Of course, we all understand perfectly well that any restyling of a model that has already lived on the market is, first of all, a way to awaken a new, if not a wave, then at least a stream of customer demand. Moreover, according to the laws of the genre, exactly three years have passed since the release of the third generation of “matryoshka”, which means that those who bought a new product in 2013 should change it to a new one. But does it cause enthusiasm - to change the awl for soap? That's what restyling was invented for them.

However, if others are concerned only with the external and internal "facelift", then Mazda approaches the matter much more thoroughly. "Treshka" - a car, first of all, a practical thing for every day. And in the overheated "golf-class" market, it's not so easy to snatch your part of the clientele. Here the client chooses "with a calculator" in the first place, and only then by color.

That is why internal changes Mazda3 has much more than external ones. By the way, this is an excellent reason to quickly go over them, external changes, and leave the completely finished look of the little car alone.

For the most attentive

price

from 1,169,000 rubles

At first glance, only a very attentive owner or an employee of a “tin” workshop specializing in Mazdas can notice the difference between “restyle” and “dorestyle”. Even if you have seen the "matryoshka" on the street a thousand times, most likely you will not notice the difference.

Perfection is what it is! The main thing is not to spoil the good with the best. Okay, I won’t make any more intrigues: the updated Mazda3 received a new radiator grille and a different form of chrome trim. Because of this, the shape of the headlights and their design have changed slightly. The same thing happened with foglights along with the lower part of the bumper. By the way, LEDs are now responsible for the fight against fog. You can see them in the main optics, but only as an option in the Exclusive package.

But the “stern” of the sedan, unlike the hatchback, has remained completely the same. Apparently everything was perfect here anyway. The final touch, updating the exterior, are the new rear-view mirror housings.

That could be the end, but it is worth mentioning one more innovation: the car is now available in ten colors, including two new shades of gray and metallic blue.

Wheelbase, mm:

Once inside, I once again tried to test my mindfulness. I had a dorestyle “three-ruble note” exactly a year ago. Maybe I was too keen on learning the intricacies of extreme driving at that time, but my memory failed me - I found the differences ... exactly one. For the rest, I had to turn to the press release.

The marketers did the right thing. Getting into a car, a person should understand that it is “different”, “better” and “new”. The easiest way, of course, is to do it exactly the way Mazda used it - to change the steering wheel.

Here the new "steering wheel" migrated from the more prestigious "six". The style remains the same, but the spokes have become thinner, the shape of the multimedia and cruise control keys has also changed. In general, the difference is small, but when you sit behind the wheel of the updated three-ruble note, you immediately notice it.

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The remaining changes can be studied for quite some time, however, most likely, few people will pay attention to them at all. Firstly, because no one pays attention to what material, for example, door openers are made of, or what pattern is used in the texture of the “torpedo” plastic. And secondly, because even if someone sees the new handles, they won’t remember what they were like on the previous version of the car.

It is absolutely impossible to find fault with the ergonomics of the car, just as it was impossible with the previous version.

Perfect invisible

But that's where we started, that the main thing in the Mazda3 - it's not external. The engineers did a pretty serious "work on the bugs" exactly in those places where it was necessary. Perhaps the main claim to the “matryoshka” a year ago was a very mediocre sound insulation, especially in the wheel arches and engine shield.

Now they are trying to fix the situation. I can not say that Shumka has improved radically, but some progress has been made in this matter. The wheels no longer climb so aggressively into the cabin, and the motor has become less annoying on high revs. On the "bottoms" and "in the middle", by the way, there are no problems with excessive noise - both in terms of aerodynamics and other sources. The car starts to make noise only if you drive very actively and faster than the “fastest” road signs in our country allow. Everything in the city is perfect.

Mazda3 (Active+/Exclusive)
Claimed fuel consumption per 100 km

In search of the ideal, the engineers also replaced the shock absorbers. Frankly, I did not see any difference in suspension settings (albeit after a year of correspondence comparison). The car is still assembled, moderately elastic, which is why it does not digest small irregularities very well, but it is exceptionally obedient and “transparent” in management. In a word, all the best, for which they buy Mazda3, was “preserved and multiplied”, albeit without any special revolutions.

Mazda3 Active+/Exclusive

Brief specifications

Dimensions, mm (L / W / H): 4 580/1 795/1 450 Engine: 1.6 l, 104 l. s./ 1.5 l, 120 l. With. Transmission: "automatic", 4 steps / "automatic", 6 steps Max Speed, km/h: 177/194 Acceleration time from 0 to 100 km/h, sec: 13.5/11.8

Of all that is hidden from view, two changes are most important. Firstly, from now on, Mazda3 is offered on the Russian market only with automatic transmissions - four-speed for the 1.6 engine and six-speed for the 1.5 Skyactiv-G engine. "Six-step", by the way, has sports mode, very cheerful and mischievous - will appeal to those who like to ride actively. And although the “treshka” does not have paddle shifters, the box setting allows you not to remember this with annoyance.

The second interesting innovation - the G-Vectoring Control (GVC) electronic system - also migrated here from the older "six". The principle of the system is that, in response to the steering wheel, the electronics slightly reduce the “gas” before turning. Thrust limiting forces the car to “nose down” a little and thereby load the front axle, making the turn more stable and faster.

Trunk volume, l:

In practice, all this happens for a short time and in very small limits. I am ready to believe that this affects the handling and stability in the most beneficial way.

Why perfection?

The second incarnation of the third generation of once one of the most popular city cars Russian market still came to us, and it's good. The model, to be honest, is very successful and pleasant in all respects, it no longer has such a deafening popularity. Which is sad, but natural.

Mazda3 has to share the segment with the army of "Koreans" and other much more budget "classmates", but, unlike, say, the deceased Lancer, it succeeds. Moreover, many owners of the last "three", with whom I had to communicate, say that it would be time to change the car ... And they look first of all at the updated Mazda3. But the price does not allow doing this according to the already familiar “trade-in plus a little extra payment” scheme.

Today, a new Mazda3 will cost the price of two three-year-old Mazda3s!

In absolute terms, it looks like this: a three-ruble note in a hatchback body is available only in one configuration with a 1.5 engine and a four-speed automatic for 1,295,000 Russian rubles. With sedans a little richer: three versions of Active + are available with the same power unit for 1,169,000 rubles or with a 1.5 Skyactiv-G engine and a six-speed “automatic” for 1,249,000 rubles. Top equipment Exclusive with a one and a half liter engine, keyless entry, heated steering wheel, LED headlights and other "luxury" options will cost 1,334,800 Russian rubles.

