pushes emissions up to 123g/km on manual versions and 136g/km on models fitted with an automatic gearbox.

Thanks to their large capacity, the petrol engines feel responsive at low revs, but they sound harsh when revved beyond 4,500rpm. The diesel responds well from low revs, while its muscular 270Nm torque output results in effortless mid-range acceleration. However, the unit sounds a little gruff when extended.

We’ve come to expect agile and engaging handling from Mazda models – and the CX-3 is no exception. The steering is light but direct and accurate, while the six-speed manual gearbox has a crisp shift action. Body movement is well controlled for such a tall vehicle, plus there’s plenty of grip.

Whichever engine you choose, you’ll benefit from the same sharp exterior styling. The CX-3 is the latest model to be treated to Mazda’s bold KODO design treatment, and takes its cues from the larger CX-5 and the new 2. That means there’s the same bold front grille and mix of daring curves and creases.

Inside, the CX-3 gets the eye-catching dashboard from the 2, complete with a trio of eyeball airvents and a instrument cluster that neatly integrates digital and analogue dials. The cabin is generally robustly built and the switchgear operates with slick precision, while stitched leather effect trim for the dash helps create an upmarket feel.

As with other Mazda models, there’s a choice of SE, SE-L and Sport Nav trim levels. All versions get air-conditioning, alloy wheels, Bluetooth, and a touchscreen infotainment system that includes a DAB radio. The SE-L adds climate control, heated front seats, lane departure warning and autonomous emergency braking, while the Sport Nav gets sat-nav, LED headlamps, a head-up display, keyless entry and a BOSE audio system. Both SE and SE-L models can be specified with sat-nav for an extra £600.

The CX-3 is the latest model to benefit from Mazda’s dynamic KODO design language. Heavily influenced by the brand’s CX-5 and 2 supermini, the CX-3 has a squat and sporty stance the rival compact crossover models can’t match.

At the front is the Mazda’s trademark trapezoidal grille with distinctive, chrome-finished wing insert, while bold curves and creases are cut into the car’s flanks. A raised ride height and black plastic wheelarch extensions help give the CX-3 a rugged edge. Another highlight is the gloss black trim insert on the C-Pillar that helps to create the impression of a ‘floating’ roof.

All models get alloy wheels, body coloured bumpers and a subtle tailgate spoiler as standard, while the SE-L adds eye-catching LED front foglamps and privacy glass for the rear windows. Flagship Sport Nav models are identified by their larger 18-inch alloy wheels and LED headlamps and rear ‘signature lamps, plus the addition of extra chrome for the sills.

Inside, the CX-3 is heavily influenced by the new 2 supermini. For instance, the neatly styled dashboard is carried over largely unchanged, which means you get the same simple layout, eyeball air vents and instrument cluster that combines a large analogue speedometer with digital rev-counter and trip computer. The layout is straightforward and easy to use, plus the switchgear operates with precision. The interior is robustly screwed together and feels well up to the rough and tumble of daily life. Mazda has tried to give the car a premium feel, and the addition of soft touch plastics and stitched coverings for the instrument binnacle help disguise the CX-3’s humble city car roots.

Still, the driving position is comfortable with a commanding view of the road, plus there will be few complaints about the levels of standard kit. Bluetooth, cruise control and powerfold mirrors are all included, as is air conditioning. All models also get a DAB radio as part of the seven-inch touchscreen infotainment system, which can also be accessed using an intuitive rotary controller mounted on the centre console. SE-L models add climate control, heated seats and lane departure warning, while the tange-topping Sport Nav benefits from sat-nav, keyless entry and a powerful BOSE stereo.

Like many recent Mazda models, the new CX-3 benefits from the brand’s efficiency boosting SKYACTIV technological philosophy. Underpinning this approach is Mazda’s commitment to reducing the weight of all its cars, which helps to improve both fuel economy and performance. Mazda is also keen to pursue its policy of ‘right-sizing’ for its engine line-up, meaning it bucks the current trend for introducing small capacity turbo petrol engines.

