Quick Test Drive: 2014 Mazda3

The all-new 2014 Mazda3

Today’s small car segment is one of the most competitive segments in the industry. In this world of ever increasing demand for better fuel economy, manufacturers have been upping their game and introducing more models all the time. Subcompacts have been a big part of the boom, but the bread and butter small sedans and hatchbacks are still key players, and today, offerings from overseas and the US are competitive and appealing. So, keeping your car current and at the top of its game is imperative.

The Mazda3 was a car that, despite still garnering praise from the press, needed a redesign, and that’s what it got. The 2014 Mazda3 is a ground-up redesign that shares much of its technology with the CX-5 crossover and 6 midsize sedan. It continues the “Kodo” styling language introduced on the CX-5 and 6 with great success. The Mazda6 is still the most elegant application of the look with longer, more graceful curves, but the 3, particularly in hatchback form, is quite attractive and the smaller shape does give it a sportier appearance.

The Mazda3 starts at $16,945 for the i SV and the top end s Grand Touring starts at $25,995. The 3 is available with either a 2.0L or 2.5L engine, each with an impressive 13:1 compression ratio. The 2.0 produces 155 hp and 155 lb-ft of torque, while the 2.5 yields 184 hp and 185 lb-ft of torque.

Disappointingly, the only option for manual transmission users is the lower powered 2.0. Rumors on the web say that a manual should be available with the 2.5 sometime this year, and considering that the same 2.5 is available with a manual in the Mazda6, it would be quite surprising if it never became an option. But, as a result, the Mazda3 I had the privilege of sampling was a 2.0L model.

The car I drove was rather modestly equipped. It was a Mazda3 i Sport sedan with a cloth interior and steel wheels with covers. It was nearly the base model, but a lower end SV trim is available for less. If you really need to save money, an SV isn’t a bad option, as it still comes with niceties like air conditioning and USB connectivity, but cannot be equipped with cruise control, and oddly enough, doesn’t come with split folding rear seats. Standard features on the Sport included cruise control, air conditioning, USB and Bluetooth connectivity, steering wheel-mounted controls, tilt/telescoping steering wheel, power windows and locks, remote keyless entry, push-button start, and that’s about it. This model came without any extra options.

Inside, the Mazda3 is a fairly nice place to be. Everything is put together nicely, and the doors close with a soft and satisfying thud. The dashboard uses plenty of soft touch plastics, although harder varieties can still be found. What’s worth noting is how understated and simple the interior feels. Certainly there are interiors that are simpler, the current Impreza springs to mind, but in contrast to cars like the Focus, Civic, and Cruze, the 3 has a very basic, unpretentious interior. The controls were also quite intuitive and easy to use. The location of the stereo controls is also an interesting style point. The controls are set up in a little pod, like a small monolith, poking up out of the top of the dashboard. They are easy to read and access, and if your 3 comes with touch-screen audio and navigation, a screen takes its place, resembling an iPad. I’m not sure I’m completely taken by the design, but it’s certainly not unattractive. It will also be interesting to see how one might install an aftermarket stereo. The instrument cluster is also simple and easy to use. I’m not a big fan of the digital tach on the lower models, though. It works well for what it is, but I’d much rather have the center dial dedicated to revs instead of speed.

Simple instrument cluster that would be improved with an analog, center-mounted tachometer.

The interior is certainly on the dark side, with a charcoal cloth, black plastics, and thick pillars.  However, the pleasantly short dash and a windshield that isn’t as steeply raked as many other cars, providing good forward visibility. The one other downside to the Mazda3 is interior space. The front has plenty of room and is easy to find a comfortable position. But the rear seats are a tad short on rear space. I can sit reasonably comfortably behind myself, but legroom is certainly not class-leading. Cargo space also isn’t class leading, but it is still competitive with most other small cars.

One area the Mazda3 has always excelled in is driving, and this generation isn’t any different. Professional reviewers have raved about this generation’s driving aptitude, and although my test drive involved city streets and highways, I have no reason to disagree. The whole car is very responsive. The shifter is positive, easy to use, and has fairly short throws. The steering, while featuring electric power assist, is linear, accurate, and feels good. It is on the light side, and a little more feel could be nice, but very good overall. The car handles with little body roll and turns eagerly.

