2007 Mazda3 - Tuner & Import Car - Sport Compact Car Magazine

When Tri-Point Engineering, winner of the 2007 Speed World Challenge driver's and manufacturer's championship, debuted its bolt-on turbo kit for the Mazda3, we were skeptical. Could a bolt-on affair ever come close to the turbocharged and intercooled, 2.3-liter, direct-injected MZR (DISI) engine found in the Mazdaspeed3?

Back-to-back testing on the dyno and street impressions (SCC, August 2008), showed the kit to be similar in terms of power, though drastically different in character. Both still hauled ass. But as we've always preached, power and acceleration aren't everything. We wanted to know if all this power made the Tri-Point turbo Mazda3 as fast as the Mazdaspeed3.

This was, of course, just another of our elaborate excuses to get on the track. Tri-Point Engineering obliged and brought its production-spec turbo Mazda3 to run against a stock Mazda3 and a Mazdaspeed3 at Buttonwillow Raceway. We would be employing the now-famous Super Lap Battle time attack configuration (13CW) as well as carrying out our standard acceleration, braking and figure-eight tests. We'd see if Tri-Point's car lived up to the title of the Budget Mazdaspeed3 or if it would be a wheel-spinning flop.

Stock Mazda3
Making just 139 wheel-hp, the Mazda3 seems under-endowed. But having one for a lap time and handling reference is important, as it forms the basis for subsequent comparison. Many people wouldn't even give it a second look, but in terms of driving fun and overall balance, most of us at SCC prefer the Mazda3 over the rest of its class for its overall balance, linear power delivery, fuel economy and general feel.

On the track, Mazda's driver-oriented philosophy is evident from the communicative steering and well-balanced chassis. Steering precision, build-up and feedback are well communicated. The suspension is better than might reasonably be expected from a base model. Although spring rates are soft, causing the car to roll, the dampers do a good job of preventing unnecessary oscillation over dips as well as promoting stability through high-speed kinks and sweepers.

It still understeers (as a showroom-fresh front-driver will) on all-season Goodyear tires that don't include track use on their list of priorities. But that understeer never feels terminal. Even with the all-season rubber, braking points are similar to the faster Mazdaspeed3 and turbo Mazda3, on account of the lower speeds. And the brakes never fade.

The five-speed transmission is geared perfectly for Buttonwillow. The tight, section-three hairpin (known as Button Hook) is taken smack in the middle of the powerband in second gear. Despite relatively low power, throttle modulation is still required to prevent the inside wheel from spinning, due to the car's open differential. The Mazda3 can hang with its turbocharged counterparts pretty well in lower-speed corners, but as the track opens out in the latter half and speeds increase, the shortfall of almost 100 horses becomes obvious. A final time of 2:16.048 shows how capable this entry-level sports sedan can be. This is one basic econobox that still handles.

Stock Mazdaspeed3
With over 100 more wheel-hp, twice the torque, a stiffer chassis, factory sport-tuned suspension, a limited-slip differential and (most importantly) active torque control, the Mazdaspeed3 should outpace the stock car easily. And it does, with a gain of almost seven seconds per lap.

Mazda's factory hot rod sets a lap time of 2:09.281. Compared to the undeniably competent base chassis, much of the advantage on this high-speed configuration comes from the difference in outright power. The car simply out-accelerates the Mazda3 from every turn. While apex speeds (limited by lateral tire grip) are similar in most critical corners, it always has an advantage in entry and exit speed through each sector. The Mazdaspeed3 is consistently 10mph faster than its base brethren down the long front straight, right before the braking point.