Review Used Mazda 3 Hb and Toyota Matrix Hb
| Comparison Tests
Midsize Hatchback Comparison: 2006 Mazda3 S vs. 2005 Toyota Matrix vs. 2007 Dodge Caliber vs. 2006 Chevrolet HHR
Rolling Coasters: Volition the hatchback formula work in America this time around?
Just look at what's happened to the v-door hatchback. The once mundane two-box compact hauler has been tweaked into all manner of exterior class, the powertrains refined for greater pep and efficiency, sophisticated technologies introduced into even the to the lowest degree-expensive models, and lists of options enriched to about luxury-car levels. Style and affordability, comfort and utility, all in one package. What could be improve?
Better yet is that this continuous mutation of shape and content hasn't messed upward the hatchback'south basic chemistry: a compact chassis for nimble around-town duty; a tall, extended body with four rider doors and a big rear hatch to ease the movement of people and things; and a small-scale, economical engine with enough performance for the cut and thrust of metropolis traffic. Our assembled five-doors were built to that winning formula, and then it's not surprising they share many dimensions and concrete traits below their fashionable skins.
Each is a nice compact container ship that can ferry passengers comfortably when it'south not hauling stuff and junk, only we'll return to the question of utility afterward. First, let'southward sift through their qualities equally driving machines, not as mobile storage sheds.
At the WheelBefore this ride leaves the staging expanse, withal, we'll salve y'all some letter writing. Due to the limitations of manufacturer press fleets, these four testers aren't perfectly matched. We have manual transmissions, an automatic, and a CVT; front end and all-wheel bulldoze; varying trim levels, base, and as-tested pricing. Before you draw your final conclusions, do your homework, spec out the cars the way you desire them, and then compare.
The most fun of the agglomeration, by a adept margin, is the Mazda3 southward Touring. Even though its 160-horsepower, 2.three-liter 4 was the least-powerful engine in this test, it ran the sprints about equally apace every bit the lighter and more than powerful Matrix, and it plain spanked all comers in the slalom, figure eight, and skidpad tests, testament to its balanced chassis and superb handling. Its dynamic balance is underscored past equally excellent ergonomics. The thick-grip steering wheel adjusts for rake and reach (the only ane among the group to do both), the five-speed manual shifter--as slick every bit an RX-8's--is precise and quick to find the next gear, the pedals are properly placed for heel-and-toeing, and the seating is supportive and comfy. The steering precision and feel rivals many expensive sports cars, and the four-wheel disc brakes are strong and superbly tuned for ambitious motoring.
The Mazda3 may be the paradigm of a well-tuned sport hatchback, but it's likewise a chip similar that hyperactive piddling brother who won't stop plucking at your sleeve while chattering nonstop. Meaning there'due south lots of inapplicable information flowing freely into the cockpit along with all the good information from the route and the engine and the wind that an informed commuter uses to plot the best course. Some will find the insistent feedback annoying; others volition revel in this intimate involvement with the auto.
Those who enjoy a more sedate pace and seek versatility over performance won't put the Mazda first, nor the Matrix--at to the lowest degree the functioning-tuned 164-horsepower XRS model in our test. (A much milder 126-horsepower 1.8 is available in other Matrix models.) In all its forms, this Corolla-based wagon has Toyota goodness throughout, simply the XRS's peaky 8200-rpm 1.8-liter engine transforms the Matrix into a semi-bad boy. The XRS is quick, but the engine'south relatively weak torque and a horsepower curve that peaks way upwards at 7600 rpm (1100 rpm higher than the Mazda'southward) make the driver work harder for that quickness than in the Mazda. This isn't a wholly unpleasant job, as the 6-speed manual transmission's shifter and the foot pedals are well placed for sporty driving, simply information technology would've been meliorate with a steering wheel that adjusts for accomplish and rake.
