Autos Plus
E2 • The Sentinel
Sunday, April 13, 2014
2014 Mazda3 i Sedan: Re-designed for sportiness and efficiency When the Mazda3 entered the Japanese automaker’s lineup for the 2004 model year, replacing the Familia/323/Protégé, it made an immediate impact and soon became Mazda’s top-selling vehicle worldwide. To date, more than 3.5 million Mazda3 vehicles have been sold. Not content with the second generation Mazda3, the all-new third-gen icon is at the dealerships and on the streets for 2014 with a lighter, more efficient body, a full suite of SKYACTIV technologies and it is packed with advanced electronics. Additionally, Mazda3 gets more powerful, more fuelefficient engines for performance, economy and drivers’ smiles to replace the “smiling” front grillework that adorned the previous The third generation Mazda 3i Sedan is lighter and more efficient. generation’s face.
Engineering philosophy is engaged
SKYACTIV TECHNOLO GY, M a z d a ’s b re a k through engineering and manufacturing philosophy helps structure Mazda3 to a 41mpg EPA highway estimate. For 2014, Mazda3 receives the full suite of SKYACTIV technologies and a complete KODO “Soul of Motion” philosophy of architecture, all-new active safety technologies with iACTIVSENSE and an allnew “heads-up” HMI/infotainment system known as MAZDA CONNECT. With 11 trims and variations from base to Sport, Touring and Grand Touring in four-door and 5-door (hatchback) models, Mazda3 has a price and a capability for a wide variety of carbuyers. And Mazda has chosen to pack its vehicles, both the sedan and hatchback, with enough amenities to minimize options needed, thus keeping the fi-
nal sticker lower. The MAZDA3 i SV 4door, as was the one I tested, was outfitted with 16inch wheels with full covers, gloss black dual folding power side mirrors, clearlens halogen headlights, daytime running lights, push button start, air conditioning with pollen filter, power door locks with 2-stage unlocking feature, power windows with driver’s-one-touch up/down, AM/FM audio system with digital clock and 4 speakers, auxiliary audio input jack and single USB audio input, dual 12V power outlets, cloth-trimmed sport seats, tilt and telescopic steering column, steeringwheel-mounted audio controls, analog speedometer and digital tachometer, trip computer, 3-point seat belts for all seating positions, advanced front air bags, front side-impact air bags and side-impact air curtains, tire pressure monitoring
system, Dynamic Stability Control and Traction Control System. Lower, leaner and more stable, the 2014 Mazda3 sits on a wheelbase of 106.3 inches, which is 2.4 inches longer than the previous generation, yet the sedan is 0.6 inches shorter in overall length at 180.3 inches. Width is 70.7 inches‑ about 1.6 inches wider than the previous generation, and height measures a more steady 57.3 inches‑a half-inch shorter than Gen. 2. Curb weight is 2,848 lbs. for the automatic version, down about 60 pounds from last year.
Economical engine answers the call Powered by a 2.0-li ter 4-cylinder engine that produces 155 horsepower and 150 lbs.-ft. of torque, my automatic was rated at 30mpg in the city, 41mpg n the highway and 34mpg overall. My week of tests
By Mike Blake came in at 35.1mpg. An optional, more powerful 2.5liter engine is rated at 38 mpg on the highway. Built for economy, rather than speed, my 2.0-liter took 8.2 seconds to sprint from zero to 60mph and ate up 16.5 seconds to travel a quarter-mile, but midrange torque was enough to answer my call for passing. I found the 2.0 to invade the cabin with engine noise, but handling was responsive, rack-and-pinion steering with electric power assist was auto-cross effective and an independent MacPherson front suspension and an independent multi-link rear leveled most
Submitted photo
early spring road irregularities.
Interior offers improved ambience Mazda3’s sporty cabin has improved its ambience and use of quality materials. Intuitively created with a free-flowing design and touchscreen and electronics interface, Mazda’s new meter cluster features a centrally-positioned analog gauge flanked by a pair of wing-shaped digital displays. The dial face for the center gauge is characterized by three-dimensional metallic numerals while its red-ringed border pulses in brightness when the driver’s door is opened. Headroom is still a bit tight at 37.6 inches up front (with a moonroof) and 37.7 inches in row two. Legroom comes in at 42.2 inches in the first seats and 35.8 in the rear, and shoulder room
comes in at 57.2 and 54.4 – more roomy than Gen. 2. From a safety perspective, the 2014 Mazda3 introduces several all-new safety systems under the umbrella known as i-ACTIVSENSE. These technologies use sensing devices such as milliwave radars and cameras to support the driver in recognizing hazards, avoiding collisions and minimizing damage, should accidents occur. These systems include High Beam Control, Blind Spot Monitoring, Lane Departure Warning System, Forward Obstruction Warning, Smart City Brake Support, Mazda Radar Cruise Control and Adaptive Front-lighting System. 2014 Mazda3 i SV 4door starts at $16,945 and the Sport model bases at $18,445. In Touring trim $19,595 will start you off and Grand Touring begins at $22,745. The top of the line, the 3 s Grand Touring starts at $25,995. My test base SV added automatic transmission for $1050. With Titanium Flash Mica paint outside and a black cloth interior at no charge, the vehicle was upgraded with a rear lip spoiler for $395, rear parking sensors for $450, compass auto-dimming mirror for $175, all-weather floor mats for $100 and rear bumper guards for $100. Adding the destination fee of $795, my test Mazda3 i SV stickered for $19,990. V i s i t w w w. C a r lisleEvents.com for more on the automotive hobby. Mike Blake, former editor of KIT CAR magazine, joined Carlisle Events as senior automotive journalist in 2004. He’s been a “car guy” since the 1960s and has been writing professionally for about 30 years.
