http://news.drive.com.au/drive/motor-news/...1019-27v12.html

40mpg (don't care) good handling, good engine, excellent transmission, very comfortable.

199 lease.

Just saying....

King of the road

Saturday July 8, 2006

By Alastair Sloane

Mazda heads further into go-fast territory at the end of this month with its new Mazda3 MPS, a hot hatchback with the potential to be crowned the segment's power broker. The lickety-split five-door is the second model to wear the Mazda Performance Series badge after the release here last year of the all-wheel-drive Mazda6 MPS sedan. But, unlike the sedan, the Mazda3 delivers its segment-leading power through the front wheels only, where torque steer is inherent in such drivetrains.

The Mazda3 MPS is powered by a turbocharged 2.3-litre four-cylinder engine producing 190kW (255bhp) at 5500rpm and 380Nm of torque at 3000rpm and mated to a six-speed manual gearbox. That makes it one of the fastest front-drivers on the planet and gives it considerably more oomph than the most desirable front-drive hot hatchback on the New Zealand market at the moment, the turbocharged 2-litre 150kW/280Nm Volkswagen GTi, or the longtime bang-for-your-buck leader, the boosted 2.5-litre 169kW/320Nm all-wheel-drive Subaru WRX Impreza. Mazda says it uses computer-controlled components to "eliminate" torque steer, where driven front wheels scrambling under a powerful throttle fight the driver through the steering wheel for control of the vehicle. It says that to maximise traction and minimise torque steer, the turbocharged hatchback uses boost-pressure control to suppress sudden torque peaks. This ensures that engine torque is applied smoothly and that torque increases only to a certain level, it says. In addition, when using first or second gears in tight corners when large steering inputs are required - detected by a steering angle sensor - the engine-management system will again control the throttle valve, limiting excessive torque delivery. The standard stability/traction control system, which can be switched off, also intervenes to keep the car from heading into a hedge by monitoring different speeds of the front and rear wheels. To further boost traction, says the company, the Mazda3 MPS comes with a torque-sensing limited slip differential similar in its design and operation to that used in the RX-8 and MX-5. The mechanical LSD, which has a torque split of 66:34, provides pulling power to the inner wheel during hard cornering and benefits traction under hard acceleration. The car's body and floor assembly have been reinforced to handle the much higher load from the engine. Engineers also gave the MacPherson front and multi-link rear suspension higher spring rates, larger stabiliser bars and dampers with up to six times more damping force, depending on damper piston speed.

The Mazda3 is expected to cost around $46,000. The six-speed manual Golf GTi costs $49,990 and the five-speed Subaru $44,990.

This new thing is just ass ugly and has many features very high end luxury only cars had 5 years ago - thats how companies lose respect.

Better pics to come, these where taken with the new phone.

Thanks,

Ben

According to Mazda, performance has been increased by 20 percent with upgrades to the engine, suspension and exhaust. Powered by a 2.3 liter turbocharged engine the Mazda3 MPS Extreme produces a total of 281 horsepower (an increase of 19 over the Mazdaspeed3) and a maximum torque of 32 lb-ft.

Mazda also added visual changes to give the Mazda3 MPS Extreme aggressive looks. Sitting lower than 25mm than the Mazdaspeed3, the car receives numerous exterior and interior modifications. The Mazda MPS Extreme rides on 19-inch BBS black alloy wheels.

2007 Mazdaspeed 3

Mazda's hotrod 3 has more than 250 hp, front-wheel drive, and a limited-slip differential. We're bracing ourselves for the torque-steer

To celebrate the successful and well-regarded Mazda 3's three-year mid-cycle refresh, Mazda is introducing the Mazdaspeed 3. This hotted-up 3 combines the turbocharged 2.3-liter DISI direct-injection four-cylinder engine (making more than 250 hp in this guise) from the long-delayed Mazaspeed 6 with the 3's smaller five-door hatchback body and front-wheel drive only (the Mazdaspeed 6 has all-wheel drive). Top speed is limited to 155 mph and Mazda claims a 6.1-second time for 0-100 km/h (62 mph). The suspension setup is significantly stiffer than the standard 3's (which is already no marshmallow), but it remains to be seen how well this chassis will handle the massive 280 lb-ft of torque; the few European hatchbacks with this amount of twist are pretty unruly, especially when equipped, as this Mazda is, with a limited-slip differential. We're bracing ourselves for the torque-steer.

