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Mazda 3 Zero To 60 Speed Test

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Mazda 3 Zero To 60 Speed Test – mazda 3 zero to 60

Ask any of us, as acceptance of the new-car market, for admonition at the low end of the amount spectrum, and allowance are that we’re activity to beacon you against a baby hatchback. Why? Their admeasurement makes for acceptable ammunition abridgement and affluence of parking, while their auto anatomy appearance yields added burden accommodation than that of a analogously sized sedan. And for anyone with alike the aboriginal affection against active engagement, we’re activity to advance a chiral transmission.

mazda 3 zero to 60

We’re absorption on two longtime leaders in this space, the Volkswagen Golf and the Mazda 3, both hatchbacks (although the Mazda is additionally accessible as a sedan) able with six-speed chiral transmissions. Mazda makes it added difficult to get a manual, as the 3 bear starts at $24,520, but a chiral is alone accessible in its top exceptional trim, authoritative it a not-so-inexpensive $28,420 proposition. On the added hand, the admirable Golf, all-over on European anchorage and a approved on our anniversary 10Best awards list, makes the shift-it-yourself advantage accessible on both the base, $22,740 S and the $25,040 SE activated here, which, amidst added things, adds an 8.0-inch touchscreen infotainment arrangement and keyless access.

Roy RitchieCar and Driver

Both the Golf and the 3 are at the refined-riding and quiet end of the compact-hatchback spectrum, although the Mazda is acutely quieter at dispatch than is the Golf. The abridgement of complete isn’t the aforementioned affair as adorable sound, though, and what can be heard of the Mazda’s artlessly aspirated four-cylinder is not stirring. It is, however, bland and awfully hushed all the way up to redline. Partly due to its clarification and partly due to the poor labeling on its tachometer—the solid red doesn’t alpha until 6500 rpm, but the limiter accomplish in at 6250—we bumped into the 3’s limiter a brace of times afore acclimating.

New for the 2019 archetypal year, the turbo four in the Golf is abate than before, a 1.4-liter rather than a 1.8, and it now makes 23 application less. Also, in its aerial rev range, it sounds grittier than before. While the turbo helps it to backpack able midrange thrust, if it isn’t revving aerial abundant it can be calmly bent off addition and feel laggy and sluggish. Perfectly illustrating this is our 30-to-50-mph casual time, area the transmissions in this case are both larboard in sixth gear. The Mazda took 11.6 seconds, while the Golf took an acute 34.6 abnormal added to complete the run. Golf drivers will consistently appetite to be assertive for a downshift. Zero-to-60-mph dispatch times are agnate at 7.6 abnormal for the Golf and 7.3 for the 3, but the Mazda continues to cull abroad acerb from there, accepting to 110 mph 6.3 abnormal earlier.

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Roy RitchieCar and Driver

Ostensibly, the Golf’s apathy should advance ammunition economy, and it does get essentially bigger EPA estimates. Also, in our 75-mph artery fuel-economy analysis we saw 38 mpg for the Mazda against 43 for the Golf. But in the aggregate of highway, backroad, and burghal active for this story, the Mazda accomplished 31 mpg against the Golf’s 30.

When the anchorage get twisty, it’s accessible that the VW’s abeyance is softer, with added abstract anatomy roll. But no amount how adamantine it’s pushed, it never gets sloppy. The Mazda initially feels tauter and like the accessible activating leader. We acknowledge the beeline and absolutely concrete steering, and it generates hardly added best crabbed anchor from its 18-inch Toyo all-seasons than the Golf does from its 17-inch Pirellis. But angular on the Mazda too adamantine and the adventurous appearance is breached, and then, surprisingly, it can float and wallow, as it did on our southern Ohio administration loop. Neither can adhere with the accepted fun-to-drive champ of the segment, the Honda Civic Sport.

Roy RitchieCar and Driver

Both chiral transmissions are aloft boilerplate and satisfying, the Golf accepting analytic abbreviate throws and constant efforts, while the 3’s hardly higher-effort shifter occasionally hangs up aback assuming a quick flick into second. Presumably because of the safety-obsessed apple we alive in, the Mazda has a brake-throttle-overlap admonishing that illuminates aback blame on the anchor and again accompanying blipping the burke for a bland downshift, a little figure depicting a heel/toe action that would no agnosticism leave best new-car buyers abrading their heads. As with abounding things on the Mazda, such as—crazily—the time adjournment amidst the locking of the doors and the ammunition door, it can be disabled in the settings menu.

Volkswagen has an accomplished almanac of authoritative the best of the accessible amplitude in bunched vehicles, and the Golf, while eight inches beneath than the 3, matches its cargo-carrying adequacy (five carry-on-size boxes) while accepting decidedly added rear-seat legroom and headroom. If you plan to carriage adults in back, you’ll appetite to anticipate alert afore selecting the Mazda.

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Roy RitchieCar and Driver

mazda 3 zero to 60

But the Mazda is eons advanced in agreement of both architecture and actual quality, starting with the adventurous red-leather autogenous on our analysis car. Both driver’s seats are comfortable, but the Mazda’s leather-clad buckets accept added abutment and abounding ability operation. The Golf’s seats are partly electric (with chiral fore-aft acclimation and automatic backrest collapsed mechanism) and are adipose in leatherette.

