Search results matching tag 'mazda'

2008 Mazda MAZDA3 5-door Review | New MAZDA3 Reviews | Mazda Hatchback Review

Jeffrey Ross — Tue, 10 Jun 2008 13:28:00 GMT

The 2008 Mazda MAZDA3, better known simply as the 3, perfectly blends the combination of a sporty attitude, good looks and a low price. From a company that produces everything from fun-to-drive roadsters and coupes to stylish and sporty crossovers, it is easy to see why the MAZDA3 has quickly become the benchmark of the compact econo-sedan/hatchback segment. Keep reading below for a full review of the 2008 Mazda MAZDA3 5-door.

Nobody ever said that the switch from large SUVs to small, fuel-efficient cars was going to be easy. As Americans scramble to get out of vehicles that were probably too big for them in the first place, many still crave the added convenience SUVs provided when it comes to cargo room. One of the largest, and fastest, transitions in the automotive industry may see the loathed station wagon and hatchback become a popular car on American streets.

One of the front-runners in the hatchback race is the 5-door version of Mazda’s popular MAZDA3, more commonly referred to simply as the 3. Building off the already impressive looks of its sedan counterpart, the 2008 Mazda 3 5-door offers comfortable room for five passengers plus their luggage and fuel economy that won’t make a road trip painful. Throw in the fact that the 3 rides on the same platform as the Volvo C30 that we tested not too long ago and it’s easy to see why the 2008 MAZDA3 is one of the most fun-to-drive, fuel-efficient cars on the market.

Successor to the Mazda Protégé, the 3 was originally launched as a 2004 model. For most cars, the five-year mark represents the point where the design starts to appear old and worn, but the 2008 MAZDA3 looks as fresh as the first one did in 2003. In both sedan and 5-door guise, the 3 possesses an athletic and sporty look that was introduced on the MAZDA6 and has since been incorporated, in one way or another, into the designs of some of Mazda’s latest iconic vehicles including the CX-9 and MX-5. Although many competitors have sprouted up over the years, few can match the 3’s style and attitude.

From its pointy front end to its sculpted rear haunches, the 3 has an athletic look that is instantly recognizable. With its main competition coming from cars such as the Toyota Matrix and Dodge Caliber, the 3 offers a sportier, more attractive design. The “standard” hatchback look is somewhat reduced thanks to the sloped roofline and unique rear quarter windows. From the rear, the clear-lensed taillights and blacked-out rear “diffuser” gave the low-slung 3 an aggressive look. Our test car came in Golden Sand Metallic and topped off with 17-inch, five-spoke bright aluminum alloy wheels wrapped in Goodyear all-season rubber.

Inside, Mazda’s entry-level hatchback continued to impress. The Touring package features a leather-wrapped sport steering wheel and piano black inserts that accentuate the three large electroluminescent gauges, while the soft, cloth seats provide extensive comfort and support. For added driver convenience, the MAZDA3 offers tilt and telescoping steering column, steering wheel mounted audio and cruise controls as well as adjustable driver’s seat height and lumbar support.

Adding to the fun/quirky operations inside the 3, during station or volume changes a series of LED lights would illuminate in a directional manner that instantly brought back memories of Knight Rider’s K.I.T.T. The only disappointments that stuck out to us in the 3’s cabin are the small, cluttered stereo display and the vast expanse of hard plastic along the top of the instrument panel that lacked the high-quality feel as some of its competition.

The main advantage of driving a hatchback over a sedan is the increase in cargo capacity, and the 2008 Mazda 3 does not disappoint. While being slightly outmatched by the Matrix and Caliber in terms of maximum capacity, the 3 still offers a respectable 43.8 cubic feet of cargo room with 17.1 cubic feet of that located behind the 60/40 split folding rear seat. For wet or dirty items, the 3 provides a hidden, plastic-lined storage area under the rear cargo floor with a lid that doubles as a cargo divider.

In addition to the Volvo C30, the MAZDA3 also shares its platform with Europe’s spirited version of the Ford Focus giving it surprising handling capabilities over similarly sized cars. Coming in at just under 3,000 pounds, the 3’s suspension is nimble and the steering is precise providing handling that feels confident and capable in abrupt maneuvers, while the powertrain provides enjoyable acceleration out of the gate.

