Mazdaspeed 3 Review

Lyn Vogel
by Lyn Vogel
mazdaspeed 3 review

I remember the day my Dad brought home a brand new ’66 Barracuda. While such an auspicious automotive occasion would make any Sting Ray-riding nine-year-old pop a wheelie, the ‘Cuda arrived on the same day The Green Hornet made its TV debut. Both productions proved equally fantastic. Plymouth’s fastback was an effort to sex-up their Valiant sedan with the equivalent of a low-cut party dress. Trouble was, the girl underneath was someone you could only really appreciate for her personality. How times have changed. To wit: the Mazdaspeed 3, an example of what today’s boffins can do with a basic economy car.

It's immediately apparent that Mazdaspeed's go-faster bits have been added with minimum effect on the donor car’s exterior. The subtlety of the makeover is either a testament to changing priorities or an indication that the project team blew their budget on Gold’s Gym. Not that the regular five-door Mazda3 is bad looking. A two-box wagonette in the modern fashion, the 3 projects a chunky, confident persona. Its rear fender sculpting is one of the finest mass-market details on any car extant. The speed racer version offers not much more than a lowered stance, slightly reshaped hood and bumpers, 10-spoke alloys and a prominent rear wing.

Open the door, hatch or engine cover and there’s evidence of cost-saving (at least with the True Red option): a strange, dull hue to the non-exterior body paint. Inside, the song remains the same. The Mazdaspeed3’s seats and door panels receive a mesh-like treatment, along with some red stitching hither and yon. The front perches are more substantial than stock, although thighs get short shrift. The headliner is still made out of dryer lint and although the plastics aren’t despicable, they’re closer to the 40-year-old Plymouth’s polymers than the soft touch materials found inside the Volkswagen GTI (the Mazdaspeed 3’s logical competitor).

Mazdaspeed logos adorn the rear hatch, front sill plates and seats, reminding you of your mount’s extra Zoom each time you clock the tacho. And clock it you will. The Japanese hot hatch is powered by a 2.3 liter, direct-injection turbo four, good for 263hp @ 5500 rpm. The torque is equally impressive: 280 lb-ft @ 3000 rpm. You don’t have to pilot a wrong wheel-drive Chevrolet Impala SS to know that’s a heck of a lot of muscle to transfer through the front wheels. Mazda attacked the inherent challenges with a combination of software and mechanical interplay; motive force is doled-out depending on gear selection and steering angle.

There’s a nice, purposeful wuffle at idle. Pull away and the sound intensifies in pitch rather than volume (from flugelhorn to trumpet). And then, well, the acceleration is on the Subaru WRX STI side of brisk. Providing you can find a way to avoid the smell of 45-series tires in the morning, the Mazdaspeed 3 completes the zero to 60mph sprint in a little less than six seconds. That's a phenomenal achievement for a family car that clocks in at around $22k. Even better, the 3’s turbo lag has been tamed to the point where you’d swear there was a normally aspirated hunk underneath its blunted hood.

The short throw six-speed manual gearbox is direct enough for a front driver, though changes into first can be vague and reluctant. The 3's third cog is a genuine giggle-inducer, but the car will Kung-Fu hustle regardless of selection. And while a touch of torque steer arrives at around 3000rpm, the clever limited slip differential and wall o’ torque soon straighten things out for you.

In fact, the badge may read Mazdaspeed, but it might as well say Mazdahandling. With its stiffened chassis, tightened springs and more aggressive front and rear stabilizer bars, the Speed 3 suckers to the pavement with genuine poise and hoon-inducing panache. The wee beastie stays composed and flat through the bends, even when you push it into the inevitable understeer slide and nanny intervention. The upgraded 12.6” vented front discs help give Mazdaspeed3 drivers the confidence they need to make this discovery without undue alarm. Best of all, you don't pay for all that control with a deal-breaking back breaker of a ride. The Mazdaspeed 3 is a daily driver.

When I was a kid, my friends and I used to peer into cars to check out the highest number on the speedometer, anxious to ascertain its maximum velocity. Of course, the numbers were a hopelessly optimistic fiction, [perfectly] designed to capture our hearts and minds. Well check this: were it not for the Mazdaspeed3’s dials only being visible when the key is twisted, someone pressing their nose against its door glass would see a top mark of 160– only five mph above the car’s actual, honest-to-God top speed. In other words, the Mazdaspeed3 is ready for a nine-year-old’s inspection, ready to create a memorable inaugural day– and ownership experience– for adult and child alike.

