Car-Motorsports: Review

Chevrolet Corvette Stingray Black Widow comes to the rescue in Chicago

Fans of Captain America can expect to see Chevrolet's seventh-generation Corvette Stingray when the superhero's latest flick, <i>Captain America: The Winter Soldier</i>,
 hits theaters on April 4. But it won't be Cap driving the Stingray on 
the big screen, it'll be the beautiful and deadly Black Widow, played by
 Scarlett Johansson.<br />
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ScarJo's Stingray has made its official debut at the 2014 Chicago Auto Show,
 and while the actress herself wasn't onstage when it rolled out, sadly,
 we were able to get a close look at her car. From what we can tell, 
this is nothing more than a black-on-black Stingray. That may not ring 
true in the film, though, so keep an eye open for Black Widow's Chevy when the new Captain America movie hits theaters.<br />
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Scroll up for our batch of live photos from Chicago.

Chevrolet Corvette Stingray Black Widow comes to the rescue in Chicago

Fans of Captain America can expect to see Chevrolet's seventh-generation Corvette Stingray when the superhero's latest flick, Captai...

Felino cB7 is a Front-Engined Supercar from Canada with a 525 HP V8

<span style="font-family: Verdana;">Meet the 6.2-liter </span><span style="font-family: Verdana;">V8 powered</span><span style="font-family: Verdana;"> Felino cB7 </span><span style="font-family: Verdana;">from Canada</span><span style="font-family: Verdana;">.
 It’s one of the north American nation’s first attempts to enter this 
side of the market, and the car they want to do it with will definitely 
turn some heads, even if not all head movements will be 
admiration-based, few will be able to not look at it…</span><br />
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<span style="font-family: Verdana;">It’s generally pleasant to look at, with a 
classic long bonnet profile, and swooping curves all around. The design 
is genuinely not bad, harking back to some similar motors from </span><span style="font-family: Verdana;">the 1960s</span><span style="font-family: Verdana;">,
 but the rear lights are too low set and the aesthetic disturbance this 
creates is not helped by the shape of the roof and the way it slopes 
down.</span> <br />
<span style="font-family: Verdana;">Aside from the weird yet 
attractive look, it promises excellent performance numbers, with a 
claimed zero to sixty time of 3.5 seconds (weight is said to be just 
1,135 kg or 2,502 lbs, so it plays a big part). Moreover, the price is 
estimated to be one that would make it somewhat attainable – it’s 
expected to start from under the equivalent of $100,000 or €74,000.</span> <br />
<span style="font-family: Verdana;">However, it’s early in the car’s development cycle, so everything is subject to change; tests are planned for this summer.</span> <br />
<span style="font-family: Verdana;">Check it out in the gallery below, along with the official video of it being driven around the </span><span style="font-family: Verdana;">Gilles Villeneuve</span><span style="font-family: Verdana;"> circuit. No engine sound in the latter, though, just generic electronic music playing in the background.</span> <br />
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Felino cB7 is a Front-Engined Supercar from Canada with a 525 HP V8

Meet the 6.2-liter V8 powered Felino cB7 from Canada . It’s one of the north American nation’s first attempts to enter this side of the m...

2014 Volkswagen Jetta Hybrid SEL

Generally speaking, you can’t put much stock in automotive advertising. 
 But VW is right on the money when they say, “Most people don’t 
associate hybrids with being fun to drive.”  In looking back over the 
many hybrids I’ve driven, from the first clumsy attempts by Toyota  
(Camry) to the latest from Ford (C-Max), the defining characteristic of 
the breed has been energy saving at the expense of performance.  Again, 
to quote VW, hybrids are “Fuel efficient maybe, but definitely not 
something you’d actually want to drive.”  With that frank admission out 
of the way, the marketers at VW go on to claim that their new 2014 Jetta
 Hybrid puts an end to that problem for good:  “Now, instead of having a
 hybrid just to get you from here to there, our hybrids may be the first
 you’ll want to take everywhere.”<br />
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After having spent a week with the new Jetta Hybrid,  I can recommend
 it without hesitation as a driver’s car first, and an energy saver 
second.  Clearly, VW has their priorities right.  As soon as you toe 
into the gas pedal on this Jetta, you’ll get the “driver’s car” bit 
because this little sedan lunges ahead with great brio as its combined 
sources of energy production meld together for instant zip.  This Jetta 
is the world’s first turbocharged hybrid in the economy car class.  
Thanks to the instant surge of torque provided by the electric motor,  
the Jetta’s 170hp is more than enough to slingshot you past slower cars 
on 2 lane roads, or merge with 65mph freeway traffic instantaneously.  
Yet the fact that you’re feeding just a 1.4 liter turbo gas motor means 
you’ll enjoy exceptional fuel saving dividends.  The EPA rates this 
hybrid at 42MPG city and 48 MPG highway.  That puts it squarely in the 
highest rank of “10/10″ in the EPA’s Greenhouse Gas Rating spectrum.<br />

So you can rest assured that you’re doing your bit to combat global 
warming while still owning a sedan that’s so much fun to drive you’ll 
have a hard time believing the buy-in is just $29,845.  VW has 
substantially upgraded the Jetta line for 2014 with electronic power 
steering, 4 wheel disc brakes, and multi-link independent rear 
suspension.  For such a hot sports sedan, the Jetta is remarkably 
unprepossessing to behold.  It makes do with just 16 inch diameter alloy
 rims, tall 60 series all weather tires from Michelin (205/60R16), and 
no obvious air expediters.  In other words, no cop worth donuts will 
give this VW a second look.  It’s the stealth express.<br />

Yet fly it does, with that new rear suspension clinging like a leech 
to even the worst road surface.  The sizeable sidewalls of those 
Michelins absorb bumps like an additional springing device, so the Jetta
 manages to glide over potholes without ever deviating course or 
jiggling the passengers.  Inside, VW treats you to its eternal verities 
of sound design, with large knobs for manipulating heat, air 
conditioning, fan and radio.  You never need resort to a touch screen to
 carry out commands because VW, in their infinite wisdom, depend on 
pleasingly plump knobs for basic operational needs.  However, the SEL 
does include an RNS 315 Touch Screen Navigation System as part of its 
standard equipment.  The cockpit is business like, handsomely done, and 
so finely crafted that its Mexican build easily rivals anything VW 
constructs in Germany.  <br />

This is truly a serviceable family sedan, with enough legroom in back
 to keep a brace of 6 foot adults happy over long runs.  Once nice 
feature for rear seat occupants  is the space VW leaves open under the 
front seats, which gives back benchers a place to park their toes.  Rear
 windows that drop nearly flush into rear doors, center armrest with 
drink caddies and storage bin, and wide opening rear doors make Jetta 
the perfect bargain choice for the real estate sales brigade.<br />

Because VW has managed to build a product worthy of their advertising
 hype, the Jetta Hybrid SEL is the first dual energy source vehicle 
worth serious consideration by the sporting driver.  You can honk this 
sleeper around town like a GTI while kissing off every other trip the 
gas station.  What more could you want for 30 grand?<br />

2014 Volkswagen Jetta Hybrid SEL<br />

<ul>
<li>Engine: 1.4 liter Hybrid TSI and Electric Motor </li>
<li>Horsepower: 170hp</li>
<li>Torque:  n/a</li>
<li>Fuel Consumption: n/a MPG City/48 MPG Highway</li>
<li>Price as Tested:  $30,980</li>
<li>Star Rating: 9.5 out of 10 Stars</li>
</ul>

2014 Volkswagen Jetta Hybrid SEL

Generally speaking, you can’t put much stock in automotive advertising. But VW is right on the money when they say, “Most people don’t as...

