No matter your station in life, cruising around in the 2010 Mazda3 Sedan makes its own grand entrance. Styling is based on Mazda’s Nagare (motion and flow) philosophy. Curvy bodylines, Celestial Blue metallic paint, 17” alloy wheels, and a high-decked trunklid flaunt the Mazda3’s ample flamboyance; body sculpting looks like it was etched by wind, sand, and time. But, the Mazda3 isn’t just a clone of a crusty old Liberace. Think more like Dennis Rodman. It’s showy, but has the goods to back up its flash.
The powerful used to come and play at the Fontainebleau. With the Mazda3 Grand Touring’s power, you will want to play in the sun, or all night long. Base models come with a 148-HP 2.0-litre engine, but the GT belts it out with a 16-valve 2.5-litre four-cylinder engine that generates 167 HP. Power comes on so smooth that at first you might think there is a turbo lurking beneath the car’s creased curves. If God created the Miata’s manual transmission, then His Son turned water into the Mazda3’s six-speed gearbox. Fuel economy ratings of 21/29-MPG city/hwy at least hint at Heaven.
A hotel that has lasted a half-century must have good bones under the façade. Same with the Mazda3’s chassis. Bestowing the feel of an entry-luxury Japanese sport sedan, the four-wheel independent suspension absorbs bumps and bruises like the old hotel soaks up hurricanes. Nothing seems to shake the car’s structure. Even over long stretches of broken downtown pavement, the car just rumbled over without a squeak, rattle, or hint of dissention. Quick backroads and tight onramps are stormed through with maturity usually reserved for much more expensive cars. It feels like a Miata was stretch to accommodate four doors and a large trunk. Electronic stability control, traction control, and four-wheel anti-lock disc brakes keep this party under control. Overall behavior reminds me of the last-generation Acura TSX, still one of my favorite cars.
Hotels like the Fontainebleau are known for their grand ballrooms, designed in contemporary style with lighting and drapery to impress. Mazda’s interior designers went all out in the ‘3 to give its cabin a comfortable, yet sporting flair. This is a place from which you want to rip through mountain roads, but also relax after a tough day making pay. Bolstered sport seats, huge analog gauges, leather-wrapped three-spoke steering wheel, close pedals, and leather shift knob get your business done. Heated leather cushions, steering wheel audio controls, and automatic climate control add comfort (the fab A/C will flat blast your chilled ass out of there).
Designers cleverly wrapped the dash from behind the instruments down into the center console, allowing a cove for the navigation screen and audio read-outs. All you need is easily-accessible, but there is an incredible amount of technology ready for the asking. Keyless entry and push button starting are but two examples. Your more raucous side could listen to a symphony on the Bose audio system, but would probably prefer or thump your neighbors’ flower pots right off their porches.
Current owners of the Fontainebleau have concluded recent renovations without ruining anything that makes the hotel spectacular. Sure, they added a new tower, upgraded the cabanas, and probably planted a few more palm trees. But, the essential essence of what makes the hotel great can be easily found. Since the Mazda GLC evolved into the 323, which begat the Protege and “3”, Mazda’s small cars had soul, durability, and a revered place among the compact faithful. ZOOM-ZOOM still means something, even with all of the freshness pumped into this latest rendition.
High-finned Cadillacs may never again grace the Fontainebleau’s driveways, but the Mazda3 is nothing if not a fontaine of bleu. The hotel was named to the National Register of Historic Places in 2008, and given proper maintenance, you just might drive your Mazda3 long enough to qualify for a set of Historic Vehicle plates. It has enough electronic tricks to impress James Bond, ample power to entangle a police force, and sufficient safety to guard five of your family’s bodies. While the Fontainebleau may have fought with the neighboring Eden Roc hotel over air rights, the Mazda3 will do battle with the Honda Civic, Kia Forte, Ford Focus, and upcoming Chevy Cruze. Price as tested came to $24,840.
By Casey Williams - MyCarData
Yes, the 2010 Mazda MAZDA3S Grand Touring sure is one happy-lookin' compact sedan, mostly due to its unique grill design. But there’s more to this second-generation MAZDA3 (first gen came in 2004) than just that snarky grin – there’s a bit of MAZDASPEED pace as well as space in this 5-door, part sports sedan and part compact wagon. Zoom-zoom.
*Mazda grin – The big grill grin and the sweeping body lines are all part of Mazda's current Nagare (motion and flow) design ethos that has resulted in some intriguing concept cars like the Ryuga, Hakaze and Taiki, full of streamlined lines that look carved by wind. But when that idea moves from concept to reality, well, some of it flows away like sand through an open hand. Take the smiley face grill, a wide plastic mesh under the metallic gray upper, flanked by sculpted side vents over a small splitter dead center, flanked by faux side intakes with integrated fog lamps. The grill has too much of a goofy look to it.
It all integrates nicely with the almond-shaped headlights that spear into the edged rounded fenders which have a hint of sporty RX-8 in them. The hood has design lines flowing off and sliding into the windshield frame and arcing roof. On the flanks, one distinct line angles up below the window line to flatten out before intersecting with the slit taillights, while another parallels the sporty lower sill before arcing up ahead of the rear wheel flares. In back, the roof line ends with a window-top spoiler, while the rear bumper bulges out just a bit over twin polished steel exhaust tips. The final touch – 10-spoke alloy wheels wearing 17-inch Yokohama radials framed by the flat-edged flares that complete the look.
The whole look is streamlined and very sporty, all lines flowing together, all just a tad exotic in a very crowded and varied compact field (Ford Focus, Honda Civic, Toyota Corolla/Matrix, Chevy Cobalt, Nissan Sentra, VW Jetta, Subaru Impreza, Mitsubishi Lancer, Kia Soul and Forte, Hyundai Elantra and MINI Cooper). I like it a lot, and so did many others who saw it. And the Velocity Red metallic paint had some real fire in it under the sun.
