Mazda Announces Value Grade for CX-7

Refreshed 2010 model rolls out late summer

2010 Mazda CX-7

Mazda refreshes its five-passenger crossover vehicle for 2010, including a new value grade. The base model gets the same 2.5-liter four-cylinder engine as the new Mazda3 and Mazda6, with a five-speed automatic transmission.

The new engine produces 161-horsepower and 161 lbs-ft. of torque. Engineers incorporated balance shafts to eliminate vibration: a common problem with large four-cylinder blocks. Chain driven camshafts have the advantage of being service-free: they save customers the cost of timing belt replacement.

Fuel economy is 21/28 mpg city/highway. The powertrain is available only on iSV and iSport models, and only with front-wheel drive. Mazda has not announced pricing for the new models.

Upscale grades continue to feature Mazda’s turbocharged 2.3-liter engine, that produces 244 horsepower and 258 lbs.-ft. of torque. The more powerful engine comes with a six-speed automatic transmission with manual gear selection.

Buyers can choose between front and all-wheel drive: the latter system can deliver up to half the engine’s torque to the rear wheels for better traction.

All grades benefit from improved torsional rigidity, reduced noise, vibration and harshness. Coil springs and anti-roll bars keep the car flat in the corners. The CX-7 features speed-sensitive rack-and-pinion steering, a MacPherson front and multi-link rear suspension. Four-wheel disc brakes come with antilock braking, traction and dynamic stability control. Read the rest of this entry »

2009 Mazda MX-5

Twenty years of roadster magic

By Nina Russin

2009 Mazda MX-5 Miata

The Mazda-MX-5, nee Miata, celebrates its twentieth birthday this year, with a restyled exterior and mechanical upgrades. Mazda’s two-seat roadster has always been a personal favorite: beautifully styled, and even more fun to drive.

The original Miata was the love child of  Mazda’s design studio. Chief designer, Tom Matano, and his colleagues wanted to create a contemporary car reminiscent of classic British roadsters from the 1960s and 70s.
Read the rest of this entry »

2009 Mazda5 Grand Touring

Compact cross-utility vehicle seats up to six passengers

By Nina Russin

Two-thousand nine was a year of extremes, especially with regards to fuel prices. After prices peaked over four-dollars per gallon last July, they fell in December to levels drivers hadn’t seem in half a decade. Now that

2009 Mazda5

regular fuel has once again summited the two-dollar mark, people are looking at their full-sized trucks and wondering if they couldn’t make do with something smaller.

The Mazda5 is a possible solution for buyers who need to carry multiple passengers, but also keep their driving expenses within reason. With a base price of $22,675 for the upscale grand touring grade, Mazda’s  crossover vehicle is an affordable car that’s also fun to drive. Its standard four-cylinder engine and five-speed automatic transmission provide a surprising amount of power, while the car’s small footprint gives it the ride and handling characteristics of a sport sedan.

Three rows of seating accommodate up to six passengers, assuming that some of those passengers are small. I was able to fit into the back seats, but I don’t agree with the manufacturer’s claim of “generous” third-row legroom. 

Sliding second-row doors make it easier for parents to fit child seats in back. The second-row seats slide forward to ease third-row ingress and egress. Rear passengers can enter and exit the car without climbing over the rear wheel arches.

Third-row seats fold flat by releasing a single strap on each seatback, making the cargo floor large enough to load in a bicycle. Folding the second-row seats flat is more complicated: it requires flipping the seat bottoms forward, and, depending on seat position, removing the headrests as well.

The grand touring grade tested comes with most of the safety, comfort and convenience features its buyers will look for: antilock braking, side curtain airbags, MP3 and Bluetooth compatible audio system, a power moon roof, leather trim with heated front seats and multiple power points. Vehicle stability control is not available on any trim level: a surprising omission considering its proven safety benefits.

Positive fuel economy plus sporty performance

The Mazda5 is a light car given its six-passenger capacity. Curb weight is 3475 pounds, allowing engineers to achieve excellent performance with a small engine. Average fuel economy is twenty-three miles per gallon for city and highway driving.

Its small footprint makes the Mazda5 quite agile as well. It has excellent on-center response at speed, and stays flat in the corners, thanks to standard front and rear anti-roll bars.