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  • Mazdaspeedster Mazdaspeedster on Apr 22, 2008

    There are a few things I would like to clear up in regards to the MS3. 1) Compare insurance prices with a MS3 and then ask about the EVO or the STI. 2)I also personally know 2 people who have had Mitsubishi denie their warranty claim for abnormal use and 1 STI owner who had the same problem with Subaru, both having better than 5k in repairs done (dealer only). I personally broke the rear half shaft on my MS6 doing donuts in a parking lot in the winter and hit a dry patch. Mazda replaced it and did not say a word. I know own a 08 MS3. 3) Cold air does not void warranty. Niether does a Cat back or a blow off valve. With that, the MS3 is a more economical vehicle with less hassles and a lot less looks from the Police as it is closest to its 156 hp brothern. Oh, and with gas nearing $4 a gal this summer, I will take my MS3 (25mpg avg, recorded) any day!

  • Rugger930 Rugger930 on Apr 27, 2009

    Of course, I was thinking about the STI or EVO when I was looking at the MS3. However, when I had looked at the favorable insurance rates, mpg, price and had test driven the MS3, I opted for the MS3. Yes, an STI can most likely beat the MS3 on the track with comparable drivers, but not by much. It would have been formidable if AWD was added along with simple tuning and bolt ons. Subsequently, I actually bought a pristine specimen secondhand from a navy test pilot who hated to see it go. In addition, I drive cars now that have a considerable amount of HP/performance (>500-600 HP) and I'm telling you this for comparison only. But I have almost just as much fun and feel safer with the MS3 than with those other cars. Passing a left lane bandit (safely, I live in socal) in 5th gear is smooth and done with ease. Their look of disbelief occurs coincidingly with their easing of the throttle, realizing they are unable to keep up. And it's the same with the round abouts; handling is superb and though it does not drift well (fwd), its response is quite neutral, easy to correct and inspiring. It's one of the best and exhilarating feelings you can have. A true wolf in sheep's clothing. Highly recommended. Cheers and drive safely, but defensively.

  • Rng65694730 All auto makers seem to be having problems ! Still supply chain issues !
  • MrIcky I'd go 2500 before I went 1500 with a 6.2. I watched an engineer interview on the 2.7l. I appreciate that their focus on the 2.7 was to make it perform like a diesel and all of their choices including being a relatively large i4 instead of an i6 were all based around it feeling diesel like in it's torque delivery. It's all marketing at the end of the day, but I appreciated hearing the rationale. Personally I wouldnt want to tow much more than 7-8k lbs with a light truck anyway so it seems to fit the 1500 application.
  • MaintenanceCosts If I didn't have to listen to it, I'd take the 2.7 over the 5.3 based both on low-end torque and reliability record (although it's still early). But the 5.3 does sound a lot nicer.
  • Arthur Dailey The Torino Bird which was relatively short lived (3 years), 'feasted' on the prestige originally associated with the T-Bird name. The Cordoba originally did the same as it had a Chrysler nameplate. The Torino 'Bird had modified 'opera' style middle windows, a large hood with a big chrome grill and hood ornament, pop-up headlights, and a 'plush' interior. It was for the time considered a 'good looking' car and could be ordered with a 400 cid engine (the first 2 years) and even a T-bar roof. You can see one just behind De Niro and Liotta in Goodfellas when they are standing in the diner's parking lot and have learned that Pesci has been 'whacked'.Although a basically a renaming/redesign of the (Gran Torino) Elite, the Elite was for a time available with Ford's 460 cid engine.I had both an Elite and a 'Torino Bird'. Although their wheelbases were the same, the 'Bird always seemed 'bigger' both inside and out. The Elite seemed 'faster' but it had the 460 opposed to the 400 in the 'Bird. But those are just subjective judgements/memories on my part. However the 'box Bird' which followed it was a dud. It sold Ok the first year based on the T-Bird name, (probably mostly leases) but it quickly lost any appeal/prestige. Back then, the management/executives of the Toronto Maple Leafs used to get leased T-Birds every year. After the first year of the 'box Bird' they changed to different vehicles.
  • Parkave231 Random question that -- in the interest of full disclosure -- I am too lazy to look up on my own.Back in the day, cars in my mostly-GM family had a hard lock on the steering wheel, such that unless the key was turned to the ACC position, the steering wheel was physically locked in place.I don't recall whether my 2002 Deville locked the wheel in place, but I want to say it didn't, even though it still had a physical key.And now, of course, most everything is push-button, and my current Cadillac doesn't physically lock the wheel.So was the movement away from a literal physical lock of the steering wheel back in the 80s driven solely by the transition to push-button start, or was there some other safety regulation that got rid of them, or just something else that a car manufacturer could omit for cost savings by running something else through software (I'm guessing this since the H/K issue is a thing).