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Found 320 results

  1. 2021 is going to be a very interesting year for the Mazda3 as two more engines become available. According to separate reports from Jalopnik and Hagerty, Mazda will be dropping in the turbocharged 2.5L four-cylinder found in the 6, CX-5, and CX-9. The engine produces 227 horsepower on regular or 250 on premium. Like other Mazda models with this engine, the 3 will have it paired only with a six-speed automatic. Both reports say the engine will have AWD as standard. According to Hagerty's source, the engine will be available on a new trim called Premium Plus - likely taking the top spot in the 3's trim lineup. The source also confirmed this engine will not mean the return of the Mazdaspeed name for a hot variant. The other engine is a 2.0L four-cylinder that Jalopnik reports is only for the sedan. Hagerty believes this engine is the SkyActiv-G used in the previous-generation 3, not the SkyActiv-X with its compression-ignition system. Not surprisingly, Mazda said they "“have not announced any details for the 2021 Mazda3," when asked about this. Source: Hagerty, Jalopnik View full article
  2. 2021 is going to be a very interesting year for the Mazda3 as two more engines become available. According to separate reports from Jalopnik and Hagerty, Mazda will be dropping in the turbocharged 2.5L four-cylinder found in the 6, CX-5, and CX-9. The engine produces 227 horsepower on regular or 250 on premium. Like other Mazda models with this engine, the 3 will have it paired only with a six-speed automatic. Both reports say the engine will have AWD as standard. According to Hagerty's source, the engine will be available on a new trim called Premium Plus - likely taking the top spot in the 3's trim lineup. The source also confirmed this engine will not mean the return of the Mazdaspeed name for a hot variant. The other engine is a 2.0L four-cylinder that Jalopnik reports is only for the sedan. Hagerty believes this engine is the SkyActiv-G used in the previous-generation 3, not the SkyActiv-X with its compression-ignition system. Not surprisingly, Mazda said they "“have not announced any details for the 2021 Mazda3," when asked about this. Source: Hagerty, Jalopnik
  3. Los Angeles - The Mazda CX-30 originally debuted at the Geneva Auto Show in March of 2019. Now Mazda is bringing it to the Los Angeles for U.S. consumption. The CX-30 is the latest vehicle on Mazda's new generation of vehicles that are getting complete makeovers to feel more luxurious in spite of their price. Slotting between the tiny CX-3 and compact CX-5, the CX-30 takes on a Goldilocks approach of not-too-big not-too-small. It has more of a coupe like roofline than the other two as well. Mazda paid special attention to the interior with a comfortable and luxurious cabin. Engineers focused on reducing noise, harshness, and vibration to create a serene space for driver and passengers. Speakers of the sound system were repositioned in order to improves sound and reduce areas where outside sounds could intrude into the cabin. Mazda is debuting their connected services on the CX-30 with the MyMazda app. The app can handle remote starting, locking and unlocking the doors, or even activate the hazard lights. Vehicle status such as oil life, fuel level, and tire pressure can be monitored from the app as well. The app will notify owners of important vehicle alerts or recalls. Emergency services such as towing or 911 can be contacted through the system as well. While European customers get a choice of engines, the U.S. spec CX-30 will only come with a single engine option; the Skyactiv 2.5 liter 4-cylinder that produces 186 horsepower, a best in class figure for a standard engine, and 186 lb.-ft of torque. There will be four trims available, base, Select, Preferred, and Premium. Base price starts at $21,900 for the front wheel drive model and $23,300 for the base AWD model. Front-Wheel Drive i-Activ All-Wheel Drive CX-30 $21,900 $23,300 CX-30 Select $23,900 $25,300 CX-30 Preferred $26,200 $27,600 CX-30 Premium $28,200 $29,600 View full article
  4. Over a year ago, I pitted the Mazda CX-9 against the Volkswagen Atlas to find out which was the better three-row crossover. The CX-9 put up a good fight with a very luxurious interior and impressive driving dynamics. However, the Atlas took home the win as it proved to be the better carrier of passengers and cargo, along with providing a slightly smoother ride. A year on, the CX-9 makes a return to the C&G Detroit Garage to see if it could redeem itself. Spoiler alert: I still feel the same way as I did last year. Going on three years, the CX-9 is still one of the best looking three-row crossovers on sale. Its graceful lines, tapered rear pillar, and slim lights make the crossover look more expensive than it actually is. The Grand Touring may miss out on the Nappa leather for the seats and Rosewood trim found on the Signature, it is still a nice place to sit in. Bright metalwork contrasts nicely with soft-touch plastics and leather upholstery on the seats. But the interior also houses some of the CX-9’s key flaws beginning with the seat arrangement. All 2019 CX-9s come with seating for seven people, there is no option for six with a set of captain chairs - that is being rectified for 2020. Those sitting in the second-row will have no complaints about space, but anyone sitting in the third-row will bemoan the lack of legroom. This can improve if the second-row is slid forward. Cargo space is another weak spot. The CX-9 only offers 14.4 cubic feet behind the third-row, 38.2 cubic feet behind the second row, and 71.2 cubic feet with both rows folded. To give some perspective, the Atlas offers 20.6, 55.5, and 96.8 cubic feet of space. 