2014 Mini Cooper

<span class="paragraph">The Mini has always provided something 
unexpected. The original, launched 50 years ago, was a minimalist's 
version of transportation. Through the years it has remained parked on 
the edges of automotive normalcy, an outlier of rebellion and 
quirkiness.</span>

<span class="paragraph">Now, the third generation of the new Cooper arrives and introduces a Mini that even your mother might enjoy.</span>

<span class="paragraph">The 2014 Mini Cooper continues to mellow Mini's 
bad-boy reputation and suggests that the prodigal son may have finally 
driven home. Redesigned from the ground up, the Mini Cooper and Mini 
Cooper S add refinement in all the important areas. The new powertrains 
purr with more power and efficiency, the exterior accentuates Mini's 
iconic looks, and the interior improves quality and adds technology but 
still delivers in true Mini fashion. In other words, the Mini Cooper has
 completed finishing school. It has matured dramatically since returning
 to America in 2002 as a brash ball of fun.</span>

<span class="paragraph">But one question remains: Do all of these 
improvements strip the Mini Cooper of its raw purity? Does a more 
polished Mini mean drivers won't laugh like children on a roller coaster
 as they zip through traffic? Does refined mean not fun? OK, that's 
three questions. Let's take a look.</span><br />
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<div style="background-color: white; border: medium none; color: black; overflow: hidden; text-align: left; text-decoration: none;">
<br /><span class="paragraph"><h2>
Size Matters</h2>
Like most vehicles, the Mini has grown through the years. That usually 
doesn't matter, as the cars are simply attempting to accommodate our 
expanding bodies. But no other car has the word "mini" attached to it. 
The Cooper and Cooper S are also the most important car in the Mini's 
lineup in America, where it represents 40 percent of Mini's sales and 
the future underpinnings of other Mini variants.</span>

<span class="paragraph">The bad news for Mini's potential obesity 
epidemic: The new Mini grew 4.5 inches longer to 151.1 inches, 1.7 
inches wider to 68 inches, and .03 inch taller to 55.7 inches. That 
growth (when it arrived in the U.S. it was just 143.9 inches long) does 
not make the Mini too big, but does move it closer to outgrowing its own
 name. Unlike U.S. banks, the Mini Cooper hardtop can become too big and
 fail.</span>

<span class="paragraph">However, the additional size is put to good use.
 The wheelbase grew 1.1 inches to 98.2 inches and the track was widened 
1.7 inches in the front and 1.3 inches in the rear. This allows for the 
interior to grow by more than 8 cubic feet and the luggage compartment 
by 3 cubic feet. Mini designers showed a lot of restraint, cleaning up 
the car's looks but remaining true to Mini's heritage. While the 
exterior panels are new, they look a lot like the previous Mini's, and 
most of the car's features remain, from the blacked-out B pillars to the
 white roof. The wheels remain pushed out to the corners</span>

<span class="paragraph">Some of the exterior additions are welcome, such
 as the optional LED headlamps and taillamps. The headlights include an 
LED ring daytime running light that looks similar to BMW's, providing a 
clean, modern look on the road and a very distinctive appearance in your
 rearview mirror. The bottom third of the ring turns into the turn 
indicator.</span></div>
<div style="background-color: white; border: medium none; color: black; overflow: hidden; text-align: left; text-decoration: none;">
<span class="paragraph"> </span>

<span class="paragraph">While the exterior may have undergone a modest 
makeover, the cabin has been transformed into a luxurious penthouse. For
 years, my biggest complaints about the Mini -- any Mini -- have been 
based on the quality of materials inside the cabin. They looked nice at 
first glance, but there was an empty, shiny plastic feel to everything, 
as if Wal-Mart were the supplier for switches, buttons, and possibly the
 worst stereo interface in the world.</span>

<span class="paragraph">But Mini owners are a forgiving bunch, choosing 
kitsch over quality. They seemed to relish the door lock switches on the
 center stack and the secret location of the window switches. "Here, let
 me get that for you," they say as the passenger desperately swats the 
door in an attempt to get the window down.</span>

<span class="paragraph">But now, those switches are in those traditional
 places -- on the door -- and it makes sense. And their quality is 
significantly better. The red metal engine-on switch stands out among 
the other toggle switches on the bottom of the center stack. There are 
also rubber rings around some of the knobs. Mini's version of BMW's 
iDrive is near the gear shifter in between the driver and the passenger,
 though it is located in an awkward spot below the armrest, making it 
difficult to reach easily.</span></div>
<div style="background-color: white; border: medium none; color: black; overflow: hidden; text-align: left; text-decoration: none;">
<span class="paragraph"> </span>

<div class="mod-image-group group">
    <br />
</div>
<span class="paragraph">But Mini did more than move a few switches. It 
moved the speedometer behind the beefy steering wheel instead of having 
it mounted on center of the dash in a gauge nearly the size of Big Ben's
 clock face. It has also added an optional head-up display that shows 
your speed, though the sheet of plastic is not as nice as head-up 
displays that project onto the windshield.</span>

<span class="paragraph">The huge clocklike gauge remains in the center 
stack, but now serves multiple purposes and includes an optional 
8.8-inch display screen for the navigation that provides an extremely 
clear image. The screen also shows functions such as the climate 
control, navigation maps, and other infotainment information. 
Surrounding the big gauge are a series of LED lights that look as if 
they are in a light tube. The tube lights up in numerous ways, initially
 acting like an rpm gauge. It changes colors when you set the driving 
mode on the Mini (another new feature), going green for Eco driving and 
red for Sport mode. It's a cool idea but it's not precisely executed.</span>

<span class="paragraph">But most everything else in this cabin is 
well-done. The optional sports seats hold you in place without being too
 aggressive, and the back seat remains extremely tight. Technically, two
 people can fit back there, but I think they would have to be two small 
people.</span>

<span class="paragraph">The versatility of the Mini's cabin is one of 
the things that make it such a special vehicle. The big hatch opens up 
to provide easy loading and unloading. The folding 60/40 second row 
gives the driver much more storage space.</span></div>
<div style="background-color: white; border: medium none; color: black; overflow: hidden; text-align: left; text-decoration: none;">
<span class="paragraph"> </span></div>
<div style="background-color: white; border: medium none; color: black; overflow: hidden; text-align: left; text-decoration: none;">
<span class="paragraph"> </span>