2014 Chevrolet Equinox: Small Crossover is quiet, comfortable and capable Chevrolet’s initial foray into the crossover genre was the Equinox, first introduced for the 2005 model year. Marketed as a compact SUV, the vehicle has evolved, market-wise, as a mid-size crossover, and its upscale look and feel have translated into strong sales since its second generation began in 2010. Remaining in its Gen. 2 form, sales continue enthusiastically and continue to build for the utility vehicle that is built on GM’s “Theta” platform. With a premium look and feel inside and out, vigorous engine choices, a quiet cabin, smooth ride and accommodating space and features, Equinox remains a solid performer despite being left essentially unchanged from 2013. New features for 2014 include chrome-clad wheels Submitted photos on LTZ models and a pair The 2014 Chevrolet Equinox includes new features of exterior colors: Red Rock including chrome-clad wheels and the interior has Metallic and Silver Topaz perforated leather heated seats. Metallic. Connectivity and safety um roofline, wraparound dles, exterior mirrors, roof headlamps and dual round rack side rail inserts, a powEquinox seats five and is taillamps. Projector-style er-programmable liftgate available in LS, 1LT and 2LT headlamps are standard on and 18-inch chrome-clad trims, and LTZ models, with aluminum wheels to accenavailable all-wheel drive. the LTZ trim I tested. The architecture turns tuate the exterior. Inside, the A top safety pick by several sources, Equinox employs heads with a multi-dimen- LTZ gets perforated leatheradvanced safety features, sional hood, wraparound appointed seats heated front including Forward Collision rear side glass and a wheels- seats, 8-way power-adjustAlert and Lane Departure at-the-corners stance. able front passenger seat, Warning as part of a com- Equinox adds function to memory settings for driver prehensive package of pas- style by improving aerody- seat and exterior mirrors, senger protection features. namic performance through enhanced interior lighting, Equinox delivers connec- a number of carefully de- Rear Park Assist and Unitivity and entertainment signed exterior features. versal Home Remote, while Equinox is either a mid- a sport-tuned suspension options with Chevrolet MyLink (available on LT and size or compact SUV based beefs up the LTZ ride feel. LTZ), as well as an available on its dimensions: 187.8 rear-seat, dual-player DVD inches long; 72.5 inches wide Engine produces 301hp entertainment system with and 66.3 inches high on a Standard Equinox powdual displays in the front 187.8-inch wheelbase. The er comes from the Ecotec seat backs. crossover is good for ground 2.4-liter I-4 coupled with a clearance of 6.9 inches and 6T45 Hydra-Matic 6-speed The face of chevy has a curbweight of 3,922 lbs, automatic transmission The sporty-looking Equi- for the 3.6-liter I tested. for 182 hp and 172 lbs-ft of nox features Chevy’s signaFrom exterior to cabin, torque to deliver an EPA esture global face – a two-tier standard items abound as timate of 22 mpg in the city, grille and prominent gold my test Equinox in LTZ trim 32mpg on the highway and bowtie insignia that com- was outfitted with body- a 26mpg average for FWD bines with strong fender color bumpers with bright and 20/29/23 for AWD. My shapes, distinctive premi- lowers, chrome door han- Equinox LTZ test ride was
By Mike Blake
outfitted with the brawny 3.6-liter V-6 that produces 301hp and 272 lbs-ft of torque. The FWD version has been EPA estimated at 17/24/20 and the AWD, which I drove, comes in at 16/23/20. A week of mixeduse testing in wintry conditions yielded an average of 18.8 mpg. On the track, Equinox was quicker than I expected, dashing from zero to 60mph in 7.2 seconds and finishing off a quarter-mile in 15.5. In road tests, the suspension favored comfort over precise handling and the hydraulic power rack-and-pinion steering was vague at times, but the cabin is very quiet and acceleration when called upon was unflinching.
Accommodating cabin Inside, Chevrolet has added an upgraded look, though it is not exactly a premium cabin. Roomy, with seating for five, the interior accommodates 40.9 inches of headroom up front and 39.2 inches in row two; legroom measures 41.2 inches in the row one and 39.9 in the rear, while shoulder room is 55.8 inches up front and 55.3 behind. The stylish cabin is designed for comfort, convenience and versatility, and features a striking dual-cowl design. Interior amenities include Chevrolet MyLink radio with navigation, air conditioning with automatic climate control, adap-
tive remote start that also activates the front and rear defrosters, heated seats and outside heated mirrors when the temperature is 45 degrees or colder, ice-blue ambient lighting, color touch-screen radio with SiriusXM with MP3 capability, and an ergonomic “floating” center stack that houses numerous controls. The 2014 Chevrolet Equinox starts at $25,315 including destination and freight ($875) for the front-wheeldrive LS trim and goes to $26,960 for the frontwheel-drive 1LT; bases at $28,830 for the 2LT and starts at $32,525 (including destination and freight) for the line-topping LTZ trim in FWD with the smaller 2.4liter engine. My test LTZ was in All-wheel-drive (which I nearly always recommend) and based at $34,275. My ride was upgraded to the 3.6-liter V-6 for an additional $1500. The Protection Package added $300 for all-weather floor mats and front and rear molded splash guards; the power sunroof added $995; rear seat entertainment was $1295; Chevrolet MyLink with Navigation was another $795; roof racks and cross rails added $170; a cargo net was $55 and heated rear seats added $560 for a sticker-as-tested of $39,945. Visit www.CarlisleEvents. com for more on the automotive hobby. Mike Blake, former editor of KIT CAR magazine, joined Carlisle Events as senior automotive journalist in 2004. He’s been a “car guy” since the 1960s and has been writing professionally for about 30 years.