Under the hood, the 3 sedan is available with two engine options, a 148-horsepower 2.0-liter four cylinder in “i” trim or a 156-horsepower 2.3-liter four cylinder in “s” trim, while the 5-door only offers the latter. Although a five-speed manual transmission is standard, our test car came equipped with a five-speed automatic transmission, which delivered EPA fuel economy rated at 22 miles per gallon in the city and 29 mpg on the highway. This powertrain combination provides ample acceleration (0-60 mph in the 8-second range) without being too noisy or lethargic.

For those looking for a little better performance and handling, the MAZDASPEED3 is a factory-tuned hatch that comes with a turbocharged, 263-horspower version of the 2.3-liter engine and a bargain sticker price of just $23,090.

Entry price for the base 3 sedan is $14,645, while the 5-door starts at $18,675. The car we tested had a base price of $19,375 but added Sirius satellite radio ($430), moonroof/in-dash six-disc CD changer package ($890) and destination charge ($635) for an as-tested price of $21,330. For first time car buyers or those just looking to get into a more fuel-efficient (but still fun to drive) car, the 2008 MAZDA3 is a definite must see.

Review written by: Jeffrey N. Ross
All photos copyright Jeffrey N. Ross/Autotropolis.com © 2008

2008 Mazda CX-9 Review | New CX-9 Reviews | Mazda Crossover Review

Jeffrey Ross — Mon, 19 May 2008 22:19:00 GMT

The 2008 Mazda CX-9 is the award-winning, seven-passenger crossover with a sporty, aggressive design for which Mazda is known. Complementing the smaller CX-7 in Mazda’s lineup, the CX-9 offers three rows of seating with space for the whole family and room left over to haul enough gear for a weekend excursion. Keep reading below for a full review of the 2008 Mazda CX-9.

A recent problem in the crossover segment seems to be that form and function don’t always go hand in hand. While the edgy, stylish crossovers offer attractive looks they often suffer when it comes to interior space, while the cavernous and roomy selections tend to exhibit uninspiring, sometimes minivan-ish designs. Mazda’s family-sized crossover, the 2008 CX-9, manages a spectacular design with spacious accommodations for seven passengers.

Between the CX-9 and the slightly smaller CX-7, Mazda has itself an incredible 1-2 punch in the crossover market that few, if any, manufacturers can compete with.

Based off the same platform as the Ford Edge, the 2008 Mazda CX-9 was a hit right from the start. Not just any vehicle could take home such prestigious awards as Motor Trend’s SUV of the Year and the North American Truck of the Year in the same year, so the fact that the 2008 Mazda CX-9 now boasts both awards in its trophy case should make it an even more enticing buy. For those looking for a crossover that mixes stellar looks with a spacious interior and powerful, decently efficient engine, the CX-9 should be on the short list of what to check out.

If CX-9 looks familiar, don’t worry, it’s not déjà vu. The CX-9’s design is essentially a stretched out and more toned-down version of the CX-7, making it more palatable to those turned off by the CX-7’s somewhat ostentatious looks. The distinct profile of the CX-9 is highlighted by the steeply raked windshield, downward-sloping roofline and rising beltline. Active Bi-Xenon headlights, massive 10-spoke, 20-inch alloy wheels and trapezoidal dual exhaust outlets finish off the CX-9’s elegant look.

The Liquid Platinum Metallic paint and extensive, yet tasteful, use of chrome trim made the CX-9 look flashy enough for a night out on the town, but not too fancy during the daily commute either. Aside from the Suzuki XL7 and GM’s Lambda quadruplets (Acadia, Enclave, Outlook and Traverse), few crossovers offer this much style, space and efficiency, not to mention a ride height and aggressive looks that wouldn’t look entirely out of place if taken off road.

Despite the tall ground clearance, the CX-9 is surprisingly easy to get into, and once inside, a spacious, luxurious interior awaits. A pleasant mix of soft leather and wood and aluminum trim accents welcomes front passengers, while piano black inserts on the steering wheel, center stack and center console help finish off the classy ambiance. From the driver’s seat, the touch-screen navigation is easy to use and the instrument cluster uses orange electroluminescent lighting with blue backlights to give the gauges a sporty and welcoming look.

