Mazda

Vehicle: 2012 Mazda3 Sport GS Skyactiv with Luxury Pkg
Price as tested: CDN$25185

Performance: Mazda’s Skyactiv, yes its an active with an “e”, has to be the most anticipating powertrain of the year. There are good reasons why we have been longing to test drive Mazda’s new technology. One of the main reasons is Mazda engineers are able to use high compression ratio. In North America’s case, its 12:1 while the rest of the world with better gasoline uses 14:1. In this case, this 2.0 liter is able to produce more power than the uplevel GT’s 2.5 liter. In many of today’s engines, you either have to choose more power but with poor fuel economy. Or get great fuel economy but complete lack of power. Mazda’s Skyactiv-G technology is able to accomplish both tasks with flying colors, thanks to direct fuel injection, electronic throttle and weight saving materials. Mazda has also engineered a 6-speed automatic with the right gear ratios to match Skyactiv’s engine characteristics. What make this gearbox so impressive is its ability to rev-match, the uncanny manners similar to what dual-clutch gearbox has to offer. The result is an engine with exceptional refinement and smoothness without losing anything, when it comes to responsiveness. Performance wise, its about as good as you can get. In the case of Mazda3, it has 155hp and 148 lb/ft of torque, which is only 12hp and 20 lb/ft of torque short of its 2.5 liter silbing. In real life, Skyactiv feels more willing to rev at all rpm without feeling the lost of power. In fact, the slight power lost has gained from the wonderful fuel economy. We had an average of 6 liters per 100km for our whole lead foot test driving, which is simply astounishing consider our Skyactiv tester weights at 1430kg. Driving an Skyactiv-G is like having a cake and eat it too. One has to wonder when will Mazda bringing in the ultra low compression ratio Skyactiv-D diesel powerplant??

Handling: Mazda3′s dynamic abilities already judged as class leading, regardless of price range. The Skyactiv doesn’t upset any of its perfect balance between handling and ride. The electric power steering continues to provide excellent feel and feedback, which by many standards, Mazda remains the leader when it comes to electric power steering setting. The steering feels responsive and direct. Then add with a world-renowed chassis, with exceptional rigidity and integrity; while the suspension calibrations are able to provide supple yet controlling ride motion controls. The suspension is supple enough to provide great ride quality while its firm enough for enthuisastic driving. The amount of driving fun with Mazda’s Zoom..Zoom suspension tuning is nothing short of brilliant. When you combined with the standard ESC, which is finally standard across the board, its really hard to rear Mazda3′s ugly heads even when anyone has too much driving fun. Its a hallmark system which provide enough thresold for enthuisastic driver to dial in before stepping in.

Brakes: With 4-wheel discs and standard ABS, Mazda3 stops like on a dime. The stopping distance is short, while pedal feels solid and well-modulated. The pedal always have some lives to its travel. On the other hand, ABS only steps in necessarily is an added bonus.

Interior: The class-leading use of materials and fit-and-finish remain intact in the latest iteration of Mazda3. The materials are simply world-class, so does the workmanship. Instrumentation gauges are clear and analog. Everything else are both initutive and user-friendly.

With its boxy hatch layout with low liftover and minimal side sills, Mazda3 Sport’s luggage space is amazing especially with the rear seats completely fold flat into the floor.

Conclusion: Before the advant of Skyactiv technology, those who have owned Mazda always love the way it drives but feels underwhelming about its fuel economy. The introduction of Skyactiv changes everything. It provides compelling performance without losing anything to economy, which in turn, without losing any driving fun of a Mazda. As for the case of Mazda3, Skyactiv just makes the best car even better.

One has to wonder. Is Mazda3 really the car that is able to answer all the questions without any compromise? With the latest groundbreaking Skyactiv, sounds like it does.

