Mazda 3 Maxx Vs Neo – Mark Higgins’ first 2015 Mazda3 Maxx review with price, specs, ride and handling, safety, verdict and rating.
Practical Motoring says: The Mazda3’s appeal is easy to see. High prices, strong equipment levels, contemporary styling and on-road capabilities. There is also a wide selection of engines, transmissions and body styles. However there is still room for improvement around noise and vibration handling.
Mazda 3 Maxx Vs Neo
After the CX-5 and Mazda6, this new generation Mazda3 is the third model to get the full KODO design.
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The Mazda3 Maxx looks surprisingly bigger, and while it’s the same length as the outgoing model (4580mm), it’s 40mm wider (now 1795mm), 15mm lower (now 1445mm) and the popular 2700mm wheelbase is 60mm higher than the outgoing model. . The Mazda3 gets a blunt nose with a big grinning grille (although it’s not as funny as before), big taillights and a long hood. A multi-contoured side profile features large wheel arches with little front or rear overhang. At the rear are massive cat-eye taillights.
Inside, a combination of hard and soft black textured plastics is used in the interior with silver trim. Along with the steering wheel, cruise, phone and audio functions, the paddle shifters are convenient and adjustable for rake and reach.
The relatively flat dash has a centrally-mounted upright seven-inch touchscreen that looks like an afterthought, and the instrument binnacle houses a mix of analog and digital gauges. Oddly, the two vents in the middle dash can’t be turned off, but the outer ones can be. The center console houses the audio system, HVAC controls, two cup holders, and a large storage box under the armrest (with two USB ports and a 12-volt charger). Next to the gear lever is a mouse switch that controls the car’s infotainment system displayed on the dash touchscreen.
The soft, patterned fabric seats have a flat profile but offer reasonable upper-body support and comfort, albeit poorer in thigh support. And the driver has no wood support.
Mazda3 Maxx Review
Inside, its exterior dimensions aren’t as roomy as you’d expect, but headroom and legroom in both rows are acceptable and visually in line with smaller competitors. The deep 408-litre boot can be increased significantly by folding the ISOFIX-compatible rear seat in a 60:40 split with a narrow opening and space-saving J-hinges.
NVH has been Mazda’s Achilles’ heel for some time, and while engineers have improved it in the new Mazda3, road noise still penetrates the cabin on many surfaces and isn’t as quiet as the recently reviewed Hyundai i30. Road noise aside, it’s the Mazda 3 that shines on the road.
The controls are simple to operate, but offer a good level of feedback. At low speeds, the electro-hydraulic steering is effortless and as speed increases, a little more muscle is required and the reward is a good level of communication with the driver. The same goes for the brakes, light on pedal operation, which has a progressive, reassuring feel and, even after several hard downhill stops, there’s no hint of fade. The Maxx’s ride is reasonably firm, though it leans more towards comfort than sport, although it has time and again shown its ability over dips, potty roads, bumps, over railway lines and at speeds that fail to dazzle.
Management was equally efficient. On our regular test loop, the Maxx’s multi-link front and rear suspension never felt confused by the start and finish radius of uphill, flat and downhill corners, all handled competently, giving the rider good confidence and security. Although the Toyo Nano Energy 205/60/16 tires are a bit noisy, they have a good level of grip.
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The Maxx’s 2.0-litre 16-valve DOHC SkyActive engine produces 114kW (at 6000rpm) and 200Nm (at 4000rpm) and running on standard unleaded, official combined fuel consumption improves from 5.7 liters /100%, which is 100km. its predecessor. We’re not far off returning 6.4L/100km. For added fuel economy, the Maxx is equipped with an i-stop (start/stop) engine shutdown system. It shuts off the engine the moment you stop, and a lift of the brake pedal or a slight movement of the steering wheel immediately brings the engine back to life. We were constantly running the A/C, which resulted in the engine turning on and off every few seconds while we sat in traffic. If you don’t like it, the system is ignored.
The engine’s power delivery is smooth and progressive throughout the rev range and particularly strong in the mid-range, which aids overtaking and acceleration. This Maxx has an optional six-speed automatic transmission, which adds a $2000 premium over the standard six-speed manual. The automatic has flawless action and no hesitation when shifting from drive to reverse. For sport paddle shifters, the paddle shifters are attached to the steering wheel. They work well with shifters that respond instantly to hand grip.
Mazda isn’t just on the road; Generous equipment levels are among the best in this price range. The Maxx is based on the entry-level Neo and features fog lights, electric windows and mirrors, leather steering wheel, gear lever boot and handbrake cover, voice control for audio and phone, seating, reversing camera, six-speaker CD, audio and AM/MP3 compatibility and FM system with traffic monitoring, as well as Bluetooth for phone connectivity and audio streaming.
Our test car was equipped with an optional $1,500 safety package, which included Smart City Brakes, which automatically brakes the car if it detects vehicles or obstacles, blind spot monitoring, rear cross-traffic alert and an auto-dimming mirror. Standard safety features include six airbags, stability and traction control, anti-lock brakes with brake force distribution and emergency braking assist. The Mazda3 has a five-star ANCAP rating.
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The Mazda3 Maxx Auto comes with a three-year unlimited kilometer warranty. Roadside assistance is an additional cost. A Maxx 3 auto costs about $1,845 to service at 60,000 km (excluding extras).
2015 Mazda3 Maxx Price: $24,990 (+ORC) Engine: 2.0-litre fuel-injected petrol Power/Torque: 114kW/200Nm Transmission: Six-speed automatic Six-speed manual – (standard) Body: 4580mm (L); 1795 mm (W); 1445mm (H) Weight: 1292kg Thirst: 5.7L/100km (combined) I upgraded to a Mazda 3 from a two year old Hyundai i30. I’ve wanted a luscious red Mazda 3 for years and now I have one. However, when I finally received it, I was disappointed.
Overall, the car is good, but there are some things that you don’t really notice in the test that detract from the overall experience of the car.
For example, visibility out the windshield is excellent, but it’s let down by the rest. In my opinion, the side mirrors are set too far back, resulting in you having to really work at checking your mirrors. I find that instead of looking in the side mirrors, you turn your head slightly and look for a few seconds to get a better view of the other traffic around you.
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There is also a huge blind spot on each side. When I looked over my left shoulder to make sure there was nothing in my blind spot in particular, I felt like I couldn’t see much out the rear windows. It is narrower at the back of the rear windows compared to the front.
Also, while I can bluetooth my Android phone to the car for phone calls, I can’t put my maps on the front screen of the car. Mazda wants me to pay extra to update the maps plus an extra $1000 for that privilege.
The reversing camera doesn’t flip when the car is put in reverse, so the lens is always out and can easily get dirty or collect moisture in wet weather. I’m also not a fan of the keyless feature. I find it annoying that I have to get my keys out of a weird place like my bag or the center console so I can lock it when I get out. It’s easy if you remove them from the ignition, then you already have them in your hand to press the lock button.
The cruise control buttons are a bit awkward to use. The car drives well and the automatic transmission shifts smoothly. But I think I should have bought the i30.
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