Cost Of A Mazda 3
Cost Of A Mazda 3 – In addition to the 2.0-liter G20, 2.5-liter G25 and smart 2.0-liter X20 engines, the hatchback and sedan lineup now includes the 2.0-liter G20e mild hybrid from the MX-30.
It sounds like alphabet soup, but the Mazda 3 currently has four motors, one of which is designed to smooth start/stop and boost power when you put your foot down, meaning it’s engineered with mild hybrid technology.
Cost Of A Mazda 3
Although it has less power than the base engine, it is actually more fuel efficient. This is one of the mildest hybrid systems, so it does not stand out as a flagship of technology.
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We weren’t lying when we said that the Mazda 3’s range is large, and the G20e Evolve M Hybrid sits near the middle. This is the only G20e variant in the range.
In the Mazda 3 Series, choose the sporty Evolve SP with the more powerful (but fuel-efficient) G25 engine and save $350, or choose the regular 2.0-liter G20 Evolve with the Vision Technology package, which saves $2,250.
There are many competitors out there. Prices for the Volkswagen Golf Series start from $35,290 ex-road in Australia, while the Hyundai i30 Hatch N Line starts from $31,720 ex-road. Kia sells the Cerato Sport+ for $31,140 excluding on-road costs.
Unlike some competitors, Mazda does not offer different pricing structures for the 3 hatch and 3 sedan. Both body styles offer the same trim levels, gear options, and are priced the same.
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It scored 98 percent for protecting adults, 89 percent for protecting child passengers, 81 percent for protecting vulnerable road users and 76 percent for safety assistance.
Mazda 3G 25GT and above models have Driver Attention Monitor, Front Cross Traffic Alert and Front Parking Sensors.
We’ve thought the Mazda 3’s interior has been impressive since launch, and our test of the Evolve didn’t change that opinion.
While it doesn’t have leather seats or flashy details, it’s not matched by any competitor for fun to look at and pleasant to touch.
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The driver and front passenger sit low in electrically adjustable bolstered seats, while the driver leans against a handsome leather-wrapped steering wheel. The driving position suits all shapes and sizes, but there’s no reclining seat to improve poor over-the-shoulder visibility.
It sounds silly, but there’s something new about having so many buttons and numbers to work with. Want to change the temperature? It has a dial for it, no touch controls.
The gear selector is conventional, the 7.0-inch digital instrument cluster isn’t cluttered with information, and the infotainment system can be controlled via buttons surrounding the rotary controller in the transmission tunnel.
Mazda’s latest infotainment system (called Mazda Connect) is a big step up from the old MZD unit, with an 8.8-inch widescreen display that’s responsive and has excellent graphics.
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It’s easy to use on the go, but it’s not a touchscreen, so it’s not the most intuitive system for using Apple CarPlay or Android Auto.
Most brands that have a dial to control your entertainment system now also have a touch screen. This is because the touchscreen works better when using CarPlay with large and colorful icons.
From the door cabins to the transmission tunnel with cup holders, there’s no shortage of storage space in front of the cell phone or wallet-sized space under the dash. However, the sliding/folding center console pocket flap is too clever, and it’s about time Mazda started adding a USB-C port instead of the USB-A port it currently has.
Rear seat space is the latest Mazda 3’s weak point. Rear legroom is tight, headroom is limited by the helmet-like roofline, and the large C-pillar means there’s not enough rear light to make you feel like a car. . children with disabilities.
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Fans are a plus, but the lack of USB connectivity is a downside. The outer rear seats have ISOFIX points and three upper child seat anchors.
Boot volume is 295 liters with the rear seats in place and there’s a space-saving spare wheel under the floor.
If practicality is high on your priority list, the CX-30, which shares Mazda’s engine and chassis, offers an SUV.
The G20e powertrain made its local debut in the stunning MX-30 SUV and is now available in the 2022 Mazda3.
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It combines a naturally aspirated 2.0-litre petrol engine with a 24V mild hybrid system and is designed to deliver a smooth start/stop experience around town.
The maximum output is 114 kW and the maximum torque is 200 Nm. The only transmission on offer is a six-speed automatic, and the Mazda3 is front-wheel drive only in Australia.
Claimed fuel economy is 6.0 liters per 100 km on the combined cycle and the car consumes 91 RON of regular unleaded petrol. The cycle, which is slightly more prone to driving on the highway, gave 6.6 liters per 100 km.
Despite weighing in at a relatively light 1361kg, the G20e M Hybrid’s power and torque are lighter, and the 24V mild hybrid system doesn’t help performance.
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Unlike systems found in (more expensive) European cars, it does not provide torque to propel the car at low speeds. There’s no turbocharger for the engine and no electric motor to send drive power directly to the wheels like the Toyota Corolla Hybrid.
Instead, it uses the available 24V system to run the idle start/stop system at around 20km/h to save fuel. It also powers accessories like infotainment and air conditioning, both of which draw less power from the engine at all times, reducing fuel efficiency.
The result is a car that offers slightly less stiff performance than the G20. It packs enough punch to get you going, but you really have to work hard to make slow progress.
When you’re not in a hurry, it’s relatively smooth and quiet, shuffling through the gears without making its presence felt at all, but when you hit the gas hard, you have to chase the redline. This comes at the expense of refinement and is consistent with our experience with the cheaper Mazda 3G20.
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Instead of mediocre performance, you’ll get a driving experience familiar to older generations of Mazdas.
Throttle response on the move is linear because there is no push from the back of the turbocharger. The start/stop system is smoother than the conventional i-Stop setup on non-M hybrid models thanks to the 24V MHEV Smart.
The rest of the driving experience in the Mazda3 is excellent. At city speeds, it does a great job of smoothly handling potholes and bumps, and the linear steering makes it easy to weave through city roads.
Blind spot monitors and surround view cameras do a good job of covering critical blind spots, but they can’t compensate for them completely. Here, visibility is sacrificed at the altar of style, as it is difficult to integrate from the side stripes if, for example, you want to see over the shoulder.
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On the highway, the specialty of the Mazda 3 is refinement. It’s surprisingly quiet on average Australian country roads, and the engine settles in nicely at cruise. However, on hills, overtaking or changing speed, you will have to slow down once or twice, which affects the quietness of the car.
Mazda driver assistance systems are intelligently tuned. Adaptive Cruise Control maintains a constant distance from the vehicle in front, and if you’re driving too close to the white line, Lane Keep Assist nudges you back without doing too much.
The G20e Evolve’s (and part of the optional Vision Technology package on other models) intersection and traffic support systems standard also add active lane centering for semi-autonomous highway driving.
Another point is that Mazda used cruise control to prevent the car from exceeding the speed limit by a few km/h. This means you’re less likely to wake up with a speeding ticket in your mailbox.
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Using the value service plan, the maintenance fee for the first five years is $1,670.
Mazda does something most manufacturers don’t, which is offer a wide range of options with the 3 Series, but the G20e M Hybrid has carved out a niche it can’t fill.
The G20e M Hybrid engine does not offer a performance boost over the base engine. If the price difference were smaller, it would be worth considering, $250 more than the 2.0-liter base engine in the Evolve with the Vision package.
It’s an expensive rip-off, as the Toyota hybrid costs $2,000 more for the Corolla than the base gasoline version, while offering minimal improvements in fuel economy.
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The Mazda 3 is a great little car, with a best-in-class interior and the lively dynamics we’ve always loved, but we’d still prefer the more powerful 2.5-litre engine option.
Scott Collie is a motoring journalist based in Melbourne.
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