<span class="paragraph"><hr />
<h2>
The Power of Mini</h2>
While the new interior makes the Mini stand out, its performance matters
 more. These Minis come with new powertrains I tested along the curvy 
mountain roads of Puerto Rico for a day. Both engines are significant 
upgrades and use turbochargers, direct fuel injection, and variable 
camshaft control on the intake and exhaust side.</span>

<span class="paragraph">The base-model Cooper comes with a turbocharged 
1.5L three-cylinder that creates 136 horsepower and 162 lb-ft of torque.
 That climbs to 169 when in overboost. The engine is mated to a 
six-speed manual or automatic. Mini did not have any autos available for
 testing on the three-cylinder engine, but the manual worked flawlessly 
with short, smooth throws.</span>

<span class="paragraph">In fact, I first thought that my test vehicle 
had a four-cylinder engine, because of the torquey goodness it offered 
me. All of the torque kicks in at just 1250 rpm and this was quite 
noticeable when passing other cars, as sometimes I did not even need to 
downshift.</span>

<span class="paragraph">The Cooper comes with an EPA rating of 30 mpg in
 the city and 42 mpg on the highway for the automatic and 41 mpg highway
 for the manual. One reason for this is likely that the automatic I 
tested in the Cooper S raced to sixth gear at every opportunity. That 
might help explain why the automatic on the Cooper S gets an EPA-rated 
28 mpg city and 40 mpg highway, while the manual Cooper S gets 23 mpg 
city and 37 mpg highway. The easiest way to defeat the quick-shifting 
automatic is to put the car in Sport Mode and use the paddle shifters.</span></div>
<div style="background-color: white; border: medium none; color: black; overflow: hidden; text-align: left; text-decoration: none;">
<span class="paragraph"> </span></div>
<div style="background-color: white; border: medium none; color: black; overflow: hidden; text-align: left; text-decoration: none;">
<span class="paragraph"> </span>

<span class="paragraph"> </span></div>
<div style="background-color: white; border: medium none; color: black; overflow: hidden; text-align: left; text-decoration: none;">
<span class="paragraph">The additional power in the Cooper S is quite 
noticeable. The new 2.0-liter four-cylinder turbocharged engine creates 
192 horsepower and 206 lb-ft of torque, which can jump to 221 pound feet
 in overboost. This car gets up and goes, with Mini saying the automatic
 will go 0 to 60 mph in 6.4 seconds.</span>

<span class="paragraph">Better yet, with both vehicles, the new chassis 
responds to every input with ease. The steering is tight and allows for 
aggressive driving, but it is not overly tight. Both cars jump into 
corners and hold their lines extremely well. The new spring-and-damper 
set-up allows for the Mini to maintain its body much better, instead of 
swaying too much. It also allows the Mini to provide the driver with 
road inputs but not in an overly aggressive manner. The ride is 
surprisingly quiet, with just the right noises coming into the cabin. 
That's where you really notice the improvements. The Mini no longer is 
raw or gritty. It doesn't squeak or rattle or smell of plastic parts and
 bits. This Mini rides smoother, provides more power and more 
efficiency, comes loaded with high-tech features, and even provides a 
little more room.</span><div style="background-color: white; border: medium none; color: black; overflow: hidden; text-align: left; text-decoration: none;">
<br /></div>
</div>

2014 Mini Cooper

The Mini has always provided something unexpected. The original, launched 50 years ago, was a minimalist's version of transportation. ...

2015 Kia K900 V-8

<span style="font-size: small;">The <a href="https://www.blogger.com/null" target="_self">2015 K900</a>
 could be the car that changes Kia forever. The car that elevates what 
has been a value-oriented brand to the top tier of luxury automakers. In
 a few short months, as the V-8–powered K900 hits about a third of Kia’s
 765-ish U.S. showrooms, the Korean maker’s name may begin to be spoken 
in the hushed tones now afforded to BMW, Mercedes-Benz, Ferrari, and 
Rolls-Royce. It could happen. But it probably won’t. </span><br />
<br />
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<br />
<br />
<br />
<span style="font-size: small;">
It’s not that the large, rear-drive K900 isn’t a good car—it is good, and a good luxury car—it’s just not <i>that</i>
 good. This is Kia’s next step up the prestige ladder, but it’s not a 
leap to the top. Kia still isn’t an “aspirational brand,” but it’s no 
longer a brand for which one must settle. After selling cars in America 
for 20 years, Kia is a car company that buyers can rely on. And now they
 can rely on Kia to sell them a big luxury sedan. </span><br />
<br />
<span style="font-size: small;">

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<div style="width: 429px;">

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<br />
<span style="font-size: small;">At 200.6 inches long, the K900 is 4.3 inches longer than its close corporate cousin, the <a href="https://www.blogger.com/null" target="_self">outgoing Hyundai Genesis</a>. (Hyundai just introduced an <a href="https://www.blogger.com/null" target="_self">all-new 2015 Genesis</a>.)
 More relevant, the K900’s 119.9-inch wheelbase is exactly the same as 
that of the even larger Hyundai Equus, although the K900 is 2.5 inches 
shorter overall. The K900 is closer in size to a BMW 7-series than it is
 to a 5-series, and at $66,400 for the V-8 model, it’s priced in the 
vicinity of a 550i.
</span><br />
<span style="font-size: small;">

</span><span style="font-size: small;">
The K900 isn’t, strictly speaking, Kia’s version of the Equus. But it’s 
close. Close enough that they share engines, transmissions, and much of 
their chassis design and suspension components. Only V-8–powered K900s 
will be available when the car launches this spring. A V-6 model, Kia 
promises, will follow a few months later.
</span><br />
<span style="font-size: small;">

</span><span style="font-size: small;">
The K900 looks like a slightly overinflated <a href="https://www.blogger.com/null" target="_self">Cadenza</a>, which itself has the appearance of a thick-shouldered <a href="https://www.blogger.com/null" target="_self">Optima</a>.
 The K900 is handsome, and many details like the LED elements residing 
in the headlight buckets are interesting. But there’s a heaviness to how
 it’s sculpted that seems to fight against the more established—and more
 playful—Kia design elements. </span><br />
<br />
<span style="font-size: small;">

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<span style="font-size: small;">
<b> </b></span><br />
<span style="font-size: small;"><b>It Has Luxury Stuff</b></span>
<br />
<span style="font-size: small;">

</span><span style="font-size: small;">
It takes a firm heave to open the driver’s door simply because there’s 
so much steel in it. Inside, the cockpit is finished in acres of supple 
nappa leather, and as in virtually every other current luxury car, the 
K900 carries a thick load of gadgetry that runs from a heated steering 
wheel to an LCD that constitutes the instrumentation. A 9.2-inch 
navigation screen dominates the center of the dash. The cabin is 
attractive and seems well assembled, although there’s nothing in the 
design that seems particularly distinctive.
</span><br />
<span style="font-size: small;">

The center screen displays a neat bird’s-eye mosaic of what’s 
surrounding the car when it backs up (similar to Nissan’s system), the 
car emits a pleasant chime as it starts up or shuts down, and the rear 
seats—when equipped with the full-boat VIP package—are roomy, offer 
power recline, are heated and ventilated, and flank a rear center 
armrest dotted with various environmental controls. The front seats are 
power-adjustable thrones. Accommodations are what this car does best</span><br />
<br />

2015 Kia K900 V-8

The 2015 K900 could be the car that changes Kia forever. The car that elevates what has been a value-oriented brand to the top tier of lu...