Competitions:
Ford Focus
Kia Forte
Honda Civic
Hyundai Elantra
Toyota Corolla
VW Golf

OVERALL VERDICT FOR 2012 Mazda3 Sport Skyactiv
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Performance: 5/5
Handling and ride/fun-to-drive: 5/5
Interior/ergonomics/user-friendliness: 5/5
Fit-and-finish/build quality: 4.5/5
Cargo/accessibility/layout: 4.5/5
Value-for-money: 5/5

Overall rating: 4.75/5

Vehicle: 2012 Mazda5 GT with Luxury Pkg
Price as tested: CDN$26185

Performance: Build a better mousetrap when the Mousetrap isn’t broken, especially if the case of that mousetrap is called Mazda5. Mazda is having the same dliemma when its time to redesign their hugely successful Mazda5 people carrier. Has Mazda messed up a perfectly good people mover or just upped-the-ante with the all-new 2012 Mazda5? We will have the answer at the end of the test drive.

Exactly like the Mazda3 which Mazda5 is loosely based on. The Mazda5 is sourced by an uplevel Mazda3 powertrain. Just like the Mazda3. The 2.3 liter has upped to 2.5 liters, while still using 4-cylinder and MZR variable valve timing varieties. This powertrain has a good 157hp and 163 lb/ft of torque at driver’s disposal. In terms of refinement and smoothness, this engine is anything but. Its both a smooth operator which has plenty of low-end grunt when its time to mesh the gas pedal. What really impressed me about Mazda5 is the availability of a sweet 6-speed manual gearbox for enthuisasts to row through the gears with a people mover. It really shows how much enthuisasm when Mazda Canada decided to market a Mazda5 as a sporty Mazda3 with extra row of seats. However, most people would choose the equally good 5-speed manumatic gearbox. As good as this 5-speed manumatic, Mazda engineers might need to consider adding an extra gear on top of the overdrive 5th gear for even better cruising abilities. On the other hand, its even better to widen the gear ratios between very low 1st and tall 6th in order to let the powertrain working in its sweetspots.

Handling: Imagine a people mover which have put through solid engineering of Mazda’s Zoom…zoom philosophy of chassis and suspension tuning, while improved on an already impressive dynamic abilities of its predecessor. That’s exactly the desired result with this 2nd generation of Mazda5. Given Mazda3 already considered as the most dynamic small car in its segment, its a no-brainer to think Mazda5 has about 85% of its magic due to extra weight and size. Anyone who never driven a previous Mazda5 would never believe how much improvement Mazda engineers have put through with this 2nd iteration. The chassis is stiffer and stronger, suspension is even more supple and compliant. Push the Mazda5 through the corners, one would be hard pressed to believe this is a people carrier. Its basically a hot hatch with the ability to carry 7 passengers and their luggage. The electric power steering is sharp and responsive, with exceptional precision and tracking abilites. Body motions are well-controlled, understeer is minimal given its status-of-life as a people mover. Most of all, Mazda’s ESC acted as an active safety feature whenever driver rears its ugly heads. What really impressed me about Mazda5 is that you can drive the tires out of it corners after corners. In the past, you can’t put crossover and driving fun altogether. Since the advant of the Mazda5, these two can co-exist happily. One basically can view Mazda5 as an enlarged Mazda3 or a MX-5 crossover.

Brakes: With 4-wheel discs and standard ABS, Mazda5′s braking abilities continue to impress. The brake pedal feels strong and solid, while the modulation is reassuring. Stopping distance is short while ABS steps in at the right time.

Interior: As with all those people mover, the 3rd row is the either/or kind of affair due to their compact size. With the 3rd row up, the luggage space is minimal at best. When the comfortable 3rd row is down, there are enough space to carry 5 passengers’ weekend gateway.

The 2nd row is impressively layout. Not only does they are comfortable for 2 passengers. The center position host a fold out tray with useful cupholders and underneath storage. Sometimes its the smallest thing that makes the biggest difference.

In front, Mazda5 continues to impress with top-notch plastic materials on the dashboard and center console. The automatic climate control is initutive while the orange center information display doesn’t wash out even with sunlight.