Already available elsewhere in the world as the Mazda3 MPS, the MazdaSpeed3 has officially made its North American debut today in New York. The attraction of the MS3 is pretty straightforward: 250-hp from a 2.3L direct-inject turbo four-cylinder, the same six-speed standard shift used in the MazdaSpeed6 and a universally praised chassis that's both stiff and light. Despite the fact that the MazdaSpeed3 is still front-wheel drive, we expect it to be a much more balanced package than what Dodge will be offering with its 300-hp Caliber SRT-4.

Like the 2009 Mazda 6, the new Mazda 3 gets a much more aggressive design. Riding on the next-generation global Ford Focus C1 platform, the Mazda 3 will be slightly wider and longer than the current model.

The current 148-horsepower 2.0-liter motor will get a modest power increase, and the optional 2.3-liter inline four-cylinder will be upgraded to 2.5 liters. The increased displacement should provide a 20-30-hp boost.

The spy shots also reveal a new exhaust setup at the Mazda 3's rear.

What this means to you: Mazda's 3 is getting bigger and brawnier, with more power.

12-JULY-2006

One of Australia’s top-selling cars, the Mazda3, now offers the state-of-the–art Dynamic Stability Control (DSC) safety technology from as little as $22,820.

DSC is an accident avoidance anti-skid system that automatically corrects front or rear-wheel slides without driver intervention. The DSC system automatically brakes individual wheels and reduces engine torque to correct slides.

Mazda3 is the only volume-selling car in this class offering DSC on all models in its range.

Overseas research claims that stability systems, such as DSC, can reduce the number of fatal vehicle accidents by more than 30 per cent, while the United States Insurance Institute for Highway Safety found that stability systems could reduce the risk of single-vehicle passenger car rollovers by as much as 77 per cent.

The Mazda3, Australia’s fourth best selling car this year, has sold 15,702 cars to the end of June, according to VFACTS figures. Mazda3 sells in the sub $40,000 Small car market, which with rising fuel prices, is now the country’s most popular.

The managing director of Mazda Australia, Doug Dickson, said: "Mazda3 was the first volume seller in its class to offer six airbags and ABS brakes on all models when it was launched in 2004.

"Making DSC available on our most popular car range is another important step in reducing the amount of trauma we see on our roads.

"Mazda3 is very popular with Australian consumers and we anticipate that as many as 25 per cent of all Mazda3s sold will have this important safety feature.

"Mazda Australia has a policy of adopting safety technology when it becomes available and we will work towards adding DSC to other models in our range".

At present Mazda has DSC on the RX-8, Mazda6 MPS and Mazda3 MPS. It will be standard on the CX-7 crossover SUV due late this year.

DSC, which also incorporates traction control, works with ABS anti-lock brakes, a safety feature that is now standard on all Mazda3 models.

The $22,820 Mazda3 Neo also comes with dual front, front side and head protecting curtain airbags (six airbags in total).

Other safety upgrades on the new Mazda3 range, include a seatbelt warning system for front and rear seat passengers, while the addition of a collapsible brake pedal and a redesigned steering wheel adjustment lever have reduced the likelihood of lower leg injury.

Mazda is Australia’s top-selling full-line importer. The company expects to sell more than 67,000 vehicles here this year.

*** Information Correct at Time of Publication ***

You see, there's a lot going on when the Mazdaspeed 3 is working hard on a back road. Its tires bark for grip as they bite the surface, the gearbox whines just enough to be noticeable and the engine whooshes, snorts and snarls. At least, that is, when all four wheels are on the ground.

But that isn't always the case on this road. More than once during our drive we experienced the deafening silence that accompanies air under the tires. It's an impossible-to-ignore peacefulness interrupting an otherwise chaotic sensory overload. And it's one that we'd never experienced on this road — probably because we'd never gone this fast here. The Mazdaspeed 3 is a serious enthusiast car. It's a lot of machine for the money and it offers the same balance of speed, practicality and value we've found previously only in the Mitsubishi Lancer Evolution or Subaru WRX STI.

Hot-rod hardware

Mazda's 3 is a compact five-door or sedan that's been winning comparison tests and proving itself as a class leader since its introduction in 2003 as an '04 model — hardly a car capable of Evo or STI-like performance. However, the Mazdaspeed version is fundamentally the same animal, but with an infusion of go-fast hardware that nudges the 3 into the realm of serious performance without proportionally increasing its price.

Mazda's 2.3-liter turbocharged direct-injection four-cylinder engine, which is shared with the Mazdaspeed 6 and CX-7 crossover SUV, is the most significant change. In the 3 it's rated for 263 horsepower and 280 pound-feet of torque, 11 hp less than the Mazdaspeed 6. The torque rating is identical.

