Background

With fewer annual sales than the Civic and Corolla, Mazda’s 3 is still something of a niche player in the small-car class. But you’d never know it from trawling Epinions and other automotive sites, where praise for this model flows as freely as Starbucks’ dirt-flavored java. I’ve personally recommended the 3 to dozens of friends and family members, some of whom have become satisfied owners. Still, I was beginning to wonder if my enthusiasm needed tempering. After all, it had been a couple years since I’d sampled the 3 first-hand, and there’s some danger in recommending a current product based on past performance.

Fortunately, I’ve now had a chance to revisit the 3. Our roommate’s car was recently stolen, so I rented a second car for the household. Our prescribed ride: a 2007 Mazda 3i Sport. Does the car still stand out, or should we reconsider that lovin’ feeling?


Under The Hood

The 3 offers a choice of two four-cylinder engines: a 148-horsepower 2.0-liter, and a larger, 156-horsepower 2.3-liter. My previous 3 experiences have involved the uplevel s model, which comes standard with the bigger engine. This time, I was stuck with the smaller one, which is only available in base i trim.

As it turns out, the difference between these two engines is not dramatic. The 2.0’s lower output is most noticeable on uphill grades, where it drags and struggles a bit. Elsewhere, it provides a crisp, peppy feeling of acceleration similar to that of the 2.3. Both engines like to be revved; they’re strongest at high rpm, and feel better the harder you work them. As a result, the 3 seems to thrive on hard driving.

This trait is most noticeable when you’re merging onto the freeway. The 3 isn’t what you’d call a “fast” car, but when you wind the tach needle past 4,000 rpm, the 3’s acceleration swells in an unexpectedly gratifying way. Instead of begging you to back off as speeds rise, as some economy cars do, the 3 goads you into keeping your foot pinned.

Still, while the 3’s base engine is an agreeable enough sort, it trails the uplevel 2.3 in two notable ways. First, it’s noticeably less refined, droning more loudly at low rpm. And second, the 2.0’s throttle is tuned for jumpy, jackrabbit starts, as if to compensate for its lesser output. You’ll need practice to avoid snapping your passengers’ heads away from a stop.

In addition, the 3’s zippy personality comes at a price: its fuel economy is easily bettered by that of the Civic and Corolla. The EPA projects 23/31 MPG for the automatic-transmission 3i, and 24/32 MPG for the manual. That said, there are plenty of cars in this class that are both slower and thirstier than the Mazda.


Changing Gears

My rental Mazda 3i is equipped with the optional four-speed automatic transmission. It’s a smooth operator, as econocar automatics go, but is one gear short of perfection—the gap between first and second gears is monumental, allowing the engine to lug and gasp on 25 mph hills. A “Sport AT” manual gate is standard, and should theoretically help in such situations, but the system’s slow responses to the lever limit its real-world utility.

Alternatively, you can save $900 and stick with the standard five-speed manual transmission. It adds no small amount of enjoyment to driving the 3: its stubby shifter, while a bit numb in the hand, slots through a short, firm track with dead-on accuracy. In truth, it’s among the better shifters of any front-drive sedan.

The Mazda's clutch, however, will leave enthusiast buyers less impressed. Its take-up is smooth, but pedal travel is too long to be sporty, and the weighting needs adjustment—as it is, it has an artificially light, springy feel on the return.


Twists And Turns

When I first test-drove a Mazda 3 in 2004, its handling threw me for a loop: in addition to being the clear athlete of the compact class, it also shamed several coupes and sports sedans costing tens of thousands more.

Turns out, though, that the 3 really needs the s model’s upsized 205/50R-17 wheels and tires to display that level of competence. My rental 3i, with its standard 195/65R-15 tires and plastic-capped steel wheels, didn’t leave such a strong first impression. Its steering is both quick and very light, and the wheel doesn’t load much as it’s turned off-center. As a result, the i feels a bit loose and darty on the Interstate, where the s tracks like like a champ.

Still, if the 3i feels twitchy when wheel angles are necessarily small, it’s just as delightful as its upscale siblings on arm-winding sports-car roads. There, the 3 exhibits a remarkable lightness of motion, slicing effortlessly through S-turns with a dancer's agility. The 3i’s featherweight steering comes into its own in such environs, too: it sets up quick, correct arcs on the first try, and remains light and sharp even near the limit, where most econocars’ helms oscillate and numb out.

This may sound like so much buff-book fluff, but in all honesty, I had more fun tossing this $15,575 rental around than I’ve had with numerous pricier, supposedly sportier machines.

The one possible caveat is braking performance. While other 3s I’ve driven have stopped short with good, firm pedal feel, my rental’s 15-inch tires feel too slippery to inspire confidence in hard stops—especially without the i’s optional ABS. This safety feature is bundled with side and head-curtain airbags for just $395, and is a no-brainer for prospective buyers.


Easy Rider?

The usual trade-off for sporty handling is a stiff ride, and while the 3’s is far from uncomfortable, it’s not immune to the compromise. Its ride character is comparable to a Honda Civic’s, with the quick, tight body motions indicative of a firmly-damped suspension. If isolation is a high priority, you’ll likely prefer the softer-riding Nissan Sentra and Volkswagen Rabbit.

