There’s a trend toward compacts becoming more of a “destination” vehicle than a “transition” car.  In the U.S. market at least, compact cars have often been viewed as the car you get until you can afford something bigger. With the introduction of more “premium compacts” and a greater emphasis on efficient living, a decently-appointed compact tends to be all that a family needs, in many cases.  Many compact-car buyers don’t intend to “graduate” to anything larger.

With this in mind, compact cars are getting nicer.  The all-new 2010 Mazda3 is at the forefront of a wave of small cars that you don’t just have to live with until you can afford something else.  Mazda has designed its entry-level car to be one that you’ll want to keep forever.
More premium content is a big part of this strategy.   The 2010 Mazda3 is available as a four-door sedan or five-door hatchback, and carries a host of new equipment that helps to raise the bar in terms of what you can expect from a compact car.  A navigation system, HID headlamps with adaptive lighting, rain-sensing wipers and other equipment are available.
So how about that face?  The intent with this car was an evolutionary change, not a revolutionary one.  That sentiment is common when it comes to updates of vehicles that are already doing well, and Mazda has taken this philosophy nicely to heart.  The new Mazda3’s lines are basically the same, but the new look is much more expressive.  It cheats the wind a bit better, but that doesn’t mean that it looks like a featureless pod.  A strong fender front fender line fades into a nice parallel theme with the beltline and rocker panels.  The grille has moved down, and leaf-shaped pods carry the available fog lights.  Look close and you’ll see that although the Mazda3’s got a bigger grin, the overall grille opening is actually smaller.  The engine can still breathe, because the front end design has been “aerodynamically optimized,” according to Mazda.  The intake has been moved to put it in the area of highest air pressure when the car’s in motion, allowing for efficient airflow without increased drag.  The taillights have also been lengthened to help clean up airflow at the rear.  This boosts economy and helps to cut wind noise on the freeway.   It also gives the Mazda3 a handsome, wind-formed look that gives it more distinction than before.   The five-door’s shield-shaped rear window is distinctive, and  the lighting is influenced by concept cars, with jewel-like multi-element headlights and LED taillights that shine out of apparently clear pods.

The new interior also flows dramatically, with materials that are just as good as those found in the larger Mazda6.  This is a driver’s car, so Mazda has moved many of the ancillary controls to the steering wheel, to help keep the driver’s eyes on the road.  At the top of the dash there’s a 4.1-inch screen that houses the Mazda3’s Multi-Information Display (MID).   Like similar systems on high-end European products, the MID shows radio, clock and navigation information, and it’s placed in the driver’s line of sight to make it easier to read while driving.   When equipped, the navigation system’s map is also displayed in this screen.  The interior is comfortable enough, and the seats bolstered well enough for a day of carving up mountain roads.
The adaptive lights and heated seats are class-exclusive.  Rain-sensing wipers, Bluetooth, heated mirrors, keyless entry, pushbutton start and LED taillights are upscale touches not normally seen on compacts.
As before, two engines are offered.  The 2.0 liter, 148-horsepower four cylinder is a carryover power plant, with variable valve timing.  A redesigned air intake that lowers the engine’s running temperature helps to improve the fuel economy to 25/33, and a five-speed manual transmission is standard.  For some added performance, Mazda offers a new 2.5 liter four-cylinder that’s shared with the Mazda6.  Physically, the new engine is the same size as the outgoing 2.3 liter I4, and its 167 horsepower brings the Mazda3 to life.  The roughness inherent to large-displacement four cylinders is smoothed by tuned dampers on the crankshaft and a flexible flywheel coupling.  This engine is standard in five-door Mazda3s.  On the road, the 2.5 is an eager engine with a broad powerband, though in automatic-equipped models it has a tendency to drone unpleasantly.  For casual enthusiast driving, the 2.5 is an entertaining powerplant.  For the power-hungry, a new Mazdaspeed3 will be along shortly.
Because this car rides on a global platform that needs to meet the expectations of Japanese and European customers as well as American buyers, the suspension is more refined than you might expect for a car in this class.  Then again, you might already be familiar with the Mazda3 and be expecting the brand’s benchmarked “zoom-zoom” handling.  The good news is that the engineers left the already enjoyable suspension more or less alone.  Subtle tweaks have been made to reduce bump-steer and bump-toe, giving the car a more confident feel.  It’s bored on the freeway, but the Mazda3 lives for twisty roads.  DSC and TC are standard on Touring models.  Four-wheel anti-lock disc brakes are standard.
Mazda has succeeded in its quest to make the Mazda3 a car you want to own rather than one you’re just going to mark time in.  It’s large enough for a small family yet versatile and economical enough to justify the cost of a new vehicle, which is saying something in this day and age.  Mazda3 pricing starts at $15,045 for the sedan and $19,230 for the hatchback.  My tester was a five-door hatch with Sirius satellite radio, a moonroof and upgraded Bose sound system, and retailed for $21,725.

Specifications:
All specs are for the 2010 Mazda3.
Length:     180.9 in.
Width:    69.1 in.
Height:     57.9 in.
Wheelbase: 103.9 in.
Cargo space:  17.0 cu.ft. (seats up)
Base price:  $19,230
Price as tested: $21,725
Engine:     2.5 liter DOHC inline four-cylinder
Drivetrain:  six-speed manual, front-wheel drive
Horsepower: 167 @ 6000
Torque:      168 @ 4000
Fuel capacity: 15.9 gal.
Est. mileage:  21/29