2015 Volkswagen Golf R

Three cheers for the handbrake. For driving enthusiasts who live in 
climates where the winter months produce seemingly endless days of 
snowy, icy conditions, nothing cures the seasonal blues quite like 
finding yourself on an empty road, pulling the handbrake, halting the 
rear wheels and happily drifting around a turn. Hooligans, we are. And 
it's all great fun.<br />
<br />
<br />
<div class="separator" style="clear: both; text-align: center;">
<img border="0" height="424" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEjCcpcMa8un73TfZ6vQFt34OtVCAeS2pcRCLfvR4dteyj8AoHTSLtsfiNlWNHX3OPju20xDP_kcO4eYGnRwMwkhosW-NTId6eMzXmK8rBi867MoiFxROpmOi0v8md19tkRNMK989qdCW1gi/s1600/003-2015-vw-golf-r-first-drive-1.jpg" width="640" /></div>
<br />
Upon sitting in the 2015 Volkswagen Golf R
 for the first time, I immediately noticed its handbrake – or, should I 
say, lack thereof. Like many modern cars, its parking brake is 
electronic and can only be applied when the brake pedal itself is 
depressed. While I initially thought this would be a total buzzkill 
during my recent Ice Capades adventure in northern Sweden, the truth is,
 after a few minutes behind the wheel, I couldn't have cared less. This 
car is a silly, little monster, perfectly tuned for wintertime fun.<br />
The story you are about to read is a First Drive in perhaps the most literal sense. Yes, it is the first time <i>Autoblog</i> has driven the new Golf R. But if I called this a road test, I'd <i>technically</i>
 be lying. The term "road test" implies a car was tested on a road, and 
while I spent many hours behind the wheel of the hot new Golf R, at no 
point was any of my driving done on an actual road, paved or otherwise. 
My seat time was limited to courses carved out on a frozen lake, where 
the Golf R's electronic wizardry, combined with state-of-the-art studded
 winter tires, would be the only tools I needed to see what this car is 
all about. Spoiler alert: it's a riot.

