Used Car Tip Mazda 3: Driving fun for 3,000 euros? It's possible with the Mazda 3

Putting yourself in the shoes of a new driver becomes more difficult every year, especially since your own idea of ​​what's popular with young people is often formed rather hastily. This is probably because young drivers are just as difficult to tar with the same brush as everything else in life. There are the completely sober-minded ones who, at 16, are already under the delusion that they're safer in a 45 km/h car than on a bicycle, moped, or public bus. Then there are the posers and braggarts who like to put on airs and even splurge on their dubiously financed GTI to decode the overrun cutoff – you know, rubbish. But what if you want to buy your first car with heart and soul? Affordable and sensible to buy and maintain, durable and economical, but still with sophisticated driving culture – a car you won't outgrow so quickly? For this case, the Mazda portfolio has long offered a compact car that combines convenience with utility. The Mazda 3 itself is available starting at around €5,000, depending on the model generation and mileage. Here are five reasons why it's the best recommendation for new drivers looking to invest their money wisely. Of course, we'll also address potential flaws and issues at the end.

Being a new driver means that a "cheap" budget can vary greatly from case to case. Especially because driving licenses are becoming increasingly expensive , the question arises as to how much you can or want to spend on your first car. If, as already mentioned, you don't just want to travel as cheaply as possible but also place a certain value on refinement, you can get well-maintained examples of the first generation Mazda 3 (type BK, built from 2003 to 2009) for around €3,000. The fact that most of them have already clocked up the 100,000 km mark is no cause for concern. Quite the opposite: Because the Mazda 3 is a rare underdog compared to other compact cars in this country, there are numerous examples that have remained loyal to their owners for many years instead of being happily passed on. This, in turn, often goes hand in hand with a surprisingly comprehensive maintenance history. Anyone who finds such a car will have hit the jackpot. Added to the positive features is the relatively high level of equipment on board, typical of Japan. Power windows, remote key, air conditioning, and an auxiliary jack—the basics for a reasonably modern car experience are almost always present.

The same applies to the second model generation (type BL, built from 2009 to 2013), where the first good examples change hands for around €6,000. The still very fresh-looking third generation (type BM/BN, built from 2013 to 2019) commands a fair €7,800 in a good and affordable case. Compared to the Golf, Focus, and other models, there are a striking number of well-maintained private listings lurking here.

Okay, the Mazda 3 is an affordable compact. So affordable that, in the aforementioned comparison to more common compacts, there's almost always a price advantage. And this is doubly so when the high levels of equipment are taken into account. Almost all of them, for example, even from the first model generation onwards, feature little extras like heated seats, a leather steering wheel, or sports seats, which weren't standard elsewhere for a long time. How is that? When it became apparent in the early 2000s that Korean manufacturers were becoming increasingly successful and high-quality, most Japanese manufacturers realized that indestructible technology and good equipment alone were no longer enough to assert themselves in the European market. The Honda image was increasingly trimmed towards sportiness, and Mazda championed a mix of premium quality and dynamics. As a result, the names of the perfectly respectable previous generations (323, 626, etc.) were condensed to a snappy, single digit. Added to this were high-revving engines, sensibly tuned manual transmissions, and sophisticated multi-link rear axles for the best possible driving dynamics. The interior featured excellent sound insulation, high-quality seats, attractive plastics, and more refined design than previously known in Japan. These are precisely the qualities that make Mazda a connoisseur brand to this day. The lively handling and excellent equipment also made it possible to avoid immediately recognizing base models as such, while in Europe, black bumper strips and dull hubcaps were still standard. The fourth and current generation placed even greater emphasis on design and a sense of quality, but omitted the multi-link rear axle.