*Mazda life - The front doors open wide into a black-over-black interior with a motorcycle-like main instrument cowl, and a sweeping upper display for a high-mounted trip computer display and a separate station frequency and climate control information screen under a well-crafted padded seamless grained dashtop. The tilt/telescope steering wheel gets a thick leather-wrapped rim and simple stereo, Bluetooth cellphone and cruise controls, framing a 160-mph speedometer and 8,000-rpm tach, with a bar graph gas gauge and odometer/trip odometer in between. All gauge and most dash graphics are red/orange backlit and clear to see, the only other highlights some silver accents. The dash center gets a decent Bose Powerpoint 10-speaker AM-FM- six-disc CD sound system with MP3 (no standard USB/iPod) audio input and 12-volt power plug under the center console armrest. The silvery main tune/file knob is easy to use, a blue halo line around it pulsing when any knob is adjusted, while simple black or silver buttons access the rest of the audio features. Simple dual zone a/c controls are under the stereo, part of the silver-clad lower dash along with dual seat heater controls, a 12-volt outlet under a door and a stubby gearshift mounted 2 inches higher in this second-gen model (to shorten the reach). Twin cup holders live under a flimsy black console door.
Our Touring model had well-bolstered black leather seats with 8-way power adjustments for the driver, and three memory presets to boot. They were very comfortable during hundreds of miles of driving, but I would have liked some kind of adjustable lumbar control. In back, though, adult leg room is tight. But there is good head room for two with a center arm rest. The rear seatbacks split and fold 60/40 for access to a big square trunk-under-glass with a security cover.
There’s some high-tech (for a compact) here as well. The bi-xenon headlights angle into turns, the taillights are LED, and the front windshield wipers are rain sensing. There’s subtle blue LED illumination inside, and the moonroof is a nice touch too. Overall, a well thought-out interior with decent storage and good build quality, with a smart idea - black cloth on the dash top to eliminate glare on the upper displays. The key release button on the ignition is annoyingly old-fashioned and the horn is tinny. The trip computer display’s white graphics don’t fit the next-door display’s red graphics, looking out of place. If you get optional navigation, that’s where it’s small-but-usable screen goes. And the glove box door will tap the front passenger’s knees when opened.
*Mazda spin – The MAZDA3 goes as well as it looks thanks to the S Touring’s 2.5-liter, 167-hp in-line four. The last MAZDA3 we tested with the smaller 2-liter, 148-hp engine got to 60 mph in a decent 8.5 seconds in second gear with a snarling engine buzz. Our 4,500-mile-old S’s extra 19 ponies were noticeable, getting us to 60 mph in a good 8 seconds, barely into third gear, with a nice engine snarl and slick shifts. Passing power is ample, and it will even get up a bridge or merge onto an interstate in sixth gear without protest, showing how flexible this powerplant is. We averaged a decent 25 mpg, lots of interstate thrown in for good measure.
The second-gen MAZDA3 gets reinforcements in the floor, roof and sides for a solid, creak- and rattle-free drive, the ride firm but comfortable, pliant over bumps without any harsh rebound. With independent front MacPherson strut suspension and independent rear multi-link suspension, toss into an exit ramp and road manners were fine and fun. Push hard and there’s mild understeer and body roll aided by standard traction and stability control, but it carves turns well for a family compact. The steering was precise and direct, with good road feel, while the 10.9-inch front/10.4-inch rear disc brakes offering great pedal feel and no fade after repeated use. Our only comment – the rubber was noisy on many highway surfaces, something noticed by my spouse and I.
*MAZDA3 money – The base price of the MAZDA3S Grand Touring 5-Door is $22,000 with all above standard except the $1,395 Bose sound system/moonroof package, a $50 cargo mat and another $50 for black rear bumper step plates, for a total of $24,425. That said, there’s a lot of standard stuff here.
The Kia Forte is roomier, with a bit more power and a pleasing shape for a bit less. A Corolla XRS has 158-hp, very solid construction, but not as much fun to drive for about $20,000. A 170-hp VW Golf with 5-speed manual is better built and roomier inside, with similar 5-door utility and maybe equal driving fun for about $1,000 less. And a $23,000 MINI Cooper S two-door is smaller, sassier in style, more fun to drive and very economical, but try fitting two in the back seat as well. An all-wheel-drive Impreza has a bit more sportiness.
* Bottom line – Yes, it isn’t the outrageously good MAZDAPEED3. But our metallic red MAZDA3 S 5-door is pretty much a car I could love as a daily commuter that’s fun to use on the back roads drive home - a decent dose of zoom-zoom in a stylish, well-equipped and fairly frugal compact sedan with a dash of sportiness.
2010 Mazda MAZDA3 Specifications
Vehicle type - 5-door, 5-passenger front-wheel-drive compact
Base price - $22,000 ($24,245 as tested)
Engine type - DOHC, 16-valve VVT in-line four
Capacity – 2.5 liter
Horsepower (net) - 167 @ 6,000 rpm
Torque – 168 @ 4,000 rpm
Transmission - 6-speed manual
Overall length – 177.4 inches
Wheelbase – 103.9 inches
Overall width - 69.1 inches
Height - 57.9 inches
Front headroom – 38.1 inches
Front legroom - 42 inches
Rear headroom – 37.4 inches
Rear legroom – 36.2 inches
Cargo capacity - 17 cu.ft./42.8 w/rear seats folded
Fuel capacity – 15.9 gallons
Weight – 3,005 lbs.
Mileage rating - 21-mpg city/29-mpg highway
Last word - A compact way to zoom
By Dan Scanlan - MyCarData
Some, like the Regal, with its Opel platform and Nurburgring suspension tuning underneath, appear to be downright sporty, while others tend more toward solid, even a bit vanilla.
One automaker, though, has tried to inject some zoom into its sedan since 2003, when the first-generation Mazda6 appeared. Now here comes the second-gen, with a zoomier shape, an extra 4.5 inches of wheelbase(109.8 inches) and wider front and rear track.
Let's zoom in for a closer look.
