If you want a good, dependable family hatchback that isn’t one of the the usual suspects, chances are your search will eventually lead you to the door of a Mazda 3. Show When it was new, buyers appreciated the 3’s sporty looks, not to mention the fact that it wasn’t the usual Ford Focus or Volkswagen Golf. As a used buy, it also makes sense as it’s good value, and it doesn’t cost the earth to run, either. With a 10Best nod fresh under its belt, a 2010 Mazda 3 hatchback entered our long-term fleet in the fall of 2009 to much anticipation. A spunky five-door economy car boasting talkative steering and a tight chassis, the second-generation 3 embodied nearly everything we’d want in an everyday car: poise, practicality, ample power, low maintenance, and a six-speed manual transmission. At the time, the new-for-2010 Mazda 3 was the top of its class, besting the then-also-new Kia Forte SX and Volkswagen Golf VI in a three-way comparison test. Positive comments populated the logbook from day one, and our car quickly proved adept at tackling everything from daily highway slogs to twisty mountain passes. Loaded Up With a range-topping, turbocharged 2010 Mazdaspeed 3 also en route to our long-term garage, our pick for a standard-fare 3 was an s Grand Touring model with nearly all the fixin’s: standard leather seating, 17-inch aluminum wheels, dual-zone climate control, and bixenon headlights (the five-speed automatic was an $800 option we decided to live without). The 2.5-liter four-cylinder’s 167 hp and 168 lb-ft of torque paled in comparison with the Mazdaspeed’s direct-injected 2.3-liter turbo mill (263 hp, 280 lb-ft) yet still offered good passing power and flexibility with the manual gearbox. The standard 3 starts at $16,095, and the least-expensive hatch is $20,435. Our five-door GT’s $22,750 base price raised eyebrows from the onset. The addition of the $1195 Technology package (navigation, keyless entry, satellite radio, perimeter alarm, and pushbutton start); another $1395 for a package bundling Bose audio, a power sunroof, and a six-CD changer; and $250 in dealer accessories blew the price to $25,590. That figure smacks of excess for a small car with a big smiley face across its grille. “Still love this car, but 25 grand is pushing it really hard for something in this class,” noted executive online editor Erik Johnson. In spite of its impressive list of features, our car was lacking in certain areas. The miniature screen for the navigation system drew repeated criticism for its low resolution and steering-wheel-mounted controls. (One editor did come to its defense, but his was among few voices in support of the layout.) An aux input offered basic connectivity, but the absence of a USB port in a car with a youthful customer demographic and a heavy price tag irked more than a few music buffs. A dearth of storage cubbies for cell phones and such also frustrated some, as did the convoluted labeling of the buttons on the center stack. Taller pilots took issue with the sunroof—it gobbled valuable headroom—and a steering column that didn’t telescope far enough, resulting in an outstretched-arms driving position. Meanwhile, passengers banished to the back seat found comfort in short supply if those up front weren’t cooperative. Although the styling of the second-gen 3 was slow to find supporters around our office—we eventually grew at least tolerant of it—the dark Graphite Mica paint of our tester helped mask the car’s pronounced grin. Earning Its Keep Complaints aside, the fact that it took longer than our usual 12 months to reach 40,000 miles is more a result of an unfortunate accident (more on that later) and other fine long-termers we had in the fleet than a knock against the 3’s packaging or ability to swallow miles with ease. “Obviously, the 3 is not a rocket, but it has great steering, great ride-and-handling balance, and enough grunt to move you when needed,” stated associate online editor Jon Yanca. Many agreed. We also shared initial praise for the car’s quiet, composed ride, slick shifter, and light clutch, the latter a pleasant change from the hair-trigger third pedal in the Mazdaspeed 3. The absence of the Mazdaspeed’s notoriously aggressive torque steer was welcome, too. At the end of its 40,000 miles, with Yokohama Avid S34 all-seasons reinstalled in place of its Michelin X-Ice Xi2 winter rubber, the car posted a 7.4-second run to 60 mph, 0.2 second quicker than when new. An improvement of 0.1 second