2019 finally sees Mazda add Apple CarPlay and Android Auto compatibility to their MazdaConnect infotainment system. This is an improvement as MazdaConnect trails competitors in terms of graphics and a slightly confusing menu structure. At least the control knob and shortcut buttons make using the system less aggravating. Power comes from a turbocharged 2.5L four-cylinder with 227 horsepower (250 if you fill up with premium) and 310 pound-feet. This is channeled through a six-speed automatic and the choice of front- or all-wheel drive. Putting a turbo-four into a three-row crossover seems like madness, but Mazda was able to make it work with no issue. Torque arrives at a low 2,000 rpm, allowing the CX-9 to leap away from any driving situation. Response from the transmission is excellent with snappy up and downshifts. Fuel economy is rated by the EPA at 20 City/26 Highway/23 Combined. My average for the week landed around 23, slightly better than the 22.5 mpg for the 2018 model. The ace up the CX-9’s sleeve is the handling. No other crossover can close to matching the taut characteristics on offer with body motions kept in check and sharp steering. Though how many people consider a plus is likely very small. Ride quality falls under supple with most bumps and imperfections being ironed out. Impressive when you consider this is riding 20-inch wheels. The Mazda CX-9 is an outlier in the three-row crossover class as it focuses more on the driving experience and looks. That isn’t a bad thing as it gives Mazda a unique selling point. But a small space for passengers and cargo is the CX-9’s major downfall. Disclaimer: Mazda Provided the CX-9, Insurance, and One Tank of Gas Year: 2019 Make: Mazda Model: CX-9 Trim: Grand Touring AWD Engine: Turbocharged 2.5L Skyactiv-G Inline-Four Driveline: Six-Speed Automatic, All-Wheel Drive Horsepower @ RPM: 227 or 250 @ 5,000 (Depending on the fuel) Torque @ RPM: 310 @ 2,000 Fuel Economy: City/Highway/Combined - 20/26/23 Curb Weight: 4,383 lbs Location of Manufacture: Hiroshima, Japan Base Price: $42,640 As Tested Price: $45,060 (Includes $995.00 Destination Charge) Options: Illuminated Door Sill Trim Plates - $575.00 Front & Rear Bumper Trim - $550.00 Snowflake White Pearl - $200.00 Cargo Mat - $100.00 View full article
  5. Over a year ago, I pitted the Mazda CX-9 against the Volkswagen Atlas to find out which was the better three-row crossover. The CX-9 put up a good fight with a very luxurious interior and impressive driving dynamics. However, the Atlas took home the win as it proved to be the better carrier of passengers and cargo, along with providing a slightly smoother ride. A year on, the CX-9 makes a return to the C&G Detroit Garage to see if it could redeem itself. Spoiler alert: I still feel the same way as I did last year. Going on three years, the CX-9 is still one of the best looking three-row crossovers on sale. Its graceful lines, tapered rear pillar, and slim lights make the crossover look more expensive than it actually is. The Grand Touring may miss out on the Nappa leather for the seats and Rosewood trim found on the Signature, it is still a nice place to sit in. Bright metalwork contrasts nicely with soft-touch plastics and leather upholstery on the seats. But the interior also houses some of the CX-9’s key flaws beginning with the seat arrangement. All 2019 CX-9s come with seating for seven people, there is no option for six with a set of captain chairs - that is being rectified for 2020. Those sitting in the second-row will have no complaints about space, but anyone sitting in the third-row will bemoan the lack of legroom. This can improve if the second-row is slid forward. Cargo space is another weak spot. The CX-9 only offers 14.4 cubic feet behind the third-row, 38.2 cubic feet behind the second row, and 71.2 cubic feet with both rows folded. To give some perspective, the Atlas offers 20.6, 55.5, and 96.8 cubic feet of space. 2019 finally sees Mazda add Apple CarPlay and Android Auto compatibility to their MazdaConnect infotainment system. This is an improvement as MazdaConnect trails competitors in terms of graphics and a slightly confusing menu structure. At least the control knob and shortcut buttons make using the system less aggravating. Power comes from a turbocharged 2.5L four-cylinder with 227 horsepower (250 if you fill up with premium) and 310 pound-feet. This is channeled through a six-speed automatic and the choice of front- or all-wheel drive. Putting a turbo-four into a three-row crossover seems like madness, but Mazda was able to make it work with no issue. Torque arrives at a low 2,000 rpm, allowing the CX-9 to leap away from any driving situation. Response from the transmission is excellent with snappy up and downshifts. Fuel economy is rated by the EPA at 20 City/26 Highway/23 Combined. My average for the week landed around 23, slightly better than the 22.5 mpg for the 2018 model. The ace up the CX-9’s sleeve is the handling. No other crossover can close to matching the taut characteristics on offer with body motions kept in check and sharp steering. Though how many people consider a plus is likely very small. Ride quality falls under supple with most bumps and imperfections being ironed out. Impressive when you consider this is riding 20-inch wheels. The Mazda CX-9 is an outlier in the three-row crossover class as it focuses more on the driving experience and looks. That isn’t a bad thing as it gives Mazda a unique selling point. But a small space for passengers and cargo is the CX-9’s major downfall. Disclaimer: Mazda Provided the CX-9, Insurance, and One Tank of Gas Year: 2019 Make: Mazda Model: CX-9 Trim: Grand Touring AWD Engine: Turbocharged 2.5L Skyactiv-G Inline-Four Driveline: Six-Speed Automatic, All-Wheel Drive Horsepower @ RPM: 227 or 250 @ 5,000 (Depending on the fuel) Torque @ RPM: 310 @ 2,000 Fuel Economy: City/Highway/Combined - 20/26/23 Curb Weight: 4,383 lbs Location of Manufacture: Hiroshima, Japan Base Price: $42,640 As Tested Price: $45,060 (Includes $995.00 Destination Charge) Options: Illuminated Door Sill Trim Plates - $575.00 Front & Rear Bumper Trim - $550.00 Snowflake White Pearl - $200.00 Cargo Mat - $100.00
  6. Mazda has an internal debate going on as to whether to electrify or not the next generation MX-5 Miata. One of the major concerns is keeping the car light weight. The current car in base form tips the scales at just 2,345 lbs. and is incredibly well balanced, so adding batteries and electric motors could upset that balance. Electric motors can be compact and powerful though, adding torque in places where gasoline motors are weak. In order to provide that power, they require dense and heavy battery packs. Still, if power can be added to the 2.0-liter four-cylinder that produces 181 horsepower and 151 lb-ft of torque, it might make up for the weight increase in a straight line. Why do this? It's not like the MX-5 is a huge seller. It doesn't contribute to Mazda's overall volume in such a way that it should require efficiency tuning to meet fuel economy standards. Just 8,971 Miatas passed through Mazda dealerships in 2019. The answer is in image. Mazda wants to maintain the appearance of being eco-friendly. They feel that the preference of people who enjoy driving sports cars could be changing, so Mazda needs to think about the direction society is going. The next Mazda MX-5 isn't due until 2022 or so, so Mazda still has some time to decide. Mazda is committed to the original formula that made the Miata an icon though, and any electrification will have to happen with the thought of maintaining lightness as a priority. View full article