A low center of gravity keeps the car stable on the highway. Five inches of ground clearance is enough to clear the average snowfall, but not adequate for off-road driving.

The chassis seems well balanced for a front-wheel drive car: I didn’t notice a tendency to push in the corners. Although front-wheel drive improves the car’s traction on wet pavement, it makes the Mazda5 a poor choice for people who want to tow trailers.

An electric power steering pump produces plenty of assist at low speeds while maintaining good response on the highway. Eliminating the hydraulic booster saves weight under the hood and eliminates a part that frequently wears out.

Standard seventeen-inch wheels and all-season tires produce a wide contact patch, while four-wheel disc brakes stop the car in linear fashion on both wet and dry pavement.

Visibility to the sides and rear is good: the car’s lower ride height minimizes blind spots to the sides of  the car. A standard tilt-and-telescoping steering wheel gives smaller drivers a clear forward view.

Standard rain-sensing wipers keep the front glass clean in intermittent rain, while a standard rear wiper improves visibility to the back in stormy weather.

Standard xenon headlamps produce a longer brighter beam than halogen, making it easier to see the road at night or in bad weather.

Ergonomic interior

Designers maximized room up front by integrating the gate shifter into the center stack, as opposed to the floor console. A manual shift option allows drivers to maximize fuel economy on the highway, or choose sporty performance on winding two-lane roads.

Redundant audio and cruise controls on the steering wheel minimize driver distraction. Audio and temperature controls on the center stack are easy to reach from both front seating positions.

Trying the audio system reminded me why I don’t like speed sensitive volume controls: the sound was unusually quiet at stoplights, and deafening on the highway.

There are two twelve-volt power points: at the base of the center stack, and to the left of the liftgate in the cargo area

Manually adjustable seats have adequate lower lumbar support. Separate armrests for the driver and front passenger travel with the seats.

There are two generous-sized cupholders in the floor console: the front doors also have bottle holders and map pockets. Second-row passengers have use of a center console that can slide fore and aft with the seats. Air vents in back of the front center console circulate air through the back of the cabin.

A standard power moonroof brings extra light into the back of the car. Theater-style seating gives all three rows of passengers a clear forward view.

The rear glass flips up independent of the liftgate for loading in small items. With all three rows of seating in place, there’s enough room in back for some groceries, but not much else. A small under-floor cargo area conceals valuables.

A light in the cargo area can turn on and off without the car running: it comes in handy when loading and unloading items at night.

Mazda produces the Mazda5 at its Hiroshima, Japan assembly plant.

Likes: An affordable six-passenger vehicle with an ergonomic interior, good fuel economy, and excellent ride and handling.

Dislikes: Lack of legroom in the third row. Speed-sensitive volume in the audio system overcompensates for road noise.

Quick facts:

Make: Mazda
Model: Mazda5 Grand Touring
Year: 2009
Base price: $22,675
As tested: $23,395
Horsepower: 153 Hp @ 6500 rpm
Torque: 148 lbs.-ft. @ 4500 rpm
Zero-to-sixty: N/A
Antilock brakes: Standard
Side curtain airbags: Standard
First aid kit: N/A
Bicycle friendly: Yes
Towing: No
Off-road: No
Fuel economy: 21/27 mpg city/highway
Comments: Base price does not include a $670 delivery charge.

2008 Mazda RX-8 Grand Touring

Rotary speed demon
By Nina Russin

2008 Mazda RX8 40th Anniversary Edition/1967 Mazda Cosmo

I love cars that spit in the face of convention. The Mazda RX-8 is a personal favorite. The rotary engine under its hood is about the size of a gallon of milk, but its output matches four- cylinder blocks that have twice its mass. The design might not seem radical by today’s standards, but it was a different scenario in the years immediately after World War II.

A German engineer named Felix Wankel came up with the idea of using a rotor rather than reciprocating pistons to create power. Automakers scoffed at Wankel’s idea, citing durability issues in the prototype. But Mazda swam against the stream, unveiling the prototype Mazda Cosmo, the first rotary engine car, at 1964 the Tokyo Motor Show. The Mazda Cosmo Sport went into production for the 1967 model year.

Four decades in production

Mazda remains the only automaker to use the rotary engine in production: over two million rotary- powered cars have rolled off Mazda assembly lines in the past four decades. They include the R100, the RX-2, RX-3, RX-4, and RX-5 Cosmo, and a rotary pickup truck. The RX-7 sports car debuted in 1979. Its successor, the RX-8 rolled out in 2003. The current model is the second generation, introduced last year.

