Vehicle Layout Hatchback Front-engine, FWD, 5-pass, 4-door hatchback Sedan Front-engine, AWD, 5-pass, 4-door sedan Engine/Transmission Hatchback
2.5L DOHC 16-valve I-4/6-speed manual Sedan 2.5L DOHC 16-valve I-4/6-speed automatic Curb Weight (F/R Dist) Hatchback 3,010 lb (62/38%) Sedan
3,290 lb (60/40%) Wheelbase 107.3 in Length x Width x Height Hatchback 175.6 x 70.7 x 56.7 in Sedan 183.5 x 70.7 x 56.9 in Energy Consumption, City/Hwy
Hatchback 135/96 kW-hr/100 miles Sedan 135/102 kW-hr/100 miles CO2 Emissions, Comb Hatchback 0.68 lb/mile Sedan 0.69 lb/mileSPECS 2020 Mazda3 Hatch 2020 Mazda3 AWD Sedan
Base Price/As Tested $24,520/$28,420 $24,920/$30,460
Power (SAE net) 186 hp @ 6,000 rpm 186 hp @ 6,000 rpm
Torque (SAE net) 186 lb-ft @ 4,000 rpm 186 lb-ft @ 4,000 rpm
Accel, 0-60 mph 6.9 sec 8.1 sec
Quarter Mile 15.2 sec @ 93.0 mph 16.2 sec @ 87.7 mph
Braking, 60-0 mph 118 ft 122 ft
Lateral Acceleration 0.85 g (avg) 0.79 g (avg)
MT Figure Eight 27.0 sec @ 0.63 g (avg) 28.1 sec @ 0.58 g (avg)
EPA City/Hwy/Comb 25/35/29 mpg 25/33/28 mpgF
or the 2019 model year, Mazda
took a different road for its
compact sedan and hatch-
back. The 2019 Mazda3 obtained
premium-ish styling inside and
outside, raising itself from the rest
of the econobox segment. But
the change from an independent
rear suspension to a torsion beam
weakened the sharp handling the
previous 3 was known for.
The fittings of the Mazda3’s
interior look like they’re taken from
European sedans, with simple and
well-executed lines.The 8.8-inch screen is easy
to control with the rotary knob—
though changing a radio station
requires diving through menus—
while the Mazda Connect info-
tainment system’s graphics have
been updated with fonts and
visuals that look more upscale.
And although its exterior is
handsome, the small windows
and the blind spots they create
were an issue for some of us.
Unlike the Corolla and Civic, which
offer plenty of rear legroom and
headroom, the 3’s space is tight.Its styling was well received by
the judges, but the driving experi-
ence was not. The defanged
powertrain and the changes in
the suspension caused the car
to feel weaker than the previous
model, taking away part of the
fun the 3 was known for.
The 2.5-liter engine delivers 186
hp and 186 lb-ft of torque. That’s
on par with the segment, but youjust don’t feel the same oomph
like in the previous generation.
We welcome the premium
styling, but we’re disappointed
that the new model doesn’t
drive with the fun of the previous
generation. The Mazda3 has
been a favorite among MT
staffers, but the new generation
doesn’t have enough to win our
hearts again. Miguel CortinaPRO Upscale interior • Quiet cabin • Handsome styling
CON Choppy ride • Tight passenger space • High price for segmentMazda3
Vehicle Layout Front-motor, FWD, 5-pass, 4-door hatchback Engine/Transmission AC synchronous permanent-magnet electric motor/1-
speed automatic Curb Weight (F/R Dist) 3,906 lb (55/45%) Wheelbase 106.3 in Length x Width x Height 172.2 x 71.1 x 61.4 in Energy Consumption,
City/Hwy 27/33 kW-hr/100 miles CO2 Emissions, Comb 0.00 lb/mile (at vehicle)SPECS 2019 Kia Niro ECO Electric (EX)
Base Price/As Tested $39,545/$47,405
Power (SAE net) 201 hp @ 3,800 rpm
Torque (SAE net) 291 lb-ft @ 0 rpm
Accel, 0-60 mph 6.2 sec
Quarter Mile 14.8 sec @ 95.7 mph
Braking, 60-0 mph 123 ft
Lateral Acceleration 0.80 g (avg)
MT Figure Eight 27.1 sec @ 0.66 g (avg)
EPA City/Hwy/Comb 123/102/112 mpg-eW
ith a 239-mile range on
a full charge, the 2019
Kia Niro EV eases range
anxiety and gives you a genuine
all-electric daily driver that you
probably won’t need to plug in
every night.
Like its hybrid and plug-in
hybrid siblings, the Niro EV
sticks to traditional gauges,
buttons, and a touchscreen.
Transparency helps sell EVs to
a public that doesn’t want to
have to learn some goofy new
interface.The spacious interior easily
fits average-sized adults, and
the cargo area is accommo-
dating, particularly with the rear
seats folded. Despite its cool
graphics to track efficiency, the
Niro EV’s infotainment system
remains user-friendly thanks to
its straightforward layout.
Some judges commented
on the Niro EV’s feeling of
solidity thanks to its high-
speed stability, comfortable
ride, and lack of buzzes and
rattles. Unfortunately, itsdriving dynamics were plagued
by excessive understeer,
uncommunicative steering,
and mushy brakes. Priddle
complained about jerky
acceleration and inability to
perform one-pedal driving
because the regenerative brakes
won’t bring the car to a stop.
Our EX Premium example
came loaded up. A driver
assistance suite that works well?
Check. Heated and ventilated
front seats? Got those, too. At
$47,405, the Niro EV was oneof the most expensive EVs we
had this year—much pricier than
the Tesla Model 3. Some judges
couldn’t justify that, especially
with its interior feeling cheaper
than its price tag.
The Niro EV’s biggest problem?
It came a few years too late. With
the 240-mile Tesla Model 3 priced
similarly to a base Niro EV and
the Chevrolet Bolt EV gaining
20 miles more range, the Kia’s
primary advantage is that it still
qualifies for the $7,500 federal
tax credit. Stefan OgbacPRO Not a funny-looking EV • Compliant ride • Roomy interior
CON Expensive at higher trims • Joyless to drive • Conservative stylingKia Niro EV
COTY
Hatch