When compared to the CX-7’s interior, the extra space pays off. The added five inches of wheelbase and 15 inches of overall length not only provided the CX-9 with enough headroom and legroom to seat a basketball team’s starting five comfortably, but it also allowed the sleek crossover to come with a comfortable third-row seat. The second row seats slide forward to increase third-row legroom when needed, while also tilting and sliding forward out of the way making ingress and egress to the back seat an easy task. Even taller third-seat passengers will enjoy the headroom and legroom (35.4 inches and 32.4 inches, respectively) provided by the CX-9.

In addition to the ample comfort, Mazda also offers many convenience packages into its CX-9 – albeit at a considerable premium. The CX-9 Grand Touring that we tested came with almost $5,500 worth of optional upgrades to the interior. The GT Assist package ($2,500) added the power liftgate and a touch-screen DVD navigation system with a built-in rear-view camera, while the Rear-seat Entertainment system ($2,560) featured an 11-speaker, 296-watt Bose® 5.1 Surround Sound system and a rear seat DVD player incorporated into the headliner with a nine-inch flip-down monitor. A standard feature on the Grand Touring model was the calculator-sized smart key, which was surprisingly large but the simple operation of Mazda’s advanced keyless entry and start system more than made up for it

The sole powertrain for the CX-9 received a modest power boost for 2008 switching to Mazda’s 273-horsepower, 3.7-liter DOHC V-6 with 273 lb-ft of torque mated to a six-speed automatic with a manual sport shift mode. While the model we tested sent power to the front wheels only, all-wheel drive is an option for Mazda’s flagship vehicle. Fortunately, the power increase didn’t have a major affect on fuel economy with EPA estimates of 16 miles per gallon city and 22 on the highway.

Smooth shifts and instant power made the CX-9 fun to drive, but the true enjoyment behind the wheel came on roads that would have any Mazda vehicle feeling at home. Despite a 4,312-pound curb weight, the CX-9 felt as nimble and confident as anyone could expect from a seven-passenger vehicle thanks in large part to the four-wheel independent suspension and four-wheel vented disc brakes.

Having all that power means nothing if it can’t get the dirty work done, too. With the optional ($535) towing package, the CX-9 is capable of towing up to 3,500 pounds. If towing a trailer is not necessary, the CX-9’s cavernous interior can swallow up to 100.7 cubic feet of cargo with all of the seats folded flat.

Thanks to three-row side-curtain airbags and front and rear crumple zones, the CX-9 achieved a five-star safety rating for frontal and side impact protection from the National Highway Transportation Safety Administration. Additional standard safety systems include roll stability control, dynamic stability control with traction control and three-point seat belts for all three rows of passengers.

An optional ($200) blind spot monitoring system is available, and although it came in handy in heavy traffic, it occasionally came on erroneously when driving next to cement barriers on the interstate. When an object was detected in the CX-9’s blind spot, a light would illuminate on the corresponding exterior mirror, and if the turn signal was used indicating a lane change in that direction, an audible beep would sound further warning the driver.

The starting MSRP for the base CX-9 Sport is $29,400, but without self-restraint from checking the option boxes, the bottom line can climb high and quick. The 2008 CX-9 Grand Touring starts at $33,355, but the model we tested came with enough interior upgrades to make your ordinary family trip turn into an extraordinary adventure and added up to an as-tested price of $40,330.

Review written by: Jeffrey N. Ross
All photos copyright Jeffrey N. Ross/Autotropolis.com © 2008

2008 Mazda MX-5 Review | New Miata Reviews | Mazda Roadster Review

Jeffrey Ross — Mon, 14 Apr 2008 16:49:00 GMT

The Mazda Miata has always been a small, fun-to-drive two-seat roadster with adorably cute looks. Its third design change since its roadster-reviving introduction in 1989, the 2008 MX-5 has dropped the Miata name while receiving a stylish, more mature-looking redesign. Keep reading below for a full review on the 2008 Mazda MX-5.

When it comes to small, sporty roadsters, the Mazda Miata is usually the first vehicle most people think about. Its iconic, timeless design brought forth a revived passion for roadsters when the car was introduced in 1989. Since then, roadsters in all shapes, forms and price ranges have sprouted up everywhere from Pontiac to Porsche, while the Miata has stayed true to the small size and pure driving enjoyment that made it an instant classic.

To enthusiasts, the Miata ranks among the best when it comes to the level of pure enjoyment behind the wheel. To others, the Miata is a punch line to a joke that tends to insult one’s gender or orientation. To the latter group, I say: Don’t knock it ‘til you try it.