  7. Mazda has an internal debate going on as to whether to electrify or not the next generation MX-5 Miata. One of the major concerns is keeping the car light weight. The current car in base form tips the scales at just 2,345 lbs. and is incredibly well balanced, so adding batteries and electric motors could upset that balance. Electric motors can be compact and powerful though, adding torque in places where gasoline motors are weak. In order to provide that power, they require dense and heavy battery packs. Still, if power can be added to the 2.0-liter four-cylinder that produces 181 horsepower and 151 lb-ft of torque, it might make up for the weight increase in a straight line. Why do this? It's not like the MX-5 is a huge seller. It doesn't contribute to Mazda's overall volume in such a way that it should require efficiency tuning to meet fuel economy standards. Just 8,971 Miatas passed through Mazda dealerships in 2019. The answer is in image. Mazda wants to maintain the appearance of being eco-friendly. They feel that the preference of people who enjoy driving sports cars could be changing, so Mazda needs to think about the direction society is going. The next Mazda MX-5 isn't due until 2022 or so, so Mazda still has some time to decide. Mazda is committed to the original formula that made the Miata an icon though, and any electrification will have to happen with the thought of maintaining lightness as a priority.
  8. 2019 Mazda CX-5 Signature Mazda is on a mission lately to make their products feel more premium. They have been tuning their vehicles to be quieter and more refined in order to give them an air that they are above their class. This second generation of the Mazda CX-5 debuted for the 2017 model year with a 2.5-liter naturally aspirated 4-cylinder producing 187 horsepower and 186 lb.-ft of torque. For 2019, Mazda added the 2.5-liter turbocharged engine from the CX-9. On regular gas, the engine produces 227 horsepower and 310 lb.-ft of torque, but if you fill it up with 93 octane, the horsepower figure bumps up to 250. Available only on the Grand Touring and Signature trims, the 2.5-T makes the CX-5 the compact crossover with the most available torque. Mazda sent a CX-5 Signature for me to try for a week to see what I thought. There’s no replacement for displacement… maybe The biggest CX-5 news for 2019 is the engine options. There is the 2.5-T mentioned above and a 2.2-liter turbo diesel. Both are exciting entries into a relatively conservative segment. The 2.5-T is the second-largest displacement engine available in the segment, behind the 3.2 liter V6 in the Jeep Cherokee. This 4-cylinder puts out quite a bit more torque than the bigger V6, though the Jeep produces more horsepower (271 @ 6,500 rpm). Even among 4-cylinders, this is the largest displacement you can get, but none of those others offering 2.5 liters also offers a turbocharger. This engine is rated by the EPA to get 22 city / 27 highway. I got about 24 mpg in mostly city driving. Zero to 60 is a claimed 6.2 seconds. Under normal driving, the engine is quiet and composed, with torque coming on quickly when called for. When the pedal is mashed at speed, the CX-5 leaps forward with minimal turbo lag and gives off a strong growl from under the hood. The only time you can really feel any lag in the turbo is if you are starting from a dead stop. Overall, you never feel without power at the tip of your toes and the sounds, and lack of sounds, from the engine room is quiet and refined. One area the CX-5 falls behind on is in the transmission department. Although the transmission offers smooth shift and is willing to downshift when called upon, a 6-speed automatic almost feels anachronistic in a time when all of its direct competition is sporting 8 or 9 speeds. I never thought there would come a day when 6-forward gears aren’t enough, but here we are. Adding 2 or 3 more gears to the CX-5 would further liven up the already sporty crossover and help keep the turbocharged engine firmly in the good places of its torque band. Ride: Al dente – Firm but tender If there is a brand that Mazda is looking to emulate here by being premium without the premium badge, it would likely be BMW. The ride is firm, but not so harsh as to spill your latte. Steering is on the heavy side with precise control and great on-center feel. Body roll is minimal. Pushing the CX-5 into corners is fun and the standard G-Vectoring Control Plus makes sure you stay planted where you intended to be. The i-ACTIV all-wheel-drive mostly runs in front-wheel-drive mode until microscopic amounts of wheel slip are detected and then some torque is instantly transferred to the rear wheels. Mazda programs the AWD system to always have at least a little bit of torque going to the rear in order for the transfer of torque to happen faster. It’s what’s inside that matter most Inside the CX-5, the premium story continues. There is a distinct lack of cheap plastic even in places where they could probably get away with it. The dash and door panels are made of soft-touch material and there is a tasteful amount of chrome trim. Though the seats look black in pictures, they are actually a very dark brown that Mazda calls Caturra Brown Nappa leather. This leather is a feature of the Signature trim level and they are both heated and ventilated. Rear passengers get heated outboard seats as well, controlled from inside the fold-down center armrest. Also, a feature of the Signature trim is the real wood dash inlay and ambient cabin lighting. The seats in the CX-5 are very comfortable with just the right combination of support and cushion. They would be most welcome companions on a long road trip. The rear seats are fairly flat and do not offer a lot of legroom. There is no