Tag Archives: Sedans

Toyota Priuses Head-to-Head: Prime vs AWD-e

admin • June 23, 2021

2021 Toyota Prius Prime Limited (left) vs 2021 Toyota Prius XLE AWD-e

With hybrid vehicles of all sorts now commonplace in the American new-vehicle market, the Toyota Prius doesn’t get the respect (or sales numbers) it once did. These days, most major manufacturers offer numerous hybrids, plug-in hybrids, or both—and increasingly, these hybrids are versions of regular-line vehicles, not stand-alone, hybrid-only models. The majority are also SUVs—the type of everyday family vehicle American buyers are choosing in greater numbers than 4-door sedans of any stripe.

Still, the Prius has a lot to offer, in addition to the obvious benefits of its standout fuel economy. Considering its compact-car footprint, it provides respectable room for adults in both the front and rear seats, and its hatchback-sedan layout improves its cargo-hauling versatility over a traditional 4-door sedan. In any of its forms, the Prius is no performance machine. The suspension and steering are set up for everyday commuting, not enthusiastic cornering. Acceleration is a bit tepid compared to the average new vehicle, particularly in highway driving. But as an around-town commuter, it keeps up with the flow of traffic just fine—thanks in part to the immediate response of its electric motor(s).

And, the Prius comes in multiple flavors that make it more attractive to buyers with specific wants and needs. The current generation of the Prius debuted for 2016, and the Prius Prime plug-in-hybrid version was added for 2017. All-wheel-drive Prius “AWD-e” models followed for 2019.

The larger battery in Prius Prime models enables them to offer an estimated 25 miles of pure-electric driving—enough range for gas-free daily commuting for many Americans. And when its plug-in battery charge is used up, the Prime simply switches to normal gas/electric-hybrid operation like other Priuses. So, long road trips are no problem—no range anxiety or concerns about finding a charging station.

The Prius AWD-e models add an electric motor to power the rear wheels, to deliver improved traction in slippery and/or snowy conditions—just the ticket for eco-conscious buyers in cold-weather or high-altitude climes. The motor always powers the rear wheels when accelerating from a stop up to 6 mph, then disengages unless wheel slip is detected, in which case it powers them up to 43 mph. This allows for a “boost” at launch while shutting off the motor when it’s not needed in order to improve fuel economy.

We tested both a Prius Prime Limited and a Prius XLE AWD-e and decided to line them up head-to-head to see how they compare. Check out our pics below, as well as our observed fuel economy, optional-equipment lists, and report-card info on our two test cars.

You’ll pay more, of course, for the added functionality of either the powertrain or the plug-in-hybrid powertrains—and the latter commands the larger price premium. Our Prime test vehicle was about $3600 more than our AWD-e tester, but most of that gap is attributed to the up-level equipment of the Prime’s top-line Limited trim (a trim level that the AWD-e does not offer). Though the equipment levels don’t line up exactly, the base-price gap drops to about $1100 when comparing the Prime and AWD-e LE models (the base trim level for both) and just $425 when comparing XLE models.

Test Drive: 2020 Toyota Prius Limited

Prime vs AWD-e

The Prius Prime gets a slightly more aggressive look via quad LED headlights and a blacked-out, inset front-fascia design.

Test Drive: 2021 Honda Accord Hybrid Touring

The Prius Prime’s rear end styling is a bit swoopier as well. It’s highlighted by an unusual compound-curve rear window (which thankfully doesn’t affect the view astern) and a sleek-looking full-width taillight arrangement.

Quick Spin: 2020 Toyota Corolla Hybrid LE

Both the Prime and regular Prius models have an unusual vertical “mini-window” beneath the main rear window. This provides a bit of extra rear visibility, but the large crossbar splitting the view can be disorienting.

First Spin: 2021 Toyota Camry

Not much different here, in terms of visuals or horsepower. Both the Prime and the AWD-e have the same 121-hp 4-cylinder hybrid powertrain, but the Prime feels a bit zippier overall.

Test Drive: 2021 Toyota Venza XLE

A vertically oriented 11.6-inch touchscreen is standard equipment on Prius Prime XLE and Limited models, but it’s unavailable on the Prius AWD-e. The plus-size screen is able to display multiple readouts—such as the navigation-system map and hybrid power-flow readings—at the same time, a nice feature.

