Design & engineering

MAZDA has a history of going its own way when it comes to its engineering choices While almost every other mainstream manufacturer has spent years developing downsized turbocharged petrol engines, the Japanese brand has stuck with larger-capacity non-turbo units The 2 0-litre e-Skyactiv X has a 500cc advantage over both rivals here

While it doesn’t have a turbo, the e-Skyactiv X does feature a tiny supercharger, which helps force more air into each of the four cylinders It’s part of a system that Mazda calls Spark Controlled Compression Ignition This uses traditional spark ignition for maximum power – and at 183bhp, this engine is 35bhp up on the Cupra’s 1 5 TSI –but combines this with compression ignition, made possible by the supercharger, to help deliver diesel-like efficiency

What it can’t compensate for is the low-down torque that a turbo provides At 240Nm, the Mazda’s peak is only just behind the Leon’s, but it arrives at 4,000rpm, some 2,500rpm later than in its rival

Still, Mazda’s tech has been boosted with a mild-hybrid system, represented by the ‘ e ’ in e-Skyactiv X This 24-volt belt-driven starter/ generator helps in much the same way as the Cupra’s: recovering energy under deceleration which can then be used to reduce load on the combustion engine under acceleration and provide a nearinstantaneous stop-start system in traffic

In design terms, the Mazda 3 looks sporty yet quite understated inside and out Its cabin quality runs the BMW’s close, and while the minimalist appearance has some compromises, the simple buttons and logical layout allow the driver to focus on the road