以下内容是我自译（只翻译后段，前段主要讲尾箱空间，懒得翻译）：
显然，简单的扭力梁有其好处(更大尾箱空间)，但马自达工程师选择了一种没有提供最佳动态的悬挂装置，这仍然令人惊讶。马自达工程师Beppu说：“因此，如果你在赛道上……在赛道上或者别的什么地方激烈驾驶，而你正绕着弯道高速行驶，当然，在这种情况下，多连杆将有它的优势。”，Beppu：“但是，如果你想想在日常驾驶的场景下，绝大多数情况下这两种悬挂装置在这这种场景下没有区别。”
原文：
Compared to multi-link suspensions, torsion beams are often mechanically simpler, can be lighter and are typically easier to package. That last point, in particular, can pay some important dividends, particularly in the area cargo space. Torsion beams usually sit lower in a vehicle, something that often allows for more trunk room.
And this is also the case with the2020 Mazda3.Beppu noted the new cargo hold is deeper and more accessible than before. He also said suitcases are easier to fit in there because of the space’s revised shape.
Obviously, the humble torsion beam has its share of important benefits, but it’s still surprising that Mazda engineers opted to go with a suspension arrangement that doesn’t provide the best-possible dynamics. “So, if you were… driving around a circuit, [at a] track day or whatever, and you’re going around a high-G corner, of course, multi-link, in that particular instance, will have its advantage,” said Beppu. “But, if you think about real daily driving, the vast majority of cases there’s no difference between the two in this area.”
出处：
https://www.autoguide.com/auto-news/2018/12/why-the-h-ll-does-the-2020-mazda3-have-a-torsion-beam-rear-suspension-.html
最后谈下个人看法，纯主观，绝对不客观。
要大尾箱我不会选择马自达，马自达是出了名的空间小。
我认为马自达就应该以“动态感受”作为第一优先级，我是喜欢操控才成了马自达fans。