The engine is also quite eager. I was a little concerned that the 2.0 would feel a bit sluggish, but I found it to be a willing companion in town and going up on-ramps. It’s also worth noting that while the 2.0 is down 29 hp and 35 lb-ft of torque compared with its larger displacement sibling, it also has much less weight to work with when equipped with a manual. A manual Mazda3 2.0 weighs in at 2781 lbs and the automatic Mazda3 2.5 (the only available combination) is 201 pounds heavier at 2982. It also gets one mpg better in the city, and two on the highway (29/41 vs. 28/39). How the two compare in real life I can’t say for sure though, as I only drove the 2.0 today. But, even with the 2.0, the Mazda3 was a very enjoyable little car to drive, and I imagine a manual equipped 2.5 could be even more fun.

As far as small cars go, the Mazda3 is an excellent choice. It’s a very sharp looking little sedan, or hatch if you prefer, that offers an attractive and comfortable interior, and great driving dynamics in an economical package. It’s a little short on space compared with the competition, but if style and fun for little money are your primary goals, you can’t go wrong with a 3.

Quick Test Drive: Subaru BRZ

Photo: Joel Stocksdale

Finally! Just a couple days ago, I finally, FINALLY, got behind the wheel of one of the 86 twins, the Subaru BRZ. Since the introduction of the Toyota GT86/Scion FR-S and the Subaru BRZ, I have been desperate to actually get a chance to drive one. The reason being that there has not been a small rear drive sports car to generate this much excitement since the Mazda Miata debuted in 1989, or arguably the Pontiac Solstice/Saturn Sky twins in 2006. It’s no surprise either since it checks all the right boxes: lightweight, rear wheel drive, naturally aspirated four cylinder, two doors, and a reasonable price. The only real differences seem to be two more seats, a solid roof, and a different company. And, as a current Miata owner and enthusiast, I knew that at some point, I had to drive one of these cars, and that day came last week.

Now I need to preface this test drive with the fact that I probably took my first drive of a BRZ in about the worst possible place: Kansas. Nothing against Kansas, but it’s quite flat here, and as a result, there are very few turns. This wouldn’t be much of a problem in something like an old school muscle car that’s built to go fast in a straight line, but that’s not what a BRZ is made for. The BRZ is, like the Miata, a car for turns. With a lack of turns, it was hard to get a really good feel for the car in the handling department, and so there’s only so much I can say about it.

Photo: Joel Stocksdale

But before we get to handling and performance, let’s start from the top, or rather, the outside. The BRZ that I test drove was painted Sterling Silver Metallic, and I have to say that it looked quite good. I’ve seen a number of FR-Ss and BRZs in a variety of colors, but I think this was the first BRZ I’ve seen in silver. It’s not a color I probably would’ve considered at first. I probably would’ve leaned toward the BRZ-exclusive WR Blue Mica, but I think the silver won me over. It complemented the distinct curves of the rather short body quite nicely. I think it also improved the look of the front end. The front bumper is one of the few actual distinctions between the BRZ and its twin the FR-S. I’ve typically felt that the FR-S front bumper seems to tie in with the rest of the car better than the BRZ’s, but I think that the high contrast between the black grill and the silver paint really worked well, and has me second guessing myself.

Photo: Joel Stocksdale
(Photo of BRZ interior at Indianapolis Auto Show)

 

Inside the BRZ is a very nice place to be as well. The seating position is nice and low. The dashboard is short and the windshield is upright. The two combined offer a very sporty driving position with good visibility. The seats are quite superb as well. The BRZ I drove was a base model Premium car, with the standard cloth seats. I The bolstering is excellent and overall they’re quite attractive. The BRZ is also slightly better equipped from the start than the FR-S, mainly in the form of a touch screen stereo and navigation system and HID headlights, though the base price comes in at $1000 more than the base price of the FR-S. The higher level BRZ Limited also has a couple other more luxurious features unavailable on the FR-S such as automatic climate control, and heated leather seats with Alcantara inserts. Of course these amenities come at a higher price than the regular BRZ Premium.

