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Mazda is growing its SUV setup to incorporate another two-line fair size model called the CX-70. It rides on another stage and is supposed to be more lavish than the brand's more modest CX-5 and CX-50 SUVs. A module half breed drivetrain is probably going to be accessible, alongside an inline-six motor with a 48-volt mixture framework — like the powertrains found in numerous BMW and Mercedes models. While Mazda hasn't yet uncovered the CX-70, we anticipate that it should seem to be like the Europe-market CX-60 (imagined) yet highlight a more extensive body. Its inside will offer more space than the CX-5's and will probably be wearing premium materials.
What's going on for 2024?
The CX-70 is an all-new SUV that in the middle of between the minimal CX-50 and the three-column CX-9. Mazda is currently overhauling its scope of hybrids and says there will be another new model called the CX-90 coming soon also.
Evaluating and Which One to Purchase
Estimating for the CX-70 hasn't been declared, yet we anticipate that it should offer a comparable scope of trim levels as other Mazda models. All-wheel drive will be standard no matter how you look at it, yet we don't know precisely which powertrain designs will be standard and discretionary. Search for the module crossover arrangement to cost a piece extra.
Motor, Transmission, and Execution
We think the CX-70 will offer a decision of either an inline-six gas motor with a 48-volt crossover framework or a module half breed drivetrain with a 2.5-liter inline-four. The inline-six will probably create upwards of 300 drive and put its power through an eight-speed programmed transmission. The module mixture model is supposed to share its powertrain with the CX-60, which offers a joined result of 323 pull and 369 pound-feet of force and claims an electric traveling scope of 39 miles. Under the CX-70 is Mazda's new stage highlighting a longitudinal motor design, which in principle could empower both back and all-wheel drive — however all CX-70s will come norm with the last option. This design means to give taking care of, execution and refinement more much the same as extravagance SUVs from BMW and Mercedes when contrasted and standard SUVs, which use front-drive based cross over motor stages. It likewise empowers the planners to give the CX-70 the scramble to-front-hub extents of the costly back drive extravagance vehicles and SUVS.
The CX-70 will be a two-line model with space for five travelers. To oblige its more upscale twisted, the CX-70 will have a more pleasant lodge than many comparatively valued rivals. In the event that the CX-60's inside is any sign, it will offer extravagant materials, for example, woven materials, Nappa cowhide, and wood trim that make for an alluring dashboard plan.
Infotainment and Availability
We think the CX-70 will have an infotainment screen as extensive as 12.3-inches, like the screen that is prepared on the comparative CX-60 worldwide model. It will be constrained by a revolving handle on the mid control area. Apple CarPlay and Android Auto cell phone availability highlights ought to be standard hardware.
The most effective method to Purchase AND Keep A Vehicle
Security and Driver-Help Elements
Most Mazda models offer an extensive variety of driver-help highlights as standard hardware and we don't expect the CX-70 to be any unique. Key security elements will probably include:
- Standard programmed crisis slowing down
- Standard path takeoff cautioning and path keep help
- Standard vulnerable side observing
For those who need more space in the passenger cabin.
The MX-5 is no longer the only rear-wheel drive Mazda on sale in Europe, as the CX-60 recently arrived in showrooms on the Old Continent. For those who need more space in their vehicle, Mazda has confirmed that the three-row CX-80 will launch in 2023, as a larger seven-seat variant of the CX-60.
Technical specifications are yet to be revealed, but the two SUVs are likely to be stylistically identical, apart from the difference in body length.
Not only does the CX-60 ride on a rear-wheel drive platform, it's also the first Mazda to use a new family of inline 6-cylinder petrol and diesel engines complemented by a plug-in hybrid setup.
The Mazda CX-80 will likely inherit the powertrains and the option of either standard rear-wheel drive or optional all-wheel drive. Power will be transmitted through an eight-speed automatic transmission.
How big will the CX-80 be? Mazda isn't saying yet, but we'll remind you that the standard two-row CX-60 is 4,740mm long and has a 2,870mm wheelbase.
In its heaviest configuration, which is PHEV, the CX-60 weighs almost 2,100 kilograms. Needless to say, the CX-80 will be slightly heavier as a result of the body being extended to accommodate the third row of seats.
Mazda has joined the manufacturers that offer a large SUV according to European standards, or a medium SUV according to American standards. In Leverkusen, we tested the most powerful version, which is also the most powerful production Mazda of all time.
