Skoda Octavia VS Mazda3

Skoda says the Octavia SportLine will accelerate from 0-100km/h in 9.0 seconds, which isn’t ferociously fast but far from sluggish at the same time, especially for a roughly 1.3-tonne vehicle. And the fact peak torque (250Nm) is available from 1500-4000rpm makes it easy to drive with plenty of oomph through the mid-range.

Worth noting, while the urge is there, the turbo four’s power delivery isn’t always linear, more often from step off, with the engine at times taking half a beat to respond to a squeeze of the accelerator pedal before the power arrives.

Nothing dramatic, however, and the ‘Shift-by-Wire’ eight-speed auto transmission is smooth, with ‘Eco’, ‘Normal’ and ‘Sport’ modes available, the latter holding onto ratios longer on the way up the gears and shifting down more readily when an extra burst of acceleration is required. And if you want to take full control, ‘manual’ shifts via wheel-mounted paddles are satisfyingly quick. 

Suspension is strut front with a ‘compound link crank-axle’ at the rear, the latter being Skoda-speak for a torsion beam. 

The SportLine’s suspension is 15mm lower than the Style’s with springs and shock absorbers re-tuned for sharper dynamic response. Yet, despite that and the standard 18-inch rims shod with low-profile tyres there’s no penalty in terms of ride compliance.

Even over coarse B-road surfaces the Octavia remains comfortable and composed. The steering is nicely weighted and road feel is good, with a nice connection between the front tyres and hands on the wheel.

Pressing on through the curves the car is stable and balanced with the (225/45) Bridgestone Turanza rubber gripping hard. And if you really have the bit between your teeth an electronically-controlled diff lock helps put the power down effectively.

Braking by ventilated discs at the front with solid rotors at the rear and under the pressure of some steep, twisting and fairly rapid descents stopping power is solid. The pedal is progressive on application and when easing off.

Under the heading of miscellaneous observations, engine noise is agreeably low, especially for a small capacity turbo-petrol engine, the sports front seats are supportive and comfortable over lengthy stints behind the wheel and a lateral slider located below the central multimedia screen to control audio volume is a neat ergonomic solution.

In the midst of the current arm wrestle between the design cleanliness of an on-screen volume control and the simple effectiveness of a physical dial the Octavia’s slider, while still a haptic-style operation, represents a safe and practical middle ground between the two.

Ask yourself. What do you want from a new small car?

Since the first Familia of the early 1960s, Mazda’s been at it constantly, through the 1300 and 323 eras and into the modern age of the 3.

The Hiroshima brand knows its stuff. Space, practicality, comfort, ease, reliability and affordability. But a small car has to offer more, specifically in the way it makes the owner feel.

That’s why, while the Focuses, Lancers, Astras and Pulsars are gone, the 3’s still here. And it isn’t just the lush visuals inside and out that are, well, sensory-rich.

As older Alfa Romeo owners know, there’s something special about an engine that sounds alive, and the moment you push the 3’s starter, it purrs into life. That’s the first clue.

Slot the refreshingly old-school lever into Drive, and the G25 leaps into action, and, if you need it to, will keep pulling forward strongly, engine buzzing, like it’s on a mission.

That describes the torquey urge of this big 2.5L four, paired perfectly with the sensibly-geared auto.

We miss Mazda’s magnificent manual immensely, but the 3’s instant response reflects its favourable circa-100kW/tonne power-to-weight ratio.

And, as we’ve harped on in the past, the twin-cam unit’s extra oomph beyond 4000rpm delivers muscular high-speed responses akin to a good turbo – or a great old-school Alfa. You can keep your laggy dual-clutch transmissions, Europe.

Now, sweet, smooth and speedy performance is one thing, but having the chassis tuned with precise and fluid steering for tactile handling, and confident roadholding, backed by nuanced driver-assist and traction controls, are another.

There is a consistent and unifying control to the 3’s linear and forgiving dynamics, reminiscent of past masters like the Focus (and today’s brilliant Peugeot 308) that makes it a joy to drive enthusiastically through fast corners, with the knowledge that it won’t suddenly snap-oversteer and bite an unalert driver back.

For a Mazda, the ride is quiet enough, but there is still some droning transmitted through the cabin, via the Bridgestone Turanza (215/45) tyres, on coarse-chip bitumen surfaces.

And while suspension comfort is pretty impressive for the most part, larger bumps reveal the torsion beam’s limitations, as the car can occasionally thud over them in a way that we remember the multi-link rear end wouldn’t.

Anyway, what we’re saying is that, overall, the 3 Evolve SP Vision is an immersive and interactive driving experience that is right up there with the best of them.

Brawny performance, exquisite agility and a refinement that, collectively, have eluded every small Mazda in living memory until this generation’s 2019 debut. This 3’s right on the money. Still.