* Zoomy looks – The 2010 Mazda6 Grand Touring certainly went to the right finishing schools. It was designed in Hiroshima, Yokohama, Frankfurt and Irvine, Calif. As a North America-only design, the wide-mouthed single bar grill flanked by almond-shaped Xenon headlights over a wide-mouthed lower air intake with fog lights connected by a silver trim line. So far, very nice. The headlights curve into rounded front fenders sharing design DNA from the flagship RX-8, while a design lines comes off them and head up and aft to catch the taillights. The rounded roof gets some chrome side trim and floats nicely into the subtle lip at the end of the trunk, over slim LED taillights over Lexus-like twin exhaust tips in the lower fascia. The 10-spoke alloy wheels reveal big disc brakes, and wear P235/45ZR18-inch Michelins. With hints of silver and chrome, the sleek long wheelbase shape and the RX-8 accents make this a sportier, more dramatic shape that worked well in its Kona Blue paint, well applied over precise-fitting panels.
* 6xy interior – Keyless entry means touching the driver’s door handle to allow entry into a very black plastic interior with some upscale silver accents and a shiny striated black pseudo-wood on the center console and dash bottoms that looked great. I also liked the shiny accent plate for the base of the automatic gearbox, just below the nifty “Start” button. It’s a more upscale look, with more dramatic angles. Our Grand Touring had firm, supportive-if-flat heated leather seats up front with three memory presets for the driver's eight-way power (four-way power for the front passenger) bucket. The driver gets a proper tilt/telescope steering wheel with stereo, cruise, Bluetooth phone/audio and voice-command buttons. Under a compact hard plastic binnacle, a silver-trimmed central 160-mph speedometer and 8,000-rpm tach flanked by gas and temperature gauges, all with bright red numbers and sporty white needles. I also liked the blue halo around the main gauges rims, and the red button backlights. A red LCD trip computer (says zoom-zoom when you start) lives inset and top center over a wide touch screen satellite navigation flanked with function buttons for a solid, powerful AM-FM-six-disc CD-Sirius Satellite Bose audio system with 12 speakers. There's an MP3 input and a 12-volt outlet under the adjustable center armrest, although true zoomers want (and don’t get) a USB/iPod interface. You can voice-command audio, navigation and phone, while the CD stacker is behind the power tilt screen.
Chrome-trimmed dual-zone climate control knobs are there, as are twin front seat heater buttons and a neat little storage nook under a flip-up door for a cellphone or player. Cupholders dot the landscape, with a decent glove box and a felt-lined tray left of the steering wheel for change. Other techno goodies include a blind-spot monitoring system that blinks yellow icons in the sideview mirrors when something is in your blind spot, and beeps if you change lanes without a signal; rain- sensing wipers, auto-dim inside and outside (heated) mirrors; HomeLink transmitter and a height adjuster for the headlights. The swoopy rear roof line doesn’t hamper rear access through the longs doors, where it’s a bit plain in black, but with good head and leg room for two. Fabric pulls in the decent trunk easily drop the split rear seats for expanded cargo space.
* Zoom zoom – With the only rotary-powered sports car on the planet, a zippy MAZDASPEED3 5-door compact and one of the few two-seat roadsters around, Mazda has some pretty good sporting cred. Even a Mazda6 we tested a year ago with a 2.5-liter four- cylinder engine (170 hp) had a sporty six-speed manual when, netting 60-mph in 8 seconds and averaging 23 mpg. With this 3,700-mile-old car’s 3.7-liter, 272-hp V-6 and solid 6-speed automatic, there’s even more zoom-zoom to play with. You can manually shift it too. The result – a quick launch and clean shifts to 60-mph in 6.9 seconds, feeling quicker than competition like the Honda Accord and Nissan Maxima. The V-6 averaged about 21-mpg in our mixed use driving.
Quiet comes the zoom here, with a solid well-mannered platform and a slippery (.27 cd) shape aided by aero panels under the engine and air deflectors near the front tires. Add a well-designed independent front and rear suspension that offers a crisp, compliant feel that's good over bumps, and we loved the way this 6 sped through life. There's some body roll in turns and some bobble if there's a bump there, but it doesn't get unsettled. This is an agile, athletic sedan with good grip in turns, a joy to sweep through turns in, stability control handling understeer nicely. And with four adults on board, it smoothly traversed a new granite block traffic circle in our town that sets some suspensions and teeth on edge. The power steering was accurate but a bit light in feel; the power disc brakes offered precise pedal control and good stops with minimal fade after repeated hard use.
- Zoom cost: The base four-cylinder Mazda6i we tested a year ago started at a bit over $19,000; our Mazda6 Grand Touring with V-6 began at $28,540 with all standard above plus leather, a/c with pollen filter, power windows/mirrors/ locks, cruise control, 18-inch tires with alloy wheels, trip computer, HomeLink transmitter and adjustable center armrest. Our options – a $2,000 navigation system with real-time traffic, and a $1,980 technology package with keyless entry/start, driver’s seat memory presets, xenon headlights, heated auto-dim side mirrors, Sirius Satellite Radio, power passenger seat, LED taillights and trip computer, for a total with destination of $33,270. A 290-hp Maxima is about the same, but looks bigger. A 198-hp Hyundai Sonata Limited we tested recently was nice and roomy, but not as much fun to drive, albeit at more than $5,000 less. And a 268-hp Accord V-6 was quick and light on its feet, but I think the Mazda6 was a bit more fun to drive.
* Bottom line: The new Mazda6 is a grown-up mid-size sedan that is quick, athletic, roomy, comfortable and quiet – zoom with room. It’s a really solid choice in a world of Maximas, Fusions, Accords and Camrys. That over-$30,000 price tag seems a bit high for a sporty family car, but that V-6 and the ride do feel rich and Euro. That said, the four-cylinder version of the Mazda6 was almost as much fun, with a precise six-speed manual transmission and lots of nice standards that felt upscale with the zoom.
2010 MAZDA MAZDA6 Grand Touring
Specifications
Vehicle type 4- door mid-size sports sedan
Base price - $28,540 ($33,270 as tested)
Engine type - DOHC, 24-valve V-6
Transmission – 6-speed automatic
Horsepower (net) - 272 @ 6,250 rpm
Torque (lb.ft.) – 269 @ 4,250 rpm
Wheelbase - 109.8 inches
Overall length - 193.7 inches
Overall width - 72.4 inches
Height - 57.9 inches
Front headroom - 38.1 inches
Front legroom 42.5 inches
Rear headroom – 37.3 inches
Rear legroom – 38 inches
Cargo capacity - 16.6 cu.ft.