The change, according to Mazda engineers, is strictly a matter of differences in engine calibration. The engine, with the exception of insignificant intake and exhaust plumbing changes needed to make it fit the 3's smaller body, is identical to the Mazdaspeed 6 — right down to the vanes on the turbo wheels. Both cars use the same six-speed manual transmission although the front-wheel-drive 3 lacks the power take-off unit that sends drive to the rear wheels on the all-wheel-drive 6.

Routing 263 hp and 280 lb-ft of torque efficiently through the front tires is the job of the mechanical limited-slip differential and sophisticated torque management undertaken by the engine control computer. Torque is limited based on two criteria — gear selection and steering position — and is especially noticeable while cornering in 1st or 2nd gears.

Chassis improvements

Braces were added to the chassis to tie the strut towers to the firewall. There's also a brace under the car that increases rigidity through the body by minimizing flex in the floor tunnel, and a gusset in the rear that decreases flex at the multilink suspension's lower pick-up points.

Ride height is lowered 10 millimeters relative to the standard 3 while the front and rear spring rates are raised 43 and 30 percent, respectively. Damping is increased across the board and the antiroll bars are 235 and 244 percent stiffer front and rear — the result of a 5mm increase in diameter at both ends.

Larger front brake rotors and beefier calipers were added to deal with the additional speed and weight. The front rotors increase 0.8 inch in diameter from 11.8 inches to 12.6 inches. Upgraded single-piston calipers are included as well.

Detail work

Mazda tells us that all Mazdaspeed products must pass a visual test that easily differentiates them from the standard cars at a set distance. This is true with the Mazdaspeed 3 — if you know what you're looking for. The front fenders are marginally wider, the hood is slightly taller, the foglights are more rectangular and there's a spoiler standing on the rear deck lid. The 10-spoke, 18-by-7-inch wheels are an improvement over the standard car's wheels, but look heavy since there's almost no void area. There's the requisite large chrome exhaust tip as well.

Bottom line? Those who care will know this is a special car, and those who don't, won't. It's subtle enough to slip past a Dunkin' Donuts loaded with handlebar mustaches and mirrored sunglasses without anyone spilling their coffee.

Inside there are deeply bolstered front seats that fully look the part. Editors were split on the seats' lateral support, some feeling the seat bottom was too wide and others finding them perfectly supportive. Our Grand Touring trim level test car had leather bolsters — a touch that shows someone at Mazda realizes that leather in the seat bottoms is a bad idea for performance driving. The same thick-rimmed steering wheel from the standard 3 is in place with buttons for the audio system and cruise control. Aluminum pedals dress things up a bit.

Serious numbers

At the track our tester racked up some impressive performance numbers — both in a straight line and through our handling tests. Probably the most outstanding number is the 60-0 braking distance of 116 feet. This often overlooked bit of data proves how thorough Mazda's overhaul of the 3 actually is. And even though this is a single-stop number, our abuse of the brakes during aggressive street and track driving proves them worthy of contending with excessive heat.

At the drag strip, we recorded a 0-60 time of 5.9 seconds and a quarter-mile time of 14.2 seconds at 100 mph. That's 0.4 second slower to 60 than the last Subaru WRX we tested, but a staggering 1.3 seconds quicker to that speed than a Honda Civic Si. Plus, the Mazda is at an obvious launch disadvantage in the sprint to 60 against the WRX given the Subaru's all-wheel drive. By the end of the quarter-mile the Mazda's added power makes the contest a dead heat against the WRX and blows the Honda out of the water by almost a full second.

Then there's the matter of top speed — normally not a serious consideration for cars in this class. Mazda limits the 3 to 155 mph. Our seat time backs up that claim, but we suspect there's little speed beyond that figure anyway.

The little five-door might not look like a handler, but our numbers prove otherwise. It split the slalom cones at 68.2 mph, only slightly behind the last Civic Si we tested (68.5 mph) and better than the VW GTI (66.1 mph).

In a straight-up contest of grip, the 3 is equally impressive at 0.88g. That's not Evo-like grip, but it's significant considering that the 3 wears 215/45R18 Bridgestone Potenza RE050A tires, which aren't known for their outstanding road-holding and should wear fairly well.