Quick Spin: 2021 BMW 330e

Here’s a subtle but significant downside to the Prius Prime—in order provide space for the larger battery pack, the Prime’s rear cargo floor is raised by a couple inches over the non-plug-in Prius versions. That doesn’t sound like a lot, but it reduces the Prime’s cargo capacity more than you might think—there’s 19.8 cubic feet of room behind the rear seats, compared to 27.4 cubic feet in the AWD-e (which offers the same cargo capacity as the front-wheel-drive Prius). That can be the difference between a large box or other cargo item fitting, or not fitting.

Test Drive: 2021 Mini Cooper SE Countryman ALL4 PHEV

2021 Toyota Prius Prime Limited

2021 Toyota Prius Prime Limited in Blue Magnetism

Class: Compact Car

Miles driven: 229

Fuel used: 2.3 gallons

CG Report Card


Room and Comfort	B-
Power and Performance	C+
Fit and Finish	B+
Fuel Economy	A+
Value	A-

Report-card grades are derived from a consensus of test-driver evaluations. All grades are versus other vehicles in the same class. Value grade is for specific trim level evaluated, and may not reflect Consumer Guide's impressions of the entire model lineup.

Big & Tall Comfort

Big Guy	B-
Tall Guy	B

Big & Tall comfort ratings are for front seats only. "Big" rating based on male tester weighing approximately 350 pounds, "Tall" rating based on 6'6"-tall male tester.

Drivetrain
Engine Specs	121-hp 1.8-liter
Engine Type	4-cylinder plug-in hybrid
Transmission	CVT automatic
Drive Wheels	front

Real-world fuel economy: 99.5 mpg

Driving mix: 70% city, 30% highway

EPA-estimated fuel economy: 54 mpg/133 MPGe (both in combined city/hwy driving)

Fuel type: Regular gas

Base price: $34,000 (not including $995 destination charge)

Options on test vehicle: Carpet mat package ($259), door edge guards ($125), rear bumper applique ($79), illuminated door sills ($299)

Price as tested: $35,757

Quick Hits

The great: Outstanding fuel economy with pure-electric capability on short trips

The good: Around-town throttle response, ride quality, cargo space and versatility, relatively affordable pricing

The not so good: Not all drivers like unconventional control layout, limited highway-speed merging and passing power, larger battery compromises cargo-hauling capacity

More Prius price and availability information

2021 Toyota Prius XLE AWD-e

2021 Toyota Prius XLE AWD-e in Magnetic Gray Metallic

Class: Compact Car

Miles driven: 442

Fuel used: 8.8 gallons

CG Report Card


Room and Comfort	B-
Power and Performance	C+
Fit and Finish	B
Fuel Economy	A+
Value	A-

Report-card grades are derived from a consensus of test-driver evaluations. All grades are versus other vehicles in the same class. Value grade is for specific trim level evaluated, and may not reflect Consumer Guide's impressions of the entire model lineup.

Big & Tall Comfort

Big Guy	B-
Tall Guy	B

Big & Tall comfort ratings are for front seats only. "Big" rating based on male tester weighing approximately 350 pounds, "Tall" rating based on 6'6"-tall male tester.

Drivetrain
Engine Specs	121-hp 1.8-liter
Engine Type	4-cylinder hybrid
Transmission	CVT automatic
Drive Wheels	AWD

Real-world fuel economy: 50.2 mpg

Driving mix: 55% city, 45% highway

EPA-estimated fuel economy: 51/47/49 (mpg city, highway, combined)

Fuel type: Regular gas

Base price: $29,575 (not including $995 destination charge)

Options on test vehicle: Advanced Technology Package ($800), carpet floor mats/carpet cargo mat ($259), door edge guards ($125), rear bumper applique ($69), cargo net ($49), illuminated door sills ($299)

Price as tested: $32,171

Quick Hits

The great: Outstanding fuel economy with all-weather traction of all-wheel drive

The good: Around-town throttle response, ride quality, cargo space and versatility

The not so good: Not all drivers like unconventional control layout, limited highway-speed merging and passing power

Follow Damon on Twitter

Check out the Consumer Guide Car Stuff Podcast

2021 Prime vs AWD-e Gallery

(Click below for enlarged images)

Prime vs AWD-e

5 Ways Hybrids are Different

Prime vs AWD-e

Written by: Damon Bell on June 23, 2021.