and 1 mph over the quarter-mile resulted in a pass of 15.7 at 89 mph. Roadholding improved by 0.01 g, to 0.86, and an additional foot in the 70-to-0-mph braking test made for a still-solid 169-foot stop. Despite a significant amount of daily flogging, the car ended its stint averaging 26 mpg overall, right in between its city/highway ratings of 21/29 mpg. Nothing’s Perfect A couple of issues arose not far into the test, though, and stayed with us until the car’s departure. At about 10,000 miles, the electronic controls for the driver’s seat began to stick, making fore-and-aft adjustments troublesome and preventing height adjustments altogether. A $795 seat-track assembly was replaced by the dealer under warranty and temporarily cured the problem. But when the malfunction reappeared several thousand miles later, Mazda determined a broken trim piece and clip on the seat were affecting the switch. Had the 3 not still been under warranty, this repair would have tallied an easier-to-swallow $150. Our other concern was the once-praised clutch pedal, which lost much of its feel by 20,000 miles and became a real irritant toward the end of the car’s stay, making smooth launches and one-two shifts difficult at best. Although the clutch survived our punishment without needing replacement, its problem undoubtedly will need to be addressed soon. Sudden Impact Service costs for our Mazda 3 totaled $403 for six scheduled visits, with a $103 oil-and-filter change, inspection, and tire balancing at 37,000 miles being the only service stop since our last update. Vehicle wear is covered under warranty, but bent wheels are not, and our Mazda dealer charged $63 to tell us that, yes, the wheel we suspected was bent did need to be replaced. A new 17-incher cost $538. But what really emptied our pockets—and sidelined the car for weeks—was one staffer’s run-in with a Lincoln Navigator during a winter excursion to Chicago, which resulted in significant body and structural damage to the front of the Mazda. After mending the front bumper, radiator support, and passenger-side fender, door, and front suspension, the bill came to a painful $5562. We spent an additional $70 on a return visit to the dealer to have the windshield-washer lines reinstalled properly. Add to that the cost of our pothole-ravaged wheel, and our out-of-pocket expenses totaled nearly $6200. Still a Sweetheart The Mazda 3 was recently relegated to runner-up status by a 2012 Ford Focus in our latest C-segment gathering with a Chevy Cruze, Hyundai Elantra, and Volkswagen Jetta. The 2012 Honda Civic is out, as well, and many of these new or updated models now offer a competitive, if not stronger, combination of technology, refinement, and overall packaging than the Mazda did when new. What those vehicles don’t have, however, is the 3’s unyielding connection to the road and its willingness to heed the driver’s commands with enthusiasm. That playfulness is the Mazda 3’s meal ticket, and the car is refreshingly honest about everyday driving enjoyment. The updates for the 2012 Mazda 3 are largely focused on fuel economy and, thankfully, should do little to impact overall performance. The problems we experienced—at least the ones that weren’t our fault—were relatively minor, and we agreed that the 3’s strengths will not suit everyone. But for those in need of practical transportation who like to wear Pilotis for the daily commute, the Mazda 3 remains one of the best small cars on the market. Date: November 2010 Although our long-term Mazda 3 s Grand Touring hatchback hasn’t made as many colorful, long-distance journeys as our long-term Hyundai Genesis has, it continues to rack up praise as it enters the final stretch of its 40,000-mile stay. Hitting the Open Road Having vehicles on hand that are more spacious means the Mazda hasn’t been the first pick for road trips, but the car has had a few chances to explore the world beyond the Michigan state line. This author netted 1300 miles on a trek to Virginia International Raceway and back. There, the 3 served as an excellent support vehicle for our annual Lightning Lap speedfest. Another journey, this time to and from Nebraska, racked up nearly 1700 miles, with several shorter adventures keeping the Mazda’s odometer twirling. The car still impresses with its drivability and solid packaging. A playful and responsive feel at the helm remains the car’s strongest characteristic, and we’ve grown to accept its quirky front-end styling—or