In recent years, it has been obvious that Mazda is aiming for the premium segment and it has really become that, not only in terms of luxury, quality of finish, rich equipment, but also in terms of technology.
It is famous for technical solutions that defy general trends; then when everyone was pushing for downsizing, Mazda was increasing engine displacement.
Today, everyone is following in the footsteps of Mazda's engineers, while they prepare a concept in their laboratories that seriously disturbs other premium manufacturers.
The new issue of Auto magazine is on sale, read the driving impressions of the latest car models.
To show us what it's all about, Mazda invited us to its European headquarters in Leverkusen.
In the parking lot, we were greeted by a large number of copies of the latest model - the Mazda CX-60.
Before the ride, we were given a short presentation where we were introduced to the technology. It is definitely clear that this is a premium approach.
Mazda has developed a completely new mechanical platform for this model with a longitudinally mounted engine and primarily rear-wheel drive.
Of course, four-wheel drive versions are also available. The show of power does not end there.
For this platform, including the Mazda CX-60, engines of large volume are provided! It will be a three-liter e-Skyactiv X gasoline and a 3.3-liter e-Skyactiv D diesel.
Both have six cylinders and mild hybrid technology with a voltage of 48 volts.
While the specifications for the petrol are not yet known, they are for the diesel. It will have two power levels. The weaker one, of 200 HP, will have rear drive, while the more powerful one of 254 "horses" will be available exclusively with four-wheel drive.
The specialties don't end there either; all of these engines will have an all-new eight-speed automatic transmission without a torque converter.
What Mazda has prepared for a short press trial is the CX-60 with a plug-in hybrid combination of a 2.5-liter naturally aspirated gasoline engine with 191 hp and an electric motor with 175 hp.
The total power of the system is 327 "horses", making it the most powerful serial Mazda of all time.
Immediately after the presentation, we get into the car. More precisely, we climb into it, since it is quite high.
This is now the brand's largest SUV model in Europe. The Mazda CX-60 is positioned above the Mazda CX-5 in terms of its dimensions, which can be felt not only in terms of length, but also width.
This is perhaps most easily visible in the really wide central ridge between the driver and front passenger, while the passengers in the front seats have 44 mm more shoulder room and those in the back even 50 mm more.
Speaking of the difference in dimensions, it should also be said that in the rear, the Mazda CX-60 is larger than the CX-5, so the tailgate is 35 mm wider.
The trunk offers 570 liters of volume, which is more than enough for large amounts of luggage.
The cabin is definitely premium quality; there are upholstered surfaces everywhere, including those lined with real wood, with plenty of interestingly textured materials, especially on the dashboard.
The fineness of detail and finish also leaves the highest impression.
Already the settings of the driver's position let us know that the technology is at the top level; as with some German brands, the driver's height is entered here, and the sensors do the rest of the work and adjust the ideal position of the seat, steering wheel, mirrors and head-up display according to eye height.
We immediately connect the phone; this is the first Mazda with wireless Android Auto connectivity.
Larger dimensions are particularly noticeable in city driving, and the camera and parking systems are very helpful when maneuvering.
Plag-in hybrid, weighing about two tons, does not feel quite at home on uneven city roads, due to the wheels with low-profile tires with a diameter of 20 inches, due to the suspension, which does not have adaptive shock absorbers zera a bit harder than we would expect.
The steering is surprisingly direct for an SUV, which is especially noticeable when you get out onto a winding country road or highway. This is very important, especially considering the maximum 327 "horses" available to the driver.
Precisely because of the powerful engines but also the elevated concept, Mazda has developed a new torque vectoring system.
At no point does the "nose" or rear end feel like it's running away, even when accelerating in a corner.
Moreover, the trajectory in the curve is corrected by the imperceptible activation of the brake at a certain wheel, which the driver does not notice at all, but seriously affects the stability.
It can be said that this is a great combination of SUV, sports and environmental vehicle. Power is transmitted to all four wheels, but the rear drive is primary.
Only if the need arises, up to 50 percent is transferred to the front axle.
This applies to all modes, from purely electric to classic, when the SUS engine is activated.
Considering that we are driving cars that are practically test series, a slight jerk is felt for a moment when changing the mode, i.e. when switching from purely electric to gasoline and vice versa.
In general, it is very quiet in the cabin due to the excellent sound insulation, and the silence can only be disturbed by the high-quality sound system of the Bose brand, with well-designed acoustics.
The test route was short, so we didn't have the opportunity to make sure of the real range on electricity alone, especially since we drove mostly on local roads.
