Compact Sedan Comparison - Steering & Handling - Road Test Review

The good news is it's still a blast to chuck around corners, responding gleefully to throttle and steering alike as it slides like a front-drive rally car. The car's structure is firm without being harsh and quieter than one might expect. The Ralliart's involving driving experience is clearly a step up from base-model Lancers--and most other compact cars, for that matter--which just goes to show that a car needn't be fast to be fun.

You might think a car that can corner with 0.87g lateral grip and speed through the slalom at 65 mph would offer a tooth-chattering harshness of a go-kart. Not the Mazda3. Fluid-filled suspension bushings and an electrohydraulic-steering system help reduce noise, vibration, and harshness.

In fact, the 3's agility outshines its motivation. While the 2.3-liter engine is related to that of the Focus ST, the Mazda version features a variable-length intake tract and variable intake-valve timing that contributes nine more horsepower, but somehow subtracts 4.0 pound-feet of torque, which means any kind of spirited driving requires 4000 rpm or more. So good is the chassis that, like us, you'll be wishing a turbo were offered (one is on the way--check back here when the Mazdaspeed3 arrives later this year).

The Mazda3's trump card is the segment-busting optional equipment. The fact that Sirius Satellite Radio ($399 plus installation), leather seating ($590), Xenon headlamps plus tire-pressure monitoring ($700), and a navigation system ($1750) are even available in a compact car demonstrates that Mazda believes the masses should have access to high-end accessories. It remains to be seen if prospective buyers will find these options attractive enough to push their transaction price over $20K.