BEFORE there had been a big jump in fuel prices and long before Cash for Clunkers was dreamed up, the Mazda3 hatchback made a connection with drivers of sport-utility vehicles who wanted a change.

The Mazda3 was the right car at the right time.

The five-door model was, essentially, an early crossover — before there was a term for crossover, said auto industry analyst Jim Wangers.

“(The hatchback) was capable of handling family responsibility and it was good-looking,” he said.

Mazda offered features that would satisfy the tastes of people who had been driving well-equipped SUVs. They may have been shopping for a small car, but they didn’t want a cheap car.

Launched five years ago, the Mazda3 was redesigned for 2010 and has been on sale for about a year.

It has about the same footprint as before, but is more refined. The car was stretched about three inches to accommodate European pedestrian safety requirements and to increase fuel tank capacity on the S model to 15.9 gallons, from 14.5 gallons. The interior is basically the same size, with a few tucks here and there, such as some sculpting on the driver’s side of the centre console to provide a little more knee room.

It is sold in front-wheel-drive sedan and five-door hatchback body styles in several trim levels. There are three engine choices and manual or automatic transmissions.

Pricing for the sedan starts at US$16,045, which includes power windows and mirrors, six air bags and a four-speaker, CD/MP3 audio system. Its 144-horsepower, 1.8-litre, four-cylinder has fuel economy ratings of 25/33 mpg and 24/33 with the five-speed automatic.

I’ve just spent a week in the top-line S Grand Touring — and it is this uplevel trim line that helped the Mazda3 distance itself from the competition. And there are plenty of choices in the segment, including the Honda Civic, Ford Focus, Nissan Sentra, Toyota Corolla, VW Jetta and Golf, Subaru Impreza, Hyundai Elantra and Kia Spectra.

The Grand Touring test car made a good impression the first time I opened the door. The leather upholstery caught my eye and nose. It smelled and looked like real leather, the kind that would break in nicely without the stitching unravelling. And it got better from there, including the price, which was US$25,340 with options.

Also standard on this model is adaptive front lighting. The system features self-levelling, high- and low-beam bi-xenon headlights and the inner beam steers up to 15 degrees into the turn.

There are also a couple of standout features in the Technology Package (US$1,395), which includes an advanced keyless system and navigation system.

I like the convenience of keyless starting, locking and unlocking. This system also has a handy push button in the right taillight to lock the hatch after loading or unloading. That’s not unheard of, but it’s typically on more expensive cars.

The cleverly packaged navigation system is the easiest I’ve used. A thumb can access all functions through three buttons on the steering wheel. Inputs are faster than an in-dash unit, and the small, colour screen in the driver-information unit is at an ideal viewing height.

But getting the tech package (US$1,195) requires the Moonroof/6 CD/Bose package (US$1,395). The best part is the 10-speaker, 242-watt, surround-sound audio system.

Interior changes to all models include longer front seat thigh support and reshaped seat backs for more lumbar support. Seat backs also were extended by 1.4 inches for more shoulder support. Optional sport-seat upper bolsters are canted inward more aggressively for added restraint during hard cornering. All models have a split folding seat back.

In California and other states with similar emissions laws, the S models use a PZEV 165-hp, 2.5-litre, four-cylinder, also under the hood of the Mazda6 sedan. (For other states, the engine is rated for 167 hp.)

That kind of power in a 3,005-pound car lets it jump off the line and scoot. With 167 foot-pounds of torque at 4,000 rpm, there is plenty of pull in second and third gears when lugging along in traffic. The driver isn’t rowing through the gears to keep the car in its power band. Gears slot easily and the clutch is light. For shiftless types, the five-speed Sport automatic adds US$800. Fuel economy is 21/29 for the manual; 22/29 automatic.

While the car’s dimensions remained the same, the styling is much swoopier but also aerodynamic. I wasn’t crazy about the big happy face in the grille until I drove the car. Then the design statement became a positive identifier. Other drivers can’t mistake this car for anything but a Mazda — and a Mazda3.

The hatchback has a low drag coefficient of 0.29, which cuts down on wind noise, Mazda says. Sight lines are good over the hood and decent over the shoulder. The turning circle is fairly compact at 35.8 feet and the steering is light and responsive for negotiating tight quarters. Rear legroom of 36.2 inches seems larger than the actual space when putting large bodies on the bench.

Mazda doesn’t build basic transportation. It builds transportation for people who like to drive and want to look sharp in what they drive. The Mazda3 has personality — and a face to go with it.

— Mark Maynard