Mazda promises up to 68 kilometers in the city and 63 on the highway, which is not exactly a top result, but for most buyers it is quite enough for everyday driving.
Otherwise, the electric motor is in the gearbox, so the complete construction is very compact.
In order to lower the center of gravity, the batteries are embedded in the floor. All this affected the driving characteristics.
Apart from highways with a speed limit of 100 km/h, the real testing ground for the Mazda CX-60 is the "autobahn".
You guessed it, we were looking forward to the section with no speed limit. Although they are very short due to the large crowd, they are quite enough to push the hybrid drive to its limit.
Full gas and four-cylinder gasoline in combination with an electric motor give their maximum. Only now, the petrol can be heard more clearly, and with a rather powerful sound, which is usually not the case with hybrids.
It was relatively imperceptible until the throttle was "pathosed", but now... You can simply feel the imposing power that accelerates the over two-ton car to "hundred" in just 5.8 seconds.
The fact that it accelerates strongly up to the electronically limited 200 km/h, and then suddenly stops, like when you set the speed limiter, shows how powerful the system is.
This is not so bad, most have started to limit the speed to 180 km/h...
Until the big six-cylinder gasoline and diesel engines arrive, the plug-in hybrid is the only and at the same time the most powerful and fastest option.
Whichever option you choose, low registration costs await you, given that there is no tax on the use of motor vehicles for hybrids, even if they are light hybrids.
In any case, Mazda has definitely provided its customers with maximum comfort, practically at the level offered by the famous German trio, and at really affordable prices.
It is not yet known how much it will cost here, but it is certain that it will be cheaper than in Germany, where it will cost from 47,390 euros.
Electric up to 140 km/h
Considering that it is a plug-in hybrid, the Mazda CX-60 allows driving only on electricity with a range of 68 kilometers in the city cycle according to the WLTP standard, i.e. 63 kilometers on local roads.
Of course, if you drive 140 km/h, which is the maximum on electricity, the range will be somewhat less.
The first model on a new mechanical platform
The Mazda CX-60 is just the first model on the new platform with a longitudinally mounted engine and primarily rear-wheel drive.
A longer Mazda CX-80 with seven seats is expected soon, but also other surprise models.
Like most plug-in hybrids, the CX-60 allows charging at 11 kW chargers with a power of up to 7.2 kW.
A completely empty battery is charged to 100 percent in two hours and 20 minutes, which is quite enough to fill up a good part of the capacity while you are shopping.
Charging takes longer on the home Shuko socket in the garage, but it is certain that it can be charged during the night.
By the way, the maximum range of 63, that is, 68 kilometers of electric range in the city is included in the average gasoline consumption, hence the declared 1.5 liters per 100 kilometers.
Mazda has developed a specific eight-speed automatic transmission specifically for this platform that is characterized by the absence of a torque converter.
However, its mode of operation is similar - it changes gears via planetary gears and a multi-plate clutch, but it does not have converter hydraulics as an input clutch, but a multi-plate clutch in combination with an integrated electric motor and generator performs this function.
By replacing the torque converter with a clutch, torque is transmitted directly, similar to a manual transmission. In addition, friction transmission and clutch cooling have evolved to smooth start-up and high efficiency were achieved.
The Mazda CX-60's hybrid powertrain enables the independent combination of gasoline and electric motor power.
For example, when driving on electricity, the gear change is gently felt, just like when driving on gasoline, or with the help of both engines at the same time.
Such a solution enables a great saving in space.
- Mazda CX-60 E-Skyactiv PHEV AWD
- Engine: 4 cylinders, longitudinally mounted
- Volume: 2488 ccm
- Power: 141 kW (191 hp) at 6000 rpm
- Max. about. torque: 261 Nm at 4000 rpm
- Electric power engine: 129 kW (175 HP) at 5500 rpm
- Max. about. torque el. engine: 270 Nm
- Total system power: 241 kW (327 hp) at 6000 rpm
- Max. about. system torque: 500 Nm at 4000 rpm
- Battery: Li-Ion, 17.8 kWh
- Battery mass: 176 kg
- Battery voltage: 355 V
- Gearbox: automatic, 8 degrees
- Dimensions (L/W/H): 4745/1890/1685 mm
- Intermediate shaft. distance: 2870 mm
- Trunk: 570/1726 l
- Tank: 50 l Weight: 2055 kg
- Max. speed: 200 km/h
- Acceleration 0-100 km/h: 5.8 l/100 km
- Combined consumption: 1.5 l/100 km
- CO2 emission: 33 g/km
- Electric range: 68 km city, 63 km outside the city
The Japanese SUV scored 91% in the child passenger category, and 88% in the adult passenger category.