On the road

Pin it down on a ribbon of road filled with sweeping bends and you'll find the 3 carrying almost as much speed as an Evo or STI — provided that ribbon is racetrack smooth. Mazda insists it doesn't compete with those cars, but we can't help but make the comparison. It's quick enough to require the same heightened awareness needed to drive those cars quickly and, on the right road, will get you there almost as effortlessly. In fact, with a little more grip, it would be hard for any Evo to escape a well-driven Mazdaspeed 3.

The 3's steering is exceptionally responsive just off-center, which makes dispatching transitions as easy as it is quick. It utilizes a 14.7:1 steering ratio — almost identical to the standard car. Sixty percent more roll stiffness than a conventional 3 doesn't hurt here either.

Damping feels adequate on smooth roads, but falls apart a bit on uneven surfaces — probably thanks to the 3's rather portly 3,163 pounds. Body motions aren't as well controlled as we'd like over bumps which affect the whole car. Oddly, this occurred mostly during normal driving over large undulations like frost heaves or railroad track risers rather than at the ragged edge of the car's limits. It's also clear that the 3 is better suited to smooth roads with sweeping corners rather than rough roads with tight switchbacks. It wasn't uncontrollable out of its element, but it loses some of its otherwise excellent poise.

We do, however, love the engine. You won't find more punch for this kind of money in any other car, and that goes a long way in a class filled with capable contenders. Serious grunt starts well below 3000 rpm but ends the party early with a power peak of 5500 rpm. We found upshifting at 6000 was the quickest in most cases, reserving redline only to save ourselves the hassle of shifting twice before a corner. The shifter, which doesn't like to be rushed, has effort appropriate for the job, but feels a bit disconnected compared to some of its competitors.

Get one now

Even with less-than-perfect suspension tuning and a sometimes awkward shifter, the Mazdaspeed 3 is probably the quickest car in its class on virtually any road. It will hardwire itself to its driver's senses and slot down the tarmac with insane speed and purposeful confidence.

But you better act fast if you plan on buying a Mazdaspeed 3. Cars should arrive at dealers by the end of this month, but only 5,000 are coming to North America (Canada's allotment is maybe 250 cars). Given the car's $22,240 base price we'd wager that they will be hard to come by. Opt for the Grand Touring package, which adds the aforementioned leather bolsters, xenon headlights with an auto-on feature, rain-sensing wipers and a Bose 222-watt audio system with an in-dash six-disc CD changer, and the price goes up to $23,955. Even with our tester's optional $1,750 navigation system the car is a steal.

Highway 198 proved that.

• MZR-CD 2.0-litre common-rail turbo diesel with high power and high torque
• Low fuel consumption, returning 47.1mpg (combined cycle)
• Low operating noise for petrol-like refinement

The Mazda3 MZR-CD 2.0-litre turbo diesel is the same popular and responsive engine as used in the Mazda5 and Mazda6. This unit produces 143ps of power at 3,500rpm and an extremely generous maximum torque of 360Nm at just 2,000rpm. It employs a variable‑geometry turbocharger, which maximizes torque across a wide range of engine speeds.

The turbocharger has an optimised design that makes it smaller, with a turbine that has lower inertia. Combined with drive shafts strengthened specifically for the new engine’s high torque output, the variable-geometry turbocharger with intercooler contributes to smooth, linear acceleration and high maximum output while minimizing torque steer. It also makes the most of its 360 Nm of torque for superior engine response and sporty driving fun. Powered by this new engine, the Mazda3 hatchback accelerates to 62mph in just 9.9 seconds, reaches a top speed of 126mph and has a CO2 rating of 162g/km, qualifying for a Band D road fund licence.

Low NVH and Fuel Consumption, and a new Muffler System

Despite all this power and torque, Mazda3’s new 2.0 MZR-CD is nearly as smooth-running and refined as an equally powerful petrol engine. It achieves this in various ways, including an ultra-high pressure common-rail injection system (up to 1800 bar) that allows for multi‑stage injection of up to six times per cycle (including pre-injections at low revs), which prevents a steep pressure increase in the cylinders and suppresses diesel knock and overall combustion noise.

The engine also uses a dual-mass flywheel that limits transmission noise and vibration, while new insulation of the engine bay (introduced with Mazda3 facelift in 2006) and a newly-designed exhaust system, with a new pre-silencer, all combine to deliver excellent refinement.

Not only is Mazda3’s new turbo diesel sporty and refined, it also uses fuel sparingly. Its common-rail system has six-hole injectors designed to produce the best possible fuel atomization. Fuel injection volume, frequency and timing are electronically optimised based on accelerator pedal position, engine speed and other variables, to ensure the best possible overall combustion efficiency.

