Review of the new Mazda3 2.0 MZR-CD

I'm not certain what form of political machination has stood in the way of Mazda dipping into parent company Ford's parts bin and surreptitiously sneaking out back with a few of the 2.0-litre 134bhp diesel engines fitted to the Focus but to date it hasn't happened. If you wanted a Mazda3 diesel you had to content yourself with a rather tepid 107bhp model. That's no longer the case. Mazda now has its own punchy diesel. It sounds like a droid from Star Wars but the 2.0 MZR-CD engine makes up for a lack of a snappy name with some decidedly brisk performance figures.

Having established a reputation with the Mazda3 MPS for unobtrusive hatches with an apocalyptic wallop, the Hiroshima-based maker now wheels in a 142bhp diesel engine that, while not in the league of the MPS, nevertheless represents one of the best diesel engines in its class in terms of power to weight. Although a 9.9 second sprint to 60mph doesn't sound like much to worry rice pudding skins around the country, like any turbo diesel unit, it's the mid range where this engine does its best work. Get the car rolling and you'll tap into 360Nm of torque. This puts a gulf between the Mazda and the 320Nm that the Ford engine manages, so perhaps it's been worth the wait. In fact, this MZR-CD unit features even more torque than what is commonly seen as the 'industry standard' 2.0-litre diesel fitted to the BMW 320d. This muscle gets developed at just 2,000rpm as well, so you won't need to rev the engine until the valves bounce to make decent progress.

A variable geometry turbo is key to the power output but this is more than just a budget hop-up job. The front drive shafts have been replaced with beefed-up units to cope with the added urge. Special bodyshell reinforcements from the Mazda3 MPS chassis are also used. The front suspension upper plate, front cowl member and heftier middle tunnel cross member all combine to reduce body flex. The hydraulic power-assisted steering has been optimised for improved feedback and there's a revised exhaust system to help the engine breathe more freely. Bigger stabilisers and pumped up spring and damper rates promise sharp handling. Power, after all, is nothing without control and potential owners will be reassured by the sight of bigger 300mm front discs and 280mm rears.

Despite the increased power output and sports focus, this is a 2.0-litre diesel engine and, as such, returns decent economy figures. A combined economy showing of 47.1mpg is extremely good given this car's cross-country pace and a 55-litre tank spells decent range. Only the 162g/km carbon dioxide emissions blot this engine's copybook, the figure perhaps being enough to deter some company car user-choosers. A six-speed gearbox makes high-speed cruising a good deal more relaxed and there are few better motorway cars in the class than this Mazda, design engineers prioritising the removal of noise, vibration and harshness.

"Powerful, refined, economical - what more do you need from a turbo diesel engine?"

Prices start at 16,735 and there's a choice between TS2 and Sport trim. As with all current Mazda3 models, the MZR-CD benefits from a raft of recently introduced design changes that include tiny alterations to the front grille, lights, alloy wheels and colour palette while the cabin gets more equipment, a higher quality feel for the instrument panel, revised trim materials and the option of a keyless go entry system.

Much of the development budget has been spent on targeting the three issues identified by existing Mazda3 customers as requiring attention, namely refinement at speed, fuel economy and luggage capacity. The refined aero package has helped to increase fuel economy by up to 6 per cent and a revised boot on the saloon model has eased access to the luggage bay but these are small improvements. The area where Mazda can really award itself a gold star is refinement at cruising speed. A 1.4 decibel reduction in cabin noise levels may sound like pretty small beer, but it does take an edge off the car's engine, wind and road noise intrusion.

There's additional soundproofing in the roof and under the bonnet, the car's generator has been replaced by a quieter unit, the tyres have been redesigned to run in a more hushed manner and the wheel rims have been revised to reduce noisy harmonics. The suspension has been modified to make it stiffer and allow the shock absorbers and dampers to keep the tyres better planted on the tarmac. The geometry has been altered to reduce understeer during fast cornering and the Mazda3 does at last feel closer to the Ford Focus, a car which shares many of its underpinnings.

The shape gets the thumbs up right from the outset. Mazda's designers are currently in a bit of a purple patch and it's been a while since we've seen a clumsy shape emerge from the company's design studios. Think of it as a longer and sleeker looking Audi A3 silhouette and you're not too far off the mark. The chunky C-pillar is probably the most distinctive styling signature and the complexity of the design suggests it would have been very easy to get wrong, but the little Mazda pulls it off nicely. The saloon model features a swoopy coupe-like roofline that avoids the frumpy look of many small notchbacks.

The interior is very similar to the Mazda6 insofar as it offers a resolutely modern design with decent levels of equipment coupled with materials quality that's rather variable. Although the fabrics and leather trimming of the test car were beyond reproach, some of the dash plastics felt a little lightweight. The steering wheel and overlapping aluminium-rimmed dials look very sporting and there are some nicely detailed metallic touches dotted about the cabin. The minor controls on the centre console are all very easy to get to grips with and upspec models feature an LCD screen that rises out of the dash top to house functions such as satellite navigation.

Interior accommodation is middle ranking, Mazda perhaps deciding that if customers in this price range really want to maximise the sheer amount of cubic inches available in the cabin, they'll likely opt for a mini-MPV. The Mazda3 isn't huge in the back and the small rear doors don't open particularly wide. Headroom is very good, despite the swoopy styling. The front pair of passengers should have no difficulty getting comfortable although one drawback of the thick rear pillars is somewhat limited rear three-quarter visibility when reversing or doing a 'lifesaver' check when switching lane.

Although the chassis has been sharpened up in sporty MPS versions, the standard Mazda3 models don't feel on home turf if hurled through a series of corners with extreme prejudice. The controls feel well weighted but keen drivers will yearn for a little more feedback and response. Having said that, the Mazda3 should be applauded for bringing big car ride quality into a manageable sized package. Equipment levels are, as you would expect from Mazda, generous and aggressive pricing is as you would expect.

I have to confess that despite its savage pace, the Mazda3 MPS sports hatch left me a little cold. Perhaps it was a little too refined for its own good. The Mazda3 2.0 MZR-CD could be the beneficiary, offering discreet speed and smooth comportment without the road rocket pretensions. It might well be labelled a jack of all trades but as they go, it looks a very good 'un.

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