Photo: Joel Stocksdale

But let’s face it, the most important part of the BRZ is how it drives. So, how does it drive? In a word: great! Despite a lack of twisty roads, I still could tell that the BRZ could be an all around blast. In fact, it’s the only car I’ve driven that seems to match my Miata. Everything about it is made to make driving fun. The shifter is well placed and has very nice short throws. The pedals are very well placed and feedback from all three is very good. The tachometer is right where it should be, in the middle, and as I already mentioned, the driving position is excellent. The 200hp flat four engine revs smoothly and has nice, progressive, naturally aspirated power delivery, without being too peaky. The gearbox complements it very well with closely spaced ratios that make it easy to stay in the power band. And while I wasn’t driving hard enough to take advantage of it, the BRZ has a standard Torsen limited-slip differential. With that being said, I can understand how people might prefer more power. I recently test drove a Ford Focus ST, and in comparison with the torquey turbo four cylinder in that, the BRZ did feel a tad sluggish. The BRZ is also in need of a little more growl and snarl from the powertrain. It’s simply too quiet and understated for a car as fun as it is. As far as the handling is concerned, from the few corners and highway merging I could muster, it felt excellent. The steering genuinely felt telepathic. Changing lanes took virtually no effort with the car responding to the slightest beck and call from the steering wheel. The car corners quite flat and it felt reasonably grippy, even with the standard tires that the BRZ and FR-S share with the Prius. The steering was also light and easy to work with. I would almost prefer a little more weight, but then I drive a car with no power steering. It’s also worth noting that the ride is good. It’s firm, but absorbs bumps without much fuss.

Overall, I was very impressed. The BRZ and its Toyota siblings are excellent cars. They absolutely deliver on the promise of being fun, affordable, simple cars that really get at the heart at what makes a car really enjoyable to drive. Most amazing to me, was just how close it felt to driving my beloved Miata. It does everything that mine does, but with a little more refinement, quite a bit more power, and in a more practical package. And any shortcomings that these cars may have, are going to be quickly rectified. The aftermarket is already booming for these cars, as I saw in Tokyo this year, and increasing power is one of the first things being addressed. I also expect factory forced induction options to be available soon. Subaru has a turbo four cylinder based on the BRZ engine in the new Forester, and I wouldn’t be surprised if Toyota offered a supercharger kit through TRD like they’ve done in the past on cars like the Scion tC.

My only regret is that I didn’t get to drive this car where I could get a real feel for it’s capabilities in corners. And I doubt the dealer would let me take it to an autocross. But either way, the BRZ is brilliant, and I think Mazda will have to seriously up their game with the next Miata if they want to stay competitive. And if anyone happens to know someone with a BRZ or FR-S that would be willing to let me drive it on a twistier road or an autocross, feel free to let me know. I promise I’ll be gentle.

Quick Test Drive: Fiat 500

Though this is technically a 500C at the Indy Auto Show, it is similarly colored and equipped, with the exception of the automatic transmission.

Hello readers, I’m taking a pause in my Tokyo posts to finally bring you some test drive impressions of the Fiat 500. I got to test drive one back over Thanksgiving break, and wrote this up a couple weeks after the drive.

I’ve always enjoyed little cars, and was pleased that a couple years ago such a charming and stylish little hatchback got the chance to come to America. Not only that, but it’s the first new, affordable Italian car to make it here since the early 90s, and as a result, the first Italian car I’ve ever driven.

Easily the most striking thing about the Fiat is the exterior. The Fiat 500 manages to one up the cuteness of both the Mini Cooper and VW Beetle. That cuteness may be a bit hard to stomach for the insecure, but for those that are uninhibited by insecurities would be hard pressed to find any vehicle with the same level of style and chicness for the money.

The style certainly doesn’t end on the outside either. The interior takes the trendy Italian look even further, particularly with the red and white configuration in the 500 Pop I test drove. A short, body color coordinated dashboard evokes the old cars of the fifties that had plain painted dashboards. However, unlike classic 500s, featureless painted metal gives way to painted plastic bearing airbags and all the modern conveniences you would need. The instrument cluster also gets a big dash of style with the tachometer being nested inside the speedometer so that the tach needle races along the inside track and the speedo needle cruises along the outside track. While a very cool idea, the graphics on the instruments were a bit difficult to make out at first, and other data was in the trip computer in the center. The computer was controlled with a very convenient button on one of the steering stalks that is easier to access than those little buttons buried in the panel behind the steering wheel on other cars.

