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It’s no secret that performance ranks pretty high on the C/D list of valued vehicle attributes. Hustle will cover for quite a few minor sins in our evaluations, and our 4. Mazdaspeed 3 makes an excellent case in point. Though it displayed several personality traits few would find acceptable in an ordinary compact car, its boy- racer soul won over even the most vocal of its critics. And the styling updates left us wondering what the design guys were thinking. We specified a Speed 3 Sport (the slightly more expensive Speed 3 GT trim level disappeared with the onset of the 2. ![]() The base price was $2. Sport. But, as we observed with the original edition, 2. Mazda’s gen- two tweaks include slightly taller gearing and revisions to the torque- management program in first and second gears. The car also gained a bit at the scales. Our first Speed 3 tester . But if so, we’re talking subtle distinctions. ![]() ![]() Torque steer was the No. Speed 3’s logbook essayists. Mazda’s tech presentation at the second- gen launch included a remark suggesting a certain amount of torque steer is fun, which could be construed as a tacit admission of the chassis team’s inability to banish it. Be that as it may, the word “fun” did not appear in our logbook in connection with this trait. One of our jolly crew thought the individual at Mazda design responsible for the update “should be run out of the company.” Another called the exterior “half comic book/half boy- racer weird.”. Some other Speed 3 elements drew mixed reviews. Clutch takeup, for example, was abrupt. But the six- speed’s manual shifter was direct and quick. The seats received good marks for lateral support but not- so- good marks for lumbar, which was all but absent and nonadjustable. The compact nav screen—2. And the absence of a coolant- temp gauge is, if not unforgivable in a turbo car, at least unfathomable. Mazda targeted improved ride quality in this redesign, and the prescription included, strangely, slightly stiffer springs and revised damping. Here again, it’s hard to assess then versus now, but we can say this: Stiff springs and hard bushings make for an unhappy formula on Michigan roads. They diminished when the car had run for a while and were absent in warm weather. ![]() The techs at our local Mazda dealer were unable to identify the source—shocking, right?—and the phenomenon remains a mystery. The logbook recorded only one unscheduled service visit, at 2. Winnipeg and West Virginia were the most distant destinations in the logbook, and most of the 4. Michigan’s borders. But this shouldn’t be taken to mean the car was unpopular. Torque steer notwithstanding, the Speed 3’s turbo surge was distinctly habit- forming, and its short- haul fun- to- drive rating was consistently high. The EPA rates the Speed 3 at 1. In our initial instrumented runs, we recorded 0- to- 6. With 4. 0,1. 09 miles on the clock, 6. That extends beyond the quite reasonable purchase price to the surprisingly low running costs. And the upper- arm workouts are free. A car packaging that attribute with feline reflexes is likely to find favor even if it also has significant drawbacks. So it is with our long- term Mazdaspeed 3, a classic hot hatchback with a gift for traffic dissection. Its blend of eager turbo thrust, snick- snick six- speed manual gearbox, and mongoose transient responses has made it a staff favorite. But the exceptionally high fun- to- drive index is mitigated by a few negatives, particularly when the driver is dealing with stop- and- go traffic. Most drivers are able to finesse this trait with a little practice, but newcomers are likely to experience lurching launches, and almost everyone who spends time in the car comments on it. This is a common problem in front- drive cars with lots of power and relatively low curb weight, a problem Mazda attempted to address in its 2. Mazdaspeed 3 with, among other tweaks, heavier- duty half- shafts. Nevertheless, when the driver tramps on the throttle in any of the first three gears he’ll find himself in a wrestling match with the steering wheel as the car tries to go somewhere—anywhere—other than the desired direction. But for all that, almost every mention of torque steer and/or the tricky clutch has been balanced by praise for the Mazdaspeed 3’s athletic character, fluid power rush, and decisive handling. True, the nimble handling comes at the expense of ride quality that can be harsh, as well as a fair amount of noise transmitted by the tires and suspension. But this hasn’t kept the car from being a favorite weekend sign- out by staff members. A couple of unscheduled stops at the dealership were detailed in our previous update, and we have taken the car in for four scheduled service visits. Including an oil change, tire rotation, and various inspections at each stop—plus a $9. Fuel economy has been respectable, too, again considering the nature of the beast. We’re averaging 2. Add in a spacious cargo hold, and the Mazdaspeed 3 is proving to be