Curb weight - 3,547 pounds
Mileage rating - 17 mpg city/25 mpg highway
Last word – A sporty, quiet, quick sports sedan
By Dan Scanlan - MyCarData
Over the years Miata has grown an inch or two in each direction and gained a few pounds, but essentially the size of the packaging has increased only marginally over its three generations. Engine size and output have increased from the original 1.6-liter four-cylinder pumping out 115 horsepower to today's 2-liter four-banger delivering 167 horsepower. Prices sans destination charge in 1989 began at $13,800. Today the opening bid for the entry-level Miata Sport is $23,110.
Today's Miata buyer has more decisions to make in the showroom than in 1989. There are two additional models beyond the aforementioned Sport: Touring and Grand Touring. The standard transmission in the Sport is a five-speed manual; the upper trim levels use a six-speed manual. An optional six-speed driver-shiftable automatic tranny is available for $2,260 on the Sport and $1,100 on the top two trims. The extra cost for the automatic on the Sport version includes some other features like remote keyless entry, power door locks and cruise control, standard on other models, but not on the Sport. If you choose one of the top two trim levels, you can also swap out the soft top for a power retractable hard top (PRHT) for another $1,100. My test Miata was the $29,300 Grand Touring PRHT.
Moving up the trim-level ladder doesn't affect the engine. You get the same oomph regardless of the bottom-line. Although the horsepower might, at first blush, seem less than needed for spirited driving, the Miata's 167 ponies are more than sufficient to induce a few grins. Reaching 60 miles per hour from a standstill takes about seven seconds. The six-speed manual transmission in my test Miata featured short throws and fluid shifting. Operating with little effort, the clutch won't wear you out even in stop-and-go traffic. Regardless of the transmission in the top two trims, Miata rates an EPA-estimated 21 mpg in city driving and 28 mpg on the highway. The five-speed manual on the Sport achieves 1 mpg more in city driving.
The real fun in driving a Miata, however, is derived from its precision handling and not so much its acceleration. This is a car engineered to be tossed around turns. Its four-wheel independent suspension, consisting of a double-wishbone arrangement in front and a multi-link setup in the rear, is taut in its tuning. Spot-on steering and sticky performance tires also contribute to Miata's athleticism. Pound for pound and dollar for dollar, Miata is about as much fun as you can have behind the wheel.
While Sport editions get 16-inch alloy wheels, the other trim levels ride on 17-inch aluminum alloy ones. Antilock disc brakes are standard on every Miata, as is electronic brakeforce distribution. Stability control and traction control are only offered on the Grand Touring trim and then as one feature of a $1,650 package that also includes Bluetooth cellphone connectivity, Xenon headlamps, satellite radio capability and the Mazda Advanced Keyless Entry System.
At its low price, the PRHT is a steal. Needing only to throw one latch at the center top of the windshield, the driver lowers the top in about 30 seconds with the push of a button. When raised, the top does a flawless job of defending against noise and weather. When in its raised state, the hard top also makes for a better looking package.
The well-bolstered seats are firm and comfortable. Easy to find and simple to use, the switches and controls are neatly arranged. There are a few compartments and cubbies for storing smaller items.
Every Miata comes with air conditioning, height-adjustable driver's seat, power windows and mirrors, four airbags, and a six-speaker audio system with CD player and auxiliary input jack. Stepping up to Touring adds power door locks, remote keyless entry, steering-wheel-mounted redundant audio controls, trip computer, six-disc CD changer and cruise control. At the top of the heap, the Grand Touring increases standard content with leather seating, automatic climate control, heated seats and a seven-speaker Bose sound system.
My test Miata also had the $500 Suspension Package. This included a sport-tuned suspension, limited-slip differential and Bilstein shocks.
I remember how smitten I was with Miata when I first drove it more than 20 years ago. The love affair has not ended. It remains one of my favorite cars. Although I don't pop out of it with the same alacrity I did two decades ago, the driving experience makes the gymnastics of climbing in and out of it well worth the effort.
It still corners like a bobsled and accelerates with enough zeal to paste a goofy smile on the kisser of all but the most jaded enthusiast. Only the lack of utility resulting from its smallish 5.3 cubic feet of trunk space prevents it from being a go-anywhere, do-anything vehicle; however on longer trips, a couple willing to pack light, could make do. After all, the thrill of motoring cross-country, wind in your hair, would be well worth the chore of washing out a few things in the motel room sink.
by Russ Heaps - MyCarData
Further broadening its allure, Mazda 3 comes as either a four-door sedan or a five-door hatchback. Shoppers interested in the sedan can chose between two engines: a 148-horsepower 2-liter four cylinder or a 167-horsepower 2.5-liter four cylinder. Only the 2.5L powers the hatchback. To identify which engine churns under the hood, look for an "i" in the nomenclature of the 2L editions and an "s" for those with the 2.5L.
Base pricing begins at $16,550 for the Mazda 3i SV, escalating to $24,560 for the Mazda 3s Grand Touring hatchback with automatic transmission. The pecking order for the 2L versions is 3i SV, 3i Sport and 3i Touring. Whether it's the sedan or hatchback, 2.5L models come only as 3s Sport or 3s Grand Touring. My test car was the manual transmission-equipped $20,795 Mazda 3s Sport hatchback.
Both engines use either an engine-specific manual or a five-speed automatic transmission to drive the front wheels. The manual designated for the smaller engine has five forward gears, while the larger engine uses a six-speed gearbox. Every entry-level SV, however, comes only as the sedan with the 2-liter four and manual tranny.
Sifting through the trims, engines, transmissions and body styles probably isn't as confusing as it sounds, but there is no way to really shorthand it. The key piece of information you need is that the larger displacement four is available in both body styles, while the smaller 2L is available only in the sedan. Although aesthetics may come into play for you, when choosing between the sedan and hatchback the key difference is cargo room. The hatchback has 17 cubic feet of luggage space, while the sedan has 12 cubic feet of luggage room.