adjustment fore and aft. Wind and tire noise has been kept to a minimum. There are 4 USB ports, two in the up front armrest and two in the rear armrest. Only one of them allows a connection to the infotainment system. Oddly, the USB ports don’t seem to put out much juice as my phones were very slow to charge from them. The infotainment system is another area similar to BMW. The unit is controlled by a large dial in the center console or touch screen controls. I found the touch aspect to be laggy and a long reach, so I found myself using the dial. Using the dial to navigate is simple enough, but the menus and layout of the screen could probably use a re-think. Apple CarPlay and Android Auto are both here, for some reason only Apple CarPlay can be activated by touch. Operating either system is frustrating with the dial however, this is especially true for Android Auto which I found frustrating to use without touch screen functionality. At least, unlike BMW, Mazda doesn’t charge you an extra subscription fee to use them. Sound from the Bose speakers was clear, but not especially great. There was a time when people mostly bought crossovers for the utility of hauling lots of bulky stuff home from the store, however, these days are different. Now, crossovers are a fashion statement. Still, the CX-5 has 59.6 cubic feet of space with the rear seats folded and 30.9 cubic feet with the seats up. That is at the high end of mid-pack in the segment with the Honda CR-V being the leader, while the Toyota RAV-4, Chevy Equinox, and Ford Escape all have less. Do you need a safe space? This may be it. The Mazda CX-5 Signature comes with a whole host of safety equipment and the center of it all is the heads-up display that keeps the driver informed. Blind Spot Monitoring, Lane-Keep Assist, and Radar Cruise Control, all have status lights in the heads-up display. I found the blind spot monitoring system to be especially helpful when I was backing out onto a busy street with limited visibility. Radar Cruise control is one of my favorite systems of all and I feel it should be standard equipment on all cars. The CX-5 can even read speed limit and stop signs as you approach, changing and updating the local regulations in the heads up display. The Signature also comes with active headlights that turn when you turn to help see around corners. They helped me spot a deer on the side of the road I normally would not have seen. The Verdict The CX-5 Signature is the top of the CX-5 line, so naturally, the price is reflected in that. With an MSRP of $36,890 before any options, the CX-5 may seem pricey, but it comes with everything you could possibly want. However, when you compare it to other small crossovers with similar equipment it actually ends up comparing favorably to others in its class. I priced out Jeep Cherokee Overland with the 2.0T and technology group and the MSRP is $41,685. A GMC Terrain Denali with all the same option boxes checked? $41,430. A Honda CR-V can’t even be equipped like the CX-5 because there is no up-level engine option, yet it still rings up to $38,147. Overall, Mazda has produced a handsome, sporty, fun to drive crossover with enough utility to remain competitive. They’ve loaded it with safety equipment and kept the price in check. It is definitely worth a look. View full article
  9. Los Angeles - The Mazda CX-30 originally debuted at the Geneva Auto Show in March of 2019. Now Mazda is bringing it to the Los Angeles for U.S. consumption. The CX-30 is the latest vehicle on Mazda's new generation of vehicles that are getting complete makeovers to feel more luxurious in spite of their price. Slotting between the tiny CX-3 and compact CX-5, the CX-30 takes on a Goldilocks approach of not-too-big not-too-small. It has more of a coupe like roofline than the other two as well. Mazda paid special attention to the interior with a comfortable and luxurious cabin. Engineers focused on reducing noise, harshness, and vibration to create a serene space for driver and passengers. Speakers of the sound system were repositioned in order to improves sound and reduce areas where outside sounds could intrude into the cabin. Mazda is debuting their connected services on the CX-30 with the MyMazda app. The app can handle remote starting, locking and unlocking the doors, or even activate the hazard lights. Vehicle status such as oil life, fuel level, and tire pressure can be monitored from the app as well. The app will notify owners of important vehicle alerts or recalls. Emergency services such as towing or 911 can be contacted through the system as well. While European customers get a choice of engines, the U.S. spec CX-30 will only come with a single engine option; the Skyactiv 2.5 liter 4-cylinder that produces 186 horsepower, a best in class figure for a standard engine, and 186 lb.-ft of torque. There will be four trims available, base, Select, Preferred, and Premium. Base price starts at $21,900 for the front wheel drive model and $23,300 for the base AWD model. Front-Wheel Drive i-Activ All-Wheel Drive CX-30 $21,900 $23,300 CX-30 Select $23,900 $25,300 CX-30 Preferred $26,200 $27,600 CX-30 Premium $28,200 $29,600
  10. 2019 Mazda CX-5 Signature Mazda is on a mission lately to make their products feel more premium. They have been tuning their vehicles to be quieter and more refined in order to give them an air that they are above their class. This second generation of the Mazda CX-5 debuted for the 2017 model year with a 2.5-liter naturally aspirated 4-cylinder producing 187 horsepower and 186 lb.-ft of torque. For 2019, Mazda added the 2.5-liter turbocharged engine from the CX-9. On regular gas, the engine produces 227 horsepower and 310 lb.