Conclusion: Mazda obviously haven’t messed up with the perfectly fine mousetrap, they have improved it instead. That’s a tough task but Mazda certainly have the engineering prowess to complete this mission. It has more power, handles swifter and an interior attention-to-details that is second-to-none. If only we are able to imagine how sweet the next iteration of Mazda5 would be…….!!

OVERALL VERDICT FOR 2012 Mazda5
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Performance: 4/5
Handling and ride/fun-to-drive: 5/5
Interior/ergonomics/user-friendliness: 5/5
Fit-and-finish/build quality: 4.5/5
Cargo/accessibility/layout: 5/5
Value-for-money: 5/5

Overall rating: 4.5/5

Vehicle: 2011 Mazda2 GS
Price as tested: CDN$22005

Performance: Over the last few years, Mazda have got homerun after homerun. Everything from Mazda3 to Mazda6 to MX-5 Miata have enjoyed rave reviews after rave reviews. Subject to this review is the 2011 Mazda2. Is this Mazda2 destined to be another homerun for Mazda? We will find out after this test drive.

Mazda2 comes with only one single powertrain. That’s the 1.5 liter DOHC 16-valve 4-cylinder with variable valve timing. It has 100 horses and 98 lb/ft of torque at driver’s disposal. Although on paper, 100hp and 98 lb/ft of torque feel a bit underwhelming, it actually feels much more responsive than what the specification suggests. The throttle response is instant and linear. This little motor’s refinement and smoothness are up to those stanards set by Honda and Toyota. That’s despite you can still feel some kind of buzziness and roughness on the top end of the rev counter. You can either opt for the smooth shifting 5-speed manual on our tester or go with the 4-speed automatic with the Mazda2. The 5-speed is a better choice when mating to this little mill, as it has excellent clutch feedback. The gearbox has well-defined gates and throw is short. Clutch is light and progressive. What makes the Mazda2 so responsive and light-on-its-feet even with only 100 ponies. Its Mazda2′s light 2306 lb curb weight. Combined with the high hp vs weight ratio. This little Mazda really feel like a hot hatch. As we have experienced with Protege5 and original Mazda6. You won’t need tons of horses to get the most driving fun out of Mazda these days. That’s where we will bring it to the dynamic abilities of this very Mazda.

Handling: Since Mazda2 shares the same world-renowed platform with Ford Fiesta, its no doubt Mazda engineers have an excellent place to start tuning this little car. This platform is completely feel of anything called cracks and rattles. The level of chassis rigidty and stiffness are simply amazing for entry-level segment. Combined with Mazda’s renowed sporty suspension calibrations. Mazda2 really feels like what a lightweight hot hatch should be. Its electric power steering provides awesome driver feel and feedback, without any of the over sensitivity one associates with driving a sporty car. The suspension is comfortably compliant when driven over patholes and roughness of what we called poorly paved Canadian highways. On the other hand, the superb calibrated suspension manages body motions exceptionally well. Understeer is minimal. With the Mazda2, you are not only getting an economical car. As with all Mazda, you are also getting a true driver’s car. Just like a Miata and all the Mazda we have loved over the Zoom…zoom revolution, Mazda2 just beckons for more whenever driver pushed it. The more driver pushed the Mazda2, the more it feels happier on black top twisties. Twisties? What twisties?

Brakes: Even if the Mazda2 comes with front discs and rear drums, its stopping distance and pedal feel are what we all expect from sporty Mazda lately. The stopping distance is short while pedal feels alive. Its standard ABS doesn’t step in unnecessarily is an added bonus.

Interior: The slight disappointment for Mazda2 has to be its fold-down rear seats don’t completely fold flat, also the front passenger seat is unable to fold flat neither. Otherwise, Mazda has done a good job with decent cargo liftover height but slightly narrow side sills. Mazda2 has 27.8 cubin feet of cargo space when all the rear seats fold flat, which is exceptional consider its compact dimensions.