The all-new model, the Mazda CX-60, received the maximum five-star rating from EuroNCAP in the latest series of tests conducted by the organization. The Japanese SUV scored 91% in the child passenger category, and 88% in the adult passenger category.
An impressive result of 89% was also achieved in the category for unprotected road users (pedestrians, cyclists...).
European manufacturers are not sleeping peacefully: Every fifth electric car already comes from China
The Mazda CX-60 achieved the maximum number of points in the 6- and 10-year-old category for performance in the crash test, both for frontal and side collisions.
In tests for child passengers, the correct installation of child seats also received high marks, leading to an excellent combined score of 91%.
With high scores in side crash tests and a good level of protection recognized in the full-width rigid barrier test, it also achieved a significant score of 88% in adult occupants.
In both the side barrier and the – more severe – side pillar impact, the protection of all critical body parts was good, leading to the maximum score in this segment of the assessment.
The Mazda CX-60 scored an impressive 89% in the category of vulnerable road users. The adequate performance of the intelligent automatic braking system (AEB) made the result one of the best so far for all tested vehicles since the last EuroNCAP ratings.
The all-new large SUV joins the likes of the Mazda CX-5 (2017), Mazda 6 (2018), Mazda 3 and Mazda CX-30 (both 2019), as well as the Mazda MX-30 (2020) in getting the maximum five star in the EuroNCAP test.
The Mazda CX-60 achieved an impressive result in the fourth category of the EuroNCAP test: safety systems, where it recorded a score of 76%.
The five-star rating is contributed by the adaptable Skyactiv architecture on which the CX-60 is based (Skyactiv Multi-Solution Scalable Architecture).
The wide range of the company's advanced i-Activsense driver support safety technologies that the vehicle is equipped with play another key role in achieving this rating.
New technologies, including Turn Across Traffic Assist, SBS-R pedestrian detection and BSM Vehicle Exit Warning, which detects vehicles, pedestrians and cyclists approaching from the rear of the vehicle (BSM Vehicle Exit Warning), they help drivers recognize potential risks and reduce the likelihood of damage or injury, while offering high standards of pedestrian protection.
In addition, Mazda's Kinematic Posture Control (KPC) system additionally stabilizes the vehicle while in motion, facilitating safe driving, and these functions further reduce the possibility of an accident, the Japanese manufacturer explains.
Asian media reports that Mazda will sell its stake in the Russian joint venture to local carmaker Sollers.
The Japanese automaker has been looking for ways to wind down its Russian operations since the invasion of Ukraine in February. In March, they confirmed that the export of parts to the Vladivostok factory would end and that production would cease when these stocks were used up. The factory produced around 29,000 vehicles in 2021, Nikkei Asia reminds.
According to media reports, Sollers is currently negotiating with Mazda to buy out its share in the joint venture.
"Sollers Auto has already developed a plan to restart the plant for the production of other car brands and negotiations on this matter are currently being concluded," Sollers confirmed in a statement.
Mazda's move to leave Russia comes shortly after Toyota confirmed it was also pulling out of its Russian operations. Toyota highlighted difficulties in obtaining parts and the need to compensate workers, stating that there is no prospect of resuming production in the near future due to the parts shortage.
The decision: The all-new Mazda CX-50 is a capable — if unacceptable — reduced SUV that does most things effectively, however it doesn't do a lot to push Mazda's setup toward another path.
Versus the opposition: Given how firmly paired the minimized SUVs in our most recent correlation test were, it would be great assuming the CX-50 accomplished other things to separate itself from its opposition — or even its CX-5 stablemate.
At the point when Mazda uncovered the 2023 CX-50 in November 2021, it was obviously hopping on board the rough terrain vehicle fad that turned out to be progressively common in the market as the COVID-19 pandemic delayed and individuals searched any reason to escape the house. Rough terrain vehicles and trims are obviously the new shut down appearance bundles.
Related: 2023 Mazda CX-50 Vs. 2022 Subaru Forester Wilderness: Who Off-Roads Better?
The CX-50 has standard all-wheel drive, a six-speed programmed transmission and a decision of two 2.5-liter four-chamber motors: a normally suctioned variant with 187 strength and 186 pounds-feet of force or a turbocharged form making either 256 or 227 hp and 320 or 310 pounds-feet of force contingent upon whether it's burning premium gasoline.