No surprise that the engine-transmission combination affects fuel economy. Posting EPA-estimated ratings of 25 mpg city and 33 mpg highway with the manual transmission, the Mazda 3 with the 2L is dinked by 1 mpg in the city when joined with the automatic tranny. With the 2.5L, however, the better mileage is with the automatic transmission. Here the EPA-estimated numbers are 22 mpg city and 29 mpg highway. Stirring the shift lever yourself drops those stats to 20 mpg city and 28 mpg highway.
As you would expect, the 2.5L delivers a more satisfying and fun driving experience -- particularly when paired with the manual transmission. The smaller four, though, is more than adequate and won't disappoint anyone who is mainly concerned with just getting somewhere. My latest test 3 was spunky, delivering quick starts when the light turned green. The fluid manual gearbox was precise and fun to operate.
Mazda was thinking "zoom, zoom" when it tuned the four-wheel independent suspension. Composed of MacPherson struts up front and a multi-link setup in the rear, it is taut with stable cornering in mind. The tuning isn't uncomfortably stiff, but handling was certainly the top priority.
Reining in the forward motion falls to four-wheel antilock disc brakes. One of the few changes for 2011 is that every 3 comes standard with stability control. Other brake-related safety features include traction control, electronic brakeforce distribution and emergency braking assist.
Clean lines and quality craftsmanship highlight the Mazda 3 interior. Although the center stack is overpopulated with switches and buttons, generally the dashboard is neatly arranged. Large, round gauges situated directly in front of the driver display speed and rpms. Three large knobs arranged below the audio controls operate the climate system. Even the SV version comes with steering wheel-mounted redundant audio controls for its sound system; although moving up to the Sport is required to add air conditioning.
The front seats are comfortable and supportive. Generous bolstering in the 3s sport seats helps keep driver and front-seat passenger upright during sharp cornering. The split-folding rear bench seat is about as comfortable as you will find in this segment; likewise for this segment, rear-seat legroom is tight, but adequate.
My test 3s Sport included as standard equipment a leather-wrapped steering wheel, trip computer six-speaker audio system, 17-inch alloy wheels, rear spoiler and foglights.
In the 3, Mazda has developed a small car for a wide range of entry-level buyers. It's basic structure, design and engineering provides a platform for an escalating array of content bound to fit the needs of most small-car shoppers. There is no evidence of Mazda skimping or cutting corners in any area despite the range of affordable prices. The quality is evident. Simply stated, the Mazda 3 delivers a lot of value.
By Russ Heaps - MyCarData
Drive a 2011 Mazda CX-9 Grand Touring crossover SUV, and you might smile yourself as its grill grins back.
This tall station wagon was born in 2007, its aim to offer a sportier seven seat option to those looking at Chevrolet Traverses and Ford Flexes. And when a company known for its Zoom-Zoom, makes a bigger crossover, you have to hope sporty is part of its genetics, especially since the CX-7 midsize crossover has some in its make-up too.
With the midsize Mazda6 platform as the basis for both, let’s zoom ahead to the details of the CX-9.
· Mazda model – Make no mistake, the CX-9 is a pretty sleek crossover atop its long 113.2-inch wheelbase. But design-wise, the 2011 model doesn’t differ too much from the first-generation model that came out in 2007 except for a dramatically happy face. The main grill is a black honeycombed slit with winged company emblem dead center, flanked by upswept almond-shaped headlights that flow into the flat-edged flares framing 20-inch Bridgestone Dueller radials on new design 10-spoke alloy wheels. True to the soon-to-be-gone Nagare design of current Mazdas is the huge happy lower grill, its mouth bisected by a floating chrome bar atop more black honeycomb mesh. The chin-line gets a gentle black fascia flank by winglet air dams under almond-shaped faux side inlets with chrome-trimmed fog lights. The black trim circles the fender wheel wells and door sills before heading aft to circle the lower rear bumper with twin slim reflectors and trapezoidal chrome-tipped exhausts. Chrome trims the side windows, which taper as they heads aft over a gentle rear fender shoulder line. It is a lean, aggressive shape that looked very nice in white, the side mirrors a bit big but offering repeater turn signals.
· CX-9 seating – Again, not much has changed with the interior, and that’s fine. The two-tone brown over tan design gets glossy woodgrain plastic accents and some piano black. The dash top and hooded gauge binnacle done in a matte finish that looks rich, but it is hard plastic. Under that binnacle, a deep-set 140-mph speedometer and 8,000-rpm tach in the center, flanked by gas and temperature gauges, backlit in orange with cool blue accent lighting. The front bucket seats are done in tan leather with light brown accents and are comfortable and supportive, with eight-way power adjustments, power lumbar and three memory presets for the driver. A blue LED spotlight illuminated the center console. The dash center is framed in glossy faux wood and alloy silver plastic, and starts with a red LCD trip computer with dual zone temperature and vent mode displays, trip computer and audio system info. Under that, a tilt-adjustable LCD touch screen that handles navigation with traffic alert and the great 277-watt, 10-speaker Bose AM-FM-Sirius Satellite-six disc CD audio system. The simple three-dial climate control system had silky-smooth action, over a rubber mat storage nook with 12-volt outlet. The audio system only gets an MP3 audio input and second 12-volt power outlet in the center armrest storage compartment. The audio system also records and plays back music from a built-in hard drive. Traffic problems automatically pop up if you are in navigation mode, offering the ability to quickly reroute. The thick leather-clad rim of the tilt/telescope three-spoke steering wheel felt sporty enough, with cruise controls on the right and voice command, standard Bluetooth hands free phone and stereo on the left. The wide center console also had twin cupholders, while the glove box was decent in size. The back doors open very wide for access to a 60/40 split second row that can be moved fore and aft about 5 inches, with great leg and head room for six-footers when slid all the way back. The seat backs also recline, while sliding them forward to access the split bench seat in back requires only one grab of a handle. Two adults can live there for a short trip, if the folks in the middle row give up some leg room. The second and third row fold flat to reveal a huge cargo area under the power rear hatch. And even if all the seats are used, there’s still a decent 17.2 cubic feet of cargo capacity behind the third row, and storage space under the rear cargo floor, part taken up by the sub-woofer. Other tech included a Blind Spot Monitor that flashed icons in the big side mirrors when something was hidden, beeping if you activated a turn signal. There are rain-sensing wipers and height-adjust headlights. The center LCD screen also became a rear-view video when reversing.
