2010 Mazda3: Nice wheels, but shame about the face

New look for entry level compact falls short on style

Jul 11, 2009

Special to the Star

Here's a task for you: Take the vehicle that's not only your company's best-seller, but also consistently among the Top 3 in sales of all car models in Canada. Then redesign it and still keep everyone happy.

That's the job Mazda faced for 2010 with its entry-level model, the Mazda3, and for the most part it has handled the task well.

As in 2009, the 2010 Mazda3 comes as a sedan, now starting at $15,995, and as a hatchback, called the Sport, beginning at $16,995. There will also be a higher-performance Mazdaspeed3 model.

There are three trim levels for the sedan and Sport. The base GX and my tester, the next-level-up GS, carry over the same engine from 2009: a 2.0 L four-cylinder, producing 148 horsepower. The GT used a 2.3 L in 2009, making 156 horsepower; for 2010, it's replaced with a 2.5 L four-cylinder with 167 horses.

The big powertrain difference for the GX and GS is in the optional automatic transmission, which adds $1,200. For 2009, it was a four-speed; for 2010, it's a five-speed automatic, which helps provide better fuel economy and performance. But my tester was equipped with the default five-speed manual, a slick-shifting, light-clutch unit that's a pleasure to drive even in heavy traffic.

The 2.0 L isn't as powerful as its GT sibling, but that's another step up to $24,195 for the GT, and the smaller engine is just fine for pretty much anywhere you'll need to take this car. It's very refined, smooth on acceleration and only gets a bit noisy on the hardest acceleration.

I've always been impressed with Mazda3's handling. I find it by far the best in the compact sedan category. It has a great combination of quick response and nice steering weight, and its "tossability" around corners is improved by a new, stronger body that makes the car feel tighter without sacrificing ride comfort. Torque steer, the tendency of many front-wheel-drive cars to pull to one side on acceleration, is non-existent, which contributes to a relaxed feel.

Anti-lock brakes are standard, as are six airbags and active front head restraints that help prevent whiplash, but traction and electronic stability control are another matter. They're entirely absent on the GX and part of a $1,595 "Comfort Package" on the GS that also bundles in a sunroof. The traction and stability control systems are standard on the GT.

Unfortunately, despite the fact the U.S. is making the ESC system mandatory on all new vehicles in 2012, it's missing as standard equipment on a lot of competitors, too. Only the Volkswagen Jetta puts it on everything, at a base $21,975.

My mid-range GS tester comes fairly well equipped, the stability systems aside. It includes: air conditioning, alloy wheels, heated mirrors, rain-sensing wipers (as much as I dislike them), automatic headlamps, Bluetooth, cruise control, keyless entry, auto-dimming rear-view mirror and alarm system. That's more than you find on most vehicles less than $20,000.

Unusually for a makeover, the redesigned Mazda3 hasn't bulked up too much: wheelbase and width are unchanged, length and height are only pulled out slightly, and the trunk is a bit larger. Styling has transformed, though, and not for the better.

It's nondescript from the rear, and in front, the grille is a huge toothless grin, the bulbous nose far too bulky and overbearing in comparison to the rest of the car.

The inside is much better. The dash is handsome and tightly fitted, the seats have a bit of bolster on the edges, and controls are easy to use, except for a small and annoying button on the ignition that must be pressed before the key can be removed. Front-seat passengers enjoy a fair bit of room, while rear-seaters should be comfortable enough if the front chairs aren't slid all the way back. The trunk is 98 cm long, but folding the seatbacks takes the cargo space to 160 cm.

I hadn't driven a Mazda3 in a while, and it only took a short time behind the wheel to remind me how much I really like this car. It may not be the most powerful – the Chevrolet Cobalt, Kia Forte, Mitsubishi Lancer and Jetta serve up more horses – but that's more than compensated by its road-sticky, corner-carving ability. Shame about the face, but this puppy can really dance.

Toronto Star