<br />
<div id="continued">
<br />
<img alt="2015 Volkswagen Golf R" data-credit="Volkswagen" data-mep="104370" src="http://o.aolcdn.com/hss/storage/adam/b3492d534f3d0b7cdc02e3defe687008/010-2015-vw-golf-r-first-drive-1.jpg" /><br />
<img alt="2015 Volkswagen Golf R" data-credit="Volkswagen" data-mep="104371" src="http://o.aolcdn.com/hss/storage/adam/6586a2374850b8294ccbd4cd80a92c58/20-2015-vw-golf-r-fd-1.jpg" /><br />
<br />
<blockquote class="pull-quote pull-quote-left">
<b>Our classroom would be a lake with just under 30 inches of solid ice on the top.</b></blockquote>
Arvidsjaur is a small city in the Lapland province of northern Sweden, 
situated some 60 miles south of the Arctic Circle. The name might not 
ring a bell, but if you've been following the pages of <i>Autoblog</i>,
 you've likely seen photos of this place without even knowing. Because 
of its proximity to the arctic climate, Arvidsjaur is a major hub for 
the European automotive industry; many automakers use this area as a 
home base for cold-weather prototype testing. So if you've ever seen a 
frosty set of spy shots,
 chances are they were snapped near Arvidsjaur. The city's population 
actually increases during the bitterly cold winter months, since so many
 engineers take temporary residence in the area. In fact, many locals 
flock to warmer climates in the winter, and rent out their homes to 
automotive engineers. During the 24 hours I spent freezing my butt off 
up there, I spotted groups of test cars from Audi, BMW, Mercedes-Benz and Volkswagen. It's sort of like Detroit in that regard, only colder... somehow.<br />
<br />
Beyond cold-weather development, many automakers use the Arvidsjaur 
region to school enthusiasts in the art of winter performance driving. 
Volkswagen is one of those companies, and that's exactly how I found 
myself on an airplane destined for the regional airport northwest of 
Arvidsjaur. Our classroom would be a lake with just under 30 inches of 
solid ice on the top, and our teachers were made up of Europeans trained
 in the art of winter rally instruction.<br />
<br />
First, let's start with a quick refresher course. The 2015 Golf R builds upon Volkswagen's storied hotter-than-GTI
 history, with models like the Golf VR6 and R32 paving the way for what 
is now the most powerful version of the company's stalwart hatchback. 
The US-spec MkVII Golf R debuted at the Detroit Auto Show
 earlier this year, and the car will officially hit our shores in the 
first quarter of 2015 with pricing expected to fall very close to the 
$36,090 of the MkVI four-door model. So please note, the car tested here
 is actually a European-spec model.<br />
<br />
<img alt="2015 Volkswagen Golf R" data-credit="Steven J. Ewing" data-mep="103925" src="http://o.aolcdn.com/hss/storage/adam/a5032c7f62a70ed606267bc4ec0cc3bd/lead6-2015-vw-golf-r-fd.jpg" style="margin: 2px 4px;" /><img alt="2015 Volkswagen Golf R" data-credit="Steven J. Ewing" data-mep="103926" src="http://o.aolcdn.com/hss/storage/adam/aef881499d7c4341db4f9b188cb0e1d4/lead5-2015-vw-golf-r-fd.jpg" style="margin: 2px 4px;" /><img alt="2015 Volkswagen Golf R" data-credit="Steven J. Ewing" data-mep="103927" src="http://o.aolcdn.com/hss/storage/adam/ac92aa7563e0b421e6bbb46acfa6e0fb/lead4-2015-vw-golf-r-fd.jpg" style="margin: 2px 4px;" /><img alt="2015 Volkswagen Golf R" data-credit="Steven J. Ewing" data-mep="103928" src="http://o.aolcdn.com/hss/storage/adam/40899e5ee8fdc10d795da5f8676a1996/lead3-2015-vw-golf-r-fd.jpg" style="margin: 2px 4px;" /><br />
<br />
Despite its lower stance, aggressive fascia with LED running lamps and 
18-inch wheels, I have to admit, the new Golf R doesn't look quite as 
handsome as its predecessor – my eyes feel the same about the base Golf
 and GTI, too. Even with its clean, taut styling, the front and rear 
fascias look a little droopy from some angles. And while the previous 
Golf R slid under the radar with a bit more subtle ferociousness, 
there's a healthier injection of boy-racery in this new model. That 
said, the enhanced styling further separates the R from its lesser kin; 
you certainly won't mistake this for a regular-strength GTI out on the 
road.<br />
<br />
<blockquote class="pull-quote pull-quote-right">
<b>There's a healthier injection of boy-racery in this new model.</b></blockquote>
The R's cabin is exactly what you'd expect from any hot Golf: simply 
laid-out controls, high-grade materials, sport seats and a clean, yet 
modern design. There's ample room for four adults (and a fifth, if you 
really need it), and the hatchback shape is just as functional as ever. 
Heads-up: the Golf R will be offered in two- and four-door variants 
overseas, but we'll only get the latter in the US. Volkswagen says 
demand is simply too low for the two-door. Even in Europe, that model 
only accounted for something like 20 percent of overall sales with the 
previous R. No matter – the four-door hatch is really what you want out 
of an everyday car, anyway.<br />
<br />
One of the best things about the Golf R – or Golf, or GTI, for that 
matter – is how truly premium the interior feels. I could totally live 
with this car every day, simply because when you're slogging through 
traffic or driving like a sane person, you'll find the seats 
comfortable, the stereo good, the tech plentiful, and the cockpit nicely
 insulated from wind and road noise. In terms of daily-driver ability, 
no hot hatch does the refinement thing quite like the Vee-Dub.<br />
<br />
<img alt="2015 Volkswagen Golf R" data-credit="Volkswagen" data-mep="103929" src="http://o.aolcdn.com/hss/storage/adam/1f22a5ede9662b9e01807812b931296b/lead11-2015-vw-golf-r-fd.jpg" style="margin: 2px 4px;" /><img alt="2015 Volkswagen Golf R" data-credit="Steven J. Ewing" data-mep="103930" src="http://o.aolcdn.com/hss/storage/adam/fe137a11e356fe7ee8697c47d2e84c7/lead12-2015-vw-golf-r-fd.jpg" style="margin: 2px 4px;" /><img alt="2015 Volkswagen Golf R" data-credit="Steven J. Ewing" data-mep="103931" src="http://o.aolcdn.com/hss/storage/adam/94ad980f4f5bac5f65e791d16aef3641/lead10-2015-vw-golf-r-fd.jpg" style="margin: 2px 4px;" /><img alt="2015 Volkswagen Golf R" data-credit="Steven J. Ewing" data-mep="103932" src="http://o.aolcdn.com/hss/storage/adam/996273fba79191f34dffa2dfc2cecf00/lead8-2015-vw-golf-r-fd.jpg" style="margin: 2px 4px;" /><br />
<br />
Dimensionally, the new Golf R rides on a two-inch longer wheelbase than 
the model it replaces. Length has also been increased by about two and a
 half inches, and the new R is about two-tenths of an inch wider than 
before. Most importantly, thanks to the car's new scalable MQB 
architecture, the 2015 Golf R is some 100 pounds lighter than its 
predecessor. And with more power under the hood, that means the car's 
performance numbers are better than ever, while still returning improved
 fuel economy.<br />
<br />
<blockquote class="pull-quote pull-quote-left">
<b>The car's performance numbers are better than ever, while still returning improved fuel economy.</b></blockquote>
Motivation comes courtesy of Volkswagen's new EA888 2.0-liter 
turbocharged inline four-cylinder engine. US-spec cars are estimated to 
produce 290 horsepower between 5,500 and 6,200 rpm, and 280 pound-feet 
of torque, with a flat curve that extends between 1,800 and 5,500 rpm. 
Euro-spec cars get an additional 10 hp, but the same amount of torque. 
For the first time, however, the US model will be available with a 
choice of either a six-speed manual – now with a shorter-throw shifter –
 or DSG dual-clutch transmission. With the stick, Volkswagen estimates 
the Golf R will hit 62 miles per hour in 5.1 seconds, but if DSG is your
 thing, you'll be rewarded with a 0.2-second quicker acceleration time. 
Estimated fuel economy comes in at a very respectable 22/31 miles per 
gallon (city/highway) with the manual transmission, and 22/28 mpg with 
the dual-clutch.<br />
<br />
Aside from more power, the big item that separates the Golf R from your 
stock GTI is 4Motion all-wheel drive with a fifth-generation Haldex 
coupling system. Long story short, torque is transferred with greater 
quickness, and the new XDS+ cross differential system reduces understeer
 by braking the inside wheel during cornering. On dry pavement, this 
means turn-in should be a whole lot quicker, and here on the ice, it 
