Mazda 3 Maxx Sport v Toyota Corolla ZR v VW Golf Comfortline FSI 2007 Comparison

Last year, at the launch of Holden's VE Commodore, Peter Robinson wrote, "nothing in motoring journalism beats the thrill of driving the next generation of a best seller. Forget Ferraris, these cars are relevant."

Those words pretty much define this comparo. It may not be sexy, and it's unlikely to top any dream garage wish lists, but the Toyota Corolla, now in its 10th generation, is the number-two selling car in Australia, behind the aforementioned Commodore. And while the Corolla bumps the Mazda 3 onto the bronze medal step of the Aussie car-sales podium, it's the Mazda that nabs a bigger share of the private buyer market.

Unlike the Corolla or 3, Volkswagen's Golf is not at the pointy end of the monthly VFacts report, but it hovers around the Top 20 and sold more than 1000 units in May. And, like the Mazda, the Golf attracts a solid share of private buyers, meaning high profitability per unit compared to discounted fleet sales.

The Golf is also the hatch against which other manufacturers, Toyota included, benchmark their new models. It was the winner of our most recent hatch mega test (September 2005), where the Mazda placed third behind the Ford Focus - and the previous generation Corolla ran last in a nine-car field.

At $26,500, the Mazda 3 Maxx Sport is the cheapest of our comparo by $3500 over the VW Golf 2.0 FSI Comfortline and top-spec Corolla Levin ZR. We could have chosen the $29,600 Mazda SP23 to match up more closely on price, but, while the 110kW/200Nm 2.0-litre Golf would have held its own, the Mazda's 115kW/203Nm 2.3-litre four-cylinder would have swatted the 100kW/175Nm 1.8-litre Corolla out of the ballpark.

Similarly, we could have down-specced and chosen the $27,490 Golf Comfortline, but its 75kW/148Nm 1.6-litre four-potter would have been slower than the proverbial wet week.

The 10 percent gap between the Mazda and the others is not reflected in the respective safety spec levels. The Mazda, like the Golf, gets front, side and curtain bags; the Corolla matches that and adds as standard a driver's knee airbag. The Mazda is the only car of our trio to feature seatbelt warning lights for each of the five lap-sash belts.

Only the Golf is standard with stability control (ESP), while it's a $1000 option on the Mazda. Unfortunately, no amount of money can equip a Corolla with that technology, which is a fairly major oversight on a brand-new car. Thankfully, Toyota Australia agrees with this sentiment and is rushing a fix to market. Expect ESP to be standard or optional on all Corolla models by late 2008.

The biggest sales brochure boast the Golf and Corolla have over the cheaper Mazda is their standard six-speed manual gearboxes, while the Mazda makes do with only five (albeit well-chosen) ratios.

Like many of Wheels' comparisons, this one begins at Oran Park on Sydney's south western outskirts. With just 100kW and 175Nm tasked with propelling a hefty 1300kg, we weren't expecting much from the Corolla, and all placed bets that it wouldn't even match the 9.0sec to 100km/h set by the old model.

Despite the best efforts of Peter Robinson and myself, our money was safe. Off the line, the smooth 1.8-litre engine struggles to motivate the mass, and by 60km/h has fallen half a second behind the Mazda and 0.3sec adrift of the Golf.

It gets worse with each passing 10km/h increment and by 100km/h, the Corolla is 0.7 behind the VW and more than a full tick of the clock behind the sprightly 3.

After clocking a frankly disappointing 9.7sec to 100km/h, the Corolla, with its sweet-shifting six-speed gearbox, claws back a few tenths and just breaks into the 16-second bracket for the standing 400 metres (16.9sec at 135km/h).

But these numbers look a bit limp next to the Volkswagen (0-100km/h in 9.0sec and 0-400m in 16.4sec at 141km/h) and the surprisingly sharp Mazda (0-100km/h in 8.6sec and 0-400m in 16.2sec at 141km/h).

In the 80-120km/h overtaking test, the 2.0-litre Golf and Mazda continue to press their advantage over the 1.8-litre Toyota. In third gear, both the VW and 3 record 5.7sec, while the Levin needs 6.6 seconds.

In real world figures, that's another 0.9sec on the wrong side of the road. Both in sixth gear, the difference between the Golf and the Toyota stretches to an incredible 3.0 seconds.

Having conquered the drag strip, the Mazda leads our trio south along the M5 Motorway and burbles along at 100km/h at a noisy 2900rpm in fifth gear. It's not so much the mechanical noise that's overbearing, but the hubbub from the tyres and suspension.

Later, during Wheels' four-up testing over typical Aussie country roads, it's actually impossible to have a conversation with rear-seat passengers. And this, remember, despite attention paid to improving noise, vibration and harshness (NVH) levels during the 3's mid-2006 facelift.

Even with an extra cog in the gearbox, the Corolla's crankshaft is also spinning at 2900rpm at 100km/h, but its overall refinement is a huge step up over the Mazda. Wind and road noise are well suppressed, and it's a refined companion on motorway schleps or when buzzing around the 'burbs. In fact, rear-seat passengers rated it the best on test for aural relaxation.

It's a shame, then, that the driver's forward visibility is so compromised by the thick A-pillars. Even the addition of quarter windows near the base of the pillars can't really improve matters. At intersections, it's best to check two or three times before committing your right foot to the throttle pedal. Away from the urban drudgery, the A-pillars also hinder your ability to really attack tight corners.

