Mazda 3 – High value and big fun

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By Russ Heaps
MyCarData


With an energetic attitude and very few faults to mine, the first generation Mazda 3 that debuted in 2004, was a compelling addition to the economy segment. Spirited performance, decent fuel economy and an up-level cabin made for an entry-level car that didn’t feel all that entry level. When tasked with undertaking a major redesign of the 3, the lab-coat types managed to keep its best attributes and improve on the rest. The second generation indeed advances the 3 and is, if possible, even less entry-level like.

Carmakers can’t seem to help themselves from growing their products with each redesign. In the case of the 3, Mazda exhibited more restraint than most by only stretching the overall length (3.5 inches). All other exterior dimensions, including the wheelbase, are roughly the same as last year’s car. Where the extra length is allocated is somewhat of a mystery; interior legroom and luggage capacity are basically unchanged for 2010.

There is nothing subtle about the exterior styling changes; the lines are dramatically altered. Although the front end with its huge, smiling maw is somewhat polarizing, the design as a whole is more sophisticated and appealing than the previous generation. Whereas, after removing its exterior badges, the previous 3 would defy identification in a police lineup of competitors, the new 3 is a fresh and noteworthy face easily picked out of a crowd.

Mazda offers the front-wheel-drive 3 as a four-door sedan and a five-door hatchback. Sedan buyers have the choice of two inline four-cylinder engines. Those with the smaller 148-horsepower 2-liter four have an “i” designation in their nomenclature and come standard with a five-speed manual transmission. Those with the 167-horsepower 2.5-liter four can be identified by the “s” in their names and use a six-speed manual tranny to transfer power to the wheels.

The 3i sedan has three trim levels: SV, Sport and Touring. Priced at $16,095, the bare-bones 3i SV is at the bottom of the 3 food chain. While it does feature six airbags, power windows and outboard mirrors, and a 60/40 split fold down rear seat, it is the only 3 without standard air conditioning and is only available with the five-speed manual. All other trim levels, whether an i or an s, offer an $850 five-speed automatic-transmission upgrade.

Hatchback buyers don’t need to make the engine choice because the five-door comes only as an s. Both the sedan and hatchback s models have two trim levels: Sport and the top-of-the-line Grand Touring. Opting for five doors adds roughly $500 to the price of the similarly equipped sedan. My test version was the $23,195 four-door 3s Grand Touring.

Although fuel economy isn’t quite as good as that of some competitors, it’s still solid. The EPA estimates that with the smaller engine and manual tranny the numbers are 24 mpg city and 34 mpg highway. Going with the automatic transmission peels 1 mpg from the highway rating. Armed with the larger engine, the s earned an EPA estimate of 21 mpg in the city and 29 mpg on the highway. Opting for the automatic increases the city number by 1 mpg.

Mazda dialed a degree of sportiness into the 3′s handling; and in doing so, has imbued it with a somewhat firmer-than-average ride. MacPherson struts in front and a multi-link setup in the rear are the key ingredients of the four-wheel independent suspension. Stabilizer bars firm up both ends of the architecture. The ride isn’t harsh, but a tad more firm than that of, say, the Honda Civic. The result, though, is that the 3 corners with pluck, exhibiting a willingness to be tossed around a bit.

Sixteen-inch wheels and rubber are standard on the 3i. Moving up to the 3s changes those out for 17-inch ones. Every 3 comes standard with four-wheel anti-lock brakes, emergency braking assist and electronic brakeforce distribution. Adding traction control or stability control requires moving up to the 3s where both are standard. They aren’t available even as an extra-cost option on the 3i.

The Mazda 3′s cabin compares well with competitors in terms of size. It offers about the same front and rear legroom as the Toyota Corolla. Its 11.8 cubic feet of luggage room also compares favorably with the Toyota.

Seating five, the Mazda interior is comfortable and surprisingly up scale. As you might expect at this price point, plastic is in abundance around the cabin, but Mazda did a good job in disguising it. Tasteful and rather plain, the styling of the dashboard and controls takes the “less is more” approach. The most complicated array of buttons are at the driver’s right hand, and belongs to the standard four-speaker audio system with CD player and auxiliary input jack. Every 3 also has redundant audio controls mounted on the tilt-telescoping steering wheel.

Moving up through the trim levels, air conditioning is included in the 3i Sport, while the 3i Touring beefs up the content list with Bluetooth connectivity, six-speaker audio system, power door locks, keyless entry and cruise control. Jumping up to the 3s Sport makes the larger engine and wheels, dual exhausts, up-level interior appointments and a trip computer standard. Finally, the 3s Grand Touring ups the standard ante with leather seating, heated outboard mirrors and front seats, bi-xenon headlamps with corner-swivel capability, dual-zone climate control, and driver’s seat memory.

Mazda packs a lot of value and driving fun into the tidy 3 package. It has taken what was already better and improved on it for 2010.

Chevrolet Equinox – Proving its value

By Jim Meachen and Ted Biederman
MyCarData


When we read the news that General Motors was going to increase production of the 2010 Chevrolet Equinox and its platform mate, the GMC Terrain, by 40,000 units a year because of brisk sales we were driving an Equinox. It helped us understand why GM is expanding production at its Canadian plant.

A month before our week with the 4-cylinder Equinox and another with the 3.0-liter V-6 we had spent a couple of weeks behind the wheel of a Terrain; one outfitted with the 264-horsepower 3.0-liter V-6 and the second week with the 4-cylinder. We were impressed with both vehicles.