Quick jump to sections

The last generation Mazda 3 received for a test drive had a one and a half liter engine from the SkyActiv line under the hood. The body of the "three-ruble note" is made in the corporate style "KODO - the soul of movement", its lines resemble frozen waves. In the exterior, there is a desire to avoid worn-out solutions and get a swift, but not aggressive look.

The third generation differs from the second not only externally, but also constructively. Due to the active use of high-strength steels, the body has become a little lighter. At the same time, its torsional rigidity is a whole third higher than that of its predecessor.

Mazda 3 has been known to us for a long time and even received the affectionate nickname "matryoshka" in our latitudes. In oral folk tradition, this car has become the archetypal manager's car, bought on credit. That is, the Ford Focus was the male version of such a car, and the “matryoshka” was the female version. But all this is already in the past, because the golden age of C-class cars has passed. Today, such cars are crowded, on the one hand, by class B + cars such as Logan, Solaris and Kia Rio. With another - compact crossovers. As a result, the recent bestsellers of the market today are forced to fight for survival.

Cargo-passenger part

The Mazda 3 presented for a test drive was a C-class sedan, that is, a car for all occasions, and therefore its review should begin with the passenger-and-freight part, which starts from the central pillar and ends near the rear bumper.

Trunk volume is 408 liters. For the needs of most citizens, this is quite enough. In fairness, it should be noted that Toyota Corolla has this parameter more than 50 liters. At Volkswagen Jetta cargo compartment more than a hundred liters, and with Skoda Octavia is better and not compare at all. However, if necessary, the size of the trunk can be increased by folding the rear row of seats. For this, very convenient handles are provided in the trunk.

Video review

On the trunk lid there is a rear-view parking camera, which Mazda 3 has recently introduced, along with some other electronic systems, including keyless entry.

The doorway that gives access to the rear seats is somewhat narrow. As for the space in the gallery, there is enough space there, but only for two. You can also plant a third person here only as a punishment. Of all the joys of life, there is only a simple armrest and a pocket on the back. front seat. In a word, the second row is quite ascetic.

The high central tunnel, which is completely unnecessary, also interferes. front wheel drive car, but is present here only because this platform was originally designed to create a crossover. Another disadvantage of the second row is the high threshold, which, together with the opening, makes it somewhat difficult for passengers to get on and off.

Salon interior

In contrast to the wavy lines of the body, the interior of the Mazda 3 was created with the active participation of the ruler and compass. In strict rectangular air ducts, in a concise and intensely understandable dual-zone climate control control unit, one can feel the desire Japanese Mazda to be a bit of a European brand.

And everything is done not only pleasing to the eye, but also convenient. coasters optimal size, they chose the right place for them. Is there a place to put mobile phone and some little things. V daily operation all this is very important.

The seats here are good, quite dense with good lateral support. Immediately set up in a cheerful way. As for the interior, it seems to be quite successful too. On the one hand, it cannot be called completely gray, boring, nondescript. On the other hand, there were no dubious design experiments. Most likely everyone will like this salon. The quality of workmanship is also decent, and if you do not cling to trifles, then everything is fine. There is a nuance. There are no pockets in the doors, but there is a niche for plastic bottles. The problem is that if you throw something there in a hurry, it will not be too easy to get it with your hand.

multimedia system

The seven-inch screen looks like a tablet attached to the front. The control unit is very similar to the BMW system. No surprise, history technical progress based on borrowing successful solutions. Note that the volume control of the multimedia system, located next to the controller, and this location of the volume control resembles another deutsche mark— Audi.

However, the map navigation system good, and most importantly - the controller is configured very well. If the driver enters the address on the go, he will never miss between the right letters, the system works very clearly. Yes, and the effort on the controller is noticeably higher than in many other similar systems, and this is very good, because thanks to this, high definition work. As the Mazda 3 test drive showed, using this controller is even more convenient than iDrive on a BMW.

Engine and transmission

With engines for the Mazda 3, it turned out to be something funny, because the lineup includes both old and new engines from the SkyActiv family. The funny thing is that cheaper and less powerful motor for Mazda 3 it has a working volume of 1.6 liters, and the top-end unit for Russia is only 1.5 liters. This was on the Mazda 3 presented for a test drive. Both engines are gasoline and atmospheric, but the one and a half liter unit belongs to the SkyActiv line and has a fantastic, by the standards of gasoline engines, compression ratio of 14.

As for other characteristics, the Mazda 3 received for a test drive had a 120 hp engine. and with a torque of 150 Nm. It works in tandem with a six-speed automatic transmission. This is an interesting point, because the initial engine, the one with a volume of 1.6 liters, can only be equipped with a 4-speed more archaic automatic. In addition, there is also a version with mechanics.
Using the button, we start the engine of the Mazda 3 taken for a test drive and the dashboard comes to life in the cabin. It looks quite original: in the middle is a large speedometer with a red border. And along the edges are two monochrome displays, on the left is a tachometer, and on the right is the trip computer data.

Behavior on the road

At low speeds, up to 60 - 80 km / h, it seems that sound insulation is in order. You can hear the road a little, more precisely, the tires. There are some aerodynamic noises, but everything is within reason. However, there are no ideal things in the world. To verify this, it is enough to press the accelerator harder. In the moment sharp accelerations the first violin begins to play power point and then you realize that more soundproofing that protects the interior from the engine compartment would not hurt.

On the other hand, the Mazda 3 we took for a test drive was at our disposal for quite a long time and we soon got used to this howl, after which we began to notice positive things. Let's say the suspension works perfectly and handles bumps well. And he does it very intelligently. It is not soft, but at the same time not hard. She is collected and resilient. Very well set up here. chassis. Among the innovations here is the G-Vectoring Control system, the electronic module of which automatically affects the operation of the engine, transmission and chassis in such a way that the process of driving the machine would become more comfortable and safe.
Ground clearance is 155 mm, slightly less than the base version. Not so little, compared to many modern cars. The steering is relatively sharp, with a gear ratio of 14:1. Electric power settings allow the driver to maintain a sufficient level of understanding with the steered wheels. The suspension is built according to the traditional scheme: MacPherson struts in front and a multi-link rear.

