Mazda3 MPS: The Ultimate Super-Hatch | Part Two

Order soon to avoid disappointment

Mazda UK already has a healthy waiting list for the sensational new Mazda3 MPS and with an annual allocation of up to 1,000 units for this country, customers are being encouraged to reserve their new car now to avoid disappointment.  ‘Booking early’ can be carried out online from the comfort of home as Mazda UK has set up a new dedicated Mazda3 MPS Ordering Website.

Online customers visiting this special website (www.mazda3mpsonlineorder.co.uk ) can choose between a regular Mazda3 MPS or the Mazda3 MPS Sports Aero kit version and go on to specify their preferred colour.  The website indicates the anticipated delivery date for each model and customers receive a confirmation email acknowledging their order.  The website also asks buyers to select their preferred Mazda dealer from a list of three nearest to their location.

Although each order for a Mazda3 MPS placed via the website will be processed promptly, a visit to the chosen dealer will be necessary to place a deposit on the new car and arrange individually tailored part-exchange or finance packages.

Power and Control, with Safety and Refinement

With one exception, both versions of the Mazda3 MPS are mechanically identical.  The MZR 2.3 DISI* Turbo engine generates 260ps and 380Nm of torque (at just 3,000rpm) and drives the front wheels via a six-speed manual transmission.  Sophisticated computer-controlled electronics modulate the delivery of torque to minimise torque-steer and ensure maximum traction.

Petrol direct-injection and turbocharging are the primary sources of power for the 2.3-litre four cylinder from the MZR family of engines.  Mazda has already installed the engine in the Mazda6 MPS and it will appear in the forthcoming Mazda CX-7.  An electronic throttle and electronic boost pressure control ensure acceleration without turbo lag and lively throttle response.

The MZR 2.3 DISI* Turbo engine injects petrol under high pressure (115 bar) directly into the combustion chamber causing latent heat evaporation and a welcomed cooling effect, which has positive advantages for volumetric efficiency in the combustion chamber.

Direct‑injection allows a homogenous fuel/air mixture around the spark plugs, effectively retarding misfire. Ignition timing can then be retarded, which helps raise exhaust-gas temperatures.  The engine’s lightweight, single-scroll turbocharger also contributes to this by limiting heat loss in the exhaust system.  As a consequence, the catalytic converter heats up especially fast - an indispensable perquisite for meeting Euro Stage IV emission standards.

A relative high compression ratio of 9.5: 1 contributes to the car’s frugal use of fuel and to linear acceleration attributes with almost no turbo lag.  To restrict wheel spin during heavy acceleration in first gear, engineers inhibited an extreme power surge via the throttle valves and the waste-gate valve of the turbocharger.  And Dynamic Stability Control (DSC) also intervenes into the engine management system by monitoring any differences in the speeds of the front and rear wheels.

continues... | Part Three
Published 10 April 2007 Melanie Carter

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