We drove a reach finishing off Premium Plus CX-50 with the 2.5-liter super both now and again street to check whether it could bear outing in its very packed and serious section. Sadly, the CX-50 doesn't actually stand apart even in Mazda's own setup, where it's in direct contest with the CX-5 (for the time being, in any case).
Driving the CX-50
Regardless of utilizing an alternate stage, the CX-50 drives a ton like its CX-5 kin. One thing generally present in Mazda vehicles is open controlling, that is as yet the situation in the CX-50. Tragically, it needs other on-street capacities that could make the most of that: The ride is weak, and influences were unforgiving with the 20-inch wheels that come norm with the 2.5 super motor. Forceful cornering produces body roll and some understeer, however no more than you'll track down in basically any SUV in this fragment. Most contenders, nonetheless, additionally have guiding that feels substantially more numb.
For more nitty gritty rough terrain impressions, you can peruse my drawn out contemplations here. Without driving a CX-50 outfitted with the Meridian treatment, which incorporates more serious off-road tires, checking exactly the way that competent the CX-50 could be is hard. We can address its exhibition with road tires and 20-inch wheels, however, and with that arrangement, the CX-50 effectively explored a light rough terrain course, yet it never felt cheerful doing as such. The CX-50 is intended to be the vehicle that gets you and your stuff to the trailhead, not one that goes down the path, yet in the majority of those cases, you'd be similarly as fruitful arriving in a Camry. The CX-50 isn't intended for serious or continuous going 4x4 romping, so assuming you're searching for something to that effect, look somewhere else.
It's conceivable the Meridian Edition, with its more modest haggles rough terrain tires, could feel both more fit rough terrain and cushier on asphalt, yet it's presumably not going to supersede a portion of the more able delicate roaders in its fragment, similar to the Ford Bronco Sport Badlands, the Subaru Forester Wilderness or any of the various Toyota RAV4 TRD models.
The CX-50's mileage is fair, at any rate, and there's a sad punishment for getting the more impressive super motor. The normally suctioned 2.5 is appraised 24/30/27 mpg city/thruway/joined, and changing to the turbocharged powerplant drops those appraisals just somewhat to 23/29/25 mpg. Obviously, to get the most pull and force out of the super 2.5-liter — 256 hp and 320 pounds-feet — Mazda suggests utilizing premium gas. That is obviously more costly than customary, and the 2.5 super doesn't give overpowering power on it; it's far-fetched that proprietors will miss the additional 29 hp or 10 pounds-feet of force assuming they decide on standard. The super motor gives sufficient power when called upon, however it can sound stressed and crude under heavier burdens.
The CX-50 likewise adds two new drive modes: Off-Road and a super selective Towing. Rough terrain helps a piece whenever difficulties arise, however there's no extra configurability past "Rough terrain" to assist with explicit kinds of landscape. Towing mode is select to super controlled CX-50s, which can tow 3,500 pounds versus the 2,000 pounds the non-super CX-50 can pull. The other driving mode worth focusing on is Sport, however that is simply to take note of that it doesn't do a lot to change the personality of the CX-50.
Happy with, Frustrating Interior
The front and back seats of the CX-50 don't feel a lot roomier — or truly entirely different by any means — from a CX-5. The CX-50's more forceful roofline and Mazda's most memorable power-sliding all encompassing moonroof cut into headroom a piece, yet there's not an awkward seat in the vehicle. The CX-50's freight region is likewise stunningly spacious, if essential, with two little cubbies for more modest things. (They were, for example, an extraordinary spot to put a few valuable six-packs of Wisconsin-elite New Glarus brew while driving home to Illinois.) We estimated the CX-50's freight volume at 18.13 cubic feet — almost indistinguishable from the 2021 CX-5 we estimated at 17.91.
What's tricky is Mazda's infotainment framework. The bigger 10.25-inch show in our test vehicle (a 8.8-inch screen is standard) is in fact a touchscreen, yet it doesn't work as such as a rule. Contact control possibly works when the vehicle isn't moving; when the vehicle is driving, a handle regulator is the best way to explore the presentation and make choices. In any event, that was the situation before Mazda gave touchscreen usefulness back while utilizing Apple CarPlay and Android Auto. It's a brilliant choice given how much more straightforward it is to utilize a cell phone reflecting point of interaction like you utilize a cell phone. Both those connection points work remotely, however I saw some slight lagginess in remote CarPlay while rapidly burnning through tunes.