The Matrix doesn't handle as well as the Mazda3; that'south not to say the Matrix's steering and intermission are anything less than entirely competent, just in contrast to the Mazda's sport-tuned control systems, and in typical Toyota practice, the calibrations are conservatively tuned and weighted on the side of condolement. This means the Matrix is the more relaxed freeway cruiser, merely at the expense of the precise inputs and detailed feedback that make the Mazda so much more rewarding to bulldoze quickly.
Chevrolet's retro-styled HHR provided one of the surprises of this roundup. Despite its slow-footed gait, the HHR is a pleasure to wheel around L.A. 's congested city streets. It's only the easiest to get in, showtime, and drive, even if it's non the most thrilling. The interruption is comfortably compliant, and the steering is quick to straight the front wheels. The 172-horsepower, ii.4-liter Ecotec engine is sufficient to the task, though it growls like a big dog on the other stop of a rope when pushed hard. Despite the commotion, the revs are always accompanied past a resolute flow of power through the optional four-speed automated. Even if the HHR seldom leads the pack, it all the same has plenty ability to proceed it in the thick of whatever mad nuance is at hand.
The tallest of the grouping, the HHR's at-the-edge handling is hampered by a good amount of body roll and weight transfer, and its 16-inch running gear, smaller than that worn by the other three, made it slightly less stable through the corners of our test track. Still, around town, when driven with patience and civility, it responds with a gentle mechanical sweetness reminiscent of an earlier, simpler historic period. Okay, there's a stink of nostalgia in the air here, but nosotros'll cop to a feel-practiced reaction to the HHR's straight-ahead cockpit controls and down-domicile styling, homage to the 1949 Chevy Suburban. Its chrome-accented black livery drew plenty of interested stares around westside 50.A., where even the latest exotics are often greeted with a yawn.
Newest to the five-door family unit is the 2007 Contrivance Caliber, successor to the Neon line of compact cars. Because it'south so new, it was thrown into the mix at the last minute and with an unfair disadvantage--its weight. The simply Caliber available to united states of america was the top R/T model, and with its all-wheel-bulldoze system and larger 18-inch wheels and tires, the compact crossover is as weighty (3368 pounds) as it looks. That'southward about 300 pounds more than a front-drive Caliber SXT, nearly 200 pounds more than the HHR and 500 pounds heavier than the lightest of the grouping, the 2872-pound Matrix.
Past our reckoning, the Caliber had the fewest features to help cargo hauling (simply two tie-downs in back), and information technology also doesn't sport enough of the clever package bins and trays that were to be found throughout the other vehicles. Information technology doesn't even offering a prop-rod or hook to hold open the rear luggage flooring/spare wheel cover.
Instead, the Quotient seemed geared strictly for human being cargo--young, hip humans. The coolest bear upon, literally, was the Chill Zone beverage bin, located merely above the conventional glovebox, that cools four twenty-ounce bottles. Tailgaters will like the nine-speaker Bose audio organization with MusicGate, a pair of speakers that swivels down from the opened liftgate to blast whomever might be nearby. Cool. Other bully touches are outlets between the front seats offer both 12V and 115V power, an auxiliary radio input jack, and a removable and rechargeable flashlight integrated into the rear of the headliner. The sliding center console/armrest that contains a keen flip-frontward plastic tray for a cell-phone or MP3 player also seems a good idea, merely when deployed it merely gets in the fashion, directly between the driver'southward hand and the shift lever mounted low in the middle front console.