· Mazda movement – With its 3.7-liter DOHC, 24-valve V-6 with 273-hp, 23 more than when it was introduced, there was plenty of zoom in our CX-9. Using a smooth six-speed automatic transmission that can be shifted manually, the first version we tested three years ago hit 60-mph in 8.9 seconds. Our 1,900-mile-old 2011 model did it in 8.2 seconds, with some initial wheelspin and smooth shifts. The traction control can be shut off when needed, but returns to life again as you drive, for safety. All this zoom saw the CX-9 return about 20-mpg on regular.
Thanks to a stiff unibody platform with a low friction strut-type front suspension system and multilink rear suspension, the ride was supple and well-controlled, very sporty for a mid-size crossover. Turns are tackled well with minimal body roll, making for a fun and athletic-feeling vehicle that sits higher than a sports sedan, but comes close to one in feel. Push hard and understeer crops up in more aggressive turns, but it isn’t aggressive, just acceptable. The power steering had a nice feel if a bit light, while 12.6-inch front/12.8-inch rear disc brakes do the job without fade after hard use. The only concern – one morning, the traction/stability control icon lit for a few minutes, then went off and never blinked again.
· Mazda money – The base Mazda CX-9 Sport with front-wheel-drive and the V-6 starts at $29,135, while a top-of-the-line all-wheel-drive Grand Touring model starts at $34,535. Our front-wheel-drive Grand Sport was $33,145, with all above standard except: $200 pearl white paint; $160 rear step bumper; $400 power rear hatchback; $1,665 navigation with Real-Time Traffic; $2,255 for the moonroof/Bose audio system; and $100 for a towing package with transmission cooler. Final price - $38,710 with destination. Competitors with three rows and V-6s like the Ford Flex SEL start around $32,000, and have more people room and less horsepower, while the Chevrolet Traverse LTZ is about the same in price with a bit more power. We just tested a 230-hp V-6 all-wheel-drive Mitsubishi Outlander GT with three rows and great stereo, for just over $30,000. All three are nice to drive, look good and have lots of utility like a station wagon. But the Mazda drives with a bit more fun.
· Bottom line – While its basic design is almost four years old, the Mazda CX-9 does stand the test of time as far as looks, build quality and driveability. Yes, its $30,000-plus, but it has some luxury content for the price. Outside of an MDX, this is a fun crossover with room to spare.
Vehicle type – midsize 7-passenger crossover SUV
Base price - $33,145 ($38,710 as tested)
Engine type – DOHC, 24-valve V-6
Displacement – 3.7-liter
Horsepower (net) – 273 @ 6,250 rpm
Torque (lb-ft) – 270 @ 4,250 rpm
Transmission – 6-speed automatic w/manual shift mode
Wheelbase – 113.2 inches
Overall length – 200.2 inches
Overall width – 76.2 inches
Height – 68 inches
Front headroom – 38.4 inches
Front legroom – 40.9 inches
Center headroom – 39 inches
Center legroom – 39.8 inches
Rear headroom – 35.4 inches
Rear legroom – 32.4 inches
Cargo capacity – 17.2 cu. ft./ 48.3 w/2nd row folded/100.7 w/ 2nd and 3rd row folded
Curb weight – 4,330 lbs.
Fuel capacity – 20.1 gallons
Mileage rating – 17-mpg city/24-mpg highway
Last word – It zooms with room
By Dan Scanlan - MyCarData
Mazda is actually very good at making small cars. They’ve had decades of experience. My brother has had several and even after they'd been passed down to the teenages, they ran for 250-350,000 miles with little attention!
Small cars have prevailed as the vehicle of choice throughout the rest of the world for a long time. In our country, we are just now getting on that band wagon.
These very small cars are classified as sub-compacts and many are now appearing in our showrooms. Historically, they didn’t get much design attention and weren’t very appealing. Today’s sub-compacts are still small but are much more satisfying vehicles
The Mazda2 showcases Mazda’s ability to make a really good small vehicle. This little car is a great example of fine sub-compact. Not only does it check all the boxes that a sub-compact is expected to check but it does it in a way that delivers a really great feeling and fun to drive vehicle. After you drive the Mazda2 you’ll be convinced that it did indeed get a full ration of design resources from the Mazda home office.
The exterior styling is interesting and shall we say…cute. The Interior is purposeful, efficient, comfortable and contains the necessary equipment. It’s a high quality yet small and efficient car. Don’t expect to find leather seats or a navigation system. The Mazda2 is not about that.
It is powered by a 1.5 liter 4 cylinder engine with 100 horsepower and either a 5 speed manual or a 4 speed automatic transmission. The best EPA fuel economy numbers are 29 city and 35 highway. I could routinely get an indicated 40 mpg on the highway in my test vehicle.
Most cars in this class get excellent fuel economy, have efficient interior packaging, do pretty well in crashes for their size and aren’t terribly expensive. Most of them however don’t deliver a pleasant driving experience. They are frequently noisy, bumpy, buzzy and are something to be rationalized and endured rather than enjoyed.
The driving experience and the handling is where the Mazda2 really shines. It has surprisingly good power for an engine that is not much bigger than some motorcycles. It is solid, controlled and very composed.
This is the car that you can fall in love with all over again. You’ll bond with it. Its one that you’ll remember for years after it’s gone. You’ll treat it like a pet and you may even give it a name!
By Kelly Foss - MyCarData
Good things can come in small packages.
Sub-compacts like the Fiat 500, MINI and Honda Fit prove that sporty doesn’t need 300-hp and 19-inch wheels.
Now you can add the 2011 Mazda MAZDA2, originally launched overseas in 2007, as another “small package/big fun” commuter car. Selected as the "World Car of the Year" (WCOTY) at the 2008 New York International Auto Show, more than 400,000 of them have been sold worldwide since 2007 to everyone but us – until now.
Let’s see what we have been missing in what the world calls a B-segment car.