meant torque could easily be shuffled between all four wheels to provide
 proper power application at all times.<br />
<br />
<img alt="2015 Volkswagen Golf R" data-credit="Steven J. Ewing" data-mep="103933" src="http://o.aolcdn.com/hss/storage/adam/9f5fb20b688812755ff6ef11f822ecdd/lead7-2015-vw-golf-r-fd.jpg" /><br />
<br />
<blockquote class="pull-quote pull-quote-right">
<b>Race mode amplifies the exhaust sound, and man, does this thing sound furious.</b></blockquote>
What's more, the Golf R can be ordered with a dynamic chassis control 
(DCC) system, with built-in, driver-selectable profiles. Think of it 
like Audi Drive Select – drivers can switch between Comfort, Normal, 
Race and Individual modes, the latter of which lets you individually 
tune things like suspension damping, steering and throttle response. 
It's all incredibly simple to use, and housed within the infotainment 
display. Race mode also amplifies the exhaust sound, and man, does this 
thing sound furious. There's a deep growl at all times, and even as the 
revs climb, the R sounds more vicious than ever.<br />
<br />
Stock cars come fitted with attractive five-spoke, 18-inch alloy wheels 
wrapped in 225/40R18 summer tires. But for the sake of winter 
performance, those rubbers were swapped out in favor of smaller-diameter
 17-inch alloys, fitted with 225/50-series studded winter tires. I 
hardly need to explain why winter tires are better for snowy/icy 
conditions – the wider, deeper tread better allows you to cut through 
the snow – and the studs on these shoes better allow the Golf to claw 
through the ice. And claw it did.<br />
<br />
My day of winter performance testing started on a large circle course, 
where continuous drifting was the key to succeeding. As I mentioned, 
traction control is now completely defeatable. That's really a big deal,
 simply because this wasn't the case with the previous Golf R. With the 
system deactivated, getting the Golf's rump to step out is effortless, 
and with constant steering and throttle modulation, it's easy to hold a 
long slide.<br />
<br />
<img alt="2015 Volkswagen Golf R" data-credit="Steven J. Ewing" data-mep="103934" src="http://o.aolcdn.com/hss/storage/adam/9cfce9be231507c1427c10c6fa66272a/lead16-2015-vw-golf-r-fd.jpg" style="margin: 2px 4px;" /><img alt="2015 Volkswagen Golf R" data-credit="Steven J. Ewing" data-mep="103935" src="http://o.aolcdn.com/hss/storage/adam/5121956b9815dc7464ff8e5150cd404d/lead15-2015-vw-golf-r-fd.jpg" style="margin: 2px 4px;" /><img alt="2015 Volkswagen Golf R" data-credit="Volkswagen" data-mep="104372" src="http://o.aolcdn.com/hss/storage/adam/60304a1de5a32d5270340e407d7c976e/009-2015-vw-golf-r-first-drive-1.jpg" style="margin: 2px 4px;" /><br />
<br />
<blockquote class="pull-quote pull-quote-left">
<b>It's all up to steering and throttle inputs to keep the power flowing and the car pointed straight ahead.</b></blockquote>
Following a drifting lesson, we moved to a slalom course where racing 
instructors demanded I slide the car as much as possible through the 
cones – a change of pace from a dry slalom, where precision attack is 
key. This sort of exercise is where a handbrake would have been ideal, 
to freeze the rear wheels while turning and slide the Golf back and 
forth. But with the electronic stability control set to Sport and the 
DCC in Race, there was enough electronic interference to keep things 
from getting too squarely, letting me absolutely hammer through the 
slalom, while allowing enough slip to properly free up the rear end when
 needed.<br />
<br />
Braking and cornering exercises were conducted next. Even with studded 
snow tires, braking on ice can be dicey, and it's wise to be far more 
judicious about use of the middle pedal in these conditions. Much like 
the slalom, the lessons learned on dry tracks need to be modified on the
 ice. Braking happens earlier, and there's less of it. Apexes are hit 
while going sideways, and regardless of whether or not the ESC is set to
 Sport mode or turned off completely, it's all up to steering and 
throttle inputs to keep the power flowing and the car pointed straight 
ahead. My test car was fitted with the manual transmission, and while 
the ice courses only really required the use of second and third gears 
(this isn't a high-power affair), I found the R's clutch pedal nicely 
weighted, and the short-throw stick was a joy for quickly rotating back 
and forth between gears. That said, because of the huge torque curve, it
 was easy enough to stay in second gear most of the time, with ample 
thrust always available.<br />
<br />
<img alt="2015 Volkswagen Golf R" data-credit="Volkswagen" data-mep="104373" src="http://o.aolcdn.com/hss/storage/adam/84b6ab17887c53ce297e57351c5dfe6d/011-2015-vw-golf-r-first-drive-1.jpg" style="margin: 2px 4px;" /><img alt="2015 Volkswagen Golf R" data-credit="Volkswagen" data-mep="104374" src="http://o.aolcdn.com/hss/storage/adam/166b6695a9dbbef34c2d97439410da6a/012-2015-vw-golf-r-first-drive-1.jpg" style="margin: 2px 4px;" /><br />
<img alt="2015 Volkswagen Golf R" data-credit="Volkswagen" data-mep="104375" src="http://o.aolcdn.com/hss/storage/adam/d27325d9aef1b8c7cf5b32c7c49cec8c/013-2015-vw-golf-r-first-drive-1.jpg" style="margin: 2px 4px;" /><img alt="2015 Volkswagen Golf R" data-credit="Volkswagen" data-mep="104376" src="http://o.aolcdn.com/hss/storage/adam/ababaa388634bc7a1058c6a6302dd8c6/014-2015-vw-golf-r-first-drive-1.jpg" style="margin: 2px 4px;" /><br />
<br />
The Golf R uses variable-ratio electric power steering, which increases 
and decreases feedback based on driving mode and speed. In short, the 
system works well, with plenty of driver feedback. The Golf R was easily
 manhandled on the ice, where quick spins of the helm are key to quick 
cornering.<br />
<br />
<blockquote class="pull-quote pull-quote-right">
<b>It all felt like bad behavior, and the Golf R eagerly played along.</b></blockquote>
After the basics of ice driving were checked off the list, a very 
Swedish lunch of reindeer (like a chewier venison) and fish was served 
(in a lakeside yurt, to boot). With full bellies, drivers lined up at 
three different ice courses ranging in length from one to three 
kilometers. Here, everything taught in the morning would come into play,
 and as the day went on, corners were executed with more precision, 
entrance and exit speeds were increased, and smiles were glued to faces.<br />
<br />
Sure, this sort of amateur snow-and-ice rallying would have been fun in a
 host of cars, but with the Golf R's tossable dynamics, excellent 
steering and fantastic AWD prowess, it was easier and easier to attack 
the different courses, the car's systems allowing me to be as big of a 
hooligan as I'd like while still inspiring enough confidence to keep me 
pushing harder and harder into each turn. It all felt like bad behavior,
 and the Golf R eagerly played along.<br />
<br />
<img alt="2015 Volkswagen Golf R" data-credit="Volkswagen" data-mep="104377" src="http://o.aolcdn.com/hss/storage/adam/327ef55b7028aae284af4bed9d8526fb/008-2015-vw-golf-r-first-drive-1.jpg" /><br />
<br />
<blockquote class="pull-quote pull-quote-left">
<b>Handbrake or not, the R slid with ease and poise.</b></blockquote>
The main takeaway isn't just that the Golf R is good on the slick stuff.
 The hatch demonstrated itself to be a willing performer, raising the 
bar over what you'd expect out of a normal GTI. The performance delta 
over a GTI is huge – far wider than the gap between, say, a Subaru WRX and STI
 (currently, anyway – the 2015 STI has not been driven yet). Having 
all-wheel drive is really a benefit here, and handbrake or not, the R 
slid with ease and poise, never feeling too powerful or acting like a 
complete handful.<br />
<br />
Wintertime driving, to enthusiasts, is far more exciting than you'd 
think. And tossing the Golf R around the frozen lake north of Arvidsjaur
 proved its all-season prowess is top-notch. Considering just how good 
this thing was on the ice, I can only imagine it'll be a total hoot on 
dry pavement – and I'm eagerly awaiting the chance to experience that 
when the northern US finally thaws. But as long as I have snow, this 
hottest Volkswagen will easily earn a place as one of my favorite 
cold-weather rides.
</div>