Without wanting to appear like we're waffling, information technology really comes downwards to the stuff that supports your lifestyle. We once knew a chef who carried an entire kitchen of tools and a full-size espresso maker around in his VW Rabbit, so anything seems possible with these iv pocket-size-on-the-outside but big-on-the-inside infinite machines. If passengers matter, the Toyota and Mazda provide the more than comfortable cabins, just if lumber, ladders, or surfboards are more common companions, the HHR and Caliber are the improve choices. If we had to pick the one that delivers the all-time combination of comfort and utility, it would exist the Toyota. Our own taste for the sporty side of life as driving enthusiasts makes us cull every bit our winner the Mazda3. It carries a bit less stuff, but you'll really savour the trip to wherever you are taking it. n
How Will It Play In Europe?Contrivance Quotient SXT vs. Renault Breathtaking 2.0 turboby Frank MarkusThe Caliber launches this spring as Europe's first mainstream Contrivance, to exist followed by the Nitro. It should thrive, as tall two-box compacts have been hot in Europe since Renault launched its Megane Scenic in 1996. For Euroduty, the Quotient gets stiffer suspenders with 17- and xviii-inch wheels only, a diesel engine (the ii.0-liter VW TDI, making 229 pound-feet), and a 2.4-liter five-speed manual R/T variant. All-wheel drive won't exist offered, but right drive volition exist.
Compared with the segment pioneer from Renault, the Caliber'southward package seems less astute. It'due south over six inches longer, simply 2.5 inches narrower and 3.4 inches lower, so it'southward harder to park and carries less. A high nuance, shut steering wheel, and bunker-slit visibility are uniquely American attributes, simply the low, flat rear seats are no match for Renault'due south thrones. Calibers should, however, sell for at least $3000 less than similarly equipped Scenics.
Our two.0-liter turbocharged Scenic with five-speed stick packed 161 horsepower and 199 pound-feet, but didn't outperform the ii.0-liter Caliber past much, given their similar weight-to-ability ratios and the flexibility of the Caliber'southward continuously variable tranny. Renault claims an eight.6-second 0-to-62-mph time. The Dodge likewise corners flatter and feels as though information technology grips the route harder. This and Caliber's can-do Yankee charm may aid it compete against sportier rivals similar the VW Golf game wagon and Alfa Romeo 147.
| 2006 Chevrolet HHR 2LT | 2007 Dodge Quotient R/T | |
| Powertrain/Chassis | ||
| Drivetrain layout | Forepart engine, FWD | Front engine, AWD |
| Engine type | I-4 , alum block/head | I-4, alum block/caput |
| Valvetrain | DOHC, 4 valves/cyl | DOHC, 4 valves/cyl |
| Displacement | 145.5 cu in / 2384 cc | 144.0 cu in / 2360 cc |
| Compression Ratio | 10.v:1 | x.5:one |
| Ability (SAE net) | 172 hp @ 6200 rpm* | 172 hp @ 6000 rpm |
| Torque (SAE net) | 162 lb-ft @ 5000 rpm* | 165 lb-ft @ 4400 rpm |
| Redline | 6750 rpm | 6500 rpm |
| Weight to ability | 18.5 lb/hp | nineteen.6 lb/hp |