· Mazda miniature – Mazda calls it "Zoom-Zoom Concentrated.” And at a hair over 155 inches, or just shy of 13 feet in length, the 5-door MAZDA5 Sport is a truly compact car with minimal front and short rear overhang. But it has some character to its little shape, starting with the best iteration of the smiley-face that Mazda uses on its product right now. Almond-shaped headlights angle up from a very slim grill with winged company emblem dead center, over a wide-mouth honeycomb mesh mouth with curved-up black bumper bar. Silver-rimmed foglights accent the faux side vents, while gentle design lines that flank the grill add some tension to the hood as they flow into the windshield pillars. Gentle flattened fender flares frame smallish-looking Yokohama P185/55R15-inch radial rubber on simple 8-spoke alloy wheels. As befits a Euro-car, there are fender marker lights on an upward arcing side design line that bisects the body-colored door handles before tapping the taillights, while another design line adds some tension to the flanks above the lower sill. In back, mere inches seem to separate the rear wheel well from black-accented bumper with single polished steel tailpipe, while the roofline’s gentle slope ends in an upper spoiler over large back window. A nice design element is the driver’s side window, which starts below the base of the windshield and adds some aggression and airiness to the side window shape. While still rare stateside, it did get a few looks, the longest from a driver in a MAZDA3, and looked pretty sporty in a well-applied True Red, with solid fit and finish.
· MAZDA2 live in – Don’t expect an RX-8 in here – it’s a cleanly-designed hard black plastic dashboard with just a few silver accents. But the texture of the plastics, and their feel, is pretty good, as is the way the switchgear operates. The dash upper looks like grained buff-finish padded vinyl with a small cowl over a simple gauge package with central 120-mph speedometer, with 8,000-rpm tach on the left and an amber-lit trip computer with LCD bar graph gas gauge. There’s no temperature gauge, just a blue thermometer icon that goes off when the engine warms up. A tilt-adjustable three-spoke wheel with thick leather-wrapped rim had stereo and trip computer controls on the silvery left spoke, and cruise control on the right – no Bluetooth button here. The only dash button to the left is the traction/stability control. To the right of the steering wheel is a squared-off bulge with a gloss black accent strip across its middle, hosting a CD player over the decent 6-speaker AM-FM stereo with big central LCD display, its MP3 audio player input and a 12-volt outlet down lower at the head of the slim center console. A simple three-dial a/c system offered up heat quickly one cold morning, while we liked the high central shifter position, not unlike some other imports. The black cloth bucket seats get textured inserts with red piping, and were comfortable and mostly supportive, if a bit soft after a while. The center console has three cup holders, two up front and one in back for the rear seat passengers, while there are water bottle holders in the small door map pockets. The door panels are hard plastic except for a lightly padded insert. Back seat room was adequate for two adults, the front seat backs slim with flexible backsides where I could slide my knees. The rear cargo area was deep and usable under a hard security cover, but short front to rear under the hatch. There’s a button to unlock it, and it’s tall enough when up to clear my head. The rear seats split 60/40 and fold fairly flat to carry extra cargo. There’s even a rear wiper. The only bummers – the rear seat head restraints do stick up a bit into rearward vision, and there’s no map light. It’s inexpensive, but didn’t feel too cheap.
· Mazda motoring – There’s no Miata under that hood – it’s a 1.5-liter four-cylinder, 100-hp inline four hooked to a 4-speed automatic or our precise 5-speed manual. That’s not a lot of ponies these days, and it has to work to get to 60-mph or pass. But the free-revving engine and manual gearbox let our li’l red 2 get to 60-mph in a decent 9.4 seconds with a livable exhaust snarl and decent mid-range passing power. That’s compared to 10 seconds for the Ford Fiesta SES we tested recently, which shares the MAZDA2’s platform, but is about 5 inches longer and has 20 more horsepower. Fuel mileage, according to our 8,000-mile-old 2’s trip meter, averaged about 34-mpg on regular in mostly highway driving, a tad more than the Fiesta. Mazda’s mantra for the 2 was “Keep it light,” so they tell me the use of high tensile strength steel in the body structure saved 23 kilograms, while more kilos were saved via redesigns of the wiring harness, hood latch and hinges and lighter door speaker magnets. The electric power steering, which had a precise feel and feedback, was added to lighten the car and improve fuel efficiency. Polyester felt was added to the roof panels to dampen noise and vibration. Our car was fun to drive, its longish wheelbase and MacPherson strut front/torsion-beam rear giving it a firm yet comfortable ride on almost any surface. Rebound over bumps was well damped, only some expansion joints coming back a bit firm. The MAZDA2 also loved to be used in a curve, controllable understeer showing up and modulated via throttle and standard traction/stability control. We had some fun in unoccupied traffic circles near us, the car holding on well – it just goes in, around and out with no drama on the smallish 15-inch rubber. The electric steering was precise and direct in feel, while the 14-inch front discs/8-inch rear drums had good pedal feel and decent stopping power with no evident fade after some hard use. There was a bit of wind noise at 70-mph from the mirrors, but almost no tire noise, and brisk crosswinds didn’t upset it too much. It had some “Zoom-Zoom.” For comparison, a MINI Cooper has 118-hp, gets to 60-mph in about 9 seconds, and is a lot of fun to drive – like a go-cart. A Honda Fit (161.6 inches) has more interior room and a 117-hp four that got us to 60-mph in 10 seconds with its 5-speed automatic, and was fun and capable to drive. Others in the class weren’t as fun - a 122-hp Nissan Versa hit 60 mph in 9.5 seconds; a Chevy Aveo (due to be replaced soon) in 12; the 128-hp Scion xD in 9.5.