For GREAT deals on a new or used Mazda check out Santa Maria Mazda TODAY!

Test Drive: 2021 Hyundai Elantra SEL

admin • April 8, 2021

2021 Hyundai Elantra SEL in Shimmering Silver Pearl

2021 Hyundai Elantra SEL

Class: Compact Car

Miles driven: 757

Fuel used: 21.6 gallons

CG Report Card


Room and Comfort	B
Power and Performance	C+
Fit and Finish	B-
Fuel Economy	B
Value	B

Report-card grades are derived from a consensus of test-driver evaluations. All grades are versus other vehicles in the same class. Value grade is for specific trim level evaluated, and may not reflect Consumer Guide's impressions of the entire model lineup.

Big & Tall Comfort

Big Guy	A-
Tall Guy	B

Big & Tall comfort ratings are for front seats only. "Big" rating based on male tester weighing approximately 350 pounds, "Tall" rating based on 6'6"-tall male tester.

Drivetrain
Engine Specs	147-hp 2.0L
Engine Type	4-cylinder
Transmission	CVT
Drive Wheels	Front-wheel drive

Real-world fuel economy: 35.0 mpg

Driving mix: 35% city, 65% highway

EPA-estimated fuel economy: 31/41/35 (mpg city, highway, combined)

Fuel type: Regular gas

Base price: $20,900 (not including $995 destination charge)

Options on test vehicle: Convenience Package ($950), Premium Package ($2100), carpeted floor mats ($155)

Price as tested: $25,100

Quick Hits

The great: Spacious interior for the class; comfortable, compliant ride

The good: Generous level of standard features, value pricing

The not so good: Middling acceleration; polarizing styling; so-so interior materials

More Elantra price and availability information

John Biel

You may or may not like the new Hyundai Elantra’s looks, especially the creased and beveled bodysides. You may or may not appreciate the powerteam used in most gas-engine models, a naturally aspirated 2.0-liter 4-cylinder engine and continuously variable transmission (CVT). However, we’ll wager that starting prices—with delivery—ranging from $20,645 to $26,445 will meet with broad approval.

Hyundai uses the term Parametric Dynamics to describe the provocative styling theme for its redesigned-for-2021 Elantra. The body panels wear sharp character lines that create “gem-like” shapes.

Obviously, anyone truly put off by the seventh-generation Hyundai compact sedan’s appearance or performance won’t be able to justify even a dime of those figures. For everyone else, though, there’s good value to be found in the 2021 Elantra.

Gas models come in four trim levels running up from SE to SEL, N Line, and Limited. (Blue and Limited gas/electric hybrids are newcomers to the Elantra family that cost $2655 more than gas-only SEL and Limited, respectively.) Consumer Guide editors sampled an SEL that started at $21,895 but barely exceeded $25,000 with a pair of option packages and a set of carpeted floor mats.

Quick Spin: 2020 Volkswagen Jetta GLI

The Elantra’s interior features a fairly dramatic design, but rather pedestrian materials. The Convenience Package ($900) adds a host of upgrades, including a 10.25-inch LCD digital instrument panel, leather-wrapped steering wheel and shift knob, heated front seats and outside mirror, wireless charging pad, and an electronic parking brake.

Any ’21 Elantra is going to present its owner with a car that is a little longer, wider, and lower than the previous-generation model. All feature standard blind-spot and rear cross-traffic alerts, forward-collision avoidance with pedestrian detection, lane-keep and lane-follow assists, headlight high-beam assist, and safe-exit warning. Apple CarPlay and Android Auto smartphone compatibility are standard as well, and those with the base 8-inch infotainment touchscreen that’s standard for all but Limiteds boast wireless versions of both systems. Save for the SE, keyless entry and push-button starting are part of the deal, too.

Test Drive: 2020 Kia Forte GT

There’s respectable space for adults in both the front and back seats. The front seats are comfortable and supportive.

That’s hardly all. The test car also had a hands-free trunk release, dual-zone automatic climate control, a 12-volt outlet and twin USB ports, satellite radio, and Hyundai Blue Link telematics services. Option packages replaced the standard 16-inch alloy wheels with 17-inchers, the 6-speaker audio system with a Bose 8-speaker unit, conventional driving gauges and 4.2-inch vehicle info display with a 10.25-inch virtual display, conventional cruise control with adaptive stop-and-go cruise, and the full-bench folding seat back with a 60/40-split-folding seat. Some further extra-cost add-ons were a leather-wrapped steering wheel and shifter knob; wireless charging; heated front seats and external mirrors; sunroof; power driver’s seat; and the Hyundai Digital Key smartphone app that permits users to lock, unlock, and drive the car without the physical key fob.

