2010 MazdaSpeed3
A few years back, Mazda nominated their capable Mazda3 Hatchback for the factory tuner game. They badged this sporty compact the MazdaSpeed3. The result was a killer combo of practical presence and unyielding performance. It was a true street racer at an affordable price. Well, now it’s take two for the MazdaSpeed3, as we wonder… what more can this little hot hatchback deliver?
The impression is immediate. Mazda’s 5-door 2010 MazdaSpeed3’s cartoonish presence makes the outgoing model look almost tame by comparison. And it’s the grill, with its leering mouthful of black plastic gills surrounded by swept-back cat-eye lighting that gets your attention and keeps it.
The most purposeful new front feature is a functional hood scoop that blasts the Speed3’s intercooler with fresh air. Rear styling is also more aggressive for 2010, with narrow, protruding taillights, more angular rear hatch, larger spoiler, and oversized dual exhaust tips. The RX-8 R3-inspired 18-inch alloy wheels are now shod with wider high-performance Dunlop tires.
But powering this front-drive, grocery-getting outlaw is the same direct injected, 263-horsepower 2.3-liter turbo four as before. Likewise, torque remains at an ample 280 pound-feet, all channeled through the Speed3’s only transmission, a very appropriate six-speed manual.
Gearing in second through fifth gears is taller for 2010, while a limited slip diff remains standard. Hard launches in the Speed3 still proved tricky, however. Too much throttle and the front wheels shudder; too little and it all bogs down. But making pavement connection has improved over our 2007 test, with the new tires, revised driveshafts and updated torque management electronics reducing torque steer in a big way.
In fact, our 0 to 60 time of 5.2 seconds is over a second quicker, with a similar improvement for the quarter mile at 13.9-seconds and 102 miles per hour. Short stops were never a problem with the Speed3: 60 to 0 in a fine average of 123 feet with a solid, vibration-free pedal. Plus, for 2010 Brake Assist has been added.
Through our long slalom, the MazdaSpeed3 again exhibited a more manageable amount of torque steer with less tendency to push at each apex. You still need to squeeze rather than stab the throttle for best control; but manage the gas well, and this little hatch rewards you with pure exhilaration.
We did notice that during the high speed lane change, the electro-hydraulic steering seemed to lose boost, going from light to very heavy in an instant. The previous generation Speed3 had a stiff ride, especially on rough roads. The new Speed’s strengthened body structure and suspension tweaks; stiffer springs, higher damper rates, and revised front stabilizer bar still leave most of the shock absorption to the comfy, high-bolstered seats.
They’re mostly black cloth, but the headrests and bolsters are trimmed in black leather and there are red highlights everywhere around the cabin.
The dash has a new-found flow, drawing the eye down the center stack to the brightwork around the shifter. The switchgear layout has been revised, and the digital display has moved to a shroud under the windshield.
Door sills, floor mats, and aluminum pedals are all unique to the MazdaSpeed3. A new LED turbo boost gauge between the tach and speedo is standard, as is Bluetooth and six airbags.
With our car’s Tech package, there’s also a 10-speaker Bose sound system, full-color navigation, and push-button start.
The back bench offers a reasonable amount of room for two adults, but not for three. But it’s impressively versatile. With the 60/40 seats up, there’s 17 cubic feet reserved for cargo. Folded flat, that figure swells to a useful 42.8 cubic feet.
Government Fuel Economy Ratings for the 2010 MazdaSpeed3 are 18 city/25 highway. On our mileage loop, we bettered both, managing 26.1 miles per gallon of premium. With an Energy Impact Score of 16.3 annual barrels of oil, and a Carbon Footprint of 8.7 tons of CO2, the MazdaSpeed3 falls right in line with the Subaru WRX.
As ever, the 2010 Mazda MazdaSpeed3 is priced to move, with a base of just $23,945. The Tech package adds $1,895 more. Mazda’s frisky MazdaSpeed3 continues as one of our all time favorites. For 2010, in some ways - more refined, in others - more ferocious, but always entertaining. And, we might add, for a factory tuned hot hatchback, extremely affordable and even practical. Buy one and you’ll be grinning like a Cheshire cat, too!
Specifications
- Engine: 2.3-Liter Turbo Four
- Horsepower: 263
- Torque: 280 Lb Feet
- 0-60 MPH: 5.2 Seconds
- 1/4 Mile: 13.9 Seconds @ 102 MPH
- 60-0 MPH: 123 Feet
- EPA: 18 MPG City/ 25 MPG Highway
- Mixed Loop: 26.1 MPG
- Energy Impact: 16.3 Barrels Oil/Yr
- CO2 Emissions: 8.7 Tons/Yr
2024 Honda Ridgeline TrailSport
It Does Truck-Like Things Better Than Ever
Honda brought something truly unique to the pickup truck scene when their mid-size Ridgeline debuted for 2006. In 2017, it moved towards becoming a little more true truck-like, both in form and capability, now with yet another step in that direction for 2024. So, let’s see if the Ridgeline is really hitting its stride.