The 2.0 MZR-CD also employs a low compression ratio of 16.7:1, which has several advantages - it lowers pumping losses, improves thermal efficiency at middle and high engine load, improves fuel consumption and reduces idle noise significantly.

To achieve Euro Stage4 compliance, Mazda3’s 2.0 MZR-CD employs the latest in Mazda diesel engine technology and a diesel particulate filter system. Its multi-stage fuel injection is programmed to keep particulate matter (PM) left over after combustion to a minimum. The engine has an electronically-controlled intake shutter valve and exhaust-gas recirculation (EGR) valve to reduce the production of NOx.

These engine technologies are combined with Mazda’s catalyzed diesel particulate filter system that reduces PM emissions to almost zero and ensures Euro Stage4 compliance and lower operating costs. The system is fitted with a silicon carbide ceramic filter with a honeycomb structure that captures PM in the exhaust, while letting gases pass through.

Over time, the captured PM accumulates at the porous dividing walls of the filter. In order to prevent the filter from becoming blocked with PM, self regeneration takes place at certain intervals. When this occurs is determined by the Mazda3’s powertrain control module (PCM), which monitors the amount of PM in the filter.

When filter capacity is reached, the PCM initiates burn-off of the accumulated PM in the filter by injecting small amounts of fuel during the exhaust cycle, raising the exhaust gas temperatures for a short period. Further measures to increase the exhaust gas temperature are closing the EGR valve and intake shutter valve.

Mazda3 uses a catalysed diesel particulate filter with channels in the filter coated with platinum, which lowers the light-off temperature of the collected PM and allows filter regeneration at a lower exhaust gas temperature of between 350ºC to 500°C. This means that the new Mazda3 MRZ-CD 2.0‑litre turbo diesel does not need a special fuel additive and is maintenance-free. It also allows the diesel particulate filter system to regenerate under normal driving conditions that mixes urban and extra-urban driving.

Sporty Six-speed Manual Transmission from Mazda3 MPS

Mazda3 2.0 MZR-CD has a six-speed manual transmission based on the one used by the high-performance Mazda3 MPS. With a self-adjusting clutch, it allows the driver to get the most out of the car’s high torque and power, delivering responsive driving fun in the first five gears, and low-noise cruising at motorway speeds in sixth gear.

The transmission has a three-shaft design, with a primary shaft and two secondary shafts that make it compact enough for application in Mazda3. First, second and third gears have triple-cone synchronizers and fourth gear has a double-cone synchronizer, which allow full utilization of the engine’s high torque at low revs, while delivering smooth shifting characteristics and improved durability. The transmission’s sixth gear also functions as an overdrive gear that uses engine output fully and allows high speed cruising without using high amounts of fuel.

Exterior & Interior Low Cabin Noise and Enhanced Driving Comfort

* MZR-CD 2.0-litre common-rail turbo diesel with low operating noise

* Cruise control added for enhanced drive comfort on motorways (Sport only)

During the second half of 2006, Mazda introduced an upgraded version of its best-seller with many updates that included subtle exterior and interior changes that enhance the car’s visual appeal and quality feel – both major strengths of the original model.

On the outside, there are now new press lines at the front for a powerful looking nose, and a subtle rear bumper enhancement and new black bezels for the rear lamps that support a sportier and strong rear end. Also introduced were new wheel designs and seven new colours, and a newly updated Sports Styling kit (Sport only).

The inside of Mazda3 upgrade was given new interior colours (Black & Red cloth, TS2) and a sports-oriented black interior (in cloth or optional leather for Sport models) along with higher quality seat fabrics.

Mazda3 upgrade also introduced features to improve noise, vibration and harshness (NVH) which combined with the new smooth-operating and high-torque 143ps diesel engine, make even sporty driving a comfortable pleasure on a daily basis. These NVH features include new insulation material added to the underside of the bonnet, Thinsulate™, plus acoustic soundproofing to the cabin, and low roll-noise tyres. Taken together, these contribute to making the Mazda3 2.0 MZR-CD one of the quietest cars in its segment. Cruise control (standard on the Sport), makes prolonged motorway driving comfortable - perfect for the new turbo diesel with an overdrive sixth gear.