grown tired of complaining about it. The longer treks have also helped push the Mazda’s average fuel economy to 26 mpg, which is still disappointing for a four-cylinder economy car. Wear and Tear The miles have exposed a couple of other complaints that, until now, were small annoyances. Although the six-speed manual’s light, precise shifter is “slicker than snot on a doorknob,” in the words of one editor, the clutch action has aggravated more than a few nerves. What feel the clutch may once have had has faded with use, making it difficult to zero in on the pickup point and resulting in jerky, overrevved launches. A new Mazda 3 on hand recently for our annual 10Best gala supported this observation. That low-mileage car’s tight, tactile clutch reminded us of what our long-termer was like when it entered the fleet. The 3’s front seats also have drawn criticism. Although the seats are comfortable and supportive in short-range use, some drivers have noted the bottom cushions don’t coddle the backside as well as they could on longer treks. We previously had the driver-seat track replaced under warranty because it would no longer adjust up or down, but the seat now sticks occasionally when adjusting it fore-and-aft. At the 3’s next service visit, we’ll have it checked for a pinched wire or faulty switch. Service and Fixes As for regular maintenance, our 3 has had two oil-and-filter changes since our last update, running $42 and $65—the additional expense of the second due to a new air filter. Our service tally now sits at $237. Mazda also replaced the entire center-console lid, because the plastic latch had broken off and it could only be ordered as a part of the entire assembly. It would have cost $99 but was covered by the warranty. The 3 has been a little finicky since we last reported on it, but our enthusiasm has dampened little for an otherwise solid, fun-driving, and practical car. Date: July 2010 Although our long-term Mazda 3 s Grand Touring hatchback isn’t as brightly colored or feisty as our other long-term Mazda hatch—the eye-searingly blue and balls-to-the-wall 40,000-mile Mazdaspeed 3—it continues to be a staff darling. Indeed, the gray five-door continues to prove that efficient, practical transportation doesn’t have to be a snooze. Soldiering On With the car taking nine months to hit the 20,000-mile mark, however, our Mazda is behind schedule; we typically like to wrap up a full, 40,000-mile test in about a year. But that’s not because this 3 disappoints on the highway—quite the opposite, in fact. The ride quality over expansion joints is supple, downshifting via the slick six-speed shifter makes routine passing maneuvers feel heroic, the seats are supportive, and the ergonomics easy to live with. Combine all that with a consistently playful demeanor on surface streets, and you have a recipe for serious logbook fawning. The 3’s mileage deficit can be blamed on the rest of the long-term fleet, which includes some vehicles with prodigious towing capabilities, some that are simply more powerful, and some that are larger and capable of hauling more people and luggage. So the little 3 is often passed over for long-distance outings, but it’s always ready and willing to shuttle us home at the end of each day, and no one grumbles when it’s his or her turn behind the wheel. Of course, it helps that the chassis feels as crisp and tight as ever, particularly since we removed the car’s winter rubber in favor of the stock 17-inch Yokohama all-seasons. Low-Impact Fun Fun behind the wheel often comes at the price of hefty fuel bills and servicing costs. But here, too, our Mazda 3 has impressed, with overall fuel economy actually improving a tick to 25 mpg. Our out-of-pocket expenses rose by just $43 since our last update, although we did have a pricey issue taken care of under warranty: The driver’s-seat track assembly jammed and prevented raising or lowering the seat, and the fix would have cost $795 without warranty coverage. Yowch. Mazda’s recommended oil-change intervals can be every 5000 or 7500 miles, and we’ve switched to the latter schedule, given the car’s relatively easy workload. Our last service—it accounts for the 43 bucks and change—was performed around the 15,000-mile mark and included fresh oil, a new oil filter, a tire rotation, and a multipoint inspection. We also had the dealer perform an alignment to quell a vibration, work that was covered under the factory warranty. Reliability is always