While bringing back touchscreen capacity is great, the actual screen is situated so high and profound on the dashboard that considerably longer-equipped drivers and front travelers might experience difficulty arriving at it. I switched back and forth between utilizing the touchscreen and the disappointing handle contingent upon the circumstance and how agreeable I felt inclining forward.
On the off chance that you're not utilizing Apple CarPlay or Android Auto, the remainder of the UI looks dated and can be confounding. It seems like Mazda is imitating early cycles of BMW's iDrive before the Bavarians dealt with every one of the issues.
A portion of the CX-50's rivals have their own idiosyncrasies and flaws with regards to this stuff, yet for an all-new vehicle like the CX-50 to have the normal, worn out tech that is baffled us in other Mazdas is frustrating.
Mazda means to be viewed as a more exceptional automaker than, say, Toyota or Honda, and the CX-50 is attempting to satisfy that objective. Its inside materials are a stage above contenders', and construct quality is first rate. Actual controls have a strong vibe, and an accessible head-up show is a superior touch. Contrasted and an Acura RDX, the CX-50 may not beat the competition, however contrasted and a Honda CR-V or Toyota RAV4, it is probably going to intrigue.
The CX-50 has various standard dynamic security highlights, including Mazda's low-speed City Brake Support programmed crisis slowing down with passerby recognition, as well as path takeoff advance notice, path keeping help and vulnerable side observing with back cross-traffic alert. I didn't find these highlights excessively nosy or pointless during my time in the CX-50, which isn't generally the situation. The discretionary head-up show was great, if exceptionally fundamental in its usefulness.
As of this composition, the CX-50 has not yet been assessed by either the Insurance Institute for Highway Safety or the National Highway Traffic Safety Administration. In our own Car Seat Check, the CX-50 procured generally Bs and one A grade - write Cars.com.
We started our 15 months with our long-term Mazda CX-30 Premium AWD wondering if the handsome new subcompact SUV could convince us Mazda is truly on the march upmarket to become a luxury automaker. Now 19,163 miles later and with our CX-30 departing the MotorTrend garage, we feel safe saying although Mazda has made serious strides in some areas, the overall CX-30 experience left us cold—a new feeling for us, considering how much we loved our old CX-5, CX-9, 3, and 6 long-term cars.
The CX-30 has had an admittedly weird stay in our long-term fleet, with more than half of a year overlapping with safer-at-home orders. But despite sticking close to home base in Los Angeles for the first six months or so of its loan, our CX-30 got some meaningful road trip time in, including long stretches up to northern Oregon and shorter stints to San Francisco and out to the Mojave Desert in support of our Of The Year programs. Over that time, we got to know the CX-30 quite well. We really appreciated our CX-30's premium styling. Although the swooshy waveform on its flanks is controversial among staff (some think the reflections make it look like the SUV was sideswiped), the CX-30 has a distinctive and unmistakably Mazda look. The interior styling won high praise, too, outdoing segment rivals such as the Buick Encore GX and Lexus UX in design and material choice. We were also charmed by our long-termer's engaging steering feel, which is usually something of an afterthought in the subcompact SUV segment.
But despite the bright spots, the CX-30 wore on us over the months. Its styling promises luxury, but the drive experience doesn't deliver. We grew tired of apologizing to passengers for the buzz-prone powertrain, the transmission's sloppy shifts, and inconsistent stops due to a mushy brake pedal. The standard 186-hp, 186-lb-ft 2.5-liter I-4 also felt a bit underpowered when loaded with four people—an impression that the hunt-happy six-speed automatic didn't help. Mazda now offers a 250-hp turbocharged I-4 on the CX-30, but it's still saddled with the increasingly dated six-speed auto.
The CX-30's cabin also wasn't as nice a place to spend time as it first appeared to be; passengers frequently complained that the tight cabin was claustrophobic, due to the stylish high beltline. (The driver's seat is thankfully height-adjustable.) We've also found Mazda's infotainment system difficult to use while driving, requiring far too much time looking at screens and twiddling a knob than is safe to do while on the road
Although our CX-30 has been mechanically trouble-free over its time with us, its cabin is showing signs of early wear and tear. The white leather seats have started to stain from sliding across them in jeans, and the bolsters have been marred from rubbing up against the SUV's B-pillar. We were also disappointed to see the CX-30's faux carbon-fiber plastic trim quickly became an ugly rainbow of scratches, especially in high touchpoint areas around the shifter and cupholders. We had identical issues with our 2020 Mazda 3 long-termer.