Chassis and Safety - Enhanced Body Stiffness and Suspension

* Body shell reinforcements from high-performance Mazda3 MPS

* Specially tuned coil spring and damper rates, and larger stabilizers

* Larger brakes, ABS, EBD and Emergency Brake Assist (EBA) as standard

The new powerful and high-torque Mazda3 2.0 MZR-CD comes with several body shell and suspension upgrades to ensure the car handles in a completely controllable and predictable fashion. Mazda engineers took the already rigid body shell of Mazda3 upgrade - that introduced a new bracket that reduces suspension housing deformation - and added reinforcements from the super-hatch Mazda3 MPS that include the front suspension upper plate, front cowl member and larger middle tunnel cross member. Together, these features minimise wheel camber change when cornering, give a more linear steering response and enable the Mazda3 2.0 MZR-CD to deliver some of the segment’s most exhilarating handling attributes.

Mazda3 upgrade’s MacPherson strut front suspension and multi-link rear suspension were also enhanced for improved steering response, stability and to deliver an even flatter ride. Suspension updates included optimizing the mounting point of the steering knuckle arm, which reduces understeer during fast cornering and lowers toe-out when driving over bumps.

Also new are rear monotube dampers with a larger piston diameter, for better short stroke damping force, and a new mounting point position for the rear suspension’s lateral link in front of the knuckle, which increases toe-in when driving over bumps. For models with the new 2.0 MZR-CD, engineers made the diameter of the stabilizers 2mm larger front and rear, and retuned the coil spring rates and dampers to deliver Zoom-Zoom handling that is a good mix of sportiness and drive comfort. Like the sporty flagship Mazda3 MPS, the MZR‑CD 2.0-litre version utilises a hydraulic power assisted steering for more response and an optimal driving feel.

These enhancements are supported by improvements in Mazda3 upgrade’s aerodynamics that saw the introduction of a centre under floor cover (hatchback only) and flow deflectors ahead of each tyre. These drag-reducing measures contribute to improved overall handling stability and improved overall fuel economy, especially with the new, high-torque diesel under the bonnet.

Bigger Brakes Enhance Safety

Mazda3 2.0 MZR-CD also has the same, larger brakes as the 2.0-litre petrol version, to deliver reliable deceleration performance. The system boats 300mm ventilated front discs and 280mm solid rear discs. These form the basis for a complete package of active safety systems - ABS, Electronic Brake-force Distribution (EBD), Dynamic Stability Control (DSC), Traction Control System (TCS) and Emergency Brake Assist (EBA) are standard, with available auto light and rain-sensing wiper systems available on the Sport only.

On the inside, Mazda3 has seatbelt pretensioners with load-limiters for front occupants, plus front, side and curtain airbags. Introduced with the Mazda3 upgrade is a new seatbelt reminder system that warns the driver if anyone in the car (front and rear) is not buckled up. Also new is a safety padding on the steering column that works together with a new steering wheel adjustment lever design to further reduce the risk of injury to the driver’s knees in a frontal collision.

July 14, 2006

Facelift aims to fix noise problems which "didn't exist" and set safety benchmark, reports GLENN BUTLER.

Mazda has targeted noise, vibration and harshness with a raft of additions and upgrades to the strong-selling Mazda3 hatch and sedan range. The face-lifted Mazda3 also gets more power, a number of minor visual changes, and DSC dynamic stability control optional across the range.

Sound insulation has been added under the bonnet- and boot-lids, and on the roof in an attempt to reduce NVH (noise, vibration and harshness). In addition tyre construction has been modified and engine mounting bushes changed to reduce road noise and engine vibrations penetrating the cabin.

Even so, Mazda managing director Doug Dickson denies there was a problem to begin with.

"I don't know why you're making such a big deal about this. [NVH] was not a problem on the last model."

Dickson said customers were willing to live with the Mazda3's higher noise levels for the driving experience it delivered.

"NVH and roadholding is a compromise. And because we value the 'zoom zoom' feel that means we compromise on [suspension and engine] bushes, tyres and the like. So we do get slightly more noise, but our drivers appreciate the driving feel we deliver."

He said acceptor/rejecter studies did not highlight any issue with NVH, though Mazda product manager Amanda Chase admits it was a "major customer complaint".

"Elimination of NVH was a major focus of the Mazda3 update," said Chase. "Specific areas targeted were general noise and vibration from the engine, noise at high engine speed, droning when cruising... and road and wind noise."

Other changes to the facelifted Mazda3, which goes on sale this week, include an engine power increase, style modifications front and rear, and minor interior updates to the instrument binnacle.

A new electronic throttle and fitment of S-VT sequential valve timing brings 4kW more to the 2.0-litre engine, raising its output to 108kW, further reducing the performance margin to the 2.3-litre Mazda3 SP23.

