Mazdaspeed 3 Road Test, 2008
Sophistication and Decent Pricing Highlight This "Pocket Rocket"
May 26, 2008
The best performance value on today’s market just may be the Mazdaspeed 3. With 263 horsepower pulling just 3,153 pounds it’ll outrun most cars. It isn’t a Subaru WRX STi or Mitsubishi Evo rival – they’re thousands more and much faster – but it’s more refined and balanced.
The Interior and Safety
The top line Grand Touring version tested was well appointed, as it should for $24,600 base. The height-adjustable cloth and leather Recaro-type buckets are wide, firm and separated by a spacious console containing decent cupholders. In back the 60/40 fold down bench offers enough legroom for two adults. Storage space in the hatch compartment is plentiful, especially with the rear seat collapsed.
The Mazdaspeed 3’s dash uses electroluminescent analog instrumentation. Control "feel,” an intangible sign of quality, is European and hints of that continent’s “great road cars.” Dual front, side and head curtain airbags along with power-assisted 4-wheel antilock disc brakes, Electronic Brakeforce Distribution, Brake Assist, Traction Control, Stability Control and a tire pressure monitoring system are standard. A large glove box without a lock, tilt/telescope rack and pinion steering, a burglar alarm, power points, keyfob entry and more are standard.
Creature comforts are plentiful. Cruise control, a sub-par AM/FM/CD sound system, automatic climate control with powerful air conditioning and heating, electric locks and windows plus better than average xenon headlights are items to note.
Engine and Transmission
As mentioned earlier the Mazdaspeed 3 utilizes a 263 HP, 2.3 liter inline “4” It’s an all aluminum dual overhead cam unit that’s turbocharged, intercooled and equipped with counter-rotating balance shafts for smoothness. Mazda’s dubbed this torquey powerplant its Direct Injection Spark Ignition engine. Zero to 60 times measured with an accelerometer during the week-long test period averaged six seconds. Fuel economy on high test was observed at 16 city and 24 highway (EPA 18/26). Only the turbocharged Dodge Caliber – its closest but little known rival - can challenge these figures. The Caliber, however, is woefully lacking in sophistication.
Gear changing was handled by a short-throw six-speed manual transmission and light clutch. Both worked flawlessly. The test car was also equipped with a torque-sensing limited slip differential, a safety feature on slippery roads.
Handling and Ride
As the Mazdaspeed 3 is positioned by Mazda – and its Ford parent - as a sportster with a back seat expect to find the four-wheel independent suspension biased toward handling. Its underpinnings are supple under most circumstances but some large bumps and dips cause harshness to filter through. The ride’s superior to Dodge’s Caliber and much better than the Evo or WRX STi. None of these vehicles, however, are what you’d choose to commute to New York or any major city! Turning to handling, expect minimal body lean through corners and “tossibility” to surprise. The power rack and pinion steering at times felt overly sensitive but worked well; the turning circle, at 36 feet, shows it’s nimble.
The Verdict
Considering the praise above could there be areas in which the Mazdaspeed 3 needs improvement? Absolutely, particularly if you focus on the vehicle’s 263 HP. When channeled entirely through the front wheels (the Evo and STi use 4-wheel drive) be prepared for fierce torque steer. Though buyers of a mid $20,000 vehicle shouldn’t need to do this torque steer can be minimized by ditching the “performance” factory radials. Replace them with the stickiest, widest rubber that’ll fit in the wheel wells. A tip: be sure to purchase the longest, most comprehensive extended warranty available. Few buy a vehicle such as this and feather the throttle.
The Mazdaspeed 3 is a bargain and, despite $4 gas, is well worth the price.
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