For 2006, Mazda completely redesigned the Miata and renamed it the MX-5. Ditching the cute, bubbly face of the first two generations, the 2008 MX-5 uses design cues similar to other popular Mazda cars, while keeping its small proportions and sporty attitude. Starting in 2007, a power retractable hard top option was added giving the Miata a quieter interior and a unique profile.

The overall experience of driving the MX-5 can only be compared that of a go-kart. Not since childhood has the feeling of sitting almost on the ground while zipping around corners and cutting through traffic felt so enjoyable. From the short-throw shifter to the rev-happy, peppy engine, once behind the wheel of the 2008 MX-5 it’s easy to see why these cars are still so popular.

With the optional suspension package, the MX-5 we tested took corners like it was on rails. On tight, curvy roads, the MX-5 handled confidently and easily. The brakes performed well going into turns with predictable stopping, while the almost-perfect (51/49) weight balance of the 2,575-pound roadster made the steering feel light – keeping the car perfectly centered in its lane. Exiting the turns, the engine and transmission setup made the next turn appear surprisingly fast.

Powering the MX-5 is Mazda’s 2.0-liter DOHC 16-valve four cylinder with variable valve timing and puts out 158 horsepower and 140 lb-ft of torque. An extra eight horses are available with the automatic transmissions (five- or six-speed automatics are available), but in a car this size, nothing beats the feeling of shifting through the six gears yourself. In stop-and-go traffic, however, shifts seemed to be more frequent due to a gear ratio more suited for an Autocross track.

Matching the MX-5’s driving characteristics, Mazda equipped its little roadster with a fun and sporty interior. In Grand Touring trim, our MX-5 was equipped with saddle tan colored seats and door inserts that gave an attractive contrast to the brushed aluminum accents on the steering wheel, instrument panel, doors and individual roll bars. With the top down, the bright aluminum from the roll bars and the dark tan interior looked good against the MX-5’s dark Highland Green exterior.

The small dimensions that make the MX-5 popular lead to a couple concerns inside. With the top up, the MX-5 offers almost no headroom (37.0 inches) for drivers over six-feet tall, but fortunately, legroom (41.3 inches) was ample. A major design flaw inside the MX-5 is the placement (or even the existence) of the cupholders. The cupholders prove to be pretty useless in the MX-5 when equipped with a manual transmission due to the fact that the drivers arm would have to reach over the cups or bottles being held just to shift the gears. For a car that feels more at home on a racetrack than rush-hour traffic, are cupholders really even necessary? If cupholders are a must, opt for an MX-5 model with an automatic transmission.

From the outside, the Miata’s looks have changed little since its inception although now it incorporates design cues from other Mazda vehicles such as the RX-8 and CX-7. Still present are the small, squinty headlights and large, oval lower air intake. The current body doesn’t look that much different from the original, but the 2008 MX-5 has grown in just about every dimension. The optional power retractable hard top accentuates the MX-5’s sporty profile and is easy to operate.

After disengaging the center latch, pressing a button above the stereo raises or lowers the top in just 14 seconds. Due to the top’s design, trunk space is not affected during open-air driving. Not saying that the MX-5’s trunk is cavernous, but the 5.3 cubic feet of space available is ample for its size and near the top among its competitors.

The 2008 MX-5 we tested had the Grand Touring package and the Power Retractable Hard Top with a base MSRP of $26,760 (just a $1,670 premium over a soft-top MX-5). After including all the options such as Sirius satellite radio ($430), sport-tuned suspension package ($500) and the interior trim package ($515), our MX-5 had a total MSRP of $28,800.

2008 Mazda MX-5 Pictures and Wallpapers

Review written by: Jeffrey N. Ross
All photos copyright Jeffrey N. Ross/Autotropolis.com © 2008

2008 Mazda CX-7 Review | New Mazda Reviews | Mazda Crossover Review

Jeffrey Ross — Wed, 02 Jan 2008 22:49:00 GMT

By: Jeffrey Ross
Autotropolis.com

Not unlike fender vents and LED taillights, just about every manufacturer uses and, in some cases, abuses the crossover label for small car-based SUVs. After an SUV track record for Mazda that includes rebadged versions of the Ford Explorer (1991-94 Navajo) and Escape (2001-present Tribute), the company desperately needed a true competitor in the crossover segment that reflected its own “zoom-zoom” image.