The rest of the interior is logically layout. All the instrumentation gauges are clear and analog. The center console’s climate control and stereo are placed on ergonomically friendly location. Those cloth seats are comfortable with decent back and thigh support. As with all Mazda, the use of interior plastic materials and workmanship are excellent.

Conclusion: The new Mazda2 is definitely a capable little roundabout. Even though it won’t set your heart on fire with its average hp rating, you won’t missed its power deficit once you get behind the wheel. Combined the amazing driving experience with a nice-looking exterior and a practical interior; this new Mazda2 definitely be another homerun for Mazda.

OVERALL VERDICT FOR 2011 Mazda2
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Performance: 3/5
Handling and ride/fun-to-drive: 5/5
Interior/ergonomics/user-friendliness: 4.5/5
Fit-and-finish/build quality: 4.5/5
Cargo/accessibility/layout: 4/5
Value-for-money: 5/5

Overall rating: 4/5

Vehicle: 2010 Mazda3 Sport with moonroof, Luxury Pkg and GT-E Pkg
Price as tested: CDN$29230

Handling: Mazda3 has always been considered as the benchmark in the compact car segment. The original Mazda3 was a huge hit when it first came out in 2004, will the new version upped-the-ante in this competitive segment? We will find out after this test drive.

Just like the original Mazda3, the new version also based on European Ford Focus platform. That helps its level of rigidty and stiffness are right above-and-beyond anything in its price ladder. The base is solid and flex-free, its also strong enough for suspension systems to hang its heads. What is most impressive is the ruggedness and solidity that are only been found in many European sports sedans that cost twice as much as this Mazda3. Of my recent memory, only the Hyundai Elantra Touring has this level of chassis solidty and integrity that are able to match Mazda3.

When it comes to driving dynamics, Mazda3 continues to shine. While the outgoing car’s dynamic abilties are exceptional, the new one is wonderful. The electric power steering provides great feedback and precision, without feeling twitchy. The feedback is balanced without being overly sensitive. I always said Mazda engineered the best out of the electric power steering, Mazda3 makes no exception. Pushed through corners, Mazda3 hangs on confidently and without losing the fun factor. This hot hatch is able to dance on the corners, with minimal body rolls and well-controlled understeer. All have done without compromising anything, in terms of ride comfort. Thanks to its European roots, Mazda3 has a ride quality that is able to combined the best of German suppleness without losing any of its softness to occupy its passengers.

Performance: As usual with Mazda3, the base motor is a 2.0 liter 4-cylinder with 148hp and 135 lb/ft of torque. This engine is more than enough for most purpose. If you are in search for the most powerful Mazda3, you have to upgrade to its new 2.5 liter DOHC 4-cylinder 16-valve motor. This engine already served a much heavier Mazda6 impressively, even in its base form. Consider Mazda3 is a lighter vehicle, this 167hp 2.5 liter definitely brings performance and flexability to the party. With 168 lb/ft of torque arriving at 4000rpm. Mazda3 takes off the line with ease. Its not only it got a responsive throttle, the sweet 6-speed manual gearbox with excellent gear ratios have matched with it perfectly. The clutch also has a perfect blip point. The optional 5-speed manumatic works in similar fashion. As both gearboxs are willing partners to this willing motor. The only pet peeve is its fuel economy. Although the outgoing car’s 2.3 liter isn’t exactly considered great. The new one feels quite thirsty given its small car status. We average a 10 liters per 100km, as an average of 50% both highway and city during test drives

Brakes: Mazda3 Sport comes standard with 4-wheel discs and standard ABS. As expected, Mazda3′s brake pedal and modulation feel great. The modulation is easy thanks to a good biting point while pedal has a balanced feel to it. Not to mention its ABS only intervenes necessarily.