As a result, the only CX-3 petrol powerplant is a naturally aspirated 2.0-litre unit that delivers 118bhp in standard guise, or 148bhp when fitted to the flagship Sport Nav AWD auto. Regardless of which version you choose, the Mazda still feels a tiny bit sluggish at low revs, but it begins to accelerate strongly as the revs build. Unfortunately, the brisk acceleration is accompanied by a harsh engine note as the revs build towards the redline. On the plus side, the slick six-speed manual gearbox serves-up the sort of snappy and positive shifts we’ve come to expect from Mazda.

The 104bhp 1.5-litre diesel is refined at idle, but a little gruff when extended. Still, it pulls strongly from low revs thanks to peak torque of 270Nm being delivered at just 1,600rpm. This mid-range muscle makes the diesel an effortless and relaxing long distance cruiser.

This impression is backed up the CX-3’s low levels of wind noise and decent isolation of road roar. And while the ride is a little firm around town, where it thumps into potholes, it smoothes out more the faster you go.

Happily, this comfort doesn’t come at the expense of driving fun. As with other Mazda models, the CX-3 has been designed with driver engagement in mind. The steering is well-weighted, quick and precise, allowing you place the car accurately. And despite its high-riding stance, the CX-3 feels far more composed and stable through a series of corners than a Nissan Juke.

It’s not quite as agile as 3 hatchback, but the CX-3 is extremely nimble for a crossover. Two-wheel drive models feel a little more alert and light on their feet than the four-wheel drive models. However, the AWD models boast impressive traction, particularly in slippery conditions.

Mazda has forged a strong reputation for reliability, and that’s reflected in its excellent eighth place finish in our Driver Power 2014 satisfaction survey. The brand’s dealers also scored well, securing 14th overall in the same poll.

The CX-3 certainly feels robustly screwed together, while around 80 percent of its components are shared with the new 2 supermini, which means they should have been thoroughly developed. Furthermore, the 2.0-litre petrol engine has already seen service in the Mazda 3, 6 and CX-5 and has so far not had any significant problems.

Mazda has also worked hard to make the CX-3 safe, and all models get six airbags, stability control and tyre pressure monitoring. The SE-L benefits from the addition of lane departure warning and autonomous emergency braking, while the Sport Nav adds a heads-up display, reversing camera and powerful LED headlamps. Buyers can also add the all-weather security of four-wheel drive, although this electronically controlled transmission is only available in top of the range Sport Nav trim. 

The CX-3’s external dimensions are slightly larger than those of the Nissan Juke, so it’s no surprise to find there’s more room inside. Occupants in the back get a decent amount of legroom, while only the tallest passengers will find the sloping roofline eats into headroom. However, while there are few complaints about the amount of space, the combination of steeply rising waistline and small side windows mean the CX-3 can feel a little claustrophobic in the back.

Opening the tailgate reveals a 350-litre boot, which is four-litres down on the Nissan Juke. The Mazda’s load lip is high, but the boot is well-shaped, plus it benefits from a handy false boot floor that can be lowered to create more space, or raised to make a flat load area when the 60/40 split rear seat is folded.

However, the news is less good when it comes to cabin storage. There’s a decent sized glovebox, but the door bins are small and the centre console houses just a pair of cupholders and a small trinket tray.

By keeping weight down and employing a number of fuel-saving technologies, Mazda has managed to keep running costs for the CX-3 in check. This is particularly true of the 1.5-litre SKYACTV-D diesel model, which in six-speed manual guise offers combined cycle returns of 70.6mpg and emits just 105g/km. Add the optional four-wheel drive transmission and emissions jump to 123g/km, while the addition of an automatic gearbox and AWD pushes the figure up to 136g/km.

The petrol versions aren’t quite as clean, and the standard 118bhp two-wheel drive CX-3 emits 137g/km. Yet while that figure isn’t at all bad for a large 2.0-litre engine, it’s 8g/km higher than the Nissan Juke powered by a 113bhp 1.2-litre turbo.

Our experts haven’t yet calculated residual values for the CX-3, but the success of the CX-5 and 2 supermini suggest that the newcomer should retain between 45 and 50 percent of its new value after three years.

The only real financial downside for the CX-3 is its high starting price. While it’s well-equipped and packs a decent amount of upmarket kerb appeal, the entry-level model costs around £17,600. By contrast, the cheapest Nissan Juke will set you back closer to £13,500. Of course it’s not as powerful, generously equipped or as upmarket, but in this fashion conscious sector of the market it gives buyers the trendy crossover look for less.