2015 Volkswagen Golf R

Three cheers for the handbrake. For driving enthusiasts who live in climates where the winter months produce seemingly endless days of sno...

2014 Mazda3

Almost by definition, affordable compact cars aren't supposed to be fun.
 Sure, hot hatches get our blood pumping, but not long ago, the terms 
"compact car" and "economy car" could safely be used interchangeably. A 
key exception for the last decade has been the Mazda3,
 a car that has consistently delivered more dynamic thrills and tactile 
feedback than its contemporaries. Competitors have picked up their game 
significantly in recent years, however, leaving the Mazda3 wanting in 
several areas, including overall refinement, in-car technology and cabin
 appointments, so Mazda went back to the drawing board to create this all-new third-gen model for 2014.<br />
<br />
<div class="separator" style="clear: both; text-align: center;">
<img border="0" height="424" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEhjEnFCvej5K5lWxwR_LRPpc1NolVkWi2tKg-7mdpT1iL2O24if8Peowaw209fM_cka-9ZhshwolkldRH_1AtCUXmEgiXGyPv8-XmMq9pyObYoh91fe98gQTuWAHO3AqY7N2f4hwP_-cWr8/s1600/2014-mazda3-review.jpg" width="640" /></div>
<br />
<br />
Including this redesigned 2014 model, Mazda's recent crop of new 
products have targeted North America's hottest non-truck segments – 
compact car, midsize sedan and compact crossover/SUV. Yet it might be 
fair to call this launch the most important of them all, as the 3 
remains the Japanese marque's best-selling vehicle. While America's pool
 of compact hatchbacks isn't exactly deep, the 2014 Mazda3 still has a 
challenging road ahead of it competing against two-box compacts that 
include the popular Ford Focus and recent additions like the all-new Kia Forte and the still-new Hyundai Elantra GT.<br />
<br />
<img alt="2014 Mazda3" data-credit="Jeffrey N. Ross" data-mep="105228" src="http://o.aolcdn.com/hss/storage/adam/3a25ca87006ea4ab91ddeba32a17f90e/lead4-2014-mazda3-review.jpg" style="margin: 2px 4px;" /><img alt="2014 Mazda3" data-credit="Jeffrey N. Ross" data-mep="105229" src="http://o.aolcdn.com/hss/storage/adam/984edc3feafd7be08a901f2be64192aa/lead3-2014-mazda3-review.jpg" style="margin: 2px 4px;" /><img alt="2014 Mazda3" data-credit="Jeffrey N. Ross" data-mep="105230" src="http://o.aolcdn.com/hss/storage/adam/d10a4f958d8e9a33d5a90cf2a0e3d72/lead2-2014-mazda3-review.jpg" style="margin: 2px 4px;" /><br />
<br />
The 2014 Mazda3 may have made its big debut last summer and gone on sale
 in August, but it still catches our eye every time we see it. As much 
as we like the styling of the new Mazda6
 sedan, the company's Kodo design language arguably looks even better on
 this smaller scale. Gone is the former Mazda3's awkward, smiling front 
end, replaced by a sterner, scowling expression that sets the tone for 
the rest of the car. An upright shield-shaped grille is flanked by dark,
 narrow headlights that help form the sweeping front fender lines, and a
 similar treatment can be found at the rear, which is marked out by wide
 rear haunches and horizontal taillights.<br />
<br />
<br />
<blockquote class="pull-quote pull-quote-left">
<b>It manages to look a bit like a rear-drive vehicle from BMW or Infiniti.</b></blockquote>
Overall, the Mazda3 five-door looks a lot like a shrunken CX-5
 – a strong compliment – but the best part of its styling might be that 
it doesn't resemble a typical front-drive econobox. With its stretched 
dash-to-axle ratio and long, flowing lines, the 2014 Mazda3 manages to 
look a bit like a rear-drive vehicle from BMW or Infiniti.<br />
<br />
If we had any major complaints about the outgoing Mazda3, they usually 
centered on its generally lackluster interior. After plopping down 
behind the wheel of this particular Mazda3 i Grand Touring, though, 
we're happy to report there is nothing lackluster about its new cabin. 
It's vastly improved in every area, and we particularly appreciate that 
the chunky two-tier instrument panel of the outgoing 3 has been 
supplanted by one with a smoother, more cohesive look (although some of 
us could have done without the piano black trim and obviously fake 
carbon-fiber accents). Mazda still refuses to bring much color into the 
cabin, so aside from the top-of-the-line Mazda3 Grand Touring models, 
the palette (aside from small trim pieces and seat stitching) is limited
 to black or... black.<br />
<br />
<a href="https://www.blogger.com/null" target="_blank"><img alt="2014 Mazda3" data-credit="Jeffrey N. Ross" data-mep="105231" src="http://o.aolcdn.com/hss/storage/adam/ad6ba9423a091e423cc20687677679b9/lead8-2014-mazda3-review.jpg" style="margin: 2px 4px;" /></a><a href="https://www.blogger.com/null" target="_blank"><img alt="2014 Mazda3" data-credit="Jeffrey N. Ross" data-mep="105232" src="http://o.aolcdn.com/hss/storage/adam/b3db10e12dd487144376874263452367/lead9-2014-mazda3-review.jpg" style="margin: 2px 4px;" /></a><a href="https://www.blogger.com/null" target="_blank"><img alt="2014 Mazda3" data-credit="Jeffrey N. Ross" data-mep="105233" src="http://o.aolcdn.com/hss/storage/adam/14fcf51ea035b82f7b335f6c8ce6ffda/lead7-2014-mazda3-review.jpg" style="margin: 2px 4px;" /></a><a href="https://www.blogger.com/null" target="_blank"><img alt="2014 Mazda3" data-credit="Jeffrey N. Ross" data-mep="105234" src="http://o.aolcdn.com/hss/storage/adam/d97199978360a3379919779a2fff221c/lead6-2014-mazda3-review.jpg" style="margin: 2px 4px;" /></a><br />
<br />
One of the coolest features about the 3 is its new navigation system, 
which the Grand Touring gets as standard equipment. We're not crazy 
about the tacked-on look of the center-mounted display, but this 
iPad-like screen-mount strategy seems to be picking up steam with the 
Mazda3 and cars like the Mercedes-Benz CLA.
 Either way, the Mazda3's sizeable touchscreen allows users to drag 
through the various screens like a smart phone, and there's also an 
iDrive-like, all-in-one rotary control knob aft of the shifter that 
works for both basic functions and higher-level tasks like inputting 
addresses and accessing downloaded apps or dialing phone numbers. 
Another small-yet-appreciated feature of the nav system is a prompt that
 displays text on the screen for approaching streets as you're driving.<br />
<br />
<blockquote class="pull-quote pull-quote-right">
<b>It offers marginally less legroom and headroom than its predecessor.</b></blockquote>
On paper, the 2014 Mazda3 has somehow managed to get bigger, yet it 
offers marginally less legroom and headroom than its predecessor. 
However, it's still on par with competitors like the Elantra GT and 
Focus five-door in terms of both passenger space and cargo volume. 
Although the Mazda3 occasionally reminded us of its shapely roofline 
when we inadvertently bumped our heads on the door opening, once inside,
 it provided a decent amount of space considering its footprint.<br />
<br />
In particular, the front seats offer everyday driving comfort while 
still being supportive enough for mountain roads. However, you might 
want to reserve the backseat for smaller or tag-along passengers. The 
true advantage of a hatchback is its cargo capacity, and the Mazda3 
doesn't disappoint in this regard, with plenty of space with the rear 
seats up or down. Unfortunately, the new cabin is let down by a weirdly 
shaped center armrest designed to accommodate a pair of cupholders, but 
the leading edge of the cover (where it's most convenient for the driver
 to rest his or her arm) is barely more than an inch wide. And speaking 
of small, a good portion of real estate in the gauge cluster is 
dominated by the speedometer – by comparison, the flanking tachometer 