· Mazda money – There are two trim levels. There is the $13,980 entry-level Sport with 15-inch steel wheels, wheel covers, power mirrors, air conditioning, power windows and door locks, AM-FM-CD-MP3 stereo with four speakers, audio auxiliary jack, tilt steering wheel, remote keyless entry system, rear window wiper/washer and 60/40 split fold-down rear seats. Our MAZDA2 Touring added upgraded cloth seat fabric with red piping, 15-inch alloy wheels, fog lights, rear roof spoiler, chrome exhaust tip, leather-wrapped steering wheel-mounted audio and cruise controls, trip computer and a six-speaker AM-FM-CD-MP3 stereo system. It was probably the least expensive 4-door I’ve tested in years, at $15,435 base and $16,185 as tested with destination fee. I just wish the decent stereo system had a USB port. For comparison, the last Fit we tested was about $18,580 with a few more goodies, and a base MINI Cooper is about $18,000. For safety, the MAZDA2 gets standard ABS, stability and traction control, dual front air bags, front seat side air bags, side air curtains, and Mazda’s first North American use of a brake override system that prioritizes the brake pedal over the gas if both are engaged simultaneously.
· Bottom line – Inexpensive, fun, very usable and good looking – that sums up the MAZDA2. I’d enjoy one 2, and love it more with a touch more power.
Vehicle type – sub-compact 5-passenger hatchback sedan
Base price - $15,435 ($16,185 as tested)
Engine type - DOHC, 16-valve in-line four
Displacement – 1.5 liter
Horsepower (net) – 100 @ 6,000 rpm
Torque (lb-ft) – 98 @ 4,000 rpm
Transmission – 5-speed manual
Wheelbase – 98 inches
Overall length – 155.5 inches
Overall width – 66.7 inches
Height – 58.8 inches
Front headroom – 39.1 inches
Front legroom – 42 inches
Rear headroom – 37 inches
Rear legroom – 33 inches
Cargo capacity – 13 cu.ft./27.8 w/rear seat folded
Curb weight – 2,306 lbs.
Fuel capacity - 11.3 gallons
Mileage rating – 29-mpg city/35-mpg highway
Last word – Eager to play and nicely tossable, it’s practical too
We have always enjoyed small, fun-to-drive little cars especially if there was a hatchback attached. We liked the price and we enjoyed the economy, but perhaps even more, we relished the driving experience. The feeling to truly be one with a car, to dart in and out of traffic and to simply enjoy the smallness cannot be duplicated in bigger machines. To us it’s the real joy of driving.
These so called entry-level vehicles no longer fall into the somewhat dubious category of econboxes and strippers, the not-so-attractive labels slapped on them in the past.
One such new entry coming from across the ocean is the Mazda2. Sold in its current iteration since 2008 in Japan and Europe, we found the smallest Mazda to be a delight during a couple of weeks of test drives.
We find the Mazda2 one of the neatest small-car designs to be offered for the 2011 model year. Its front fender bulges and a shoulder line that gives definition to the side set the tone for the little car. The only sour note is the trademark big mouth Mazda grille. But we figure most people have come-to-terms with that design statement.
Owners must do with relatively low horsepower — based on 2011 standards — but there’s enough forward thrust on hand to keep the car percolating; and the amenity level is definitely adequate with such modern “must haves” as power windows and doorlocks, a decent-sounding audio system, air conditioning, and a full gauge package; all standard equipment for a starting price of $14,975.
The Mazda2 comes to the U.S. in only one configuration — a 5-door hatchback. There are only two trim levels, Sport and Touring, and only one engine option; a 1.5-liter inline 4-cylinder engine that produces 100 horsepower and 96 pound-feet of torque. It can be mated to a five-speed manual or a four-speed automatic transmission.
The Mazda2 shares most of its underpinnings with the just-released Ford Fiesta is an easy to toss about fun-to-drive treat that makes you relish the drive. At first blush you might think that 100 horses are just enough to keep the car out of the way of oncoming traffic, but when you figure in the Mazda’s diminutive curb weight of 2,300 pounds, it's quite enough, especially when mated to the manual shifter.
We enjoyed running through the gears, pushing into the upper reaches of the rpm band to get the most out of the little car as we accelerated to highway speeds — and beyond. This does yield rather course engine noises, especially over the 5,000 rpm mark, and don’t expect rocketship performance from the little engine. Fun and fast do not always go perfectly together. In the case of the Mazda2, expect these near-full-throttle launches to yield something over 9 seconds to reach 60 mph.
The manual shifter is light and direct and the clutch is easy to modulate. Even drivers not adept at manual shifting should find little problem smoothly pulling away from a traffic light.
Most people these days will lean toward the four-speed automatic and in this setup the auto shifter does not produce the same results as the manual. Performance is dulled, but for all but a few the automatic will be sufficient. We think if Mazda would have sprung for a five-speed, it would have added to performance, and increased gas mileage as well.
As it is gas mileage should please most, although we think mileage should be a bit better based on horsepower and weight. The little car is rated at 29 mpg city and 35 mpg highway with the manual and 27/33 with the automatic.
Inside the Mazda2 has a very handsome, sculpted dash, instrumentation is very helpful for the “hard of seeing” and the audio and HVAC panel is user-friendly and highly-intuitive. Something sorely missing are the inside armrests for the driver and front-seat passenger.
The Mazda does have adequate storage areas up front, something even some high-dollar offerings lack. A 12-volt power plug is stationed at the front of the floor console adjacent to a bin, just the right size for a cellphone.
The front seats are comfortable, and the driver’s seat proved friendly on our longer drives.
But like the Ford Fiesta the Mazda2 is tight in the rear quarters. Adult passengers will have to appeal to (beg) their front seat counterparts for some leg room.
While cargo space is good for a small hatchback, it is not quite up to some of the competition including such vehicles as the Honda Fit and Nissan Versa. Luggage capacity behind the seats is 13.3 cubic feet and cargo space with the seats folded is 28 cubic feet.
Mazda is definitely a price leader in this segment. As noted above standard equipment includes virtually everything people take for granted these days including the ability to unlock doors from a key fob.
Standard safety includes four-wheel antilock brakes, front-seat side airbags and full-length side-curtain airbags and traction and stability control.
Additional items on the upscale Touring model (add $1,215 to the price of a Sport) include cruise control, trip computer, alloy wheels, fog lights, better grade upholstery and an upgraded audio unit. What we don’t like is that a satellite radio system is not available. That’s a serious faux pas.
We drove the Touring with manual transmission, pearl paint ($200) and a cargo net ($40) for $16,430 including destination.