an exemplar of the hot- hatch breed—even with its shortcomings. Now it’s the beginning of fall, and the Mazdaspeed 3 is nearing 2. We’ve stopped twice for service (oil- and- filter changes, tire rotations, this and that) at 1. That clutch continues to provoke cross comments for its high resistance and sudden engagement, and at least one staffer has decided a more reasonable idea is the less jumpy ordinariness of our long- term Mazda 3 s five- door. There was talk of treason after he wrote that folks in “the real world don’t need any more power than our 3 s has.” Fact is, others concede that the Mazdaspeed 3 does have “unusable” amounts of turbo power, and the raucous torque steer only heightens the erratic driving experience. The lurchiness was so prevalent that the boost gauge on the dash quit at 2. A pinched wire in the cluster was blamed and was quickly repaired under warranty. And with all that power, a 2. Most of us scoured the C/D car board for four- wheel- drive machines during this snowiest of months, meaning the Speed 3 has acquired its latest miles at a more relaxed pace. The clutch engages when the pedal is two inches off the floor and strikes like an angry cottonmouth. The throttle requires a sensitive foot to squeeze out the power in a smooth flow—don’t pay attention, and suddenly you’re doing the herky- jerky or you’ve stalled at a stoplight. Leave your fashionable logger’s boots at home, too, because you can’t drive with them. Even after you’ve mastered the clutch and throttle, it’s still a harsh ride over rippled or broken pavement. The new car looks like it has swollen glands, with one editor calling it a “monstrosity” and saying the stylist responsible for it should be run out of the company; another described it as “half comic book and half boy- racer weird.”. The navigation system’s display, as small as it is at 3. Destinations can’t be programmed while the vehicle is in motion, though, and even at a stop, the front passenger isn’t much help in this regard, given that the controls for the system are located on the steering wheel. We’re divided on seat comfort, with some finding them comfortable and supportive and one staffer complaining of pain in the lumbar region after a long run. Logbook entries always seem to drag up the Volkswagen GTI as an example of excellence in this automotive niche—better seats, less torque steer, a more impressive chassis, solid at every corner. It’s quick and has gobs of power and excellent steering for a Saturday drive in the woods. Plus, it gets good fuel economy, which is now up to 2. That mix is why enthusiasts like it. The other good news is that nothing has failed, flopped, or fallen off. Thus far, our service tally is $5. With a clean bill of health and its 1. Dunlop Sport 2. 08. Speed 3 is ready for warmer weather and its next adventure. As before, it shares a lot of body parts with the Mazda 3 on which it is based, with a few sporty tweaks like the hood scoop that feeds the top- mounted intercooler. The intercooler and the turbocharged 2. Four folks fit reasonably well (although we’d like more rear legroom), and the five- door body style lets you cram 1. The cargo room is expandable to 4. But we still like the Mazdaspeed 3 enough to name it to our annual 1. Best list. As to the Mazda’s addition to our fleet, we figured we’d find out, given the GTI’s higher level of day- to- day livability, how difficult it might be to live with the Speed 3. So far, it hasn’t been difficult at all. It adds $1. 89. 5 to the $2. Bose audio system, Sirius satellite radio, full color and navigation for the dashboard information display, and keyless ignition. Unlike with this car’s predecessor, leather and HID headlamps are not available. Inside, the Mazdaspeed 3 gets tacky seat fabric, and we mean “tacky” in the poor- taste sense, not the ass- grabbing sense. Our car wears an electric hue officially dubbed Celestial Blue Mica, and it’s garnered a lot of compliments. The comparison- test car did 0 to 6. Speed 3 we’ve tested. Our long- term car added a few 1. Our initial test was done in 2. Dunlop SP Sport 2. Braking performance, however, didn’t suffer from the weather, as the long- termer stopped from 7. Skidpad grip also is solid: 0. EPA fuel- economy figures are unchanged for 2. We’ve seen 2. 2 mpg so far in a pretty even mix of city and highway driving, which is respectable, considering the heavy right feet in our office. And it’s cold!—with an overnight stop on the way out in Minneapolis. Long- distance cruising is not the Mazdaspeed 3’s strong suit. The quick steering requires regular attention to prevent lane drifting, and the suspension bobbles over highway expansion joints. Still, the driver’s seat was supportive and comfortable throughout the nearly nonstop, 1. More impressive, though, was the fuel economy of over 2. The Speed 3 also handled the cold well, starting without trouble after sitting for a day in subzero temperatures, and it always was quick to provide hot air to the cabin.
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