All of the 3’s touchpoints are able-bodied executed. There’s a high-quality covering blanket on the council caster and shifter, and the steering-wheel buttons are dressed up with a chrome band that bifurcates them. The Mazda’s barometer array shows accurate absorption to detail, as it’s artfully chip amidst the automatic gauges, while some competitors aloof lazily bang a ellipsoidal affectation into the cluster. Although the Mazda’s revised centermost awning is abundant college resolution and brighter than before, we still begin the center-knob-controlled arrangement to be beneath accessible to use than the Golf’s touchscreen. And the amateurishness of application a bulge to ascendancy Apple CarPlay or Android Auto is a admonition that these were advised for touchscreen systems.

Roy RitchieCar and Driver

The Golf’s autogenous is simple, plain, and alike sparse, but at atomic it doesn’t abatement for any bargain dress-up canard as do some others in the class. And its upright, bourgeois exoteric architecture leads to rear afterimage that is awfully bigger than the Mazda, in which beefy C-pillars and bankrupt rear bottle block 27 percent added of the rear view, according to our testing.

Both cars accept a accompaniment of driver-assist features, including adaptive cruise control, lane-keeping assist, and blind-spot warning, but the Mazda has essentially added affection content, including automatic altitude control, anamnesis seats, a head-up display, and LED headlights.

The Mazda makes a acceptable case for a exceptional hatchback, one that we could brainstorm addition allotment to drive alike if they could allow a added big-ticket car. Although opting for the chiral is pricey, its college amount is justified by a abundant amount of added content. Aback it came time to vote, we adopted the beautiful and comfortable 3 over the calm but anatomic Golf. But we complaining the 3’s bend abroad from sportiness, and it’d be difficult to accomplish a case for it over the Golf’s analogously priced, badly quicker, and added enthusiastic-driving GTI sibling.

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Michael SimariCar and Driver


2019 Mazda 3 manual

VEHICLE TYPE front-engine, front-wheel-drive, 5-passenger, 4-door hatchback

PRICE AS TESTED $30,060 (base price: $28,420)

mazda 3 zero to 60

ENGINE TYPE DOHC 16-valve inline-4, aluminum block and head, absolute ammunition injection

Displacement 152 cu in, 2488 ccPower 186 hp @ 6000 rpmTorque 186 lb-ft @ 4000 rpm

TRANSMISSION 6-speed manual

CHASSIS Abeyance (F/R): struts/torsion beam Brakes (F/R): 11.0-inch vented disc/10.4-inch disc Tires: Toyo Proxes A40, 215/45R-18 89V M S

DIMENSIONS Wheelbase: 107.3 in Length: 175.6 in Width: 70.7 in Height: 56.7 in Passenger volume: 91 cu ft Burden volume: 20 cu ft Curb weight: 3060 lb

C/DTEST RESULTS Zero to 60 mph: 7.3 sec Zero to 100 mph: 19.2 sec Zero to 110 mph: 23.7 sec Rolling start, 5–60 mph: 7.8 sec Top gear, 30–50 mph: 11.6 sec Top gear, 50–70 mph: 11.0 sec Standing ¼-mile: 15.5 sec @ 91 mph Top dispatch (governor limited): 131 mph Braking, 70–0 mph: 168 ft Roadholding, 300-ft-dia skidpad: 0.86 g

C/DFUEL ECONOMY Observed: 31 mpg

EPA FUEL ECONOMY Combined/city/highway: 29/25/35 mpg


2019 Volkswagen Golf SE

mazda 3 zero to 60

VEHICLE TYPE front-engine, front-wheel-drive, 5-passenger, 4-door hatchback

PRICE AS TESTED $26,335 (base price: $25,040)

ENGINE TYPE turbocharged and intercooled DOHC 16-valve inline-4, aluminum block and head, absolute ammunition injection

Displacement 85 cu in, 1395 ccPower 147 hp @ 5000 rpmTorque 184 lb-ft @ 1400 rpm

TRANSMISSION 6-speed manual

CHASSIS Abeyance (F/R): struts/multilink Brakes (F/R): 11.3-inch vented disc/10.7-inch disc Tires: Pirelli Cinturato P7 All Season, 225/45R-17 91H M S

DIMENSIONS Wheelbase: 103.8 in Length: 167.6 in Width: 70.8 in Height: 58.1 in Passenger volume: 93 cu ft Burden volume: 23 cu ft Curb weight: 2904 lb

C/DTEST RESULTS Zero to 60 mph: 7.6 sec Zero to 100 mph: 22.7 sec Zero to 110 mph: 30.0 sec Rolling start, 5–60 mph: 8.7 sec Top gear, 30–50 mph: 34.6 sec Top gear, 50–70 mph: 15.6 sec Standing ¼-mile: 16.1 sec @ 88 mph Top dispatch (governor limited): 125 mph Braking, 70–0 mph: 184 ft Roadholding, 300-ft-dia skidpad*: 0.85 g *stability-control-inhibited

C/DFUEL ECONOMY Observed: 30 mpg

EPA FUEL ECONOMY Combined/city/highway: 32/29/37 mpg


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