The dynamics of the car is moderate. From standstill to 100 km / h, the car accelerates in 11.7 seconds, in any case, such a result was during the test drive of the Mazda 3. Someone can say that for a long time. Not without that, but Mazda 3 with the initial engine, with the volume of which 1.6 liters stretches this pleasure to more than 13 seconds. When you try to accelerate quickly, you clearly feel the moments of switching. Not to say that the six-speed automatic is slow, but sometimes speed would not hurt him.

I remember when the current generation Mazda 3 was just born, journalists were taken to the race track to get to know it. It was there that they were supposed to drive for the first time. new car. The company wanted to hint that the Mazda 3 is still alive that sporty driver gene, for which cars of previous generations were so loved.

And we must pay tribute, he was really there. Because the pedals of both gas and brake are very well tuned. Very pleasant steering. Mazda 3 test drive took place on the most different roads. In the city, despite the rather mediocre size dynamic characteristics, the car little by little, little by little, begins to push you towards road hooliganism, which we complementarily call an active driving style.

Against the backdrop of competitors

In terms of dimensions, the Mazda 3 sedan is the very middle of the class. If the Skoda Octavia or Volkswagen Jetta is slightly larger, then the Ford Focus or Kia Optima is smaller. If you want a more compact car, you can look towards the hatchback. It is shorter than the sedan by 12 cm, which gives a certain gain when parking. However, the trunk in a five-door car is less than a hundred liters at once, and the ceiling above the rear passengers is slightly lower.

The main advantage of the Mazda 3 is its appearance, which even today seems bright and unusual. The most important thing in it is the ability to give its owner the real pleasure of driving.

The first generation machine appeared in 2003. That very first generation in China continued to be produced right up to 2013, although in that same 2013, third-generation cars appeared in Japan. As of today, the Mazda 3 already has a history, but, unfortunately, it does not have truly accessible versions. Even the cheapest modifications are on the other side of a powerful psychological barrier of a million rubles.

On the other hand, most competitors have such machines with motors of similar power, with automatic boxes also have price tags with seven-digit numbers. That is, in medium configurations, parity is maintained with opponents. Another thing is that the copy on which the Mazda 3 was tested costs more than 1.2 million rubles. While some competitors, such as Kia or Volkswagen, offer cars with a 150-horsepower engine for that kind of money. However, before making your choice, the future buyer should still go for his own Mazda 3 test drive. Perhaps at the test drive stage, she will be able to win back those points that were lost when comparing price tags.

Technical characteristics of the Mazda 3 presented for a test drive

• Length: 4585 mm;
• Width: 1795 mm;
• Height: 1450 mm;
• Wheelbase: 2700 mm;
• Engine capacity: 1.5 liters;
• Power 120 hp;
• Torque: 150 Nm;
• Acceleration time 0-100 km/h: 11.8 sec;
• Maximum speed: 194 km/h;
• Average fuel consumption per 100 kilometers: 5.8 liters.

Modern mass models, tailored according to design patterns, can be counted on the fingers. but updated sedan Mazda 3 is one of those. In addition to the foppish appearance, this representative of the golf segment offers a cocktail of Skyactiv technologies, comfort and drive

Let's imagine a fantastic situation: Sherlock Holmes and Dr. Watson are discussing the third generation Mazda 3 sedan parked outside the famous house on Baker Street. “Listen, Holmes, what can you say about the owner of that Japanese car at which passers-by look? - "Well, the owner is in his early thirties, an avid athlete, often travels out of town with his young wife, loves modern art, does not part with gadgets and loves driving with a twinkle."

And after the sacramental "but how the hell did you guess?" the clue follows: “Elementary, Watson! Such spectacular car only a man of taste could have bought it, the squat body and the large, treaded wheels convince me that the driver is young and likes to make sharp turns. In the cabin, I immediately saw several cables for connecting smartphones and a large screen with navigation, therefore, the owner is on “you” with electronics. And he is not averse to hitting the primers. Look at those scratches on the edge of the bumper! The car often leaves the city, and the sedan lacks a little clearance to drive along the country road. Finally, I have no doubt that the owner is married - to back row child seat installed.

Gentleman's set

Joking aside, Mazda has been gaining an army of three-ruble fans since 2003, when first-generation hatchbacks and sedans debuted. The cars of the first and second generation shared a platform with the driver's Ford Focus and Volvo S40, but the third generation Mazda 3 moved to the branded "trolley", familiar from the Mazda 2, Mazda 6 and Mazda CX-5. As a result, the driving potential was even strengthened, the cabin became more spacious, but more importantly, the engineers used Skyactiv technologies, introducing engines with a record high compression ratio, efficient gearboxes, and a light and reinforced body structure.

What else can a potential buyer expect? First of all, exemplary ergonomics. Mazda does not hide the fact that they focused on premium classmates. As a result, the driver's zone resembles that of the Audi A3 (location of the 7-inch touch screen, climate control unit, multimedia system and radio volume controls) and partly of the BMW 1 Series (shape of the transmission tunnel, steering wheel elements). It is comfortable to sit in wide and deep armchairs, the view is good, to which large external mirrors make a significant contribution.

The quality of the finishing materials is also not satisfactory: the plastic at the points of contact is pleasant to the touch, and the light leather of the chairs looks simply gorgeous. Toggle switches, buttons and decorative inserts look expensive, the devices are convenient and understandable, the “analog” handbrake does not steal much space on the tunnel and seems to urge drift lovers. The multimedia system is controlled with navigation and voice control functions both with the help of a rotary washer and by pressing on the 7-inch touch screen. True, the last opportunity disappears if the speed exceeds 8 km / h. The developers decided that it would be safer, but, apparently, they were too smart.

In the back row, by the standards of the segment, it is spacious - there is a small margin of space in front of the knees, while even tall riders will not support the ceiling with their heads. And this despite the fact that the roof of the Mazda 3 is sloping in modern fashion. Although the three in the "gallery" will be a bit crowded - the legs of the average passenger will rest against a massive transmission tunnel. And the luggage compartment here is not a record size - 408 liters. Although it is well-configured, and rear seats can be folded down by pulling the lock handles on the left and right side luggage compartment.

As for the adaptability of the Mazda 3 to Russian realities, the “Japanese” is good in this regard, but not perfect. I will share my impressions about driving in 30-degree frost. The climate control works efficiently in such conditions - the interior warms up very quickly. There is also a nice bonus - steering wheel heating, an option that is not often found in the golf class. However, I will complain about fogging in the frost of the rear side windows. Additional air ducts are displayed, as they say, on the lower tier - under the front seats. As a result, the legs of the rear passengers will not freeze, but the view due to frost on the windows will suffer.

