Cars, as we know them, are dying. Even if the switch to autonomous driving doesn’t kill them, the buying public’s insatiable appetite for crossovers will. In the waning days of the automobile, though, there is one company that still gets it. One that still understands why we fell in love with cars in the first place. When they say a car is fun to drive, it’s not just some empty marketing tagline. They mean it, they can prove it, and you can feel it. That company is Mazda, and the evidence is the Mazda 3 Turbo.
It is a sad irony that in an age of unprecedented horsepower and technology, cars have become so dull. Electronic steering has sucked the life out of most cockpits. Cabins are so isolated from the road that artificial exhaust noises and jolting movements have become stand-ins for actual performance. Worst of all, automakers have zero incentive to do better, because most people can’t tell good vehicle dynamics from a shove off a cliff.
And yet, Mazda soldiers on, pouring countless hours and yen into silly things like handling or feedback. It’s an amount of effort put into chassis and suspensions not seen since Honda in the 1990s. These are qualities that will never appear on a spec sheet, cannot be conveyed in a 30-second Superbowl spot, but make all the difference between a car that’s merely awesome and a car that’s got a soul.
Whether it’s the naturally aspirated or the new-for-2021 turbocharged version, the Mazda 3 takes to winding touge roads like flowing water. That’s not just flowery language. Other performance cars attack the road with anger, growling motors spewing horsepower, massive wheels in low-profile tires clawing at the asphalt. The Mazda, on the other hand, simply glides through the bends like Fred Astaire on skates.
That’s because most automakers simply use power and grip as way to satisfy a benchmark. Mazda is much more focused on how a car feels in your hands. It’s part of their human-centric engineering philosophy that prioritizes the driving feel over a skidpad result. It’s the ultimate expression of jinba ittai, horse and rider as one.
If you want to get less abstract and technical, there are several methods used to achieve this. For one, there’s a system Mazda calls G-Vectoring Control, which dials back the engine torque for a split second when the steering detects the start of turn-in. That shifts the weight to the front, pre-loading the front tires, enlarging the contact patch. With the sidewalls already compressed, the car feels more consistent and planted through the turn. On the turbo 3, GVC is a tad more aggressive in Sport mode than the naturally aspirated 3.
Then there’s the matter of the torsion beam rear suspension, which many saw as a devolution from the previous generation. Strictly speaking, it’s not just a steel beam to hold up the back wheels. There’s arcs and shape to it, one that helps it move with the road and maximize grip in the right situations. According to Mazda’s chassis engineers, simplifying the rear suspension also meant there were fewer deflecting bushings, angles, and variables to worry about.
We can’t tell you whether it’s truly the best solution, but the upshot of all this is that the 3 handles like magic. You don’t have to make tiny corrections to the steering wheel once you’ve entered a curve. You simply turn, and the car confidently carries you through to the exit in one fell swoop. Soon, you’re linking the esses like a pro, even on sinuous roads you’re not entirely familiar with.
Nowadays, even BMWs and Audis give lackluster feedback from behind the wheel. We’re confident when we say the Mazda 3 is the best steering “normal” car since the world went to drive-by-wire.
The current 3 is a distant descendant of the BD Mazda Familia that came out in 1980. The hugely popular hatchback became a hit with youth during Japan’s surf culture boom. Familias were often seen with roof racks and surfboards as a style statement, not unlike the more recent trends of having snowboard or fixie bike racks mounted on a stanced show car. The phrase “land surfing” was coined as a tongue in cheek term for these owners, but we think land surfing is also an apt way to describe how the 3 behaves on twisting mountain stretches.
Armchair racers will always clamor for more power. The turbo answers that with 250 horsepower and 320 lb-ft of torque, mated to an obligatory 6-speed auto (Mazda vows never to use CVTs; the lack of a manual will be addressed in a future article) and AWD system. That’s on 93 octane fuel, but due to the wizardry of Mazda’s SkyActiv-G engines, you can also run it on 87 octane for 227 horses and 310 lb-ft and no engine knock. That’s a tremendous amount of power for its class, and certainly for some the $29,900 turbo AWD will be the ticket.
The torque comes very low in the rev range, at 2,000 rpm on 87 octane and 2,500 rpm on 93. It’s there for acceleration as soon as you take your foot of the brake, thanks to an ingenious valve that squeezes air to spool up the turbo even at idle. The absence of lag means a burst of speed is always at your fingertips, and there’s no jolt to the car when the turbo does kick in.
What’s more, the turbo barely dings the fuel economy, lowering the combined rating by just 1 mpg. And even if you choose to cheap out on low octane fuel, you get the same performance below 4,000 rpm, where most driving is done.