Interior: If you are in quest for a compact car with luxury car appointments, Mazda3 is definitely the one. On our tester with Luxury Package, it comes standard with excellent leather seats which have great side and thigh supports. The interior continues Mazda’s “Zoom..zoom” theme of sporty elements without losing any of its functionality. The auto climate control works flawlessly, so do all the necessary controls. Mazda3 also scores with the best use of interior materials in its segment.

When it comes to versatility, Mazda3 Sport doesn’t give up anything. Firstly, the hatch opens wide and tall for easy access. The liftover is low with wide side sills for loading large cargos. When you fold down the 60/40 split fold-down rear seats, you can put anything into it without breaking a sweat. The most impressive thing is, the whole loading area has been designed with a box-like sharp. So that its perfect for loading and squeeze all the possible spaces.

Conclusion: The new Mazda3 is a giant leap forward over its predecessor, which already considered as a benchmark. The new one will set a very high standards that are very hard to surpassed in this class.

OVERALL VERDICT FOR 2010 Mazda3 Sport
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Performance: 4.75/5
Handling and ride/fun-to-drive: 5/5
Interior/ergonomics/user-friendliness: 5/5
Fit-and-finish/build quality: 5/5
Cargo/accessibility/layout: 4/5
Value-for-money: 5/5

Overall rating: 4.75/5

Vehicle(s): 2009 Mazda6 GT I-4 with Luxury Pkg
2009 Mazda6 GT V6 with Luxury Pkg
Price as tested: CDN$35670 (GT I-4)
CDN$40962 (GT V6)

Handling: One of outgoing Mazda6′s most likable traits has to be its wonderful driving dynamics. Even with the extra dimensions, Mazda6 remains the most dynamic driving car in its class. It all begins with a stiff and stout chassis, that’s completely free of flex and rattles. With a suspension which is supple without feeling bouncy through all the patholes and roughness. Its firm without being harsh. Its the sort of suspension that’s compliant enough for the passengers while firm enough for enthuisast driver. On the other hand, the steering is sharp and precise without feeling twitchy. There are minimal body rolls while understeer is almost non-existence. The same balanced and composed driving feel remain intact even with the larger car. Mazda6 continues to be one of the most balanced front driver I have ever driven.

Performance: There are 2 excellent powertrains available in the new Mazda6. A base 2.4 liter DOHC 4-cylinder 16-valve with a potent 170 hp and 167 lb/ft of torque, or a 3.7 liter DOHC 24-valve V6 with an even sweeter 277 hp and 269 lb/ft of torque. Performance aside, both engines are as balanced inside Mazda6′s bonnet when pushed through corners as each others. Without feeling the front-heaviness one usually associates with its V6 rivals. On the other hand, the 4-cylinder’s high level of refinement and flexability seem to be a more sensible choice given today’s skyrocketing gas prices. We got an average of 9 liters per 100km with Mazda6′s excellent 5-speed automatic. As for the V6, an average of 12 liters per 100km is highly respectable consider its a 3.7 liter family sedan with 1610kg. If the 4-cylinder is able to receive the additional gear as V6 does, it would be a default choice when buying this very car. Both 5 and 6-speed automatics have low 1st gear for peppy acceleration off-the-line, while the 5th in 4-cylinder and 6th in V6 are tall enough for comfortable highway cruising. The only drawback is 4-cylinder 5-speed gearbox’s somewhat tall 2nd gear ratio. If Mazda engineers are able to address that, 4-cylinder’s low-gear acceleration would be even more impressive. This 3.7 liter is basically a similar unit as in the award-winning CX-9 crossover. The level of NVH and refinement are simply world-class. Not to mention the nice engine note when accelerating.

Brakes: With 4-wheel discs and standard ABS, Mazda6 continues to impress with its excellent braking prowess. The stopping distance is short while the pedal feels solid, while ABS only steps in when necessary.

Interior: The only drawback in this otherwise highly praised car has to be its trunk. The liftoff is high while the opening is narrow. Its a pity Mazda decided not to bring over its attactive hatchback and wagon silibings due to the low demand of previous generation in US market. These 2 variants would definitely address the problem mentioned with this Mazda6 sedan.