Fiat 500s come well equipped with standard cruise control, leather steering wheel, steering wheel controls, auxillary USB port, air conditioning, ABS, electronic stability control, and remote keyless entry. All of this for a base price of $16,000 MSRP, which also prices it favorably with subcompact leaders like the Honda Fit (only about $100 separate the two). Though from a practicality standpoint, the 500 doesn’t hold a candle to the Fit considering that the Fit has two more doors and is nearly two feet longer than the diminutive 500.

This is probably a good time to go over a couple of issues that crop up from this small package. First and foremost is that the backseat is nearly useless. With two adults sitting up front in comfortable positions, any rear passenger will find their legs merging with the seats in front of them. And even when the front occupants compromise their space for the sake of the rear passengers, comfort is not a word that would spring to mind. Also, avoid packaging your Fiat with a sunroof and the optional upgraded sound system if you have someone on the passenger side frequently. The sunroof takes away some of the admittedly rather good headroom, and the sound system places an amplifier underneath the passenger seat, raising it up. The end result is a severe headroom crunch for the passenger, as evidenced by my dad who is only about 5’10” and was feeling kind of tight.

There’s more space in here if you don’t opt for the Beats Audio sub.

However, it’s not all bad spacewise in the 500. In general, space is quite good. Plenty of headroom (in standard form, no sunroof and no upgraded stereo), elbow room, and leg room. I did find my knee occasionally coming into contact with the center stack near where the shifter is positioned, but pretty good overall. And surprisingly, the 500 does have more cargo space behind the rear seats than the Mini Cooper, another cool small hatchback that has tight rear accommodations as well. The impressive part being that the 500 comes up seven inches shorter than the Mini.

As important as all of this is, the driving experience is where everything needs to come together, and the 500 isn’t too shabby. The compact dimensions make the 500 a piece of cake to maneuver and position. This ease of mobility is reinforced by the superb visibility. Large windows give a great view out, and the very tall riding position lets you take full advantage of it. The high riding position can come as a bit of a surprise as well. For such a small car, you don’t expect to be at eye level of people in large sedans and small crossovers. The combined result makes for a small car that leaves you feeling quite confident darting around town.

Although it is fairly zippy and easy to maneuver, the 500 does come up a little short in the sporty department. The steering was solid and fairly quick, and cornering was fine, but taking it with a little speed up a highway ramp you could feel that it lacked the planted feel of a Mini or a Mazda2. Although the 500 has a sport button, it was a bit hard to tell if it made a difference. It may have been possible to discern a greater difference had we driven on some twisty backroads, but those are in slightly short supply on the north side of Indianapolis. It’s also possible that the Sport model 500 would be more enjoyable in the handling department, but the only one I drove was the base Pop model, which also shares its suspension with the top “luxury” level Lounge model.

Something to relieve those concerned about driving small cars on the highway, the 500 felt quite nice and secure. The ride was nicely composed and the interior was really quite quiet at normal highway speeds. And while the 500 in standard form isn’t going to break any speed records, it does keep up with traffic, even if you may need to downshift to make rapid passes.

Overall, the Fiat 500 is a charming and attractive little car. It’s infinitely stylish with a nice interior, plenty of amenities, all for a reasonable price. Not only that, as a city car, it’s quite nice keeping up with traffic adequately and plenty of agility. However, if you’re looking for a sportier experience, you may want to try something else like a Mini or Mazda2, or if you’re completely in love with the 500, give the 500 Sport a try. Or if you have more of a need for speed, you can try out the more expensive, but more powerful, 500 Turbo or 500 Abarth, both cars I’d like to test drive as well. Either way, the Fiat 500 offers a great all around package if you want a stylish, fun, economical subcompact and don’t need to carry too many people or too much stuff.

And this little test drive segues nicely into my next Tokyo post: European cars.