Some time ago, I found myself behind the wheel of a roll cage-equipped Skip Barber MX-5, entering into the semi-legendary corkscrew turn at Mazda Raceway Laguna Seca in California.
A real rollercoaster of a corner, it's actually far less tricky than the turn that follows it, an off-camber sweeper with nothin' but dirt waiting to catch you and ruin your day.
But I'm no race car driver, and this was a learning lap so there was a quicker car out in front, one with a veteran instructor at the wheel managing to keep the proper line, call out instructions on the radio, and keep one eye on his rearview in case I missed the apex by a country mile and started drifting towards the gravel.
So what was he driving to keep a safe margin out in front? A Corvette? Boss Mustang? Nissan GT-R? Porsche product? Track-prepped RX-7? Well no, actually; the gent in question had a small, fuel-efficient compact car with a four-cylinder engine. In fact, he had one of these: A Mazda3. Permit me to tell you why that wasn't a crazy choice.
Design
When the Mazda3 first replaced the venerable old Protege, everybody had to have one. Specifically, everybody wanted to have a Sport GT hatchback, with the zippy little 2.3-litre engine, preferably in dark grey. I distinctly remember parking between four such vehicles in a row along Broadway, and then seeing two more pass by.
The succeeding generation wasn't quite as pretty, but this new one — hoo-boy, she's a looker. The design language is called Kodo, or soul of motion, and it's both very Japanese and somehow reminiscent of something Alfa Romeo might build.
However, if you go for the basic model, the size of the alloys doesn't quite balance out all that swoopy sheetmetal. Here in the GT version, however, there are 18-inch alloys to really fill out the wheel wells. It's a great-looking car, marred only by our mandatory British Columbia licence plates.
Environment
Inside, the Mazda3 has grown up somewhat, and is starting to overlap the lower-end versions of the premium brands. Step out of the interior of a Mercedes-Benz CLA into the all-black cockpit of the 3, and it's actually very similar.
There are a few details that seem neat at first but might not age well — the small heads-up display and the flat-panel screen fixed on the dash stick out a bit. However, the rest is relatively classy, nicer than most of the Japanese competition, and ready to go toe-to-toe with the Germans.
Overall cabin space isn't quite as good as something more mundane and practical like a Toyota Corolla, but Mazda does still offer a hatchback for a little more space and flexibility. A rear-facing child seat fits without issue.
Performance
There are two engine options for the Mazda3, neither of which will seemingly light the world on fire. The base model carries a 2.0-litre four-cylinder making 155 horsepower at 6,000 r.p.m. and 150 foot-pounds of torque at 4,000 rpm, and the up-rated GT gets a 2.5-litre engine with 184 h.p. at 5,700 r.p.m., and 185 foot-pounds of torque at 3,250 r.p.m. All those figures are on regular fuel.
So, no turbochargers, no turbodiesels, and just a choice of either a six-speed conventional automatic transmission or six-speed manual throughout the range (no all-wheel drive either). However, Mazda's clever high-compression direct-injection engines are marvels.
The 2.5 GT revs straight for redline - you'll run right into the fuel cut every time if you aren't paying attention. I figure Mazda's hedging their bets here and keeping a few hundred r.p.m. in check as this engine doesn't slow one jot as it closes in on max revs. It pulls cleanly and strongly, and it's a toss-up as to which is better, the clean-shifting manual, or the very well-tuned automatic.
Handling is very good, not overly stiff, but with a definite positive feel to the way the 3 takes a set in the corner and carves through it. The electric power assisted steering isn't as good as Mazda's previous hydraulic efforts, but it's still most definitely a driver's car.
The 2.5-litre engine has enough grunt to dispatch most traffic with ease, but it's the Mazda3's chassis that really thrills. Mazda could easily bolt in the turbocharged engine out of the old Mazdaspeed3 and have a real screamer here - one that's not as lairy as stuff like the Focus ST but more like a Volkswagen GTI for people who want to avoid VW service bills. But as it is, it's got plenty of power and a finely tuned handling that make it as at home on the track as on the street. There aren't many compact cars you can say that about.
Features
Step up to a Mazda3 GT, and it's a choice of whether or not to go to the luxury package. Power moonroof, push-button start and Bluetooth handsfree are standard for the GT, with leather and a power driver's seat optional. However, a fully loaded Mazda3 isn't cheap: my luxury package tester was $28,495 before freight and taxes.
Fuel economy for any of Mazda's modern engines is excellent. Here, the 2.5 is rated at 9.2 litres/100 kilometres city and 6.6 on the highway. The impressive part is the 7.0 it returned in my mixed-use driving, despite a little extra throttle because it's so much fun. Unlike turbocharged options, Mazda's direct-injection system seems to deliver the goods in the real world too.
Green light
Great styling, inside and out; excellent handling; efficient, punchy engines.
Stop sign
Interior a little small; engine can be noisy when cold; gets pricey with options.
The checkered flag
Good enough for the racetrack, but great in the real world too.
Competition
Toyota Corolla: ($15,995) If any car is the opposite of the Mazda3, it's the comfort-first Corolla.
Soft, modestly powered, and equipped with a continuously variable transmission, it's not very exciting. However, it is pretty good overall, with a comfortable and roomy back seat and solidly reliable fuel economy. The sport version has an interesting exterior, and if it's not the handling machine the Mazda is, it hardly matters in stop-and-go traffic. There's a reason it's still a volume-selling favourite.