-ft of torque, but if you fill it up with 93 octane, the horsepower figure bumps up to 250. Available only on the Grand Touring and Signature trims, the 2.5-T makes the CX-5 the compact crossover with the most available torque. Mazda sent a CX-5 Signature for me to try for a week to see what I thought. There’s no replacement for displacement… maybe The biggest CX-5 news for 2019 is the engine options. There is the 2.5-T mentioned above and a 2.2-liter turbo diesel. Both are exciting entries into a relatively conservative segment. The 2.5-T is the second-largest displacement engine available in the segment, behind the 3.2 liter V6 in the Jeep Cherokee. This 4-cylinder puts out quite a bit more torque than the bigger V6, though the Jeep produces more horsepower (271 @ 6,500 rpm). Even among 4-cylinders, this is the largest displacement you can get, but none of those others offering 2.5 liters also offers a turbocharger. This engine is rated by the EPA to get 22 city / 27 highway. I got about 24 mpg in mostly city driving. Zero to 60 is a claimed 6.2 seconds. Under normal driving, the engine is quiet and composed, with torque coming on quickly when called for. When the pedal is mashed at speed, the CX-5 leaps forward with minimal turbo lag and gives off a strong growl from under the hood. The only time you can really feel any lag in the turbo is if you are starting from a dead stop. Overall, you never feel without power at the tip of your toes and the sounds, and lack of sounds, from the engine room is quiet and refined. One area the CX-5 falls behind on is in the transmission department. Although the transmission offers smooth shift and is willing to downshift when called upon, a 6-speed automatic almost feels anachronistic in a time when all of its direct competition is sporting 8 or 9 speeds. I never thought there would come a day when 6-forward gears aren’t enough, but here we are. Adding 2 or 3 more gears to the CX-5 would further liven up the already sporty crossover and help keep the turbocharged engine firmly in the good places of its torque band. Ride: Al dente – Firm but tender If there is a brand that Mazda is looking to emulate here by being premium without the premium badge, it would likely be BMW. The ride is firm, but not so harsh as to spill your latte. Steering is on the heavy side with precise control and great on-center feel. Body roll is minimal. Pushing the CX-5 into corners is fun and the standard G-Vectoring Control Plus makes sure you stay planted where you intended to be. The i-ACTIV all-wheel-drive mostly runs in front-wheel-drive mode until microscopic amounts of wheel slip are detected and then some torque is instantly transferred to the rear wheels. Mazda programs the AWD system to always have at least a little bit of torque going to the rear in order for the transfer of torque to happen faster. It’s what’s inside that matter most Inside the CX-5, the premium story continues. There is a distinct lack of cheap plastic even in places where they could probably get away with it. The dash and door panels are made of soft-touch material and there is a tasteful amount of chrome trim. Though the seats look black in pictures, they are actually a very dark brown that Mazda calls Caturra Brown Nappa leather. This leather is a feature of the Signature trim level and they are both heated and ventilated. Rear passengers get heated outboard seats as well, controlled from inside the fold-down center armrest. Also, a feature of the Signature trim is the real wood dash inlay and ambient cabin lighting. The seats in the CX-5 are very comfortable with just the right combination of support and cushion. They would be most welcome companions on a long road trip. The rear seats are fairly flat and do not offer a lot of legroom. There is no adjustment fore and aft. Wind and tire noise has been kept to a minimum. There are 4 USB ports, two in the up front armrest and two in the rear armrest. Only one of them allows a connection to the infotainment system. Oddly, the USB ports don’t seem to put out much juice as my phones were very slow to charge from them. The infotainment system is another area similar to BMW. The unit is controlled by a large dial in the center console or touch screen controls. I found the touch aspect to be laggy and a long reach, so I found myself using the dial. Using the dial to navigate is simple enough, but the menus and layout of the screen could probably use a re-think. Apple CarPlay and Android Auto are both here, for some reason only Apple CarPlay can be activated by touch. Operating either system is frustrating with the dial however, this is especially true for Android Auto which I found frustrating to use without touch screen functionality. At least, unlike BMW, Mazda doesn’t charge you an extra subscription fee to use them. Sound from the Bose speakers was clear, but not especially great. There was a time when people mostly bought crossovers for the utility of hauling lots of bulky stuff home from the store, however, these days are different. Now, crossovers are a fashion statement. Still, the CX-5 has 59.6 cubic feet of space with the rear seats folded and 30.9 cubic feet with the seats up. That is at the high end of mid-pack in the segment with the Honda CR-V being the leader, while the Toyota RAV-4, Chevy Equinox, and Ford Escape all have less. Do you need a safe space? This may be it. The Mazda CX-5 Signature comes with a whole host of safety equipment and the center of it all is the heads-up display that keeps the driver informed. Blind Spot Monitoring, Lane-Keep Assist, and Radar Cruise Control, all have status lights in the heads-up display. I found the blind spot monitoring system to be especially helpful when I was backing out onto a busy street with limited visibility. Radar Cruise control is one of my favorite systems of all and I feel it should be standard equipment on all cars. The CX-5 can even read speed limit and stop signs as you approach, changing and updating the local regulations in the heads up display. The Signature also comes with active headlights that turn when you turn to help see around corners. They helped me spot a deer on the side of the road I normally would not have seen. The Verdict The CX-5 Signature is the top of the CX-5 line, so naturally, the price is reflected in that. With an MSRP of $36,890 before any options, the CX-5 may seem pricey, but it comes with everything you could possibly want. However, when you compare it to other small crossovers with similar equipment it actually ends up comparing favorably to others in its class. I priced out Jeep Cherokee Overland with the 2.0T and technology group and the MSRP is $41,685. A GMC Terrain Denali with all the same option boxes checked? $41,430. A Honda CR-V can’t even be equipped like the CX-5 because there is no up-level engine option, yet it still rings up to $38,147. Overall, Mazda has produced a handsome, sporty, fun to drive crossover with enough utility to remain competitive. They’ve loaded it with safety equipment and kept the price in check. It is definitely worth a look.
