Car Review: Mazda’s fresh magic number Three

The Mazda made a quiet entrance onto the market

Then again, that seems to have been Mazda`s forte in the family hatchback sector, calmly building cars that are very good but don`t fairly make the limelight.

The Trio`s predecessor, the 323, was one of the best hatchbacks of its era and, indeed, sold an incredible Ten.Five million over the years but you would most likely be hard pressed to picture one in your mind.

So does a similar fate await the future of this freshly face-lifted Three? While it may not have liked fairly the same high profile as the Ford Concentrate, Vauxhall Astra or VW Golf since it arrived in 2014, the Mazda hatch has built a solid reputation as a desirable, pleasurable and dependable car in its class.

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Despite its evident talents, that lack of visibility is unlikely to switch much with this latest version because as automotive facelifts go, this is one of the mildest of the mild – at least from the outside. Blink and you will most likely miss the switches to the Mazda`s exterior.

Aside from slight tweaks to the front grille, fresh indicators and rear bumper and the adoption of some fresh half-circle LED lights (which are likely to become a signature detail on future Mazdas), there`s not much of a switch. In reality however, to our eyes that`s no bad thing.

It might not feature a headline-grabbing, head-turning, stunning form but the reality is that it`s actually fairly a good-looking car featuring far more refreshing lines than most of its mainstream rivals and we particularly like the front end with its bold grille. Underneath the bonnet remains a choice of two petrol and two turbo-diesel engines, albeit with some switches from before.

As part of Mazda`s SkyActiv engine technology, they`re not the downsized, turbocharged engines of modern rivals either.

Design-wise, the fresh Mazda has almost not switched

The petrols are both Two.0-litre units with either 120bhp or 165bhp and the turbo-diesels are either a 1.5-litre with 105bhp or a 150bhp Two.2-litre unit.

While the smaller diesel is capable of 74.3mpg average fuel economy and 99g/km emissions, the larger diesel still manages a creditable 68.9mpg and 107g/km. Albeit larger than modern engines, Mazda claims that in independent tests, its SkyActiv-engined cars have also got far closer in real-world tests to their claimed official fuel figures than their rivals.

But it`s not entirely foolproof. Despite the best selling entry-level 120bhp Two.0-litre petrol boasting a zero to 60mph time of 8.9 seconds and a 121mph top speed, it needs to be worked hard to get the best out of it and is too effortless to get bogged down if engine revs aren`t kept up.

Ironically, while the 1.Five turbo-diesel is far slower on paper (0 to 60mph in 11.0 seconds) the reality is that once on the stir, its extra grunt means that it`s a far better and lighter companion to drive.

It does not stand out but still is a good looking car

The Two.2-litre diesel feels even more like the car that the Mazda is worth to be, with a decent turn of spectacle and the pulling power to take advantage of the Trio`s otherwise excellent road manners.

And of those, there are slew. That flagship Two.2-litre might boast one of the fastest stop-start engine systems on the market together with some fresh under-bonnet technology to improve the engine`s responsiveness (something that`s undoubtedly noticeable) but the reality is that much of the Mazda`s highlights are true across all versions of the Trio.

The steering is acute and accurate, the gear-change slick and there`s little bod roll through corners. Some more feedback wouldn`t go amiss but this is among the best driver`s cars in its class and a pleasure to drive.

Better yet, the latest switches have seen it become noticeably more refi ned. Less engine or road noise comes in the cabin thanks to extra insulation and the rail quality is pretty good.

The car performs well and feels very responsive

Everyday items such as hill hold assist, adaptive LED lights, a Rear Cross Traffic Alert and a fresh Wise City Brake system, with pedestrian detection that works up to 50mph and will fully stop up to 30mph, are all available on this fresh car as a result of the latest switches as well.

The additions proceed inwards the car, where there`s a fresh colour head-up display and also several fresh detail touches borrowed from the larger Mazda 6.

Again, like the exterior, the reality is that originally you`re hard pressed to spot the differences but alongside the old car they`re more visible.

The transmission tunnel is the clearest with a decent update and the absence of the conventional handbrake in favour of a switch. As a result, there`s now some extra storage with two cupholders.

Somewhat less tangible is the fact that the Mazda Trio`s interior feels better screwed together than before and while the infotainment screen and system could be more intuitive via the BMW iDrive-style rotary controller, it`s actually pretty effortless to use and learn.

Space in both the rear seats and the boot are both around class average, so there`s a lot to like in practical terms as well.

Albeit we`re less coaxed by the fastback saloon version compared to the hatchback, it is remarkably popular among company car fleets which actually thrust the sales split up to an incredible fifth of all three sales in the UK. Not much admittedly but enough when you consider that in the UK petite saloons are usually about as popular as a tax bill.

Is all this enough to lift this revised Mazda three into the limelight alongside its more mass-market competition?

The harsh reality is very likely not, despite the fact that on a purely level playing fi eld there is no question it is worth to. However with Mazda boasting a growing market share in the UK and increasingly popular models with the superb MX5 sports car, revised Mazda six saloon and the CX5 crossover, the three has the best chance to capitalise on its expanded talents. Observe this space, the fresh Mazda three might not be a secret for much longer.

The Mazda is worth more attention from consumers

LOGBOOK LOWDOWN

Engine range: Petrol – Two.0, Two.0 165bhp; Turbo-diesel – 1.Five, Two.2-litre

Power: zero to 60mph in 8.1 seconds, 130mph top speed (Two.2TD)

Average fuel economy: 74.3mpg (1.5TD)

CO2 emissions range: 99-129g/km

Rivals: Ford Concentrate, Renault Megane, Vauxhall Astra, Volkswagen Golf

One of these bad boys could be yours

Palms up, who wants a fresh Bugatti Chiron, the fresh 261mph hypercar with just the mere 1,479bhp from its 8.0-litre, 16-cylinder engine? And then keep your arms up those of you who have got the spare £1.9million required to buy a Chiron? No, we haven`t either.

Thank goodness then for model makers Bburago and this gorgeous 1:Eighteen scale version of the Chiron that has just been launched at the rather more affordable price of £40. Even better, the lovely people at Bburago have given us ten of these fantastic Chirons to give away.

Thank goodness then for model makers Bburago and this gorgeous 1:Legitimate scale version of the Chiron that has just been launched at the rather more affordable price of £40. Even better, the lovely people at Bburago have given us ten of these fantastic Chirons to give away.

Richar Hammond outlines the history of motorcycles in his latest book

With the ex-Top Gear trio about to starlet on our screens once more with The Grand Tour, until now Richard Hammond has clearly been more focused on two wheels than four.

This fresh book, A Brief History Of The Motorcycle, is exactly what it says on the cover from the very earliest bikes at the commence of the 20th century right up to modern MotoGP racers.

In inbetween are slew of private references to Hammond`s own substantial bike collection too. To order A Brief History Of The Motorcycle by Richard Hammond (£16.99, Weidenfeld & Nicolson), with free P&P, call the Express Bookshop on one thousand eight hundred seventy two 562310.

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