Test Drive: 2021 Toyota Corolla SE Apex Edition

There’s 14.2 cubic feet of cargo room in the Elantra’s trunk–that’s on par with most compact-sedan class rivals.

Except for the sport-attuned N Line, all gas-engine Elantras come with the 2.0-liter four, CVT, and a suspension with MacPherson struts and stabilizer bar in front and torsion-beam axle in back. Engine output is modest—147 horsepower at 6200 rpm and 132 lb-ft of torque at 4500 rpm—but the “Smartstream” CVT doesn’t instill the sense of ennui (in driver and car) that often comes with this kind of transmission. If not soul-stirring, this powerteam is at least fairly smooth and quiet in “Normal” drive mode. Punch in “Sport” mode and response is a touch quicker and power ranges stick around a little longer before “upshifting.” For example, steady-state 60-mph highway cruising takes place at around 1500 rpm in Normal but jumps to 2500 revs in Sport. (A mixed “Smart” mode is a third choice.) Normal’s light but fundamentally featureless steering behavior turns a little more positive in Sport. Ride is quiet and generally smooth.

SEL and Limited fuel-economy estimates from the EPA are 31 mpg in the city, 41 mpg in highway operation, and 35 combined. (SE projections are 2 mpg higher across the board.) That’s why this driver was surprised—shocked, really—to see just 27.7 mpg from a test stint of 92.8 miles that included 51 percent city-type miles. Other CG editors who drove the car fared much better, however.

The SEL interior comes in a choice of Black or Gray with fabric upholstery that’s dressed up with white seam stitching and a matching vertical pattern in the center of the seat backs. It’s a nice look that helps spare the cabin from appearing bland. Front seats have good side bolstering. Front leg- and headroom seem abundant, and folks up to about 6 feet tall who will find good comfort in back as well. Two adults or three youngsters will fit across the rear seat.

First Spin: 2021 Mazda 3 2.5 Turbo

Elantra SELs are powered by a naturally aspirated 2.0-liter 4-cylinder that makes 147 horsepower and is paired with a continuously variable automatic transmission. Sixteen-inch alloy wheels are standard.

Cabin materials don’t get too plush in the SEL, but neither are they stark. There are the hints of leather, don’t forget, and a few padded surfaces. The optional thin-film-transistor driving-control display is vivid and legible, and changes with the driving mode. The audio system with the 8-inch screen has external tuning, volume, and function knobs and buttons, and is blessedly easy to use. The dual-zone climate controls are on a separate panel with individual dials for direct setting of desired temperatures; two rows of well-marked buttons summon the system’s other functions. Driver vision is best out front and to the sides, where a low dash and fairly narrow roof pillars don’t block much view. Over-the-shoulder and direct-rear views aren’t as good.

6 Cool Things About the 2020 Nissan Versa

The Elantra’s front fascia is dominated by a bold “parametric-jewel-pattern” grille; the rear styling is highlighted by a full-width taillight panel and the trunk’s crisp, convex shape at the rear.

Interior storage is just so-so. The glove box is sizeable, but the covered console cubby is compact. Door pockets are big in front but only large enough to serve as bottle holders in back. There’s a single net pouch in back, behind the front-passenger seat, and it is not standard but comes as part of the Premium Package option. Paired cup holders are located in the center console and in the central armrest that comes with the 60/40 rear seat. A low liftover gives access to 14.2 cubic feet of flat-floored trunk space. The rear seats fold flat but rest a couple of inches above the level of the cargo floor.

You may or may not like everything about the 2021 Hyundai Elantra but there’s enough to impress here to earn a place on any serious small-car shopper’s must

Test Drive: 2020 Nissan Sentra SR Premium

Its radical styling isn’t for everyone, and there is some cost-cutting evident in the interior materials, but Hyundai’s redesigned Elantra is a practical, comfortable everyday commuter that offers a lot of features for the money.