The RX-8 has racing roots as well. The current RENESIS rotary engine is based on Mazda’s formula race cars. It runs off two rotors rather than one, for better fuel efficiency and fewer emissions.

It revs much higher than conventional internal combustion engines: redline is over 9000 rpm, with peak horsepower (232) beginning at 8500 rpm, and peak torque (159 lbs.-ft.) beginning at 5500.

Modified versions of the current RX-8 campaign in the Grand American Road Racing Association’s Grand Am Cup Street Tuner division. The production model is fast, light, and not half bad to look at. Best of all, it’s affordable. Base price on the sport model is $26,435.

Nothing says “Arrest me” like candy apple red.

The minute I opened the garage door, I knew I was in trouble. The RX-8 may be small, but so is a Roman candle. The paint is called Velocity Red for a reason. By the end of the week, I feared my driver’s license would be the same color.

But sports cars have the same effect on me that tarpaper does on flies. I hopped behind the wheel and lit up the ignition. Three thousand pounds of heavenly joy purred beneath my feet.

Though I didn’t take the car to the track, I had plenty of time to drive around town. Like the Mazda Miata, the RX-8 is a car that makes everyday driving an adventure. Part of its appeal is its size: the wheelbase is a mere 106-inches.

It’s exceptionally easy to maneuver through traffic, and it can find a right-sized hole between a couple of big sport-utility vehicles. The down-side is that the car’s low profile makes it harder for other drivers to see, especially high profile trucks.

It’s obvious that the guys who designed the RX-8 love to drive. Every component on the car is positioned to enhance performance: the engine midship, and the fuel tank ahead of the rear axle to maintain a fifty/fifty weight balance. All four seating positions are low and inside the frame.

The fully independent aluminum suspension minimizes unsprung weight. Monotube gas shocks keep eighteen-inch wheels and low-profile tires firmly planted on the ground. Large vented disc brakes with four-channel ABS stop the car on a dime.

The steering wheel small like a race car; so is the shift knob. Because the rear doors are hinged in back, there’s no B-pillar, so visibility to the side is excellent. Ditto for visibility to the rear.

Up front: an analog tachometer dominates the gauge cluster. A small digital display inside the tach gauge is the speedometer. The pedals are textured metal and rubber for traction: a short clutch throw makes quick shifts easy. Gears on the six-speed manual transmission have enough range for the real world: specifically for rush-hour traffic.

Seats four adults

Because the rear doors are hinged in back, the back seats are fairly easy to enter and exit. There is more hip, shoulder and head room in the back seats than I expected. With the front seats pulled forward, there’s enough leg room for a small adult. Both front and rear seats have center console bins and cupholders. All four seating positions have three-point safety harnesses. There are overhead reading lamps for both rows of passengers.

The instrument panel is small and compact: the gauge cluster has analog readouts for oil pressure and temperature. Climate and audio controls on the center stack are easy to reach from both front seating positions. The steering wheel has redundant audio and cruise control buttons, so the driver can keep his eyes on the road.

The side mirrors are small but adequate to minimize any blind spots to the sides and rear of the car.

The trunk is big enough to hold a modest amount of luggage or some groceries, but I wouldn’t want to try to stuff a bicycle inside. The RX-8 is all about the sport of driving: it’s useless for carrying gear for other sports, and due to its low stance, a poor choice for driving off-road.

Available in three grades

The 2008 RX-8 comes in three grades: Sport, Touring and Grand Touring. The test car is the upscale Grand Touring Grade, priced from $31,070, with two options: Sirius satellite radio ($430), and navigation ($2000). Standard equipment above the base sport grade includes HID headlamps, fog lamps, a moonroof, upgraded Bose audio system, eighteen-inch wheels, limited slip differential, sport suspension, leather trim with heated front seats, heated outside mirrors and keyless start.

Standard safety

All models come with four-channel antilock brakes, front, side and side curtain airbags. Dynamic stability control is optional on the base model, and standard on both Touring and Grand Touring grades.

Because the engine is positioned towards the back of the engine bay, there is an ample crumple zone in front. The brake pedal is designed to break away in a severe collision, to prevent injury to the feet and legs. The hood design yields to pedestrian impact more than a standard design.