The success of the Equinox points up that sales are there for the taking for manufacturers who build vehicles that appeal to the public. That’s basic economics. And the Equinox and Terrain crossovers are definitely appealing in many ways.

What happens in the next few years is anybody’s guess, but for the present General Motors is coming up with a growing number of vehicles that we would not hesitate to recommend. The Equinox has been added to the list, with just a caveat or two.

At the risk of being booed off the stage by fellow auto writers, we must say we liked the previous generation Equinox. It was spacious and could be outfitted with a fuel-efficient and energetic V-6 engine. While its styling didn’t sparkle, it was no ugly duckling.

But the compact crossover segment has become crowded with refined, well-built and gas-stingy vehicles, and the original Equinox, we admit, was a step behind the segment leaders. For the most part that is no longer the case.

The new version has sleek new styling, a very nice looking and well-crafted cockpit although with still far too much hard plastic, and a comfortable and spacious cabin. It also boasts one of the most fuel-efficient engines in the business for its class, and build quality that here-to-fore has escaped the General.

Styling sells cars – or at the least gets people into showrooms – and the Equinox has the goods with a taut, muscular stance – yet with soft, appealing curves – which includes large, bulging fenders. Its well-done Chevy nose sets a just-right tone.

Inside, Chevrolet has got it just right as well with a handsome dashboard and stunning center stack. The General has been heaped with criticism in recent years for its sub-par interiors. Chevrolet has taken the extra step to get it the new interior right, and few we think will argue that the new look isn’t a major improvement.

The Equinox remains a five-passenger crossover – Chevrolet officials say customers were not demanding a third-row seat (Chevrolet has the larger Traverse for that) – and it has paid off in limousine-like rear passenger space. The rear seats can be moved 10 inches fore or aft allowing for luxury like stretch-out room.

Although cargo space is on the small side compared to competitors, it’s still a very useable 31.4 cubic feet behind the seats. When hauling is the order of the day, cargo capacity can be increased to 64 cubic feet with the rear seatbacks folded. Unfortunately the front passenger seat does not fold flat limiting the ability to carry longer items.

For comparison, the two-row Honda CR-V and the three-row Toyota RAV4 both have 73 cubic feet of cargo room with the seats folded.

Here’s something the competition in this segment does not have – a power programmable liftgate allowing the driver to adjust the height to prevent, for example, banging against the raised garage door. It’s a $495 option on all but the LTZ and well worth it.

We like the energetic 3.0-liter V-6, but the better choice may be the frugal four. If you don’t tow things or your load is seldom more than four passengers and a100 pounds of cargo, then we recommend the 182-horsepower 2.4-liter direct injection four-cylinder engine mated to a six-speed automatic transmission.

The performance is satisfying, the engine is hushed with a melodic tune even under demanding acceleration, and it has a measured 0-to-60 time of about 9 seconds (for comparison purposes). The Equinox is a willing companion during merging and passing. This engine will not let you down. And the best part – it’s rated at a class-leading 32 mpg highway and 22 city in two-wheel drive mode. If you need all-wheel drive peace of mind, gas mileage slips slightly to 29/20 highway/city.

You will need to move to the less fuel efficient 3.0-liter V-6 (17/24) with AWD if you tow a boat or travel trailer. Towing capacity is 3,500 pounds. In addition to the difference in gas mileage, the 264-horsepower V-6 will add $1,500 to any trim level.

The Equinox is one of quietest small-to-mid sized non-luxury SUV-like vehicles we have ever tested. The one exception is the booming sound of the 3.0-liter especially under acceleration; otherwise the quieter Ecotec 4 allowed the desirable interior solitude that stood out at highway speeds, enough to draw a couple of favorable comments. And at the same time, the ride proved comfortable, the suspension well controlled.

On the flip side, the Equinox is no weekend road carver. But, hey, who buys a vehicle like this to get their driving thrills on Sunday afternoon?

Some have complained that the Equinox sticker is too high, but after some research we found it in line, if actually just slightly higher, than the Toyota RAV4, the Honda CR-V and the Ford Escape. And one good thing, all four trim levels, including the loaded LTZ, can be purchased with the 4-cylinder engine. In other words, you can get all the goodies without moving up to the V-6.
All the stuff many people need – and want – is standard equipment, which makes the starting price of a two-wheel-drive LS $23,185 and the upscale AWD LTZ at $30,540 looked even better.

Standard features include 17-inch wheels, full power, tilt and telescoping steering wheel, cruise control, air conditioning, the OnStar system, and a six-speaker audio system with satellite radio and CD player. Standard safety includes antilock brakes with brake assist, traction and stability control, brake hill holder, and side curtain airbags.

Our well-outfitted 2LT with all-wheel drive and 4-cylinder engine carried a bottom line of $31,025. Options included rear entertainment, leather seating and the programmable liftgate.

The AWD LTZ included the rearview camera system, rear parking assist, the power liftgate, heated power outside rearview mirrors, heated front buckets with leather, power driver’s seat, Bluetooth, steering wheel audio controls, a USB port plus all that was included in the 2LT above as standard equipment; plus $1500 for the 3.0-V-6, $900 for 19-inch chrome clad wheels and $795 for a tilt and sliding sunroof brought our total to $33,735 including destination charges. In either case that’s lots of good stuff in what is proving to be a darn good vehicle.