But with geometric passability, no matter what Sherlock Holmes suggests, everything is in order with the “three-ruble note”. Approaching the country house of friends, I drove down a steep snowy slope without any problems, and on the way back I also famously took this height: fears that I would hit the bumper or thresholds on the bend of the lift turned out to be in vain.

Driver's Club

Driving a Japanese sedan, you understand what the developers mean when they talk about the magical Jinba ittai - the feeling of unity between rider and horse inherent in all Mazda. The feeling of heightened connection with the car is set in an oriental low landing and chairs with a developed profile. Having started the movement, I immediately want to compliment the settings of the steering wheel, equipped with an electric booster. Easy in parking modes, the steering wheel is filled with heaviness with a set of speeds. The force on the rim here, however, is somewhat artificial, which does not interfere with tracking the slightest nuances of changes in the trajectory of movement. At the same time, vibrations do not come to the rim and driving a sedan is equally convenient and pleasant.

Gambling handling is also facilitated by a modern platform that provides greater structural rigidity of the body, as well as independent suspensions on both axles. The brake system uses disc mechanisms, supplemented by ABS, EBD (brake force distribution system) and BAS (brake force distribution system). emergency braking). But the biggest contribution to stability when maneuvering is made by the proprietary G-Vectoring Control technology - a program that varies the power supply depending on the speed and steering angle. I personally appreciated all these know-how, having driven along the snow-covered roads of the Moscow region. Predictable curve behavior, high directional stability on highway straights, the ability to withstand rutting and crosswind gusts - all this is about the restyled Mazda 3.

At the same time, the list of advantages remained optimal balance suspension settings: "Japanese" unobtrusively broadcasts information about the road topography to the cabin, allows you to drive quickly and effectively smooths out bumps. Let's write down the merits and the ability to turn off the stabilization system (the button is located to the left of the steering wheel). This will be appreciated not only by lovers of winter drifting, but also by calm, practical drivers. Here's an example: the thermometer is -20º C, and I need to leave the courtyard of a dacha near Moscow that has not been cleared of snow. The first attempt ended in a helpless slip. But it was worth drowning the ESP button, as brake system loosened her grip, the engine was released from the fetters, and Mazda got out of the snow trap without any problems.

The tandem of a 1.5-liter 120-horsepower "aspirated" and a 6-band "automatic" is also good. Such a bunch does not turn a Japanese sedan into a sports car, but you definitely won’t have to play second fiddle in the traffic flow. In Drive mode, the car reacts to the "gas" with a slight laziness, but once you use the kickdown, the box will instantly switch down one or two gears down and it will seem to you that the engine has been magically replaced with a more powerful one.

Want more control over acceleration? Swing the "machine" selector to the left and activate the manual transmission mode. It is extremely useful also on steep snowy slopes. But, perhaps, the main weapon of our heroine is the Sport key on the transmission tunnel. With its pressing, the reaction of the car to the supply of "gas" sharply escalates, and the engine begins to sound with a pleasant hoarseness. I used the "sports" mode in most situations, except perhaps for driving in traffic jams (fortunately, fuel consumption increases slightly at the same time - up to a maximum of 10 l / 100 km versus 8 l / 100 km when driving in Drive mode). With such vigor and economical engine do not even worry that Russian dealers do not offer today a 2-liter gasoline unit available in other markets. An alternative to the 1.5-liter 120-horsepower naturally aspirated engine is the initial 1.6-liter 104-horsepower gasoline engine paired with a 4-band automatic.

And now back to the deductive method of Sherlock Holmes. The great detective would draw a true parallel between the appearance of a Japanese car and the character of its potential owner. Surely, the fact that the Russian buyer of the Mazda 3 should have incomes above the average would not have escaped his gaze: due to the high exchange rate of the Japanese yen, prices for a sedan start at 1,181,000 rubles (104 hp, automatic transmission), and for a car with a 120-horsepower unit, you need to pay at least 1,261,000 rubles. For comparison, the key competitor is a localized "classmate"

In the Rostov salon Mazda on Tekucheva revival, even despite the weekday. Potential buyers bombard managers with questions and line up to sit in the new Mazda 3 2014 model year. And I understand them - the novelty of the Japanese came out really entertaining, with an aggressive and stylish design. According to surveys conducted by Mazda marketers in Russia, 70% of the owners of the novelty will buy it “for beautiful eyes”, simply because they like the appearance of the new “matryoshka”. But in the arsenal of the Japanese novelty there are still high-tech engines, quality interior… A future bestseller? Let's check - we were the first in the South of Russia to get a new generation for a test drive and test it in various conditions.

Almost ten years ago, the first "three rubles" made a revolution in its class and allowed a small by the standards of the global automotive industry Japanese company speak loudly. Sporty design, "combat" engines and recklessly tuned handling made it possible for Mazda's golf class to become a leader in its segment. Today, Japanese engineers are preaching the same driving values ​​- the 2014 troika should be a tasty morsel for young drivers and drivers who love fast driving.

The new Mazda 3 looks really ultra-modern - today, in terms of futuristic style, only the “space” Civic can be compared with it. A swift silhouette, faceted shapes and attention of designers to even the smallest details - these are the characteristic features of the third generation. At the same time, Mazda has become larger in size, so from some angles it can be mistaken for a “six” that has gone on a diet.

Getting into the Mazda 3 is comfortable, despite the littered A-pillars. The interior is good, although it does not indulge in space. First of all, attention is drawn to the large touchpad of the HMI multimedia system, located on the center console. On the display with good resolution and beautiful graphics, you can watch videos, use navigation, or flip through the pages of the on-board computer. The impression is spoiled only by an overload of unnecessary information - you want, for example, to look average consumption fuel, and you are immediately offered a whole intricacies of schedules. The HMI system can be controlled from the joystick located on the high central tunnel.

Another noticeable detail of the interior is a retractable glass projector screen, which displays the speed of the car. The brightness and height of the digital "counter" can be adjusted. In theory, it should help the driver not to be distracted from the road, but in practice you still look out of habit at dashboard. Therefore, this device is perceived more as an element of decor than a really working device.

I really liked the bagel with a puffy rim, especially in the “top” version with leather trim that was provided to us for testing. The buttons on the steering wheel are located and arranged very well, and allow you to not be distracted from the road. The front seats tightly wrap around the body of the driver and front passenger, delighting with excellent lateral support. But it is precisely for the same reason that drivers of a dense build may not be very comfortable. The plastic on the panel in the cabin is soft, in more “hard-to-reach” places it is hard, but with a rubber “coating”.