All models come with a three-year, 36,000 mile warranty and 24/7 roadside assistance. The fortieth anniversary RX-8 is available for test drives at Mazda dealerships nationwide.

Likes: A fun, affordable sports car with a racing heritage. The sleek RX-8 is as much fun to drive as many cars that cost twice as much. While the rear seats don’t have a lot of legroom, the car can hold four adult passengers.

Dislikes: Average fuel economy of 18 mpg is not particularly good for such a small, light car. The trunk is too small to make the RX-8 a practical lifestyle vehicle for athletes who carry large gear on a regular basis.

Quick facts:

Manufacturer: Mazda
Model: RX-8 Grand Touring
Year: 2008
Base price: $31,070
As tested: $34,254
Horsepower: 232 Hp @ 8500 rpm
Torque: 159 lbs.-ft. @ 5500 rpm
Zero-to-sixty: N/A
Antilock brakes: Standard
Side curtain airbags: Standard
First aid kit: N/A
Bicycle friendly: No
Off-road: No
Towing: No
Fuel economy: 16/22 mpg

2007 Mazda3 S Touring

Five doors, four passengers, and a dollop of boogie
By Nina Russin

2007 Mazda3 S Touring

Anything that costs close to a year’s salary should bring its owner more pleasure than the average appliance. The engineers at Mazda understand that. Even their least expensive cars are proof that practicality and fun are not mutually exclusive. The Mazda3 hatchback, priced from $17,580, holds four passengers, averages thirty miles-per-gallon, and gives the driver something to smile about.

The model that debuted in 2003 got an update this year: better low-end power, fresh styling, and a more refined interior. The test car is the upscale S grade with one option: a moonroof and six-CD changer.

The five-door Mazda3 comes standard with a 2.3-liter engine and five-speed manual transmission. Both four- and five-door models are front-wheel drive, with standard four-wheel disc brakes and independent suspension. Standard antilock brakes, dynamic stability control, side and side curtain airbags make Mazda’s best value a very safe car as well.

Variable valve timing gives the four-cylinder engine exceptional gas mileage: about thirty miles-per-gallon. The updated engine also has great pickup: it’s especially noticeable accelerating onto the highway, and passing at speed. The manual transmission has a light clutch and wide-range gears for easier stop-and-go driving. It shifts smoothly, with no obvious gear lash.

Seventeen-inch wheels provide a wide, stable footprint. The addition of front and rear stabilizer bars makes the car corner on rails. The 2007 models have a stiffer body structure that improves steering response at speed. Emergency maneuvers on the freeway feel completely safe. Independent four-wheel suspension gives both rows of passengers a comfortable ride.

The Mazda3 has a low stance: ground clearance is under five inches. The low center of gravity improves the car’s high-speed handling, but makes it impractical off-road. Graded dirt roads should not be a problem, but anything more would be a reach.

Engineers revised the front suspension to reduce understeer. I didn’t notice any pushing, even at high speeds. The weather throughout the test was dry, so I didn’t have a chance to drive the car on wet roads. A standard rear wiper improves rear visibility in rain and snow.

Spacious cabin with a versatile cargo bay

The Mazda3 holds four adults and their belongings: three across the back seat is a squeeze. Both front seats have manual adjustments. A standard tilt and telescoping steering wheel allows drivers of all sizes to find a comfortable position.

I was happy to see center bolsters in the front seats. They hold the passengers in place without irritating pressure points as side bolsters do. The seatbacks in both rows have good lower back support. Standard cloth upholstery is attractive and more comfortable in the hot southwestern summer.

Visibility is excellent all the way around the car. Power side mirrors do a good job of compensating for blind spots to the rear. The driver sits high enough to have good forward visibility. Redundant audio and cruise controls on the steering wheel minimize distraction.

All cars come pre-wired for Sirius satellite radio: a feature I can’t say enough good things about. There are enough choices of commercial-free music, news, sports and weather to keep me occupied on a long road trip without adding my own music. Those who want to bring their own tunes can use the MP3 plug-in, located in a bin under the front armrest.

The air conditioner cools the car down quickly, even in extreme heat. I started the car up several times in the hottest part of the day, with temperatures well above 110-degrees Fahrenheit: the car was comfortable within five minutes. The audio and climate controls are easy to reach from both front seats.

