For Mazda, 2015 will stand out as one of its most important years in recent memory. It witnessed the introduction of three new cars and a ‘refresh’ for a fourth.
First up was the Mazda2 supermini – entry point to its range here. Newly-arrived CX-3 SUV/crossover next and, late summer, the MX-5 (two-seater sports car and successor to a motoring ‘icon’) arrives. The upper-medium Mazda6 was also given a makeover for 2015.
Significantly too it marks the completion of Mazda’s first full-generation of SKYACTIV cars – the result of the Hiroshima company’s total re-think of the way its vehicles are designed and built.
First up was the Mazda2 supermini – entry point to its range here. Newly-arrived CX-3 SUV/crossover next and, late summer, the MX-5 (two-seater sports car and successor to a motoring ‘icon’) arrives. The upper-medium Mazda6 was also given a makeover for 2015.
Significantly too it marks the completion of Mazda’s first full-generation of SKYACTIV cars – the result of the Hiroshima company’s total re-think of the way its vehicles are designed and built.
The CX-5 came first followed by Mazda6 and last year’s Mazda3. All based on one rationalised ‘platform’ or architecture, the quest has been for less weight and greater efficiency throughout: bodywork, engines and transmissions.
Sales of SUVs took off after the turn of the century, compact SUVs tapped into yet more demand and now small(er) variants have become the ‘must-have’ motor car of the moment. Based on the Mazda6, the CX-5 is shorter but taller and is a mid-size compact SUV. The new CX-3 takes its underpinnings from the Mazda2 but is bigger.
The Mazda2 itself is a fairly large supermini and edges towards the lower-medium class in size. Not surprisingly the CX-3 is quite a substantial “small SUV” and the company hopes no doubt, between it and the CX-5, for a fair chunk of the ‘action’.
“Small SUV” not “crossover” is how Mazda describes the CX-3 but at this end of the market the whole 5dr hatch/crossover issue can be vague to say the least. Apart from a slightly taller stance and more ‘rugged’ looks many don’t even offer a 4x4 variant - Renault Captur, Peugeot 2008, Ford EcoSport (UK) for example. Others might just limit it as a top of the range single model such as Nissan’s auto-only Juke.
Elsewhere the 4x4 versions tend to be at the more expensive end of the line-up and Mazda too reserves this for its ‘SportNav’ models. But there is a choice of three – a petrol 2.0-litre 150ps at £22,495; Diesel 1.5 litre 105ps at £23,395 and same car with automatic transmission at £24,695. The other two come with a 6 speed manual ‘box and, it is great to report, a proper mechanical handbrake, so we’re off to a good start.
Mazda’s ATS (Active Torque Split) 4x4 system involves a set of clutches and extra differential in unit with the rear axle – not unlike the Haldex and GKN methods. Front wheel drive under normal circumstances, sensors trigger rear drive (up to 50%) on demand.
The unit can vary torque across the axle to the wheel with greater grip too.
The CX-3’s ATS is smaller and lighter than the CX-5’s but, despite no specific off-road section during the press preview, the 4x4 diesel (six-speed manual) was confident and composed under a variety of conditions and seemed at least as capable as that of the larger CX-5.
Performance figures: 107mph; 0-62mph 10.5secs. Official combined fuel consumption is 60.1mpg and, despite some press-on driving, the trip computer average showed 39.5mpg – not bad; petrol front drive figure was 40.4 mpg. (Price range for the SE/SE Nav & SE L/SE L Nav by the way: £17,595-£21,895.)
Mazda cabin quality and interior trim has improved markedly of late and the CX-3 is nicely turned out. Driving position is comfortable and supportive. Techno-features include “MZD-Connect” operated via a seven-inch multi-media touchscreen. It can hook up with an appropriate smart-phone (iPhone or Android) and through a range of Apps access a raft of information, entertainment, geo-positioning, e-mail and SMS, etc.