Mazda's failure to improve materials quality is disappointing. However, we continue to be pleased with the dealer experience. For a mainstream automaker on the march upmarket, Mazda's dealership fell squarely on the luxury side of the spectrum, impressing us with the swiftness of its service and the attention to detail. Granted, we didn't spend much time at the dealership during our loan. Our two visits to the dealer were for routine service (an oil and filter change, tire rotation, and inspection) and recall work (one for a Bose audio system glitch, the other to improve the spotty adaptive cruise control).
We spent about $375.00 maintaining our Mazda (we say "about," because a careless former employee neglected to file the paper work for our CX-30's second service). That's significantly more than we spent on our long-term 2020 Kia Soul ($198.19 for two services) and 2018 Subaru Crosstrek ($281.85 for three services). It's also about $100 more than what we spent maintaining the 2020 Mazda 3. All of these vehicles covered about 20,000 miles.
The EPA rates the CX-30 AWD at 25/32/27 mpg city/highway/combined, and in our time with it, which heavily skewed toward urban driving, we netted 25.8 mpg. Unsurprisingly, that's worse than our Mazda 3 hatchback (28.8 mpg), but it's about dead even with our old Crosstrek, which achieved 25.9 mpg in our hands.
Overall, Mazda has made notable strides with both design and the dealership experience. But if we're looking at it as a luxury SUV, its lack of polish and drivetrain refinement seriously detract from the ownership experience. At the same time, the compromises resulting from Mazda's move upmarket make the CX-30 less enjoyable to drive day to day. As a result, this is probably the least engaging Mazda we've experienced in a decade; improvements in design and dealerships don't outweigh that.
Ultimately, the CX-30 is less a jack-of-all-trades vehicle than a master of none. We won't miss this Mazda, but there's always the next one.
It should first be reminded here that Mazda confirmed last month that it is preparing five new crossovers for 2022 and 2023, which will be sold in different markets.
The first in line is this CX-50, which had its premiere today, and will soon be presented to the public at the Los Angeles Auto Show.
The CX-50 will be produced from January 2022 in Alabama, USA, and will arrive on the market in the spring of next year.
Also, the CX-50 will be sold only in North America, but for now it is not known at what prices.
The Japanese said in a statement that the CX-50 will be offered to American customers with a 2.5-liter four-cylinder petrol in the atmospheric and turbo versions, paired with a 6-speed automatic transmission and all-wheel drive.
The driver also has at his disposal a selector of driving modes called Mi-Drive (Normal, Sport and Off-Road modes).
Mazda promises to offer new versions with electrified drive soon after the start of sales.
The CX-50 also has Mazda's "Kodo" design vocabulary, here with off-road elements (black protective plastic), black honeycomb mask, roof racks, larger air vents on the outer edges of the bumpers, as well as with the optional Zircon Sand paint.
The interior is provided with quality materials, seats of a new design and Terracotta colors, and there is also a panoramic roof.
Earlier this year, Mazda upgraded the popular CX-5, which accounts for 21% of the manufacturer’s total sales in Europe. Then he got a new gasoline engine and more modern infotainment. Less than a year has passed, the Japanese manufacturer is again improving its SUV with visual, but also technological changes. It is believed that the CX-5 is now more ready to fight a very successful rival - Toyota RAV4.
The new Mazda CX-5 arrives in Europe early next year and brings a new 3D design of the radiator grille with a chrome frame, a redesigned front bumper and a refreshed light group.
The new CX-5 uses Skyactiv-Vehicle Architecture, meaning it now offers an improved chassis and suspension, while designers have redesigned the seats as well, to increase driving comfort and reduce fatigue. In addition, comfort is further enhanced by better cabin insulation.
The 2022 model also gets new technology, with the introduction of Mazda's Mi-Drive system for selecting the mode of driving, where the novelty is the "off-road" mode, while all-wheel drive has become the standard for the American market.
As for Europe, the new CX-5 will be available in three new trim levels - the initial "Newground" is equipped with silver protection on the front and rear bumpers and door trims. It has black mirrors, lime-green details on the front grille and a choice of 17-inch or 19-inch wheels. In the cabin, the Newground models have suede upholstery and lime-green details, writes Autocar.
The next level is the "Sport Black", which features a glossy black mask with red details, with a black lower part of the bumper, wheel arches and mirrors. Black 19-inch alloy wheels come as standard, while the interior has red seams on the seats, steering wheel, gear lever and doors.