| Transmission | 4-speed auto | Continuously variable auto |
| Axle/concluding-drive ratios | 3.91:1 / 2.66:i | half-dozen.12:i / ii.41:i |
| Suspension, front; rear | Struts, whorl springs, anti-gyre multilink, scroll springs, anti-roll bar | Struts, coil springs, anti-roll multilink, gyre springs, anti-roll bar |
| Steering ratio | 18.5:1 | sixteen.6:1 |
| Turns lock-to-lock | three.3 | ii.eight |
| Brakes, f;r | 11.vii-in disc; 9.8-in drum, ABS | xi.5-in vented disc; 10.3-in disc, ABS |
| Wheels | 16 x 6.five-in cast aluminum | 18 x 7.0-in bandage aluminum |
| Tires | 215/55R16 91S K+S, Firestone Analogousness Touring | 215/55R18 89T, Firestone Affinity S3 |
| Dimensions | ||
| Wheelbase | 103.5 in | 103.7 in |
| Rails, f/r | 58.7 / 58.7 in | 59.8 / 59.viii in |
| Length x Width x Height | 176.2 x 69.2 x 65.2 in | 173.8 10 68.8 x threescore.iv in |
| Turning circumvolve | 37.seven ft | 37.2 ft |
| Curb weight | 3181 lb | 3368 lb |
| Weight dist, f/r | 58 / 42 % | 57 / 43 % |
| Seating capacity | 5 | 5 |
| Headroom, f/r | 39.five / 39.6 in | 40.0 / 38.ix in |
| Legroom, f/r | 40.six / 39.v in | 41.8 / 35.6 in |
| Shoulder room, f/r | 53.5 / 52.seven in | 54.2 / 53.4 in |
| Cargo vol behind f/r | 63.1 / 25.ii cu ft | 48.0 / 18.5 cu ft |
| Test Data | ||
| Dispatch to mph | ||
| 0-30 | 3.2 sec | 3.7 sec |
| 0-xl | 4.6 | 5.5 |
| 0-l | half dozen.half-dozen | 7.6 |
| 0-lx | 8.9 | 10.1 |
| 0-70 | 11.5 | xiii.4 |
| 0-lxxx | xvi.iii | 18.one |
| 0-90 | 22.0 | 24.8 |
| Passing 45-65 mph | 4.7 | 5.i |
| Quarter Mile | 16.9 sec @ 81.3 mph | 17.7 sec @ 79.four mph |
| Braking, lx-0 mph | 133 ft | 127 ft |
| 600-ft slalom | 61.4 mph | 64.1 mph |
| Lateral acceleration | 0.76 g avg | 0.79 g avg |
| MT Effigy Eight | 29.three sec @ 0.55 1000 avg | 28.5 sec @ 0.56 yard avg |
| Top gear revs @ 60 mph | 2200 rpm | 1850 rpm |
| Consumer Info | ||
| Base of operations price | $16,890 | $19,985 |
| Toll as tested | $21,255 | $21,450 |
| Stability/traction control | No/no | No/no |
| Airbags | Dual forepart | Dual front end, front side, f/r curtain |
| Basic warranty | 3 yrs/36,000 miles | 3 yrs/36,000 miles |
| Powertrain warranty | 3 yrs/36,000 miles | iii yrs/36,000 miles |
| Roadside assist flow | 3 yrs/36,000 miles | 3 yrs/36,000 miles |
| Fuel capacity | 16.two gal | 13.v gal |
| EPA city/hwy fuel econ | 23 / thirty mpg | 23 / 26 mpg |
| Recommended fuel | Unleaded regular | Unleaded regular |
| *SAE Certified | ||
| 2006 Mazda3 due south Touring | 2005 Toyota Matrix XRS | |
| Powertrain/Chassis | ||
| Drivetrain layout | Front engine, FWD | Front engine, FWD |
| Engine type | I-four , alum block/head | I-4, atomic number 26 block/alum caput |
| Valvetrain | DOHC, 4 valves/cyl | DOHC, iv valves/cyl |
| Displacement | 137.9 cu in / 2260 cc | 109.6 cu in / 1796 cc |
| Compression Ratio | 9.7:i | 11.5:ane |
| Power (SAE net) | 160 hp @ 6500 rpm | 164 hp @ 7600 rpm |
| Torque (SAE net) | 150 lb-ft @ 4500 rpm | 125 lb-ft @ 4400 rpm |
| Redline | 6500 rpm | 8200 rpm |
| Weight to power | 18.iii lb/hp | 17.5 lb/hp |
| Manual | 5-speed manual | vi-speed transmission |