All Mazda3 models now have ABS standard and will have the option of DSC dynamic stability control for $1000, though the company admits take-up will be less than one-in-four cars sold.

"It's more about being seen to offer the right safety features than any significant customer demand," said Chase. "We're setting the benchmark that others will now have to match."

The starting price increases $200 to $20,990 for the base Neo which comes with manual windows and mirrors, and steel wheels. Power windows and mirrors remain a $610 option despite a customer take-up of "over 60 per cent".

HIROSHIMA, Japan—Mazda Motor Corporation announced today that sales of the freshened Mazda Axela (known as Mazda3 in other markets) , a sporty compact vehicle which has received rave reviews in the markets around the world, will commence on June 22 at Mazda, Mazda Anfini and Mazda Autozam dealers throughout Japan. A high performance model, the Mazdaspeed Axela (known as Mazdaspeed3 in North America and Mazda3 MPS in other key regions, including Europe, Australia and New Zealand) comes newly equipped with a 2.3-liter Direct Injection Spark Ignition (DISI) turbo engine.

Mazda Axela Sport 23S

The Axela Sport (five-door) and Axela (four-door) body styles were launched in the Japanese market in October 2003 as Mazda's next generation sports compact car. With a total global production volume of more than 920,000 units, as of the end of April 2006, this vehicle has emerged as a key product for Mazda.

The concept behind this freshening of the Axela and Axela Sport models is to upgrade them to become "dynamic sporty compacts that further exceed your expectations." Mazda augmented the vehicles' existing strengths such as their highly-acclaimed exterior and interior styling, dynamic performance and craftsmanship. Going a step further, the Axela was made even more competitive as a global compact car by improving its fuel economy and road quietness. The addition of the 20F grade four-wheel-drive (4WD) model also helps elevate the competitive edge of the entire Axela series.

Mazdaspeed Axela was updated to become a high performance compact and it achieves excellent driving performance that is among the leaders of the front-wheel-drive vehicle segment. The base model is the Axela Sport grade.

Its 2.3-liter DISI turbo engine and lightweight compact body produces high-powered driving, with optimum control delivered by the responsive, specially-tuned body, suspension and brakes. The main features of the Axela Sport are a refined design that complements its fine driving feel, which results in an ideal balance of driving pleasure and everyday ease of use.

The lifetime average sales target for the Axela series in the Japanese market is set at 2,000 units per month. This figure includes plans for monthly sales of 200 Mazdaspeed Axela units.

Outline of the freshened Axela Sport/Axela

Exterior

By modifying the design of the front grille, fog lamp, front bumper, rear bumper, aluminum wheels (with three different designs ranging in size between 15 inches and 17 inches), rear roof spoiler,*1 and side underspoiler,*2 the Mazda Axela Sport appears even sportier than its predecessors. The Mazda Axela received upgrades that resulted in more modern and high-quality design. The Axela 20S model comes newly-equipped with a light emitting diode (LED) rear combination lamp.

*1 : This is available only for the Axela Sport 20S and 23S.

*2 : This is available only for the Axela Sport 20S and 23S, and the Axela 20S.

Interior

The interior features newly adopted materials for the seat and door trim, with a new resin panel that enhances the quality of the interior design. A sporty black interior color, along with an elegant beige and high-quality gray, are used for each grade. Genuine black leather is available as a factory-installed option for the 20S and the 23S grades. In addition, a white gauge meter with indirect blue lighting accentuates Axela's sportier interior look and enhances visibility. This feature is available on the 15F, 15C, 20F, and 20C grades.

Body Colors

Two new colors, Aurora Blue Mica and Crystal White Pearl Mica*3 have been added and two popular colors used on other Mazda models, Phantom Blue Mica and Galaxy Gray Mica, are among the total of 11 colors that can be selected for the Axela.

*3 : If this color is selected as the body color, the price increases by 31,500 yen (with tax).

Powertrain

Axela Sport/Axela boasts improved driving performance thanks to the following new features:

-Electronically controlled five-speed automatic transmission (Activematic) that ensures linear acceleration and a smooth gearshift. (This is available on the 2.0-liter and 2.3-liter models.)-A sequential valve timing (S-VT) mechanism that improves the torque. (This is available on the 2.0-liter model.)-An electronically-controlled throttle that brings out a more precise and better-controlled acceleration. (This is available for all models.)