VW's Golf, despite being built in South Africa, certainly feels European after the others. It's the most refined and feels the most grown up. At 100km/h in top gear, its tacho needle is pointing to 2800rpm, and while this is just 100rpm lower than the others, the Golf is the quietest place to be for front seat passengers.

During four-up testing, however, our rear-seat passengers said it fell between the thrashy Mazda and refined Corolla, but closer to the Toyota end of the spectrum. With its effortless torque, the Golf is the happiest to potter through peak hour traffic or power up hills without the frantic cog-swapping demanded by the Toyota.

Off the highway, and the Mazda comes alive and back into contention. While none of our trio is likely to be mistaken for a genuine hot-hatch, it's the Mazda that does the best impersonation.

With its exhaust blowing fruity raspberries and the lively steering encouraging you to throw it around, the 3 is a born entertainer. A keen driver will not quickly tire of its flat cornering stance, excellent body control and mid-corner adjustability. And don't think that five-speed 'box is a hindrance, either. The ratios are well chosen, the shift is fast and defined, and it's matched to a positive clutch action.

Though lacking the ultimate dynamic polish of the Mazda, the Golf does a good job of combining around-town refinement with backroad brilliance. It feels taller and heavier than the 3, but remains relatively flat during hard cornering.

Its steering cannot match the liveliness of the Mazda, and its rear suspension is a little soft in rebound control, but the Golf, even in this mid-range spec, is a willing partner in the turns.

Jumping from either of its competitors, the Corolla's 1.8-litre can feel flat and lacking in oomph. In the tight stuff, it's easy to get caught in the wrong gear; second is often too short, with the engine nudging its 6600rpm cut-out, while third is too leggy for the engine to pull with any real conviction.

Through one of the corners selected for photography, the Corolla was 10-15km/h slower than the Golf or 3. And to get the desired attitude to satisfy shooter Wielecki, the Corolla was screaming at the top of third gear, while the others powered through in the meat of fourth gear.

The Corolla's tall, almost mini-SUV seating position exaggerates its bodyroll, but the biggest failing is a lack of control from the rear suspension. At moderate speeds, the Levin's torsion beam rear end matches the more expensive multi-link set-ups of the Mazda and VW, but push harder and the Toyota begins to run out of talent. Strike a bump with the suspension loaded, and the rear end will pogo up and down as the dampers try to catch the movement.

It can take a couple of strokes of the damper piston before calm is restored. The steering, however, is relatively feelsome and precise, especially so for an electrically- assisted system. But while the Golf and Mazda both offer adequate, if not spectacular, brakes, the Corolla's are its biggest dynamic downfall. The pedal offers wooden feel and very little initial bite. Press harder (and panic will force you to do just that) and the ABS threshold is easily breached.

There's no question this Corolla is vastly better than the car which finished dead last in our September '05 mega test. In fact, it feels two generations better than the car it replaces. And, if it had stability control, improved brakes and better rear suspension, it may even challenge for an outright victory. As it sits, however, those issues make a good case for ranking it last in this comparison, too.

Hands down, the dynamic winner of this comparo is the Mazda 3. A willing engine partnered with fast and accurate steering, and an adjustable and chuckable chassis, the Mazda will entertain whenever the mood takes you.

Its NVH issues, however, will be with you every day, and that may soon grate depending on the type of driving you do. It's certainly not a deal breaker, but cars like the Golf and the new Corolla are moving the refinement game on. Remember, though, that the 3 is $3500 cheaper than the others, and that makes a pretty persuasive argument if you're choosing a winner of your own.

While not faultless, the Golf combines the Mazda's sportiness with refinement only the Corolla goes close to matching. In short, the VW is the best all rounder and, like its talented GTI brother, that's still enough to keep it at the head of its class.

FUELING AROUND
Despite offering the most performance, and being the only one to make do with a five-speed 'box, the Mazda 3 returned just 9.7L/100km over our 500km loop of performance testing, motorway driving, backroad hustling and photographic drudge work. With the smallest engine and the most weight to haul, the Corolla was worked hard and returned a disappointing 10.0L/100km. VW's Golf, at 10.6L/100km, drank the most on test.

MAZDA 3 MAXX SPORT
Judged solely on dynamics, the 3 is a winner. Great steering coupled to an adjustable chassis equals plenty of fun. Interior is well laid out, with excellent visibility, but the front seats are too narrow in the shoulder; despite being four-way adjustable, the steering wheel won't go high enough for all; offers 300 litres cargo space but only has a space saver.

TOYOTA COROLLA LEVIN ZR
Doesn't offer the chassis refinement of its rivals; the torsion beam rear end runs out of talent above 6/10ths. Inside, the 'bridge' console may look weird but it puts the shifter right next to the wheel, although some testers didn't like handbrake location or operation; there's just 283 litres in the boot but Corolla is the only one with a full-size spare.

VW GOLF COMFORTLINE
The Golf strikes a fine balance between dynamic talent and cruising ability. Lacks just a touch of rebound control. Inside, the South African-built Golf feels more upmarket and 'European' with classy instruments and the best seats; feels like a bigger car and offerrs the most space in the boot at 347 litres - it's the only one with a power supply back there, too.

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