The instrument panel, depending on the configuration of the car, may differ - on the basic versions there will be a speedometer in the center, and on the test car the tachometer has taken the lead. The speed is duplicated as digital values ​​on the right.

We translate the selector of the six-speed "automatic" into position D and start moving. The box is already familiar from other "skyactive" models of the company from Hiroshima - the "six" and CX-5. Due to the fact that the new Mazda 3 is lighter, the car is subjectively perceived as more dynamic than its older "brothers". In many ways, this is facilitated by the perky sound of the new Skyactiv-G series engine with a volume of one and a half liters - pressing the gas pedal to the floor, you start to think that there are at least two liters under the hood. But traffic jams prevent you from soberly assessing the capabilities of the engine - having got out onto the freeway from a dusty city, you understand that the dynamics of a one and a half liter three-ruble note is not ice. That is, for everyday driving around the city, the capabilities of the motor are enough for the eyes, but for a dynamic ride and confident overtaking on the highway, 117 horses are clearly not enough for Mazda.

Made in Russia?

The 2014 Mazda 3 has become more comfortable and quieter - noise isolation is no longer the “Achilles heel” of the model. The Mazda engineers also improved the suspension - the rear “multi-link”, although expensive to maintain, contributes to better handling. The electric power steering is set up perfectly - at "parking" speeds it can be rotated with your finger, and with increasing speed it is pleasantly "poured" with effort.

Feedback from the car is excellent, but it's still not the same "Japanese BMW" as the first-generation two-liter "treshki" were. The emphasis is rather on the side of comfort and safety - the rear suspension is made thruster, already at the entrance to the turning arc, the car relies on two outer wheels. At the same time, the behavior of the car during active driving is without surprises, and in a good way. As you put the car into the turn, so it will go, almost like on rails. It is not for nothing that the Japanese say that when setting up controllability, they were guided by german cars, primarily on the "seventh" Golf. At the same time, the car behaves at the joints and potholes with dignity - even despite the low-profile tires of the "top" version with 18-inch wheels. The base cars promise to be even smoother, largely due to the use of 205/60 R16 tires with a fairly high profile. The brakes also showed their best side - tenacious, and clearly designed for larger engines.

Safety first

Mazda 3 has never been positioned as a practical family car, but in the new generation on the back sofa has become more spacious. The wheelbase of the novelty has been increased - now it is 2700 mm. The trunk is traditionally small in comparison with classmates - 350 liters for a hatchback and 420 for a sedan. But by folding the rear sofa partially or completely, you can get an absolutely flat platform for cargo.

Packages with products from Auchan or a couple of bags will fit easily, and trips to nature with a clearance of 15 centimeters and a long front overhang are still contraindicated - for these purposes, Mazda has the CX-5 in the model range.

Despite this capacity fuel tank 51 liters should be enough for a long time when driving on the highway - the declared consumption of 95th gasoline should be less than 5 liters. In the city, Mazda 3's appetite is growing - according to the declared characteristics, it should be about 7.5 liters per hundred kilometers. On the display of the HMI system during our trip there were other data - from 13 to 16 liters per hundred, but most likely this is due to the fact that the car was rough and fell into our hands with zero mileage.

Prices for the 2014 Mazda 3 have risen as expected. Base sedan will cost at least 645,000 rubles, the Supreme equipment we tested costs from 945,000 rubles, and if there are special stages, it can pull up to a million. hatchback more expensive than a sedan- from 720,000 rubles for the Active version and up to 960,000 for a two-liter Supreme on the "machine". The difference in price with the larger "six" is not so great - but the customers, according to Mazda employees, they will have different.

What do you remember about the Mazda 3 after I returned the car keys to the dealership manager? If we discard the bright design and stylish things in the cabin - the feeling that the car was like a good suit cut out for me. For an inherently massive golf-class car, this is a big plus. I like the tight fit in the car, I like the predictable handling, and in general the “troika” of the Japanese came out very solid, on the top five. “A Komsomol member, an athlete, finally, just a beauty ...” With the second, I’m really willing to bet that the base 1.5-liter engine has a painfully melancholy character, but I’m sure the two-liter versions and the upcoming MPS sport version will make the car more dynamic. In any case, the new Mazda 3 will be a market success - after all, many people will buy it simply because they like it.

Who is against?

Mazda 3 plays in the same league with other "Japanese" - for example, Honda Civic, a restyled version of which we recently tested. If before the Civic was more expensive, now the prices are about the same. The base Honda with a 1.8-liter engine in the Elegance configuration costs 779,000 rubles, and the top-end Executive with an “automatic” costs around a million.

Another novelty among Japanese classmates is the fresh generation Toyota Corolla, which we ran in the summer. Toyota, in theory, can be taken for 659,000 rubles - it will be an empty “base” with a 1.3-liter engine, but a well-equipped car with a 1.8-liter engine and automatic transmission will pull out the same million. Corolla is definitely more comfortable for passengers and more spacious, but you can’t count on drive.

Antiquity Mitsubishi Lancer it costs less than the mentioned cars (from 599,000 rubles), but it has been produced for many years and is significantly inferior to competitors in terms of equipment and interior quality. We are waiting for a new generation of the legendary "samurai".

What is the most popular model today Mazda in Russia? Think Mazda 3? Wrong! For the first time in the time that has passed since the appearance of the "three-ruble note", the leadership was taken from her by the crossover CX-5. And the reason should be sought not only in the attractiveness of the CX-5, but also in the fact that the second generation of the “three-ruble note” did not go in the direction that fans of the car were waiting for - zoom-zoom disappeared somewhere along with a bright sporty character, lightness in design was gone and prices have gone up. But the Japanese corrected themselves quickly - inspired by Kodo and led by Skyactiv technologies, they introduced the new Mazda 3 less than five years after the start of production. previous generation. Will she take back the lost banner of the leader and will Russian buyers like it? This is what we had to find out in Serbia, where we went to test the novelty.

What is Kodo? So mazdovtsy call their new corporate identity, and uncomplicated at first glance, the word means "the soul of the movement." The designers seem to have honed their skills on the CX-5 and the "six" and in the end they gave an excellent result - we definitely like the new Mazda 3! She is especially good in Soul Red - it goes very well with smooth, muscular lines and an energetic silhouette. Aggressive "face" with a pentagonal grille, spectacular head optics and not a drop of excess fat - here it is, the reincarnation of the very "three-ruble note" that replaced the inexpressive model 323 10 years ago! But register sign hurts the eye, looks like an alien element, as if they simply forgot about it when they painted the car. And the hatchback's frying rear is still inferior to the rear of the sedan.