Check out the Consumer Guide Car Stuff Podcast

2021 Hyundai Elantra SEL Gallery

(Click below for enlarged images)

Meet the 2021 Consumer Guide Best Buys

Written by: The Daily Drive staff on April 7, 2021.

For GREAT deals on a new or used Chevrolet check out Sierra Chevrolet TODAY!

Forgotten Concept: Cadillac Voyage

admin • January 15, 2021

Cadillac Voyage Concept

This is an installment in a series of posts looking back on show cars that we feel deserved a little more attention than they got. If you have a suggestion for a Forgotten Concept topic, please shoot us a line or leave a comment below.

Cadillac Voyage Concept

First Seen: 1988 General Motors Teamwork & Technology Show

Description: Full-size sedan

Sales Pitch: “Rolling technology laboratory.”

More Forgotten Concepts

Cadillac Voyage Concept

Details:

First seen in 1988 at the General Motors Teamwork & Technology Show held at the Waldorf-Astoria hotel in New York City, the Cadillac Voyage Concept served as showcase for several burgeoning technologies, including adaptive all-wheel drive, high-tech V8 engines, and voice-recognition phone operation.

The large sedan stretched 212.6 inches long overall–roughly 8 inches less than the contemporaneous Cadillac Brougham. Designed by a team led by GM VP of Design Chuck Jordan, the Voyage boasted a claimed drag coefficient of just .28 Cd–well below that of a 1988 Chevrolet Corvette.

[embedded content]

The Voyage’s power came from a fuel-injected 4.5-liter overhead-cam V8, good for a reported 275 horsepower. A 4-speed automatic transmission and adaptive AWD rounded out the powertrain.

Inside, the Voyage made use of a pair of dash-mounted monitors, one of which supported the car’s navigation system. Mounted to the dash was a hands-free mobile-phone, designed to be operated entirely by voice prompt. The Voyage Concept was followed in 1989 by a coupe variant dubbed Solitaire. The Solitaire Concept followed the same overall design theme as the Voyage, but featured unique styling elements and a Lotus-supplied 6.6-liter V12 engine rated at 430 horsepower.

Forgotten Concept: Oldsmobile Profile

Cadillac Voyage Concept

CG Says:

Why not? In retrospect it’s easy to suggest that by this time Cadillac ought to have been thinking about SUVs, but in the late Eighties there was still plenty of interest in big, powerful, luxurious sedans.

The Voyage’s 4.5-liter V8 was predictive of the production Northstar 4.6-liter V8, which arrived under the hoods of select Cadillacs only a few years later. As for that drag coefficient, Cadillac claimed the Voyage could reach 200 mph, but that seems unlikely. A roadable version of this vehicle would probably have weighed nearly 5000 pounds, and with only 275 horsepower under the hood… well, 140 mph feels more realistic.

Big question: Why would customers want to see a hands-free phone? I guess a concept car needs visual elements that demonstrate specific features, but shouldn’t a voice-controlled phone be largely hidden from sight?

Forgotten Concept: Lincoln Sentinel

Cadillac Voyage Concept

Listen to the Consumer Guide Car Stuff Podcast

Follow Tom on Twitter

Cadillac Voyage Concept Gallery

Forgotten Concept: Mercedes-Benz Auto 2000

Written by: Tom Appel on January 14, 2021.

First Spin: 2021 Mazda 3 2.5 Turbo

admin • November 21, 2020

2021 Mazda 3 2.5 Turbo

When the Mazda 3 lineup was redesigned for the 2019 model year, Mazda gave its sporty compact hatchback and sedan lots of new stuff: sleek new styling (with a striking bobtailed shape for the hatchback body style), new technology features, a notably more upscale look and feel, and, for the first time, the availability of all-wheel drive. What the 2019 Mazda 3 DIDN’T get, however, was more horsepower or a new engine—its sole powerplant was a 186-hp 2.5-liter 4-cylinder that was carried over from the previous-generation 3.

That changes for 2021, as the 3 gets two newly available engines in addition to the existing naturally aspirated 2.5. There’s now a base 2.0-liter 4-cylinder that makes 155 horsepower and 150 pound-feet of torque, and (our main focus here) a turbocharged 2.5-liter 4-cylinder engine that’s rated at 250 horsepower and 320 lb-ft of torque on premium gasoline, and 227 hp and 310 lb-ft of torque when running on regular gas.