When it comes to interior materials and fit-and-finish, the new Mazda6 has aced it. All the materials are classy and rich. You can also get all the features in the fully loaded GT model from automatic climate control to leather seats.

Mazda has addressed the largest shortcoming of the outgoing model. The rear passengers finally got the amount of leg and headroom that Mazda6 needs 6 years ago. Its also wide enough to seat 3 comfortably across the board.

Conclusion: While the outgoing Mazda6 already been a great car, the new one is a quantum leap over the previous car. It got great powertrains, excellent driving dynamics and interior space that it has always been cried out for. It is basically a sports car wraps in a family car clothing.

OVERALL VERDICT FOR 2009 Mazda6
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Performance: 4.5/5
Handling and ride/fun-to-drive: 5/5
Interior/ergonomics/user-friendliness: 5/5
Fit-and-finish/build quality: 5/5
Cargo/accessibility/layout: 3/5
Value-for-money: 5/5

Overall rating: 4.75/5

Vehicle: 2008.5 Mazda3 Sport GX with 4-speed Sportmode automatic
Price as tested: CDN$17895

Performance: Mazda3 Sport used to be available with only one engine. That’s the wonderful 156 hp 2.3 liter DOHC 4-cylinder in uplevel GT model. With the skyrocketing gas prices, its no better time to introduce an entry-level engine in a fun hatchback. Mazda does exactly like with the introduction of the Mazda3 Sport with the equally potent 2.0 liter powertrain. Even if its 300cc down, it got the same 16-valve DOHC treatment as with its larger silibing. 148 horses and 135 lb/ft of torque are nothing short of performance, despite its 8 hp and 15 lb/ft short of its 2.3 silibing. The throttle response remains smooth and instant. Our tester comes with the optional 4-speed automatic with manumatic mode. This gearbox provides decent gear ratios, especially good with high cruising gear ratio for highway cruising. However, it wouldn’t be amiss to add another gear. This gearbox has provided the performance of impressive low end and mid range, an extra gear would only provide an even more relaxing high speed cruising.

Handling: Riding on narrower 15″ on our GX instead of 16″ on GT and GS, Mazda3′s driving dynamics remain fun and confidence-inspiring. Mazda3 is riding on a world-renowed chassis that is shared with European Ford Focus and Volvo C30/S40/V50, without a doubt, this has to be considered as one of the world’s best compact car chassis all around. Mazda3′s electric power steering continues to be impressed, with plenty of road feel and excellent precision. It tracks the path correctly without being too twitchy. Ride quality, thanks to the smaller 15″ wheels, is even more comfortable than its larger silibing. There is minimal understeer and body control is superb.

Brakes: I really have to give mod to Mazda for providing 4-wheel discs as standard feature even on a 17k base model. Best of all, ABS is a standard fare. The braking performance and distance are top-notch. The stopping distance is short, while the pedal feel and modulation are excellent. ABS doesn’t step in until absolutely necessary.

Interior: Slip behind the wheel of a Mazda3, you would be mistaken as a car costing twice as much. The use of plastic materials are classy. There are plenty of soft-touch plastic around the dashboard and center console. The instrumentation gauges are clear and analog. The center infocenter for stereo is clear without the usual interference from the sunlight. The cloth seats in our GX is well-foamed with superb comfort. All the switchgears have a high-quality, tactical feel. Unlike some of its peers, Mazda3′s base model doesn’t feel cheapening out compares to uplevel model.

Conclusion: Its hard to imagine Mazda3 already on the market for 4 years. Mazda has done a great job by engineered such a great driver’s car at this affordable price. With the introduction of the 148hp 2.0 liter in Mazda3 Sport 5-door guise, those who want a hatchback will have a more affordable alternative. While the Mazda3 sedan remains a looker, its hard to beat hatchback’s utmost versatility and hot hatch driving experience. Despite of our wanting of additional gear in the 4-speed automatic, our test average of fuel economy remains an impressive 7L/100km. An extra gear would simply be doing amazing in this somewhat heavy 1295kg small car. The bottom line. Mazda3 remains the gold standard where others are judged when it comes to small car.