But at the training ground near Belgrade, only hatchbacks were waiting for us, equipped exclusively with two-liter 150-horsepower gasoline engines and automatic transmissions, that is, the most expensive versions. All this goodness - with Skyactiv bars. Not familiar yet? Briefly describe the "heavenly activity" can be the thesis: "Faster, higher, stronger!" In practice, this means both new powertrains and lighter and stronger bodies. In general, the improvement of performance on all fronts. So, for example, the curb weight of the top modification has become less by 45 kg - 1295 kg instead of 1340 for the previous generation, and the torque of the two-liter engine has increased from 187 to 210 N∙m. Nice bonus.

Of course, the Mazda 3 received and new interior. And - here's a surprise - inside it is not at all the same as the CX-5 and the "six"! It turned out that the Japanese seriously studied the question of how much the driver is distracted from the road when he uses various auxiliary systems. And they took an example, no less, with Audi, BMW and Mercedes-Benz. So a projection screen appeared in the cabin, on which the speedometer readings and navigation system tips are displayed, and the large touch screen moved to the top of the center console - its location allows less translation of the direction of view. Only one thing is bad - like Mercedes (our recent test of the Audi A3 Sportback, BMW 118i and Mercedes-Benz A 200, read on this

), it looks like an alien element and is not turned a single degree to the left (apparently, this is due to unification with right-hand drive Mazdas).

• The "height" of the head-up display can be changed. You can turn it off, but you can't remove it completely. Frankly, the value of such "devices" is still incomprehensible to me. What he is, what he is not...
• Spectacular dashboard with a tachometer at the head - the prerogative of the Supreme version. The very case when originality does not harm informativeness at all.
• The glove box has a decent volume, but the inside is not trimmed with anything. In the armrest box there are 2 USB inputs, a 12V socket and connectors for connecting mobile phones.
• You quickly get used to managing the multimedia complex using a puck near the gearshift lever

But otherwise, the interior of the new “three-ruble note” is good - after piling up the forms in the predecessor, the eye rejoices at the purity of the lines, the low front panel improves visibility (at the same time, the front pillars moved back by 10 cm), and the driving position is close to ideal. Only tall or long-legged drivers can complain - the seat cushion is a bit short. The steering wheel seems overloaded with buttons only at first glance - you use them on an intuitive level, the gearshift paddles are conveniently located. The climate control unit is also well made, the rotating knurled washers are especially pleasing - their precise fixation and measured efforts evoke thoughts of Audi.

The increase in the wheelbase will be most appreciated by the rear passengers - there is enough legroom. And the doors open to a very wide angle, which makes it easier to get in / out. It shakes in bad areas at the back a little stronger, but it doesn’t come to discomfort. The front seats have tangible lateral support, although you still slide on the skin in corners

The materials are well chosen - the upper part of the front panel is made of soft plastic, the silver strips fit well. And even the carbon-look inserts on the steering wheel and doors that caused controversy seem to me personally here appropriate and do not look clumsy. But the interior of the Mazda 3 still lacks attention to detail - the most frustrating thing is the lack of illumination of the power window buttons and the fact that only the driver has automatic mode. And how much have you, gentlemen of the Japanese, saved compared to the CX-5, in which all four windows can be opened or closed with one touch? But in the armrest box, there are two USB inputs at once - now you don’t have to choose whether to plug in a “flash drive” with music or recharge your smartphone.

By the way, another important innovation lies precisely in the possibilities of communication with various devices. Mazda's smartest and most capable MZD Connect system boasts not only familiar features like Bluetooth audio streaming, but also SMS and email reading, Stitcher and aha services (podcasts, Internet radio). And the updated "navigation" with Navteq maps will remind you of the peculiarities of driving in a particular country - for example, the permissible content of alcohol in the driver's blood and the current speed limits. In general, in traffic jams, owners of smartphones with unlimited internet connected will be able to find something to their liking.

Does this mean that the Mazda 3 has changed drive to comfort and electronic "bells and whistles"? Not at all! Several exercises on the training ground confirmed that there is still a driver's spark in the character of the "three-ruble note". The dynamics of the two-liter version with an automatic transmission is convincing (9 seconds to “hundreds”), and the Mazda 3 reacts immediately and even unexpectedly sharply to the turns of a small and, fortunately, ordinary round steering wheel - from lock to lock only 2.6 turns! But the effort on the “steering wheel” puzzled me - where did that charming connection with the road that Mazda made so happy disappear to?

The answer, apparently, should be sought in replacing the electro-hydraulic amplifier with an electromechanical one - from now on, it is not the liquid that helps to turn the wheels, but the motor on the steering shaft. And this, like antibiotics, killed all living things in sensations. Mazda 3 copes with the “rearrangement” effortlessly even with simultaneous braking, but why do I have to choose the steering angle solely on the basis of the “indicators” of the vestibular apparatus and “by the eyes”? But the chassis is cool! I’m already falling out of the leather-covered chair in a long arc, and she clings to the victoriously smooth asphalt of the Navak complex and easily changes direction in impromptu chicanes.

But be careful on slippery surfaces! Serpentine in hilly terrain turned out to be treacherous - asphalt under the wheels, but melted snow or dirt carried by tractors from the fields in a turn can play a cruel joke. A minute ago, Mazda confidently clung to the road without studded Pirelli tires Sottozero suddenly “floats” outwards with the front axle, and then, when the “muzzle” is hooked, the drift turns into a skid of the stern. Correction, and then the “three rubles” is smoothly grabbed by the stabilization system “by the scruff of the neck”. But why didn't DSC learn how to deal with demolition? At the same time, there is a treacherous emptiness on the steering wheel, again the sensors of the begun slip are not the hands, but the back and, sorry, the fifth point. In fairness, we note that all this is relevant only in cases where you drive too fast, balancing on the verge of tire grip. But it is in such conditions that all the nuances of the settings are exposed.

However, if you do not arrange a rally special stage from a narrow track, then it becomes clear why the engineers gave the “three-ruble note” a too “empty” steering wheel. Shocks from defects in the asphalt road do not pass to it! And in general, such a level of comfort was never dreamed of by the former “three rubles”. Even on 18-inch wheels in the bowels of the suspension, all sorts of road trifles like cracks and patches, and larger potholes disappear, and they do not make Mazda jump off the path. Yes, it shakes at low speeds and the profile of the Mazda 3 repeats in every detail, but with an increase in the pace the situation only gets better - the shock absorbers do not “break through”, they elastically work out all the “charms” of secondary Serbian roads. We hope that the Mazda 3 will cope with the Russian realities without any problems.