The Mazda 3’s swoopy, bobtailed-hatchback styling looks a bit more aggressive with blacked-out trim elements and understated Polymetal Gray Metallic paint. The rear spoiler is part of the Premium Plus Package.

The 2.0-liter four engine (which is available only with the front-wheel-drive sedan) enables Mazda to offer the 3 at a slightly lower starting price. The turbo 2.5, however, is fully in step with Mazda’s ambitions to reposition itself as a premium brand. It’s only available in a topline 2.5 Turbo trim level that comes standard with all-wheel drive and upscale trim.

And, let’s get this out of the way too—the 2.5 Turbo’s sole transmission is a 6-speed automatic with steering-wheel-mounted paddle shifters. Though we can hear the moans of traditional enthusiast drivers from here, the economic case for engineering and certifying a manual transmission just doesn’t pencil out, given the limited sales potential of manuals in today’s market. The good news is that the steering-wheel paddle shifters here are some of the best we’ve used; they summon quick upshifts and downshifts—the latter is just the ticket when you’re heading into a corner.

First Look: 2021 Mazda 3

The Mazda 3’s cabin has a genuinely upscale look and feel, and the Premium Plus Package adds several welcome safety and convenience features. However, rear seat is cramped for adults in terms of both headroom and legroom.

While we’re talking about hardcore enthusiasts: If you were hoping that this new powered-up Mazda 3 would a revival of the raucous 2007-2013 Mazdaspeed 3… well, it’s not. Instead of a stiff-riding, uncompromising hot rod that’s tuned for at-the-limits driving at a track day or autocross, the 2.5 Turbo has been engineered to feel nimble, poised, and responsive in everyday driving situations. With this car, Mazda engineers aren’t chasing numbers on a spec sheet—they’re more interested in the seat-of-the-pants feel and an everyday-pleasurable driving experience. Mazda likes to call this “Jinbai Ittai” (a Japanese term to describe the unity between a horse and rider), and the goal with the 2.5 Turbo was a grown-up version of this feeling.

The turbo engine is the same basic powerplant that’s used in Mazda’s CX-5 and CX-9 SUVs and the Mazda 6 midsize sedan, but engineers made a few minor packaging changes, such as a redesigned air intake tract and switch from an air-to-air turbo intercooler to an air-to-water unit, for use in the smaller 3 chassis.

First Spin: 2021 Hyundai Elantra

Though the sloped roofline cuts into capacity, there’s still decent space in the Mazda 3 Hatchback’s rear cargo area–20.1 cubic feet behind the rear seats, and 47.1 cubic feet with the rear seats folded down.

Mazda engineers also aimed to give the 2.5 Turbo engine the power-delivery characteristics and feel of a naturally aspirated V6. Based on our test-drive experience… mission accomplished. The power delivery is wonderfully smooth and linear. Turbo lag is basically non-existent, and the low-end torque is respectable as well, with decent “pull” below 4000 rpm. A 6-speed automatic transmission is already something of an anachronism in today’s market of CVTs and 7-,8-,9-, and 10-speed gearboxes, but the 3’s automatic is polished partner to the turbo engine. It’s wonderfully responsive, and as mentioned above, the excellent paddle shifters provide a higher level of driver control if you’re so inclined.

The engine’s exhaust note is nice for a 4-cylinder, but no one will mistake it for an exotic powerplant or a performance-tuned V6. And again, in keeping with the upscale aim of this car, the engine noise is so nicely muted that it almost never intrudes. Some buyers might consider it almost TOO quiet for an enthusiast-oriented car.

Quick Spin: 2020 Volkswagen Jetta SEL Premium

The turbocharged 2.5-liter engine is rated at the same 227 horsepower (on regular gas; 250 hp on premium) as it is in the other Mazdas it’s installed in. A subtle badge on the rear hatch announces its presence in the Mazda 3 Hatchback.

The 2.5 Turbo’s EPA fuel-economy ratings are 23 mpg city/31 highway/26 combined in hatchback form, and 23/32/27 in sedan form… those combined numbers are just one mpg less than the comparable non-turbo 2.5 models. In a test that consisted of 114 miles of about 65 percent city driving, we averaged 24.0 mpg—on par with the EPA estimates.