Equipment

The following are newly adopted features. -A Bose® sound system that can accommodate MP3 files with subwoofer and seven speakers which are available as factory-installed option. (This is available for all models except for the 15F and 15C grades.)-An advanced keyless entry & engine starter system available as a factory-installed option for all grades except for the 15F.-A steering wheel-mounted gearshift switch that enables the driver to shift without moving his or her hand from the steering wheel. (Standard equipment on the 20S and the 23S.)-An immobilizer that an effective theft deterrent. (Standard equipment for all models except for the 15F.)-A three-point seatbelt for the middle seat in the rear seat area and headrests. (Standard equipment for all models)

Other features -Mazda Axela's steering and handling capabilities are well-recognized advantages and they heve been further enhanced by increasing the body stiffness and improving the suspension. The driving has become more agile and exciting.-The vibration characteristics of the rear suspension have been reviewed to reduce road noise and noise-absorbent materials were embedded inside the ceiling to reduce wind noise. The result: quietness has been improved, for a better, more comfortable driving environment. -A four-wheel-drive (4WD) version, the 20F grade, has been newly-added to the lineup. The 4WD model features an Active Torque Split All-Wheel-Drive System that adjusts the front/rear wheel torque distribution to deliver optimum drive power depending on road surface and driving conditions.-The front-wheel-drive (FWD) model is certified for the Japanese government's 2005 emission standard 75% reduction level (SU-LEV). (The 4WD model is certified for the 2005 emission standard 50% reduction level.) All models have achieved a three-to-five percent improvement in fuel economy. Main features of Mazdaspeed Axela

Exterior

Functioning as an air intake, the Mazdaspeed Axela's sporty grille and bold front fender lines, large aerodynamically-shaped front bumper with lower grille, 18-inch aluminum wheels and floating roof spoilers, all serve to accentuate the Axela's styling presence and are design cues that hint of its high-level driving performance.

Mazdaspeed Axela

Interior

With high-quality black tones in the interior, red stitching accentuates the seat colors. The interior also features a genuine leather-wrapped steering wheel and gearshift boots to create a dashing-yet-modern ambience in the cabin. In addition, exclusive semi-bucket seats, a blackout-style speedometer with indirect blue lighting and aluminum foot pedals add to this model's sporty looks.

Body Colors

Four body colors are available, including the model's theme color (True Red) and an exclusive new body color only for the Mazdaspeed Axela called Cosmic Blue Mica.

Dynamic performance

Based on an "agile and exciting" driving concept, the following exclusive features have been employed on the Mazdaspeed Axela: -The MZR 2.3-liter DISI turbo gas engine produces a maximum output of 194kw (264PS) and 380Nm (38.7kg-m) of maximum torque. These figures represent superior acceleration performance, ranked among the leaders of front wheel drive vehicles in this class. Even though it has such dynamic performance, Mazdaspeed Axela's fuel economy also meets the 2005 emission standard 75% reduction level (SU-LEV). Mazdaspeed Axela is simply a powerful, yet outstandingly eco-friendly, vehicle.-The six-speed manual transmission was adopted to accommodate the vehicle's ample power. Additionally, a newly developed torque-sensing super limited slip differential (LSD), finely-tuned drive shaft stiffness and a torque control system that adjusts according to the steering angle, taken together ensure the Mazdaspeed Axela's excellent driving stability.-Exclusive aerodynamics parts such as a large front underspoiler, a tire deflector panel and an underfloor cover to flatten the underfloor and channel the air flow under the vehicle improves driving performance.-Mazdaspeed Axela's sporty driving sound has been tuned to emit an exhaust note that adds vigor due to its low frequency. The engine's high frequency vibration noise also adds a nimble tone, informing the occupants of this vehicle's dynamic driving performance.-This model's high-rigidity body has been further enhanced and its exclusively tuned suspension increases the chassis' dynamic performance. Large 17-inch brakes with 8-inch and 9-inch tandem boosters were added in the front. These features provide the "fun handling" aspects of this high-powered model while maintaining its driveability. -The exclusive semi-bucket seats maintain an excellent grip on the occupant, providing a degree of comfort and support for sporty and delightful driving.

Low beam headlamp

H7

2006 MAZDA 3 (With HID (high intensity discharge) headlamps)

Low beam headlamp

HID-D2S

High beam headlamp

9005

Parking light

1157A

Front turn signal

1157A

2827

Rear turn signal

7440

Tail light

7443

Stop light

7443

High mount stop light

921

Fog/Driving light

H11-55W

License plate

2825

Back up light

7440

Front sidemarker

1157A

Map light

2825

Dome light

DE3175

Trunk/Cargo area

2825