The volume of the trunk during the change of generations decreased from 340 to 308 liters. Apparently, for Mazda 3 fans, this is not the most important feature. Nevertheless, it is well organized - the opening is large, there are niches along the edges. In the underground - "dokatka". The vest is not included in the package - this is a mandatory requirement on the roads of Serbia

To be honest, this is the main pleasant surprise - both the energy intensity of the suspension and the silence of its work will be envied by many representatives of the C + segment. But what is still missing is soundproofing. They did a great job with aerodynamics - the wind barely "gets stuck" in the area of ​​​​the front pillars only at the "main" pace. The engine does not annoy with a roar (it’s a pity that the 150-horsepower “four” sounds ordinary, without a spark), if you do not drown the pedal to the floor. But the wheel arches are not insulated enough. The noise from the road remains dominant in any speed range, and the driver and passengers hear how the water murmurs when passing puddles, rustling sand or knocking pebbles. However, it cannot be said that this fact radically affects comfort - the Mazda 3 has definitely taken a step forward in this regard.

The Skyactiv-Drive automatic machine also deserves warm words in its address - it pleases with smooth operation in traffic jams and with unhurried movement, but at the same time it does not “stupid” and does not strain with jerks with an active drive. And if necessary, at any time you can “switch” the gear by pressing the appropriate steering column “petal”. Moreover, at this moment the box switches to the “honest” manual mode and will keep the selected stage even when the engine reaches the maximum speed and gently “hangs” in the cutoff. Having played enough with the “petals” on the serpentine, I finally switched to Drive and generally forgot about the “machine” - it does its job perfectly without constant prodding. Although, the sport mode would not hurt him.

It is curious that the basic version even ... fell in price compared to the previous generation! Now you can become the owner of Mazda 3 for 645 thousand rubles against 654 thousand earlier. For this money you will get a sedan with a 104-horsepower 1.6 engine of the “pre-active” era, manual transmission, six airbags, a stabilization system (!), tire pressure sensors, power windows for all doors, “music” with USB / AUX inputs and Bluetooth protocol, but without air conditioning. Moreover, if for the previous “three-ruble note” in the Direct configuration it could be obtained for an additional payment of 32,500 rubles, then for the novelty in the Drive version it is not available for any gingerbread.

Therefore, the performance of Active looks more attractive. It would seem that the car has already risen in price by 1 thousand rubles in comparison with the previous model in the Direct Plus version (sedan - from 690 thousand rubles, a hatchback is 10 thousand more expensive), but the set of equipment for the novelty is richer - air conditioning, electric mirrors, including their folding, "leather" steering wheel with audio control buttons, and washer fluid level sensor. If you add 26,500 rubles, then dual-zone climate control, heated seats and a CD player will appear in the cabin (the basic “music” has only a USB connector and a line-in). Surcharge for a four-band machine - 35 thousand rubles.

"Treshki" with modern power units Skyactiv families are significantly more expensive, as they are offered exclusively with a six-speed automatic. So, a modification with 120-horsepower gasoline engine with a volume of 1.5 liters starts from 780 thousand rubles (Active), and the Active + version with a 7-inch color screen and the MZD Connect system (maps for the navigation system must be purchased from the dealer), “climate” and heated seats will pull already 835 thousand. The top model with a two-liter engine (150 hp) is available exclusively in the Supreme version and costs 960 thousand rubles. The equipment includes bi-xenon headlights, a projection screen, light and rain sensors, 16-inch alloy wheels and LED lights.

And the most expensive Mazda 3 is a 150-horsepower Supreme car with a package that includes a whole bunch of electronic systems(automatic control high beam, blind spot monitoring, lane keeping, safe city braking), rear parking sensors, 9-speaker Bose audio system, 18-inch wheel disks, interior mirror with auto-dimming, cruise control, leather interior and electric driver's seat. Price? 1,111,000 rubles for a sedan and 10,000 more for a hatchback. However, you can refuse a couple of the last options and save 65,600 rubles. If you study the price lists of competitors, it turns out that the Mazda 3 falls into the top of the Russian representatives of the C + segment, where Volkswagen Golf, Honda Civic, Toyota Auris and Corolla. By the way, during the presentation at the training ground, Mazda brought us to a tent with our main rivals - they say, study. Now that's confidence! In addition to the above models, it is also Opel Astra, Ford Focus and... the new Peugeot 308, which will debut on our market only by the end of next year.

The Russian representative office really looks at the state of affairs and does not expect that the top version of Supreme with two-liter engine will account for more than 10% of sales. By the way, if there is demand, the 150-horsepower Mazda 3 can also be brought with mechanics. But the main striking force will be the "three-ruble note" with the Skyactiv-G 1.5 engine - it is predicted for a good half of those 20 thousand cars planned for 2014. That is, the Japanese want to increase their share in the C + segment from 1.5 to 2%. This means that Mazda 3 must take away the flag of the brand leader from the CX-5 crossover (during the 3rd quarter of 2013, dealers in our market sold 13,676 CX-5s). And she has all the trumps in her hands - from now on, a bright design and excellent driving performance do not make you put up with a lack of comfort or a modest interior.

Technics

• Mazda engineers have achieved a reduction in weight and increased body rigidity due to the increased use of high tensile strength steels - so the share of grades with a parameter of 780 MPa has increased from 4 to 9%, steel with a rating of 980 MPa is used in the thresholds, and bumper amplifiers are made of material with a strength of 1080 MPa (this saved 4 kg). Torsional rigidity has increased by 31% for the hatchback and 28% for the sedan. In terms of safety, the Mazda 3 recently received a 5-star rating from the Euro NCAP association.
• Weight reduction is not only the merit of the body. The front subframe has become 38% lighter, the number of parts made of high-strength steels has also increased in the suspension, the electric power steering instead of the electro-hydraulic one has saved 2 kg, and 4.4 kg has been removed with the help of new brake mechanisms (the diameter of the front discs in the two-liter version is 295 mm, the rear - 265 mm) and wheels. The suspension scheme itself has not fundamentally changed: McPherson struts in front, and a multi-link design in the back. Shock absorbers and springs are softer for better comfort. Compared to the previous generation machine, not only has the wheelbase, but the track was also expanded (1555/1560 mm versus 1535/1520 mm before)