Mazda slightly retuned the 2.5 Turbo’s suspension to compensate for the extra weight of the turbo engine, and retuned the steering to deliver a bit more feedback, but the overall focus was on everyday ride composure as much as absolute cornering prowess—aggressive sport suspension tuning wasn’t part of the program. That’s fine by us; the Mazda 3 is already one of the best-handling mainstream compact cars. The standard suspension setup offers a darn-near ideal mix of handling acumen and bump absorption for a compact car.

Quick Spin: 2020 Toyota Corolla Hybrid LE

Eighteen-inch black alloy wheels are standard equipment.

Likewise, the steering feel is wonderfully balanced; it’s smooth and offers excellent communication and feedback for a connected feel. Mazda engineers are intensely focused on “human-centric” chassis tuning. They studied natural human motions and muscle reactions to dial in a “minimum-jerk” feel to the 3’s steering, for an “organic” response to the driver’s inputs and to minimize the need for mid-corner steering corrections. Also aiding in this natural feel is Mazda’s G Vectoring Control system, which varies engine torque in response to steering inputs to subtly shift weight to the front wheels for better cornering performance and ride stability. The 2.5 Turbo’s GVC-system settings are changed for crisper performance when the driver selects the Sport drive mode.

Despite the changes under the skin, 2.5 Turbo’s exterior styling tweaks are subtle… essentially blacked-out trim elements, a larger exhaust pipe, a turbo badge on the decklid or hatch, and an available front air dam and rear spoiler on the hatchback body style.

Base versions of the Mazda 3 compete against mainstream rivals such as the Honda Civic and Toyota Corolla, but Mazda hopes that the 2.5 Turbo might snag customers who are shopping entry-level luxury-brand compacts such as the Acura ILX, Audi A3, and Mercedes-Benz A-Class. And measured against those cars, the 2.5 Turbo stacks up very well. The base MSRP of the 2.5 Turbo sedan is $29,990, and the hatchback is $1000 more. Our hatchback test vehicle was equipped with the Premium Plus Package, which bumps up the starting price to $33,750 and includes a host of premium features (the asterisked items are new this year):

Test Drive: 2020 Nissan Sentra SR Premium

leather upholstery
front and rear parking sensors
360-degree-view monitor (newly upgraded to all-digital system, with view-mode selector button)
Traffic Jam Assist (adds slow-traffic steering assist at 0-40 mph)*
auto-dimming exterior mirror
traffic sign recognition
front air dam
Mazda navigation system with 3-year traffic and Travel Link trial
Rear Smart City Brake Support*
rear cross-traffic braking*
HomeLink universal garage door opener
black rear-hatch-mounted spoiler

Tack on the $945 destination fee and a $125 stainless rear bumper guard, and the bottom line of our test vehicle was $34,820… steep for a mainstream-brand compact car, but very competitive with the luxury-brand competitors to which the 2.5 Turbo favorably compares.

Our main gripes with the Mazda 3 remain the cramped rear-seat space and the so-so rear visibility in the hatchback models. With many buyers continuing to shift to crossover SUVs, the remaining passenger cars are now focusing more on sportiness and handling than practicality (Mazda reps told us that buyers concerned with rear-seat space and cargo volume can opt for its CX-30 compact SUV). And, while we’re being pampered, we wish the 3 offered ventilated front seats in addition to its heated seats.

Still, Mazda hit the target it set for itself with the 3 2.5 Turbo—the horsepower infusion changes the character of the basic 3, and legitimates pushes the car further upscale. And even though it’s counter to Mazda’s brand-positioning goals, we would welcome a de-contented version that makes the goodness of the turbo engine available at a lower price point.

Test Drive: 2019 Honda Insight Touring

The addition of the 2.5-liter turbo engine gives the 2021 Mazda 3 2.5 Turbo an advantage of up to 64 horsepower over its naturally aspirated 2.5-liter sibling. By Mazda’s own design, the power infusion doesn’t turn the 3 into an aggressive high-performance machine, but pushes it further upmarket–making it a legitimate competitor to premium-brand rivals.

(Click gallery pics below for enlarged images)

Follow Damon on Twitter

Listen to the very entertaining Consumer Guide Car Stuff Podcast

2021 Mazda 3 2.5 Turbo Gallery

Written by: Damon Bell on November 20, 2020.

Photo Feature: 1964 Ford Galaxie 500 Four-Door Sedan

admin • September 7, 2020