Enter the Mazda CX-7. Initially launched in 2006, the CX-7 helped prove that while many crossovers are car based, it doesn’t mean that the “car” can’t be a sporty one. A year into production now, the 2008 Mazda CX-7 has managed to provide a comfortable and roomy crossover with a powerful and fun-to-drive powertrain all wrapped in a body that perfectly captures just about every aspect of Mazda’s DNA.

While Mazda’s CX-9 wins the popularity contest by attaining two of the most prestigious motor vehicle awards (Motor Trend’s 2008 SUV of the Year and North American Truck of the Year), the CX-7 definitely stands out as one of the more attractive crossovers on the market. Upon first sight, the steeply sloped windshield, tapered roofline and short overhangs make the CX-7 look more like a sports car than a midsize crossover.

In direct contrast to most SUVs on the market (except for the Nissan Murano and Infiniti FX), the CX-7’s is devoid of any straight lines. From the RX-8 inspired front fenders to the bulging rear haunches, no detail was overlooked to give the CX-7 an appearance to match its performance and handling.

The 18-inch, 10-spoke aluminum wheels are wrapped in 235/60R18 Bridgestone Turanza all-weather tires. Aluminum-colored inserts under the front and rear fascias (included by the Under Guard package) help to slightly break up the monochromatic Copper Red Mica paint scheme. Other than a slight visual enhancement to the exterior, the $445 option probably isn’t too useful since ground clearance in the front and rear is more than adequate.

The CX-7 may look nice from the outside, but it’s even more fun behind the wheel. Mazda equipped all CX-7 models with a turbocharged 2.3-liter four-cylinder engine that provided admirable driving enjoyment due in large part to its 244 horsepower and 258 lb-ft of torque. The six-speed automatic transmission shifted so smoothly and predictably that the manual sport shift mode was almost pointless to use. Even at 3,710 pounds, the CX-7 rocketed from 0-60 mph in just 8.5 seconds.

Even though the CX-7 provides an SUV-like ride height, its handling and performance feel very similar to the highly lauded Mazda6. On twisty roads, the CX-7 felt right at home with little body roll and predictable steering.

Inside the CX-7, Mazda designers made sure to incorporate just as many sporty design cues as practical features expected from SUVs. Numerous storage compartments, including the cavernous center console, and the reversible cargo area floor, highlight the practical side of the interior, while electroluminescent gauges and aluminum-colored accents exude more of a sports car feeling.

The lack of an information or data center (to display fuel economy, distance to empty or any other useful data) was a glaring omission from the otherwise flawless cockpit. The optional doorsill scuff plates could have been left off the options list since they didn’t even want to stay on the vehicle. The aluminum scuff plates were held in place using two-sided tape and tended to fall off occasionally when exiting the CX-7.

Considering its classification as a mid-size vehicle, the CX-7 features exterior dimensions closer to compact SUVs while offering passenger comfort better than or close to some of its bigger competitors. The CX-7 offers superior headroom and legroom compared to the much larger Ford Explorer despite giving up eight inches in overall height and very similar headroom and legroom to the full-size GMC Acadia while providing added ground clearance.

The CX-7 Grand Touring features a leather-wrapped steering wheel with piano black inserts and audio and speed controls incorporated as well. Also featured in this top of the line model is the Sand GT Leather that provides neutral tan leather seating surface with a starkly contrasting black suede stripe. The seating offers stellar comfort to all passengers even on long road trips.

The CX-7’s long dash and short hood made simple parking maneuvers abnormally daunting in the first few days of the test drive. Once accustomed to its dimensions, however, pulling into parking spots was much more comforting as the imminent feeling of clipping surrounding parked cars was no longer there. The design of the CX-7 also became a minor hindrance on more than one occasion during lane changes when the small rear side windows and awkwardly shaped mirrors created annoying blind spots.

EPA estimates for the 2008 CX-7 are 17 city/22 highway. During the weeklong test drive, this CX-7 averaged close to 19 mpg in the city and just under 21 mpg on the highway. Unfortunately, Mazda designed the CX-7 to run on premium unleaded fuel which quickly adds to the cost of filling the 18.2 gallon tank.

Pricing for the CX-7 Grand Touring starts with an MSRP of $26,300. The as-tested MSRP of this model was $28,015 including Sirius radio ($430), the under guard package ($445) and the aforementioned scuff plates ($145).