a good thing, but we’re particularly pleased to see it in the dependably good 3. It delivers fun even during regular, everyday slogs, which is more than we can say about most of the stuff in its class, not to mention several pricier vehicles. Three: It’s the magic number. Date: March 2010 With just over 10,000 miles on the clock, our long-term Mazda 3 hatchback is a quarter of the way through its test, and it’s racking up praise at a significant pace. Drama-free to live with yet lively behind the wheel, the little Mazda made it through winter’s worst (at least we hope it’s over) and is ready for some warm months of travel and driving fun. A Faithful Steed The Michelin X-Ice winter tires we fitted in the fall helped the 3 slog through Michigan’s yearly helping of white stuff without injury, with our only out-of-pocket costs so far being the car’s scheduled 5,000-mile and 10,000-mile services. Total: $87, with each appointment including an oil and filter change, tire rotation, and vehicle inspection. Overall fuel economy remains a solid 24 mpg, and the Mazda is proving to be a welcome and trouble-free companion on longer trips. We are, however, looking forward to taking the five-door on adventures lengthier than the several Ann Arbor-to-Chicago runs it has under its belt. The healthy 43 cubic feet of cargo space with the rear seats folded should accommodate plenty of supplies for a quick blast to the West Coast or a camping trip to Michigan’s Upper Peninsula. Nit-Picking It’s been a struggle so far to find any major fault with the vehicle. A few of us still aren’t sold on the styling and the small navigation screen, and some of the more recent criticisms center on the 3’s somewhat tight back seat for adults and general shortage of storage cubbies—the lack of secure and convenient storage for iPhones and such, to be exact. Yeah, we’re stretching. But most of the comments in the logbook continue to commend the 3’s surprisingly playful demeanor. The clutch and the six-speed shifter in particular have been called out for their light, smooth action, both of which make the long commutes of some editors to the office much easier. Even with the snow tires fitted, the 3 tracks smoothly, with quick yet predictable responses. “So quiet and refined on the highway,” read one logbook entry, “I forgot I wasn’t driving a German car.” Others, however, disagree, citing the more premium-feeling Volkswagen Golf as their preference in this class. Fortunately, we have 30,000 additional miles with the 3 before a final verdict is rendered. Date: December 2009 In contrast to some of our more hedonistic long-term vehicles of late—among them a Mini John Cooper Works convertible, a Lexus IS F, and a BMW X6 xDrive50i—the latest addition to our fleet is rather plebeian: a 2010 Mazda 3 s Grand Touring hatchback. But given the 3’s election to our 2010 10Best list, it’s no wonder that we’re so fond of the little Mazda as it begins its 40,000-mile journey. Loaded and Capable Redesigned for 2010, the new 3 immediately won us over with greater levels of refinement while carrying over the first gen’s tossable, fun-to-drive nature. Yes, it’s a bit heavier than before and some of us have yet to warm up to its new styling, but we all agree it’s among the best choices in its class. Starting at $22,750 and dressed in Graphite Mica paint—a hue chosen to lessen the visual slap of the awkward “smiley face” grille—our five-door 3 sits just below the range-topping Mazdaspeed 3 in the lineup and is propelled by a 167-hp, 2.5-liter four-cylinder backed by a six-speed manual gearbox. Its standard features are legion. A black leather interior, 17-inch wheels, xenon headlights, heated seats, Bluetooth connectivity, dual-zone climate control, rain-sensing wipers, and a plethora of airbags and safety equipment are all present. Additional amenities we deemed essential include the $1195 Technology package (nav, keyless entry and start, Sirius satellite radio, and a perimeter alarm) and the $1395 Moonroof/Bose package (power sunroof, 242-watt Bose audio system, and a six-CD changer); the latter package is required to get the former, though, so Mazda’s touting the navigation system as “affordable” is a bit of a stretch. An auto-dimming interior mirror with a compass ($200) and a protective step plate for the rear bumper ($50) also were fitted. As-tested price: $25,590. Thankfully, the 2.5-liter’s additional 11 hp and 18 lb-ft of torque returned test results about