• Both gasoline engines Skyactiv-G share a compression ratio of 14:1, direct injection, timing control on both camshafts and exhaust manifold according to the "4-2-1" scheme. The more powerful Skyactiv-G 2.0 has an exact displacement of 1998 "cubes" (the previous engine had 1999), it has a 4 mm reduction in cylinder diameter, an increase in piston stroke, a 30% reduction in friction losses, and an overall weight reduction of 10% achieved by thinner crankshaft journals and lighter pistons and connecting rods.
• Skyactiv-G 2.0 produces 150 hp at 6000 rpm and 210 N∙m at 4000 rpm. The junior Skyactiv-G 1.5 engine boasts the following characteristics: 120 hp / 6000 rpm and 150 N∙m / 4000 rpm
• The six-speed automatic Skyactiv-Drive has the ability to lock the torque converter in any gear and pleases with smooth and adequate operation - the “brains” are well tuned

At the end of summer, 8 Mazda 3 hatchbacks with 120-horsepower Skyactiv-G 1.6 engines and manual transmissions successfully covered 15 thousand kilometers from Hiroshima (the company's headquarters are located there) to Frankfurt (for the European premiere during the auto show) to confirm the reliability of cars in conditions Russian roads. This is the third similar run for Mazda - in 1977 two Mazda 323s crossed the route, and in 1990 four Mazda 626s crossed the territory of the former USSR

Competitors

Mazda's main competitors were identified during the presentation - these are Volkswagen Golf, Opel Astra, Ford Focus and Toyota Auris. The Honda Civic is begging for this list, and until the new Peugeot 308 has reached us, we decided to add the SEAT Leon related to the Golf and popular in Russian Kia cee'd. All prices are indicated from the price lists of manufacturers without taking into account current discounts and promotions.

Ford Focus

Focus continues to lose customers - in 2013, sales fell by 28%, and in November, Focus sank by 34% at once. But, nevertheless, it is behind him that the palm in the C + segment is still behind him. The starting price is 565,000 rubles for a hatchback with an 85-horsepower 1.6 petrol, a manual transmission and a modest Ambiente configuration with two airbags and ABS (of course, air conditioning is only for a surcharge). Minimum price for a 105-horsepower Focus with a PowerShift robot - 716 thousand rubles. This will be the Trend version with frontal airbags, air conditioning and ESP system. And Focus with the most powerful two-liter engine (150 hp) and PowerShift box in a similar Trend configuration will cost 778 thousand. Mazda 3 comparable version of the Focus (Titanium with additional options) will pull on 951 thousand rubles.

), and we tested the sedan together with the Skoda Octavia liftback (article

Opel Astra

Updated hatchback Opel Astra is offered with at least 115-horsepower 1.6, so the starting price is higher than that of the Focus - 649,900 rubles. But equipment even in the Essentia version includes front and side airbags, ESP, air conditioning, heated seats and an audio system. Astra with a six-band automatic is available starting from the Active version at a price of 744,900 rubles, and a similar car, but with a 140-horsepower turbo engine, will cost 787,900 rubles. An attractive price can also boast of a Supreme Astra 1.4T Cosmo comparable in terms of equipment with Mazda 3 with additional options - 915,400 rubles with bi-xenon headlights and navigation. And there is also a 180-horsepower Astra 1.6T with a gun at a price of 901,900 rubles.

Toyota Auris

Toyota Auris is not very suitable for competing with the top performance of the Mazda 3, because it has neither powerful engine(maximum - 132-horsepower 1.6), no modern equipment - even in the most expensive version for 944 thousand rubles there are no xenon headlights, no "navigation", or any electronic driver assistants like dead zone control. And the most affordable Toyota with this engine and mechanics costs 774 thousand. True, it has in its arsenal a complete set of airbags, a stabilization system, climate control, “music” and heated seats. Surcharge for a stepless variator - 40 thousand rubles. Moreover, for Auris, unlike the platform Corolla, a 140-horsepower gasoline 1.8 is not available. Although, looking at the price of the top Corolla (995 thousand rubles) in a configuration similar to Auris, it becomes clear that this power unit is clearly not providing the main sales.

Honda Civic

With the Civic hatchback, everything is simple - one engine (1.8, 140 forces), three configurations. The basic version of Lifestyle on the mechanics costs a frightening 869 thousand rubles, but the list of equipment calms down - it has everything you need, including six airbags, climate control, heated seats and mirrors, and a stabilization system. A similar Civic with a five-band automatic is 30,000 rubles more expensive, while the top Executive (949,000 rubles) and Premium (1,099,000 rubles) versions are available exclusively with automatic transmission. The latter can boast panoramic roof, bi-xenon headlights, leather interior, parking sensors front and rear, "music" with a subwoofer, keyless entry and 17-inch alloy wheels.

Volkswagen Golf

A five-door Golf with an 85-horsepower 1.2-liter turbo engine and a manual transmission costs at least 633,900 rubles. And the equipment is surprising - there is a complete set of airbags, ESP, climate control, and electric drives for all power windows and heated mirrors! But the 105-horsepower version of Trendline turns out to be 98 thousand rubles more expensive, and the Golf with a seven-speed DSG robot in a similar design costs 796,900 rubles. At the top of the range is the 140-horsepower Golf 1.4 TSI Highline with DSG for 957,900 rubles, which will have bi-xenon headlights, 16-inch alloy wheels, heated seats and cruise control. True, you will have to pay extra for light and rain sensors, as well as for parking sensors. But such a Golf accelerates to “hundreds” in 8.4 seconds! In between - a modification of 1.4 TSI in a 122-horsepower version (756,900 - 929,900 rubles).

SEAT Leon

The Spanish hatchback debuted in Russia this year, but so far it cannot boast of any serious success. The reason, apparently, is not only that the brand needs time to promote itself after the next restart, but also the starting price for SEAT Leon, which is… higher than for Volkswagen Golf! The base Leon 1.2 TSI (86 hp) with mechanics costs 639,990 rubles, and the equipment will not even have air conditioning (although a full set of airbags and ESCs have not gone away). But the 105-horsepower modification with DSG starts at 742,200 rubles, although the Reference package is somewhat simpler than the Golf's Trendline, and, for example, does not include climate control. But on the other hand, for 976,050 rubles you can buy a Leon FR with a 1.8-liter turbo engine (180 hp), a DSG robot.

Vadim Gagarin
Pictures of Mazda