| Axle/final-drive ratios | 4.xi:i / 3.12:ane | iv.53:1/ 3.28:1 |
| Interruption, front end; rear | Struts, coil springs, anti-roll bar; multilink, curlicue springs,anti-coil bar | Struts, coil springs, anti-roll bar; torsion beam, coil springs anti-coil bar |
| Steering ratio | 14.half-dozen:ane | 19.v:one |
| Turns lock-to-lock | 2.9 | 3.four |
| Brakes, f;r | 11.eight-in vented disc; 11.0-in disc, ABS | ten.8-in vented disc;10.six-in. disc, ABS, EBD |
| Wheels | 17 x 6.five-in bandage aluminum | 17 x 7.0-in cast aluminum |
| Tires | 215/50R17 90T Firestone Firehawk GTA M+S, | 215/50R17 90H, Goodyear Eagle LS |
| Dimensions | ||
| Wheelbase | 103.9 in | 102.four in |
| Track, f/r | sixty.2 / 59.6 in | 59.3 / 58.5 in |
| Length x Width x Pinnacle | 176.six x 69.i x 57.7 in | 171.iii x 69.9 x 61.0 in |
| Turning circle | 34.1 ft | 37.nine ft |
| Curb weight | 2929 lb | 2872 lb |
| Weight dist, f/r | sixty / forty % | 59 / 41 % |
| Seating capacity | 5 | 5 |
| Headroom, f/r | 38.2 / 38.3 in | 40.half-dozen / 39.8 in |
| Legroom, f/r | 41.9 / 36.iii in | 41.8 / 36.3 in |
| Shoulder room, f/r | 54.9 / 54.0 in | 53.2 / 52.6 in |
| Cargo vol backside f/r | 31.2 / 17.1 cu ft | 53.ii / 21.8 cu ft |
| Test Information | ||
| Acceleration to mph | ||
| 0-thirty | ii.7 sec | 2.9 sec |
| 0-40 | four.one | 4.2 |
| 0-fifty | 5.ix | 6.0 |
| 0-60 | 8.0 | 8.0 |
| 0-lxx | 10.vii | 10.6 |
| 0-80 | 14.1 | 14.0 |
| 0-90 | 18.8 | 17.6 |
| Passing 45-65 mph | iv.2 | iv.0 |
| Quarter Mile | sixteen.3 sec @ 85.0 mph | 16.three sec @ 86.8 mph |
| Braking, 60-0 mph | 121 ft | 127 ft |
| 600-ft slalom | 67.0 mph | 64.5 mph |
| Lateral dispatch | 0.88 g avg | 0.82 g avg |
| MT Effigy Viii | 27.0 sec @ 0.63 g avg | 28.0 sec @ 0.59 one thousand avg |
| Top gear revs @ 60 mph | 2550 rpm | 2700 rpm |
| Consumer Info | ||
| Base toll | $18,175 | $19,830 |
| Price as tested | $19,065 | $21,437 |
| Stability/traction control | No/no | No/no |
| Airbags | Dual front, front side, f/r curtain | Dual forepart, front side curtains |
| Basic warranty | 4 yrs/50,000 miles | iii yrs/36,000 miles |
| Powertrain warranty | 4 yrs/fifty,000 miles | 5 yrs/sixty,000 miles |
| Roadside aid period | 4 yrs/fifty,000 miles | 3 yrs/36,000 miles |
| Fuel capacity | 14.5 gal | 13.2 gal |
| EPA city/hwy fuel econ | 26 / 32 mpg | 25 / 32 mpg |
| Recommended fuel | Unleaded regular | Unleaded premium |
| *SAE Certified | ||
1st Place Mazda3We're willing to give up a few liters of interior space in return for this motorcar'south dynamic excellence. By far the sportiest and nearly fun to drive.
2d Place Toyota MatrixThe styling is a bit long in the tooth, simply it'south got the all-time combination of performance and utility, with lots of neat touches to make life easier.
3rd Identify Chevrolet HHRIt has a big, inviting interior, one of the friendliest faces on the route, and is easy to drive, but just if the pace is sedate.
4th Place Dodge CaliberA well-packaged compact car that looks more rugged than it is. Muscular lines hope an equally stout platform, but it wimps out over rough roads.
Source: https://www.motortrend.com/reviews/midsize-hatchback-comparison/