The top versions carry the "GT Sport" label, and are equipped with 19-inch alloy wheels in light silver and a more luxurious interior, with the addition of Nappa leather and wooden decorations.
The novelty from Mazda now also offers a storage for a phone with wireless charging, while the trunk is more practical with a double compartment. The "Newground" versions will get a partition with a waterproof side for wet or dirty objects.
Safety has also been improved with the implementation of Mazda's i-Activsense systems, which include state-of-the-art cruise control and driving assistance.
The new CX-5 will continue to use the atmospheric 2.5-liter Skyactiv-G of 190 hp, as well as the turbo version that develops 254 hp.
Details on prices and specifications for the 2022 model will be announced in the coming months.
The new Mazda MX-5 Sport Venture is the latest in a long line of special editions of the world’s favourite roadster
Like the standard roadster, the limited-edition MX-5 Sport Venture is a fantastic car to drive, thanks to its direct handling and buzzy naturally aspirated 1.5-litre engine. But the extra equipment Mazda has added to this limited-run car has pushed its price a little too close to its more powerful (and similarly equipped) siblings, which makes it hard to recommend unless you’re an avid MX-5 collector. You can find similar plushness and kit in the existing Sport Tech model.
Since the fourth generation of the MX-5 was launched in 2015, Mazda has released a steady stream of special-edition versions, following the pattern established by the three previous models. There was the Z-Sport in 2017, then a model that marked the roadster’s 30th anniversary in 2019, followed by a variant to celebrate Mazda’s 100th anniversary last year.
Now the company has launched the MX-5 Sport Venture, and it carries a little bit of heritage with it, because the limited-edition nameplate returns from the previous-generation car. The formula remains pretty much the same, too. Sold only in limited numbers, this one comes painted in a new Deep Crystal Mica Blue shade and with a grey fabric hood, which combine to give it a unique appearance among the MX-5 line-up. Stone-coloured Nappa leather upholstery gives it a premium edge over the Sport trim-level car it’s based on.
However, the £27,615 price-tag doesn’t look like much of a bargain when you consider that prices for the equally fun and much more practical Ford Fiesta ST start from £21,955. The MX-5’s price has crept up considerably since launch, but it remains a rare offering in today’s market.
The new MX-5 Sport Venture is only available with the entry-level 130bhp 1.5-litre four-cylinder petrol engine. If you would prefer an MX-5 with the stronger 181bhp 2.0-litre engine, prices for that version start at £28,670, £1,055 more than this special-edition model.
What’s the point of the MX-5 Sport Venture, then? Exclusivity for one, because just 160 examples will be sold in the UK. It also helps that it comes with a whole host of features that you can’t specify (even as options) on the cheapest 1.5-litre car, including the roof colour, the leather interior, and silver mirror caps.
It also comes with standard adaptive LED headlamps (borrowed from the high-spec Sport Tech model), which swivel as you turn the wheel to light up dark spots on the road ahead in tight bends. They’re a welcome addition at night on the sort of narrow B-roads the MX-5 suits so well.
As in the Sport model, buyers also get a Bose audio system, which will please audiophiles and tech geeks alike. It’s a bit more bassy than the standard stereo in the SE-L car, and has speakers built into both headrests, which help to defy the wind noise when driving with the roof down.
When you’re listening to music, the speakers play mid-range frequencies and, if you get a phone call, they pipe your contact’s voice directly into your ears. It’s certainly a handy feature but, again, it’s a benefit more than a necessity.
Mazda hasn’t made any mechanical changes to the MX-5 Sport Venture, which means it drives exactly the same as the standard roadster. So, the power steering is a little over-assisted for such a light car, but the rack gives you enough feedback to know where the front wheels are pointing.
Despite all of its many charms, though, the MX-5 Sport Venture still ends up feeling just a bit too expensive for what it is, which is mostly due to the level of tech Mazda has added, and the premium the firm thinks such exclusivity is worth. This special edition costs the same sort of money that used to secure a solidly equipped 2.0-litre version of Mazda’s iconic sports car.
The biggest selling points for the special edition are its styling and its rarity, which makes it hard to recommend unless you’re an MX-5 aficionado. If it were our money, we’d either opt for the £26,335 MX-5 Sport and pocket the difference, or splash the extra cash and go for the bigger, more powerful engine in the MX-5 Sport Tech.
|Model:||Mazda MX-5 1.5 132PS Sport Venture|
|Engine:||1.5-litre 4cyl petrol|
|Transmission:||Six-speed manual, front-wheel drive|