and multifunction display are disappointingly tiny.<br />
<br />
<a href="https://www.blogger.com/null" target="_blank"><img alt="2014 Mazda3" data-credit="Jeffrey N. Ross" data-mep="105235" src="http://o.aolcdn.com/hss/storage/adam/6b2ce04fab15647bfa49bcd756786fd3/lead14-2014-mazda3-review.jpg" style="margin: 2px 4px;" /></a><a href="https://www.blogger.com/null" target="_blank"><img alt="2014 Mazda3" data-credit="Jeffrey N. Ross" data-mep="105236" src="http://o.aolcdn.com/hss/storage/adam/8515760df3f170bd7701da4b491087/lead13-2014-mazda3-review.jpg" style="margin: 2px 4px;" /></a><a href="https://www.blogger.com/null" target="_blank"><img alt="2014 Mazda3" data-credit="Jeffrey N. Ross" data-mep="105237" src="http://o.aolcdn.com/hss/storage/adam/e1645cedfae8b4f9c9275119d775333b/lead12-2014-mazda3-review.jpg" style="margin: 2px 4px;" /></a><a href="https://www.blogger.com/null" target="_blank"><img alt="2014 Mazda3" data-credit="Jeffrey N. Ross" data-mep="105238" src="http://o.aolcdn.com/hss/storage/adam/ab97a0cc0a96770ee2a94a202f9efe46/lead11-2014-mazda3-review.jpg" style="margin: 2px 4px;" /></a><br />
<br />
Even with its improved in-car tech and materials, Mazda has limited 
price increases on most Mazda3 models, even going so far as to lower 
MSRPs on some higher-end models like our i Grand Touring five-door 
tester. When it comes time to choose a trim level, prospective buyers 
will notice that the 3 comes in 11 build combinations just factoring in 
the engine choices, bodystyles and trim levels. That's a staggering 
number of combinations, but the biggest choice might be deciding between
 the sedan and five-door.<br />
<br />
<blockquote class="pull-quote pull-quote-left">
<b>The manual Mazda3 now offers 29 mpg in the city and 40 mpg on the highway.</b></blockquote>
The sedan has the lowest price starting at $16,945, while the five-door 
starts at $18,945, in part because it comes with more content. In our 
estimation, the hatchback's added kit, cargo space and Infiniti-esque 
shape is easily worth the extra $2,000. Equipped with the Grand Touring 
trim level and various options, this tester with the smaller 2.0-liter 
four-cylinder engine rang in at $24,635, which is less than you'll pay 
for a Focus Titanium. Of course, if you load up a 2.5 S model with all 
the options (including some novel-for-the-class features like turning 
headlamps and head-up display), pricing creeps into the low-$30k range, 
which is at the top end for this class of car.<br />
<br />
We had a chance to get behind the wheel of the 2014 Mazda3 twice before 
it went on sale, but both of those drives were focused on models 
equipped with six-speed Skyactiv
 automatic transmissions. For now, Mazda3 buyers looking to shift their 
own gears will be limited to the base Mazda3 i with the 2.0-liter 
four-cylinder seen here, although at some point, Mazda says the peppier 
2.5-liter four will also be available with the manual gearbox. As for 
the base engine, we first got a taste of this Skyactiv mill on the 
previous-gen 3, and it returns almost untouched except for a slight bump
 in torque from 148 pound-feet up to 150 to go with its 155 horsepower. 
The biggest improvement year-over-year is in terms of fuel economy, with
 the manual Mazda3 now offering 29 miles per gallon in the city and 40 
mpg on the highway – 2-mpg increases in both cycles. In a healthy mix of
 highway and city driving, we averaged a very impressive 37.7 mpg, and 
our time included a good amount of hard acceleration and cornering 
maneuvers.<br />
<br />
<a href="https://www.blogger.com/null" target="_blank"><img alt="2014 Mazda3" data-credit="Jeffrey N. Ross" data-mep="105239" src="http://o.aolcdn.com/hss/storage/adam/1935d9f1cfa6ca98f055698d93777d28/lead10-2014-mazda3-review.jpg" /></a><br />
<br />
<blockquote class="pull-quote pull-quote-right">
<b>Enhanced stability and lowered weight is a great way to make an entertaining car even more so.</b></blockquote>
Since it first hit the scene in 2003, the Mazda3 has been a standout 
offering thanks to its nimble handling and predictable manners. 
Thankfully, the major changes made to the chassis have made it an even 
better driver's car. For starters, it now rides on a longer wheelbase 
and has a wider track, helping to make it more stable while cornering. 
Better still, in this configuration, the Mazda3 has also shaved about 
100 pounds from its curb weight. Enhanced stability and lowered weight 
is a great way to make an entertaining car even more so.<br />
<br />
Knowing how much fun the 3 can be when pushed hard made us appreciate 
its everyday driveability even more. Without making any groundbreaking 
chassis changes, Mazda says that it has retuned the suspension and 
brakes on this car, further contributing to its Jekyll and Hyde driving 
persona. Chief among the changes is an all-new steering system. The 2013
 Mazda3 had an electro-hydraulic setup, while the new car switches to 
full electric. The tuning is spot-on, with effortless low-speed steering
 to go with great responsiveness and impressive amounts of feedback in 
sportier driving situations. Our only qualm with the Mazda3's 
performance out on the road was the amount of tire and road noise that 
makes its way into the cabin at just about any speed.<br />
<br />
<a href="https://www.blogger.com/null" target="_blank"><img alt="2014 Mazda3" data-credit="Jeffrey N. Ross" data-mep="105240" src="http://o.aolcdn.com/hss/storage/adam/aee2a0c9264983dbc7db96083d30bad8/lead5-2014-mazda3-review.jpg" /></a><br />
<br />
<blockquote class="pull-quote pull-quote-left">
The 2014 model makes us fall in love all over again for being fun, fuel efficient and drop-dead gorgeous.</blockquote>
Mazda knows how to formulate a manual transmission, and the 3's 
self-stirrer is no exception. Even though this car will likely end up in
 the hands of first-time buyers just looking for good, affordable 
transportation, the six-speed manual gearbox provides plenty of 
enjoyment for driving enthusiasts, as well. Those looking for a sportier
 experience – without stepping up to the Mazdaspeed variant – might want
 to opt for the larger 2.5-liter Skyactiv four-cylinder found in the 
Mazda3 S. Not because of the 2.5's extra 29 horses and 35 lb-ft, but 
rather for the automatic transmission's Sport mode. Only offered on this
 engine, the Sport mode uses a g-sensor to tell if the car is being 
driven in a spirited manner, and, if it is, reduces unnecessary 
momentum-killing shifts while keeping the engine in the meat of its 
powerband.<br />
<br />
In our First Drive of the Mazda3 hatchback, we specifically called out the previous-generation Toyota Corolla as the bane of this segment, but the truth is, buyers who opt for cars like the Corolla and Honda Civic
 seem to desire simplicity and ease-of-use over sportiness and 
aesthetics. Somehow, Mazda has managed to make the inside of the 2014 
Mazda3 look and feel more mainstream while keeping the sporty and fun 
driving dynamics we've grown to love, wrapping it all up in an amazingly
 sleek and stylish form. The Mazda3 has always tugged at our 
heartstrings as the ultimate budget compact, but the 2014 model makes us
 fall in love all over again for being fun, fuel efficient and drop-dead
 gorgeous – all factors that should further cement it as Mazda's 
top-selling model while hopefully finding many new friends. Of course, 
with baseline talents like these, we can't help but daydream even more 
about the next-generation Mazdaspeed3... it can't get here soon enough.

2014 Mazda3

Almost by definition, affordable compact cars aren't supposed to be fun. Sure, hot hatches get our blood pumping, but not long ago, the...