  11. In this week for a review is a 2019 Mazda CX-5 Signature with the turbocharged 2.5-liter Skyactiv-G engine. This engine is shared with the Mazda CX-9 and Mazda 6 Turbo and produces 227 horsepower and 310 lb.-ft of torque on regular gasoline, but bumps up to 250 horsepower on 93 octane. All-wheel drive is standard. This is the most loaded of the CX-5 trims with only the paint ($300) and rear bumper guard ($125) as additional charges. That brings the MSRP to $38,360 after destination charges. What do you want to know about this Mazda while I have it for a week? Let me know in the comments below. View full article
  12. Mazda rolled the new MX-30 electric vehicle at the Tokyo Motor Show today. The MX-30 is a new take on the Kodo design language and one of its most interesting features is the clamshell doors. This vehicle will be the brand's first battery electric vehicle, but it is unlikely to make it to the U.S. in this form. What we're looking at here is a European model. The MX-30 is powered by a single motor driving the front wheels and a 35.5 kWh battery pack under the floorboards. That battery size is rather small compared to some other EVs (The Chevy Bolt EV is 60 kWh for example) and range is limited to about 130 miles. Power rings up a 141 horsepower and 195 lb.-ft of torque. Mazda has tuned the MX-30 differently than other EVs. Rather than strong torque off the line, power builds more gradually and regenerative braking is less grabby than others. Mazda even pipes artificial engine noise into the cabin to give the sensory effect of acceleration. Mazda called the new powertrain e-Skyactive. There are rumors that an MX-30 will appear at the Los Angeles Auto Show with a rotary powered regenerator, a vehicle much more interesting to the North American buying public, but for now, we just sit and wait for pricing to be announced to this European model. View full article
  13. In this week for a review is a 2019 Mazda CX-5 Signature with the turbocharged 2.5-liter Skyactiv-G engine. This engine is shared with the Mazda CX-9 and Mazda 6 Turbo and produces 227 horsepower and 310 lb.-ft of torque on regular gasoline, but bumps up to 250 horsepower on 93 octane. All-wheel drive is standard. This is the most loaded of the CX-5 trims with only the paint ($300) and rear bumper guard ($125) as additional charges. That brings the MSRP to $38,360 after destination charges. What do you want to know about this Mazda while I have it for a week? Let me know in the comments below.
  14. The Mazda CX-9 has been on sale a few years now without many updates. For 2020 Mazda is increasing the torque of the engine and adding second row captain's chairs. The engine now will produce 320 lb.-ft of torque when running 93 octane gas and 310 lb.-ft when running on 87. That's an increase of 10 lb.-ft over the 2019 model. Horsepower rating stays the same at 250 hp on 93 octane and 227 on 87. The engine sends power to the wheels via a 6-speed automatic transmission. Mazda's predictive i-Activ all-wheel drive is standard in the Signature model and available on all other trims. For 2020, the all-wheel drive system gains an off-road traction assist feature that replaces the traction control button. The system helps on uneven terrain by increasing brake force on the wheels without traction and diverting power to the wheels with traction. The 2020 Mazda CX-9 Sport gets new standard features such as heated front cloth seats, power driver’s seat with lumbar support, Gray Metallic 18-inch aluminum alloy wheels, rain-sensing windshield wipers, heated outside mirrors, automatic on/off headlights and High Beam Control. Mazda’s full suite of i-Activsense safety features are now standard with includes Mazda Radar Cruise Control with Stop & Go, Advanced Smart City Brake Support with pedestrian detection, Smart Brake Support with Collision Warning and Lane Departure Warning with Lane-Keep Assist to Blind Spot Monitoring System with Rear Cross-Traffic Alert. Other standard features include a seven-inch Mazda Connect infotainment screen, LED headlights and taillights, one-touch front and rear power windows, rear privacy glass, three-zone automatic climate control, Bluetooth hands-free phone and audio pairing, rearview camera, keyless entry and push-button start. The Touring model now adds Apple Car Play and Android Auto and a new nine-inch color touchscreen display. Optional on the Touring Premium and Grand Touring are the new second row captain's chairs, heated on the Grand Touring. The 2020 Mazda CX-9 goes on sale this fall starting at $33,790 for the sport, $35,610 for the Touring, $41,540 for the Grand Touring, and $46,115 for the Signature.