the same overall as those of the old car’s 2.3-liter. On the track, the 3 GT hustled to 60 mph in 7.6 seconds and covered the quarter-mile in 15.8 at 88 mph. (It’s worth noting that we’ve seen as quick as 7.4 seconds to 60 from this model in other tests, and as with most long-term cars, we expect our 3’s numbers to improve.) Although those numbers are hardly extraordinary, the 3 always feels willing and can dart through traffic with ease. Credit the 2.5’s flexible power band, the six-speed’s closely spaced ratios, and the shifter’s light and precise action. The latter is a tad long in the throw, but the clutch is easy to modulate. With 3064 pounds pushing down on 205-series Yokohama all-season tires, our tester stopped from 70 mph in 168 feet and stuck to the skidpad at 0.85 g—figures that provide quantitative backup to the 3’s subjective qualities: a spirited nature and dynamic composure at the limit. And with our average of 24 mpg and no mechanical issues yet to crop up, the Mazda is proving to be easy on our budget and our nerves. What a Tiny Display You Have Initial complaints have been few and mostly center on the ergonomics. Overall comfort and practicality are great, with only our taller drivers complaining of insufficient headroom—“stupid sunroof,” they say—or that the telescoping steering wheel doesn’t telescope enough. “The interior would be the nicest in the segment by far if the [Volkswagen] Golf didn’t exist,” senior editor The layout of the button-laden center stack has caused a bit of frustration, as has the small three-by-five-inch multifunction screen, which is positioned high on the dash near the driver’s forward sightlines. Controlled via buttons and a toggle on the steering wheel, the feature preserves real estate on the dash, keeps costs down, and eases manufacturing. However, the navigation maps are difficult to make out at times—it’s like reading a book through the wrong end of a telescope—and there’s no touch screen, meaning all inputs are done with the steering-wheel controls. Some like that at-your-fingertips convenience; others feel, well, inconvenienced. What we can agree on so far is that, for the money, the 3 is a sweet little car that gives up little driving excitement in the name of mass-market appeal. With snow about to fall here in Ann Arbor, we’ve installed a set of 205/50-17 Michelin X-Ice Xi2 winter tires ($551 for four) on the stock wheels, which handicap the Mazda’s athleticism a bit but should pay dividends when we’re bounding through the white stuff. After all, although we’re not totally happy with the 2010 3’s wide-mouth front end, we don’t think sliding into, say, a retaining wall would do it any aesthetic favors. SpecificationsVEHICLE TYPE: front-engine, front-wheel-drive, 5-passenger, 5-door hatchback PRICE AS TESTED: $25,590 (base price: $22,750) ENGINE TYPE: DOHC 16-valve inline-4, aluminum block and head, port fuel injection Displacement: 152 cu in, 2489 cc TRANSMISSION: 6-speed manual DIMENSIONS: Length: 177.4 in PERFORMANCE: NEW PERFORMANCE: 40,000 MILES FUEL ECONOMY: WARRANTY: This content is imported from OpenWeb. You may be able to find the same content in another format, or you may be able to find more information, at their web site. What problems do 2010 Mazda 3 have?The most common problems found on the 2010 Mazda3 include clutch failures, melting dashboards, and ABS system issues. Overall, these problems are more severe than in other compact cars from 2010, and the costs of repairing them are high as well.
How many miles can a 2010 Mazda Mazda3 last?According to Vehicle History, you can expect a Mazda3 to last upwards of 200,000 to 300,000 miles on average. In fact, there are even some Mazda3 owners with over 350,00 miles on the odometer and their cars are still going strong.
Is Mazda3 a reliable car?The Mazda 3 has scored high in all major reliability ratings. It achieved a reliability rating of 4.0 out of 5.0 from RepairPal, ranking ninth out of 36 compact cars. The annual repair cost for this model is approximately $433, which is nearly $220 less than other compact cars.
What kind of car is a Mazda3 2010?Find Car. The 2010 Mazda 3 is a premium car in a compact package. The Mazda3 is available as a four-door sedan or four-door hatchback, and offers comfort and luxury features we're not used to seeing in a small car. The Mazda3 has been reengineered for the 2010 model year.
|
Is a 2010 mazda 3 a good car
Related Posts
Copyright © 2024 mempelajari Inc.