Sporty driving is a broad field. It's misled by many who equate it with the most aggressive inner-city maneuvers possible, accompanied by the flatulence of their dual-clutch transmission's full-throttle shifts. On the other hand, anyone who refines their driving style on challenging corners without getting on others' nerves, while simultaneously working on their own active driving safety, will already have the edge with the naturally aspirated and lively 105 hp base gasoline engines in the Mazda 3. Of course, for the sporty driver, the vehicle should put a bit more power to the wheels. Mazda lived up to this, at least in the first two generations of the 3. In 2006, the MPS (Mazda Performance Series) was launched, for a time the world's most powerful front-wheel drive car. At the time, 260 hp from a 2.3-liter turbocharged four-cylinder developed with Ford was enough to achieve this title. The 380 Newton meters are almost even more impressive. To ensure this performance remains enjoyable, a limited-slip differential was already included as standard. The drivetrain remained virtually unchanged in the second generation. Today, the cars are available starting at around €8,000—again, an unbeatable deal in the competitive market. For those who are really serious and want to take part in the occasional track day, there's also a healthy selection of high-quality aftermarket options for suspension upgrades and performance enhancements.

Okay, maybe the enchantingly emotional MPS is getting a bit off track. After all, we want to offer young drivers as much car for their money as possible, and the rationality factor naturally plays a significant role, especially when Mom is supposed to donate a few bills for the car purchase for their 18th birthday. In this context, Mazda offered an interesting flavor for the 3 Series right from the start: the compact sedan. Initially somewhat timid, the (significantly more frequently sold) five-door model was still called the "Sport," while the sedan was simply marketed as a notchback version. Nevertheless, their design distanced itself from the once staid Japanese body styles and created quite attractive stubby tails. Whether these are truly the dream of newly licensed drivers is another matter. But they are even further removed from the compact mainstream than the 3 Series already is. This means that even cheaper bargains await. On top of that, the sedans offer a lot of space in the rear. With approximately 430 liters of space when fully occupied, it can accommodate about 100 liters more luggage than typical hatchback versions. And because that doesn't exactly sound like a great idea when meeting people your own age, it's worth remembering that Mercedes, with the CLA, and Audi, with the A3 sedan, were much later to jump on the Mazda trend of sleek, designer compact sedans. That's quite something.

Anyone who doesn't deal with engine technology on a daily basis can easily overlook the many pitfalls lurking when buying a completely conventional compact car, as many manufacturers have now produced truly crisis-ridden engines. Be it the infamous timing chain TSI engines from the VW Group, or the countless different oil-bath timing belt engines from Ford and the Stellantis brands: the used market, so important for beginners, is home to precisely the engines that can financially ruin your life if you're not fully informed. Even in the hands of an expert, they carry a constant residual risk. Nobody wants that, especially not those who want to spend their hard-earned savings on their first car. They, in turn, are in good hands with the Mazda 3. Just over two-thirds of first-time buyers chose a gasoline engine. These have a solid and problem-free timing chain in every generation and aren't looking for efficiency in downsizing. 1.6 and 2.0 liter displacement sounds generous by today's standards. However, they allow for good performance without a turbocharger. This means there's significantly less to break with age, and because naturally aspirated engines are subjected to less stress in everyday use, there's no fuel consumption penalty either. The opposite is true for aggressive driving. This creates a win-win situation, especially when other engines need to be taken to the garage for work on the turbo, intercooler, or timing belt. Anyone needing a diesel will find an old friend, acquired from PSA, in the early 1.6 engines. While they do need a new timing belt every few years, they generally run problem-free otherwise.

The Skyactiv engines in the BM/BN are exciting for tech nerds. In the gasoline engines, Mazda took the blend of naturally aspirated efficiency and high-revving performance to the extreme by introducing diesel-like high compression. Combined with direct injection, this results in good elasticity and solid performance figures. The diesels, in turn, are significantly more revving thanks to their relatively low compression, instead of the usual cold-blooded torque boom. The same process results in exceptionally smooth running.

Below. Unfortunately, models up to about the middle of the second model generation in particular often struggle with rust on body edges and sheet metal folds. In extreme cases, this is the reason why there is such a large price gap between cheap and good examples from earlier years. This problem is fueled not only by suboptimal rust prevention from the factory but also by inadequate maintenance by previous owners. In such cases, buying a remarkably clean example pays off. The solid technology is generally much less frequently the cause of serious problems. Only one minor issue is often noticed during the MOT in the first two generations: the lever mechanism of the parking brake on the rear wheel suspension. Dirt and road salt tend to collect here, preventing the spring-loaded arms, which are actuated by the handbrake cable, from returning to their neutral position, causing the brake to stick and wear out. Golf drivers (5th and 6th generations) are familiar with this.