  15. The Mazda CX-9 has been on sale a few years now without many updates. For 2020 Mazda is increasing the torque of the engine and adding second row captain's chairs. The engine now will produce 320 lb.-ft of torque when running 93 octane gas and 310 lb.-ft when running on 87. That's an increase of 10 lb.-ft over the 2019 model. Horsepower rating stays the same at 250 hp on 93 octane and 227 on 87. The engine sends power to the wheels via a 6-speed automatic transmission. Mazda's predictive i-Activ all-wheel drive is standard in the Signature model and available on all other trims. For 2020, the all-wheel drive system gains an off-road traction assist feature that replaces the traction control button. The system helps on uneven terrain by increasing brake force on the wheels without traction and diverting power to the wheels with traction. The 2020 Mazda CX-9 Sport gets new standard features such as heated front cloth seats, power driver’s seat with lumbar support, Gray Metallic 18-inch aluminum alloy wheels, rain-sensing windshield wipers, heated outside mirrors, automatic on/off headlights and High Beam Control. Mazda’s full suite of i-Activsense safety features are now standard with includes Mazda Radar Cruise Control with Stop & Go, Advanced Smart City Brake Support with pedestrian detection, Smart Brake Support with Collision Warning and Lane Departure Warning with Lane-Keep Assist to Blind Spot Monitoring System with Rear Cross-Traffic Alert. Other standard features include a seven-inch Mazda Connect infotainment screen, LED headlights and taillights, one-touch front and rear power windows, rear privacy glass, three-zone automatic climate control, Bluetooth hands-free phone and audio pairing, rearview camera, keyless entry and push-button start. The Touring model now adds Apple Car Play and Android Auto and a new nine-inch color touchscreen display. Optional on the Touring Premium and Grand Touring are the new second row captain's chairs, heated on the Grand Touring. The 2020 Mazda CX-9 goes on sale this fall starting at $33,790 for the sport, $35,610 for the Touring, $41,540 for the Grand Touring, and $46,115 for the Signature. View full article
  16. Mazda rolled the new MX-30 electric vehicle at the Tokyo Motor Show today. The MX-30 is a new take on the Kodo design language and one of its most interesting features is the clamshell doors. This vehicle will be the brand's first battery electric vehicle, but it is unlikely to make it to the U.S. in this form. What we're looking at here is a European model. The MX-30 is powered by a single motor driving the front wheels and a 35.5 kWh battery pack under the floorboards. That battery size is rather small compared to some other EVs (The Chevy Bolt EV is 60 kWh for example) and range is limited to about 130 miles. Power rings up a 141 horsepower and 195 lb.-ft of torque. Mazda has tuned the MX-30 differently than other EVs. Rather than strong torque off the line, power builds more gradually and regenerative braking is less grabby than others. Mazda even pipes artificial engine noise into the cabin to give the sensory effect of acceleration. Mazda called the new powertrain e-Skyactive. There are rumors that an MX-30 will appear at the Los Angeles Auto Show with a rotary powered regenerator, a vehicle much more interesting to the North American buying public, but for now, we just sit and wait for pricing to be announced to this European model.
  17. Mazda currently has no EVs or Hybrids in its stable of vehicles, but that will start to change next month at the Tokyo Auto Show when Mazda unveils its first EV meant for production. Mazda recently announced that it will put a fully electric vehicle into production in 2020 and a plug-in hybrid following later. The plug-in will use a small rotary engine to recharge the battery on the go. What we don't know yet is what type of EV Mazda will be producing. If it is a small hatchback, we can chalk the potential sales up as "not many". The test mule that Mazda is using has been the new CX-30 with a 35.5 kWh battery and an electric motor good for 141 horsepower and 195 lb.-ft of torque. That battery pack is considerably smaller than the 64 kWh unit the Hyundai Kona uses in North America. Mazda says that the vehicle will not be based on any of their current lineup, but instead will be all new. It is possible that North America only gets the range extended version due to longer drives on this continent. View full article
  18. Mazda currently has no EVs or Hybrids in its stable of vehicles, but that will start to change next month at the Tokyo Auto Show when Mazda unveils its first EV meant for production. Mazda recently announced that it will put a fully electric vehicle into production in 2020 and a plug-in hybrid following later. The plug-in will use a small rotary engine to recharge the battery on the go. What we don't know yet is what type of EV Mazda will be producing. If it is a small hatchback, we can chalk the potential sales up as "not many". The test mule that Mazda is using has been the new CX-30 with a 35.5 kWh battery and an electric motor good for 141 horsepower and 195 lb.-ft of torque. That battery pack is considerably smaller than the 64 kWh unit the Hyundai Kona uses in North America. Mazda says that the vehicle will not be based on any of their current lineup, but instead will be all new. It is possible that North America only gets the range extended version due to longer drives on this continent.
  19. I’ll admit that I have an unabashed love for the Mazda MX-5 Miata. This plucky roadster proves you don’t need gobs of power to provide a big grin when driving. A combination of well-sorted chassis, steering, and slick gearbox does the trick. But Mazda has decided to add a bit more power for the 2019 model, along with including a more powerful four-cylinder and a hardtop option. I’m curious to see if these changes can make the Miata better or worse. The model seen here is the RF - short for retractable fastback. Press the switch and the roof panels begin an origami folding exercise into the trunk. The result is a targa that provides the open-air feeling, minus a large amount of wind noise. It doesn’t hurt that roof pillars are styled in such a way that gives off a rakish look, no matter whether the top is up or down. Under the hood lies a revised 2.0L Skyactiv four-cylinder with 181 horsepower and 151 pound-feet of torque - up 26 and 3 respectively. A six-speed manual is standard, while an automatic is optional. The small bump makes for a huge improvement in overall acceleration. Just leaving a stop, I was surprised how much pull the engine had as it got to 45 about a half-second quicker than the last Miata. A key change is Mazda bumping the redline to 7,500 rpm, which allows the engine to fully flex its muscle. This became apparent when I needed to pass a vehicle and found that I didn’t need to drop down a gear to get the power needed. The six-speed manual is still a joy to work with short and precise