However, we’re here to tell you that the $20,500 front-drive, naturally aspirated 3 is just as brilliant. Sure, the prodigious torque is welcome in many real-world situations. You can fling the car from a light, charge up a steep hill, or dart into that gap in traffic with a flex of your big toe. But, for some drivers, who perhaps prefer momentum cars in the canyons, the FF version will bring you the same joy from driving at a much lower cost. You can’t go wrong with either.
Mazda was never one to follow conventional wisdom. Whether that’s committing for decades to the rotary engine, single-handedly reviving the roadster, or keeping that single-use Miata platform going in a world where even the unfathomably wealthy Toyota won’t build its own sports cars, the Hiroshima firm definitely forges its own path.
Mazda doesn’t have the resources to become a Toyota, VAG, or whatever Carlos Ghosn was trying to build. It knows that it can’t compete on volume or reinvent itself as a “mobility company”. It must double down on what it does best, something that most companies can’t or have forgotten how to do.
It builds drivers’ cars so it can stand out from the crowd, and so it can survive. As our resident Mazdafarian Dave Yuan describes it, Mazda is now an artisanal carmaker. It’s a small company, but because it’s small it can create the platonic ideal of a car for those who love driving. Decades from now, when internal combustion engines are as confusing to teens as a VHS tape, we will be able to point to a Mazda and say, “This. This is why we cared.”
What a great read!
I have a previous gen Mazda 3 hatch, it was the first car I bought new. My wife and I were cross-shopping other hatchbacks on the market back then (2015), and the Mazda’s handling was a night and day difference from everything else we drove.
I have since added a 3rd gen WRX to the stable and although the power and AWD are wonderful, you really need to thrash the car to get the most out of it.
I’ve always said the the only problem with the Mazda is that it’s “gutless”; I think the new one might solve my issues and even be a worthy replacement for the WRX.
That Soul Red paint looks awesome in direct sunlight.
So, does the Turbo 3 feel like a hot hatch or a more powerful 3?
It’s not as hard core as the old Mazdaspeed 3. The adjustments to the suspension over the non-turbo 3 are negligible. But, the regular Mazda 3 already drove like a hot hatch. It just didn’t have a mind-bending power. So I guess the answer is, both?
Mazda, if you can’t be “most”, be “best”.
Mazda continues to hold the torch for car enthusiasts. My only worry is that there are enough of us out there to help support a company that consistently delivers for us. I hope their alliance with Toyota will enable Mazda to tap into the vast financial and technical resources of the former to keep developing cars for enthusiasts.
I would love to see a package similar to what the Club MX-5 has come to the Turbo 3, with BBS wheels, Brembos, and Recaros. It doesn’t *need* more bling, but I feel plenty of folks (like me!) would like it.
Great article, very well put – the last sentence gave me chills actually.
Seriously considering one for the new small family daily, but ugh, only white, gray or red? Come on Mazda – if ever there was a car that deserved colors its something with soul like the Turbo 3.
I want to like this car
I really do
but at the price this commands, you can get an actual hot hatch/sport compact from the likes of Honda, VW, Hyundai, and Subaru, all with an available manual too, and all faster than this
I think the 3 turbo is a great alternative to mazda’s own CX5 and the rest of the crossover deluge, though I’m puzzled why a manual wasn’t offered at launch since this seems oriented at enthusiasts
my two biggest gripes with this generation of 3 are the horrendous C pillars on the hatch which are enlarged on purpose, and the reversion to a torsion bar rear suspension
otherwise solid effort from Mazda and I hope to see what comes next
Awesome read and great shots to boot!
Nobody else is saying it, so I will. These Mazda 3’s are growing like a cancerous growth. The latest 3 is bigger than a VL Commodore, (large car from the 80’s from oz). Doesn’t anyone realise? Are people getting taller and fatter? Of course it needs a turbo to be considered quick.
Why couldn’t Mazda spend the effort on the Mazda 2. For instance, the latest 2 sedan has nice flowing lines. With the right sized tyre package, rear discs, Miata engine and a 45mm suspension drop and you have a homage to an old Capella/RX3 (small sedan).
My ego is small enough to fit in such a car….
because cars in general have gotten larger because of safety and consumer demands
a high performance 2 would be nice since they’re the sized the same as the old 323s
Blame regulations. It’s really that simple.
I would have to disagree. Regs didn’t turn small cars into big cars…. small cars are still around… they exist. Making a car slightly larger doesn’t add to costs much, but you can price hike it.
Also when ppl want to upgrade, an upgrade always means a larger car…
Offset front impact
Front Pedestrian Impact (of all things!!!)
I could go on… all cars have a certain look (aka bulk) due to the above and other regulations. I love my RX-8 but REALLY appreciate the thinner A-pillars of my FC (and it’s a convertible…shhh)