OVERALL VERDICT FOR 2008.5 Mazda3 Sport GX
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Performance: 4.5/5
Handling and ride/fun-to-drive: 5/5
Interior/ergonomics/user-friendliness: 4.75/5
Fit-and-finish/build quality: 4.75/5
Cargo/accessibility/layout: 5/5
Value-for-money: 5/5

Overall rating: 4.75/5

Vehicle: 2007 Mazdaspeed3
Price as tested: CDN$30995

Performance: Just like every Mazdaspeed products have gone before, the MSP3 is powered by a turbocharged engine. In MSP3′s case, its an upgraded 2.3L DOHC 16-valver with DSI, or Direct Injection Spark Ignition. DSI is Mazda’s term of direct injection technology similar to VW’s FSI. This 2.3 liter turbocharged engine is the same one as in the recently introduced crossover, CX-7 and MSP6 sedan. With 263 hp and 280 lb/ft of torque, power delivery is exceptional as it goes from North to 60 in barely over 6 seconds. That’s just a second or two slower than the much heavier and more expensive BMW 335i with 3.0L twin-turbo provides. However, it power just cut off right after reaching the maximium rpm at 5500. It doesn’t want to go any further regardless of how hard a driver pushed. There isn’t really any turbo lag when the boost comes in. Its a smooth delivery of high performance delivered until one reached the plateau of 5500rpm. 6-speed stick shift is the only gearbox choice for the rocket version of Mazda3. The gates are well-defined and changes are slick. Clutch pedal feels slightly heavier than standard Mazda3′s, however, the extra weight tends to provide better feedback. Unfortunately, its grabbing and release points are what it should be.

Handling: Even though Mazdaspeed has stiffened up the chassis, with an additional 60% of roll stiffness. Ride height has been lowered by 10mm and increase the spring rates by 43%. They still haven’t figured out one important issue. That issue is holy batman torque steer. When there are 263 horses going through the front wheels, regardless of how much stiffer does the chassis able to take. How nifty the engineers tried to dial the suspension geometry, you still can’t beat the law of physics. There is significant torque steer during acceleration. When its more tempted than the “torque steer kings” 9-3 Viggen and previous STS, it isn’t too far behind. With that much power going through the front wheels, understeer is a very close companion whenever you pushed into a corner enthuisastically. Any enthuisastic driver is pretty much looking a tree its going to crash into. With Volvo’s S40 T5 using Haldex AWD, I am wondering why Mazda has to leave the goodies to Swedes even if both don’t cannabalize into each others. Haldex AWD can incorporate into MSP3′s chassis without having add too much costs. Its even more of a selling point compares to its front-driver rivals. However, MSP3 is not without good points. The steering feels as sharp and precise as usual. Body rolls are well-controlled. Even if its a stiffy setting econosport, its ride quality is surprisingly supple.

Brakes: With standard 4-wheel discs and ABS, MSP3 has excellent pedal feel and modulation. The stopping distance is short while ABS kicks in appropriately.

Interior: When it comes to interior, MSP3 is hard to beat. It comes standard with awesome sports seats, automatic climate control and nice interior materials to wrap up the entire package.

Conclusion: MSP3 is a welcome addition to Mazdaspeed family of performance vehicles. It got performance, looks and comfort to boost. But with 263 ponies going through the front wheels, you better have your hands hold tight when racing a GTI next on the traffic light!

OVERALL VERDICT FOR 2007 MAZDASPEED3
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Performance: 4.5/5
Handling and ride/fun-to-drive: 2.5/5
Interior/ergonomics/user-friendliness: 4.5/5
Fit-and-finish/build quality: 4.5/5
Cargo/accessibility/layout: 4.5/5
Value-for-money: 4.5/5

Overall rating: 4/5