On the other hand, the 3 is better tied-down at high speeds than most compact cars, with zero float over freeway dips and rises. Its structure feels impressively solid, too, so even though the ride can get a bit lumpy on deteriorated pavement, the 3 admits little actual harshness into its cabin.

Noise levels, meanwhile, are about what you’d expect from a small sedan. The engine’s growl, while pleasant at high rpm, is a bit pronounced. And while wind and road noise are within acceptable limits, the 3’s tires rumble noticeably on textured pavement.


Inside Story

As with its handling, the 3’s interior was something of a revelation back in 2004: its styling, materials quality, and feature content set a clear high-water mark for compact cars. Three years on, the Mazda’s cabin has aged well. It still communicates the feeling that the 3 is a desirable car in its own right, rather than entry-level wheels for the cost-conscious.

Swing open the 3’s driver door, and you’ll find what appears to be a taller, narrower version of the RX-8 sports car’s dashboard. It’s an understated, oviform design, enlivened with circular details: chrome-ringed “eyeball” vents, for example, and a hooded triple-barrel gauge cluster. Like most new small cars, the 3 seats its front occupants high and upright, behind a moderately tall cowl. Many people like the feeling of confidence this propped-up posture confers; I personally prefer a lower, sportier stance.

Though I don’t much care for its dinner-table driving position, the 3 at least offers a wider range of adjustments than most small cars. All 3s offer a tilt-and-telescope steering column, and most add height and lumbar adjustment for the driver’s seat. At six feet, I find plenty of head-, leg-, and elbowroom at the Mazda’s helm, though the wide center console crowds my right knee at times.

The front seats themselves are firm and properly supportive, with a taut, durable feel to the cloth upholstery. The 3’s rear accommodations, on the other hand, are class-average at best. Knee room gets tight with the front seats slid well back; if budget people-hauling is your need, a Ford Focus or Scion xB is more likely to fit the bill.

For commuters who travel solo, though, the 3 is eager to please. Its dimpled, three-spoke steering wheel provides a sporty hand-hold, with built-in buttons for the radio. A ribbon of red lights adorns the audio faceplate, lighting up sequentially as you turn the volume knob—it’s a little gimmicky, but makes the car feel special. Similar touches include the red-backlit gauges and outside-temperature display; the 3 even says “Hello!” in its LCD screen when you start it up.

Better yet, beyond these “surprise-and-delight” flourishes, the 3’s cabin offers a reassuring sense of substance. As in most compacts, hard plastic comprises most of the 3’s interior decor, but it’s low-gloss, tastefully-grained, and tight-fitting, with a grippy, rubberized material on the dash top. At 31,000 miles, there was nary a squeak or rattle to be heard in my (doubtless hard-driven) rental.


Fill ‘Er Up

Mazda showed similar attention to detail in the 3’s cargo area: its trunklid lifts on space-saving gas struts, and its underside is trimmed with a felt liner. That’s the good news. The bad news is that the space within is merely acceptable: just 11.4 cubic feet, compared with 12.0 cubic feet for the Honda Civic, 13.6 for the Toyota Corolla, or 14.8 for the Ford Focus.

The 3 is also offered in a hatchback body style, but this roomier version is only available in s trim, with the larger engine and other sporty upgrades. The price of entry: $17,580, or $18,530 with the optional automatic. At least the base sedan includes a split-folding rear seatback to help accommodate bulky loads.

The base model also includes a generous helping of in-cabin storage. Four sturdy cupholders serve the front cabin, with two more in the rear door panels, and the glovebox is unusually deep and spacious. While there are a couple of bare-plastic storage nooks, the two-tiered center armrest cubby is lined to prevent rattles from coins and other minutiae.


The Long Haul

Like most Mazdas, the 3 scores better than the average new car in consumer reliability surveys—high praise, since the average new car is minimally troublesome. Those surveys also suggest that the 3 holds its value exceptionally well, a boon for buyers who like to trade in their cars every few years.


In Sum

In today’s hotly competitive car market, three years can make the difference between best-in-class and distant runner-up. But time has done nothing to dull my enthusiasm for the Mazda 3. Despite the arrival of eight all-new or redesigned competitors since its 2004 debut—including a revamped Civic and Jetta—Mazda’s 3 remains the best-handling, most fun-to-drive mainstream compact you can buy.

In my book, that also makes it the most desirable compact out there. But even if you’re of a different mind, and don’t place so much value on sportiness, the 3 is an unusually likeable small car. Its road manners are well-balanced, the interior makes no excuses for its appearance or build quality, and thoughtful design touches abound. I can imagine people buying a 3 because they want one, not just because it fits their budget; that can’t be said of most compacts.

Of course, shopping around is always a good idea. The fashion-conscious might find a Scion xB even more desirable, owing to its trendy image. Comfort creatures will likely prefer a Toyota Corolla. And if you find the Mazda’s class-average pricing a touch high, the Ford Focus offers similar handling fun—albeit in an austere, cheap-feeling package—at closeout prices. Otherwise, I find the 3 easy to recommend as the cream of the compact crop.

Amount Paid (US$): N/A