For 2024, it’s all about making this Honda Ridgeline better than ever. There are styling tweaks outside, along with tech and functional improvements inside, but the biggest news is the Ridgeline has now joined Honda’s TrailSport family of off-road inspired vehicles. This more-true-trucklike, second-gen Ridgeline been around since 2017, receiving periodic updates over the years; but joining the TrailSport family is the biggest leap yet.
Primarily, the TrailSport transformation includes General Grabber all-terrain tires, mounted on new Pewter Gray 18-inch wheels, steel underbody protection, and retuning the strut front, and multi-link rear suspension for added wheel articulation. And while we always appreciate the additional traction of off-road tires, the Ridgeline’s standard i-VTM4 all-wheel drive, with Intelligent Traction Management and snow, sand, and mud settings, was already quite capable of handling all but the most extreme off-roading, ground clearance of just 7.6 inches being it’s only real hinderance.
A 3.5-liter V6 remains under the hood as it has since the Ridgeline debuted for 2006; the current version outputs 280 horsepower and 262 lb-ft of torque, plenty enough muscle to handle its 5,000-lbs. towing capacity. A nine-speed automatic transmission with paddle shifters and bevy of push and pull buttons on the console replaced the six-speed automatic back in 2020.
In addition to adding TrailSport capability, a big focus for this update was making it more user-friendly inside, starting with the central touchscreen growing from 8 to 9 inches. It also gets faster processing speeds, menus have been simplified, and the native navigation system is improved with better graphics. It’s accompanied by a new digital instrument cluster, along with an upgraded center console with more storage space. Unique TrailSport touches include heavy duty floormats, leather-trimmed seats, orange stitching throughout the cabin, and orange ambient lighting.
The Ridgeline continues to offer things available nowhere else in the pickup truck market.
Exterior styling doesn’t exactly shout “macho big rig coming your way,” but the more vertical face and larger grille that arrived for 2021, along with this year’s added TrailSport elements, do continue to toughen up the Ridgeline’s image. The 5’4” bed remains highly functional with no large wheel well intrusions, multiple tie-downs points, lighting and even speakers. And of course, the Ridgeline continues to offer things available nowhere else in the pickup truck market, like the dual-action tailgate, and large, lockable, drainable, underbed storage. Not to mention being able to drive around in true car-like comfort, something we took full advantage of on our way to our Mason Dixon Dragway test track.
There was great grip off the line, with full power arriving smoothly but quickly, helping us to get to 60 in 7.0 seconds flat, a tenth quicker than the last Ridgeline we tested. That power delivery stayed fairly consistent the whole way down the track, barely interrupted by the nine-speed automatic’s smooth shifting. Our best quarter-mile run was 15.5 seconds at 90 mph.
The revised suspension and knobbier tires didn’t really seem to add or detract from handling prowess, as it felt as solid, nimble, and car-like as it always has through our cone course. Perhaps a little less stiff than before, but good feedback, tight steering, and minimal body roll for a pickup, made for a very confidence inspiring experience. In our braking test, we stopped in a respectable average of 123 feet from 60, with only moderate amounts of nosedive and good feel through the pedal.
There is, however, a slight reduction in Government Fuel Economy Ratings with the all-terrain tires; 18-City, 23-Highway, and 20-Combined, our average, right on, at 20.4 mpg of Regular. That’s a slightly below average Energy Impact Score of 14.9 barrels of yearly oil use, with CO2 emissions of 7.4 tons.
TrailSport pricing falls in line just under the Ridgeline’s top Black Edition trim with a starting price of $46,375, about five grand over a base Ridgeline Sport.
So, whether you consider the Honda Ridgeline to be a “real” truck or not, this ruggedly smooth 2024 TrailSport does truck-like things better than ever. And we’re not just talking about the slight upgrade in off-road performance, we’re talking about a flexible bed to help you get chores done, and the ability to tow or haul with comfort and flexibility other trucks can only wish for. It’s why the Ridgeline brings more first-time buyers to Honda than any other vehicle, and why it continues to be a great choice in the growing midsize truck realm.
Specifications
- Engine: 3.5-liter V6
- Transmission: 9-speed automatic
- Horsepower: 280
- Torque: 262 lb-ft
- EPA: 18 City | 23 Highway | 20 Combined
- 0-60 mph: 7.0 seconds
- 1/4 Mile: 15.5 seconds at 90 mph
- 60-0 Braking (avg): 123 feet
- MW Fuel Economy: 20.4 mpg (Regular)
- Max Towing Capacity: 5,000-lbs