throws and a direct feeling clutch pedal. Even when stuck in traffic, doing the motions didn’t feel like a hassle. Average fuel economy for the week landed around 32 mpg, even though I was winding the engine out and playing through the gears just because it is so much fun. My tester was the Club model that adds a sport-tuned suspension with Bilstein shock absorbers, and a front shock tower brace. This firms up the suspension and provides improve handling on the limit. But out on the backroads, I couldn’t tell there was any real difference in handling between this and the 2016 MX-5 Grand Touring I drove a few years back. Maybe there was slightly less body roll in the RF, but both vehicles had similar characteristics when going into a turn. If I drove both of them on a track, then I think the differences would become more apparent. There is a downside to the Club’s suspension, a very harsh ride. Just making a quick trip to the store was a bit much as the suspension would transmit every little bump and imperfection to the backside of those sitting inside. Another item fitted to my tester was a set of Recaro bucket seats. They come as part of an option package that also adds Brembo Brakes and some cool-looking BBS wheels finished in black. The seats have increased bolstering to hold you in during an enthusiastic drive. But the lack of padding makes them uncomfortable for longer trips. On paper, the RF is an expensive proposition when put against the soft-top: $32,345 vs. $25,730. That massive difference is due to Mazda not offering the base Sport model on the RF. But put the soft-top Club against the RF and the difference shrinks to just over $2,000. Be forewarned that the RF can get expensive. That package I mentioned earlier with the Recaro seats? That will set you back $4,670, bringing the as-tested price to just over $38,000. Mazda’s improvements for the 2019 MX-5 Miata for the most part help, allowing it to become more fun to drive and somewhat easier to live with. That said, the additional cost of the hardtop will depend on whether or not you think it is worth the benefits of possibly being an all-seasons car. Disclaimer: Mazda Provided the MX-5 Miata RF, Insurance, and One Tank of Gas Year: 2019 Make: Mazda Model: MX-5 Miata RF Trim: Club Engine: 2.0L SkyActiv-G DOHC 16-Valve with VVT Four-Cylinder Driveline: Six-Speed Manual, Rear-Wheel Drive Horsepower @ RPM: 181 @ 7,000 Torque @ RPM: 151 @ 4,000 Fuel Economy: City/Highway/Combined - 26/34/29 Curb Weight: 2,453 lbs Location of Manufacture: Hiroshima, Japan Base Price: $32,345 As Tested Price: $38,335 (Includes $895.00 Destination Charge) Options: Brembo with Black Roof - $4,670.00 Interior Package for M/T - $425.00 View full article
  20. I’ll admit that I have an unabashed love for the Mazda MX-5 Miata. This plucky roadster proves you don’t need gobs of power to provide a big grin when driving. A combination of well-sorted chassis, steering, and slick gearbox does the trick. But Mazda has decided to add a bit more power for the 2019 model, along with including a more powerful four-cylinder and a hardtop option. I’m curious to see if these changes can make the Miata better or worse. The model seen here is the RF - short for retractable fastback. Press the switch and the roof panels begin an origami folding exercise into the trunk. The result is a targa that provides the open-air feeling, minus a large amount of wind noise. It doesn’t hurt that roof pillars are styled in such a way that gives off a rakish look, no matter whether the top is up or down. Under the hood lies a revised 2.0L Skyactiv four-cylinder with 181 horsepower and 151 pound-feet of torque - up 26 and 3 respectively. A six-speed manual is standard, while an automatic is optional. The small bump makes for a huge improvement in overall acceleration. Just leaving a stop, I was surprised how much pull the engine had as it got to 45 about a half-second quicker than the last Miata. A key change is Mazda bumping the redline to 7,500 rpm, which allows the engine to fully flex its muscle. This became apparent when I needed to pass a vehicle and found that I didn’t need to drop down a gear to get the power needed. The six-speed manual is still a joy to work with short and precise throws and a direct feeling clutch pedal. Even when stuck in traffic, doing the motions didn’t feel like a hassle. Average fuel economy for the week landed around 32 mpg, even though I was winding the engine out and playing through the gears just because it is so much fun. My tester was the Club model that adds a sport-tuned suspension with Bilstein shock absorbers, and a front shock tower brace. This firms up the suspension and provides improve handling on the limit. But out on the backroads, I couldn’t tell there was any real difference in handling between this and the 2016 MX-5 Grand Touring I drove a few years back. Maybe there was slightly less body roll in the RF, but both vehicles had similar characteristics when going into a turn. If I drove both of them on a track, then I think the differences would become more apparent. There is a downside to the Club’s suspension, a very harsh ride. Just making a quick trip to the store was a bit much as the suspension would transmit every little bump and imperfection to the backside of those sitting inside. Another item fitted to my tester was a set of Recaro bucket seats. They come as part of an option package that also adds Brembo Brakes and some cool-looking BBS wheels finished in black. The seats have increased bolstering to hold you in during an enthusiastic drive. But the lack of padding makes them uncomfortable for longer trips. On paper, the RF is an expensive proposition when put against the soft-top: $32,345 vs. $25,730. That massive difference is due to Mazda not offering the base Sport model on the RF. But put the soft-top Club against the RF and the difference shrinks to just over $2,000. Be forewarned that the RF can get expensive. That package I mentioned earlier with the Recaro seats? That will set you back $4,670, bringing the as-tested price to just over $38,000. Mazda’s improvements for the 2019 MX-5 Miata for the most part help, allowing it to become more fun to drive and somewhat easier to live with. That said, the additional cost of the hardtop will depend on whether or not you think it is worth the benefits of possibly being an all-seasons car. Disclaimer: Mazda Provided the MX-5 Miata RF, Insurance, and One Tank of Gas Year: 2019 Make: Mazda Model: MX-5 Miata RF Trim: Club Engine: 2.0L SkyActiv-G DOHC 16-Valve with VVT Four-Cylinder Driveline: Six-Speed Manual, Rear-Wheel Drive Horsepower @ RPM: 181 @ 7,000 Torque @ RPM: 151 @ 4,000 Fuel Economy: City/Highway/Combined - 26/34/29 Curb Weight: 2,453 lbs Location of Manufacture: Hiroshima, Japan Base Price: $32,345 As Tested Price: $38,335 (Includes $895.00 Destination Charge) Options: Brembo with Black Roof - $4,670.00 Interior Package for M/T - $425.00

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