Mazda3 Hatchback 2.0 GLS (CKD) – Zoom-Zoom with a local flavour
Amongst the raft C-segment competitors available in our market, the Mazda3 has established itself as the preferred choice among enthusiasts looking at options outside the established Japanese trio. In terms of desirability and sheer ‘wow’ factor alone, none of its competitors come even close to matching it.
This explains why Mazda is still able to sell decent numbers of the 3 despite a relatively high price tag compared to its rivals. In fact, the 3 is selling so well that there’s enough volume for local distributors Bermaz to be able to justify investing in CKD operations for the 3.
Local assembly automatically brings about reduction in prices, but in the 3’s case, it remains more expensive than some of its fully imported rivals. There’s also the perception amongst Malaysian buyers that locally assembled products are automatically inferior to Japanese imports, even if manufacturers continue to reassure them otherwise.
The Mazda3 CKD project in Malaysia is being handled by Inokom’s plant in Kulim, which is also responsible for local assembly of BMW and Hyundai vehicles. The burning question amongst Malaysian buyers would most certainly be can the CKD Mazda3 compare favourably with its CBU brethren?
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| Smiling fascia makes the 3 instantly recognisable. |
What are you getting now?
There are no technical changes made on CKD versions of the Mazda3 from their CBU counterparts. None of the moving bits have been tweaked, though there are some minor additions in equipment levels. The most crucial change, of course, is on the price tag, where each variant saw an average price decrease of RM11k.
Under the new pricing, the 1.6-litre models dip below the RM110k even with insurance included. However, we would advise that you fork out a bit more and aim for the 2.0-litre models instead. Our pick of the range would be the 2.0 sedan, which asks for RM123k including insurance.
Further up, we have the 2.0 hatchback as tested here going for RM134k, down from nearly RM140k previously. That adds up to a hefty premium of RM11k over the sedan model. Bermaz justifies that excess by throwing in a touch-screen audio unit with built-in GPS and full leather seats as standard. These items are RM6k cost options in the other variants, but the audio unit’s less-than-satisfactory integration and my personal preference for fabric seats means that given the choice, I would have omitted both these items.
Indeed, our test car’s asking price becomes even more difficult to justify when you put the Mitsubishi Lancer Sportback into consideration. The fully-imported 2.4-litre Mitsubishi is actually cheaper than the Mazda by a full RM1k, and that came without any notable sacrifice in equipment.
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| Mazda3 was designed from the onset as a hatchback. |
Under the Sheet Metal
Most of the current Mazda3’s running gear are retained from its highly successful predecessor, and this is reflected by the almost identical window lines shared by both models. In fact, you can almost confirm it with a glance at the respective specs sheets – Mazda carried the engines of the outgoing model over with no change in power and torque outputs.
As tested, the 1,999cc MZR engine of our test car makes 145hp @ 6,500rpm and twists out 182Nm @ 4,500rpm. Mazda shares this engine with the Ford Focus, which then returns the favour by supplying its C1 platform to underpin the Mazda3. The 3’s ‘E-type multi-link’ rear suspension is actually the Focus’ Control Blade with an additional stabilizer bar.
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| The 3 sits on Ford’s C1 platform. Its rear suspension is almost identical with Ford’s Control Blade. |
Inside
The Mazda3 is in essence a mechanical twin of the Focus, but you probably wouldn’t have guessed it because the Mazda’s dash looks and feels years ahead of the Ford’s dated interior in almost every respect. The reach-and-rake adjustable steering alone has 14 usable buttons, and this excludes the transmission paddle shifters. Even more amazingly, there are still four blank button slots to be filled. I have never hesitated to launch digs at cars that don’t come with steering-mounted controls, but this one was never in any danger of getting it.
Functions controlled from the wheel are auto cruise, in-car entertainment, and multi-info display. For the steering-mounted transmission shifters, instead of the usual right-paddle-upshift and left-paddle-downshift setup, Mazda chose to set both paddles to trigger upshifts, and placed two thumb-operated buttons at the 3 and 9 positions to engage downshifts. Although this works okay in moderate driving conditions, it is not as smooth to operate compared to the usual left/right paddle setup when you’re trying to string a series of fast corners.
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| Excluding the gear shift paddles, we counted 14 buttons on the steering wheel! |
Standard in our 2.0 hatchback test car, and optional in other variants, is an enhanced audio unit. The unit is sourced locally but flushes well with the dashboard, featuring an LCD touchscreen and GPS function. Operating the unit, however, revealed its less-than-perfect integration with the car. On our test car, the GPS antenna which was supposed to be attached to the windscreen, was dangling by its wire. Also, a number of features supported by the unit’s software, such as Bluetooth connectivity, were not usable. The unit’s touchscreen was also not very smooth to operate.
Remaining items in the kit count would leave most of its Japanese comrades further green with envy. The aforementioned tilt-and-telescopic steering and multi-info display are standard offerings even on the 1.6, along with ABS, EBD, Brake Assist, dual frontal airbags, front fog lamps and immobilizer. For 2.0-litre models, additional goodies come in the form of dual-zone climate control, auto wipers, auto dimming rear mirror, bi-xenon headlamps, side and curtain airbags. Strangely though, there is no auto-lock mechanism, and neither is there a remote lock/unlock button anywhere in the cabin.
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| Leather seats standard for 2.0 Hatchback |
Driving Impressions
Considering its underpinnings and reputation, we had high expectations on the 3’s performance on the road, and we were not to be disappointed. The C1 platform is as good a starting point as any to engineer a front-wheel drive car. As demonstrated by the Mazda3 MPS and Ford Focus TDCi, this chassis can handle in excess of 300Nm going through its front axles without losing composure.
Numbers from the 2.0-litre MZR engine are nowhere near class-leading, but its smooth delivery, managed by a well-sorted 5-speed automatic transmission, ensures that the 3 will not be left behind in traffic light drag races. Despite being powered by the same engine, the 3 somehow feels livelier and more responsive than the petrol-powered Focus 2.0. Perhaps the different transmissions used would account for this discrepancy.
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| 5 A/T pairs well with engine, but manual gear shift paddles should have followed convention. |
Where it does not feel markedly different from the Focus however, is the way it handles. Its use of 45-series tyres has resulted in a ride that is marginally stiffer than the Ford’s, but the Focus’ well-rounded dynamic repertoire has been largely retained. The electro-hydraulic assisted rack steers with great precision and returns healthy feedback. The four disc brakes were also up to the task when summoned to perform an emergency stop.
Verdict
So, does the locally-assembled Mazda3 feel in anyway inferior to the fully imported version? In terms of build quality, it isn’t. From what we can tell, overall fit and finish levels appear comparable to the imported units. What did not appear too impressive is the ‘integrated’ touch-screen entertainment unit – the dangling GPS antenna has ‘aftermarket written all over it, and has no place in a car that bears a six-figure price tag.
And speaking about price tag, the Mazda3 at RM134k with insurance in the form of our 2.0-litre hatchback test car is the most expensive C-segment vehicle on offer after the Volkswagen Golf 1.4 TSI. The justification for this would be that you’re getting easily the best-looking and one of the best cars to drive in the segment. However, a better buy would be to spend RM123k on the 2.0-litre sedan version instead.
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