Pitched as a ‘premium product’, the CX-3 can look expensive compared to possible rivals overall but there’s less in it when it comes to the 4x4 variants: Skoda Yeti (£21,405-£27,495); Suzuki Vitara (£19,799-£21,299); Vauxhall Mokka (£18,774-£24,424); FIAT 500X (£24,095-£25,845).
First impressions were positive. There is little sense of driving a ‘small car’ (again not unlike the Mazda2), there’s a sense of substance coupled to dynamic competence - all enhanced by some 4x4 credibility.
By Huw Thomas
First published in Welsh Farmer, the newspaper of the Farmers' Union of Wales.
Sales of SUVs took off after the turn of the century, compact SUVs tapped into yet more demand and now small(er) variants have become the ‘must-have’ motor car of the moment. Based on the Mazda6, the CX-5 is shorter but taller and is a mid-size compact SUV. The new CX-3 takes its underpinnings from the Mazda2 but is bigger.
The Mazda2 itself is a fairly large supermini and edges towards the lower-medium class in size. Not surprisingly the CX-3 is quite a substantial “small SUV” and the company hopes no doubt, between it and the CX-5, for a fair chunk of the ‘action’.
“Small SUV” not “crossover” is how Mazda describes the CX-3 but at this end of the market the whole 5dr hatch/crossover issue can be vague to say the least. Apart from a slightly taller stance and more ‘rugged’ looks many don’t even offer a 4x4 variant - Renault Captur, Peugeot 2008, Ford EcoSport (UK) for example. Others might just limit it as a top of the range single model such as Nissan’s auto-only Juke.
Elsewhere the 4x4 versions tend to be at the more expensive end of the line-up and Mazda too reserves this for its ‘SportNav’ models. But there is a choice of three – a petrol 2.0-litre 150ps at £22,495; Diesel 1.5 litre 105ps at £23,395 and same car with automatic transmission at £24,695. The other two come with a 6 speed manual ‘box and, it is great to report, a proper mechanical handbrake, so we’re off to a good start.
Mazda’s ATS (Active Torque Split) 4x4 system involves a set of clutches and extra differential in unit with the rear axle – not unlike the Haldex and GKN methods. Front wheel drive under normal circumstances, sensors trigger rear drive (up to 50%) on demand.
The unit can vary torque across the axle to the wheel with greater grip too.
The CX-3’s ATS is smaller and lighter than the CX-5’s but, despite no specific off-road section during the press preview, the 4x4 diesel (six-speed manual) was confident and composed under a variety of conditions and seemed at least as capable as that of the larger CX-5.
Performance figures: 107mph; 0-62mph 10.5secs. Official combined fuel consumption is 60.1mpg and, despite some press-on driving, the trip computer average showed 39.5mpg – not bad; petrol front drive figure was 40.4 mpg. (Price range for the SE/SE Nav & SE L/SE L Nav by the way: £17,595-£21,895.)
Mazda cabin quality and interior trim has improved markedly of late and the CX-3 is nicely turned out. Driving position is comfortable and supportive. Techno-features include “MZD-Connect” operated via a seven-inch multi-media touchscreen. It can hook up with an appropriate smart-phone (iPhone or Android) and through a range of Apps access a raft of information, entertainment, geo-positioning, e-mail and SMS, etc.
Pitched as a ‘premium product’, the CX-3 can look expensive compared to possible rivals overall but there’s less in it when it comes to the 4x4 variants: Skoda Yeti (£21,405-£27,495); Suzuki Vitara (£19,799-£21,299); Vauxhall Mokka (£18,774-£24,424); FIAT 500X (£24,095-£25,845).
First impressions were positive. There is little sense of driving a ‘small car’ (again not unlike the Mazda2), there’s a sense of substance coupled to dynamic competence - all enhanced by some 4x4 credibility.
By Huw Thomas
First published in Welsh Farmer, the newspaper of the Farmers' Union of Wales.
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