The glovebox is exceptionally large and deep: it has enough room to hold a small purse or pack. The bin in the center console will also hold a small pack or compact discs. There is a small cubby to the side of the parking brake for putting a cell phone or PDA. There are two, twelve-volt power points up front: one in the center bin, and one at the base of the center stack.

All four passengers have cup- and bottle holders: the bottle holders are in the doors, while cupholders are in the center console and rear armrest. The optional moonroof lets more ambient light into the back of the car.

Bike-friendly cargo bay with a secret storage area

The second-row seats are easy to fold flat using levers to the outside of the seatbacks. It is not necessary to take off the headrests or remove the seat cushions, so the Mazda3 easily meets out bike-friendly standards. A standard tonneau cover hides items in the rear. Four tie-down loops on the floor make large cargo easy to secure. Cargo nets and additional cargo trays are available as factory options.

A light to the right to the right of the tailgate makes it easier to load up after dark. Smaller storage bins under the cargo floor are great for people who need to stash valuables at the trailhead.

The tailgate release is located in a recess under the lower lip: a design change for the new model. Because the car is less than five feet tall, it’s also easy to load cargo up top. The Mazda3 doesn’t come with roof rails, nor are they available as an option. But cargo tracks on the rood should make it easy to install an aftermarket rack.

The Mazda3′s sporty styling was a hit among runners at the shop. The angular front grille with standard halogen headlamps makes the car stand out around bigger vehicles. Redundant side signal lights protect the driver in dense traffic. Side sill extensions and a rear liftgate spoiler are standard on the S grade.

Price on the test car is $20,340 including delivery charges, putting the Mazda 3 well under our $30,000 cap for best value vehicles. With its high level of standard comfort and safety features, the Mazda3 is a lot of car for the money. The sporty five-door model is stylish and fun to drive. Its small size makes it an ideal choice for city dwellers that like to head out on the trails over the weekend. The eco-friendly Mazda meets the federal PZEV super-low emissions standards.

Likes: A great value, the Mazda3 combines sporty performance with a spacious interior, versatile cargo area and a high level of standard safety features. It has excellent ride and handling characteristics at all speeds, gets good fuel economy, and makes four passengers feel as if they’re riding in a much bigger car.

Dislikes: Roof rails are not available as a factory option.

Quick facts:

Base price: $18,425
Price as tested: $20,340
Horsepower: 151 Hp @ 6500 r.p.m.*
Torque: 149 lbs.-ft. @ 4500 r.p.m.
0 to 60: N/A
Antilock brakes: Standard
Side curtain airbags: Standard
First aid kit: No 
Towing: No
Off-road: No
Bicycle friendly: Yes
Fuel economy: 26/33 m.p.g. city/highway 
Comments: *Engine specifications are for the PZEV low-emissions model.

2007 Mazda CX-9, Grand Touring

Mazda’s long-wheelbase crossover vehicle seats seven and is bicycle-friendly.
By Nina Russin

2007 Mazda CX-9

The CX-9 is Mazda’s seven-passenger crossover: it straddles the murky waters between sport-utility vehicles and minivans. To me, the CX-9 seems more like a minivan. It’s front-wheel drive, has a unit-body construction, and drives like a passenger car.

Styling is more like a minivan as well: perhaps a little sportier. The rear spoiler, high beltline, and narrow greenhouse give the car a muscular, planted look.

It also has some accoutrements that many minivans don’t have, such as available all-wheel drive. The Grand Touring model (tested) comes with an optional navigation system that includes a rearview backup camera. It also has a power rear lift-gate: a godsend when carrying loads of heavy cargo to and from the vehicle.

Mudguards are available as an option, but the CX-9 is not a car to take far off the beaten path. The 113-inch wheelbase is too long for serious off-road driving, and there isn’t enough ground clearance. Approach and departure angles of 17 and 21-inches respectively aren’t high enough for the CX-9 to move over extremely uneven terrain. Large boulders or roots in the road would also be a problem.

The CX-9 has a different powertrain than Mazda’s five-passenger crossover: the CX-7. The CX-9′s standard 3.5-liter V6 engine produces 263 horsepower and 249 lbs.-ft. of torque: about 20 horsepower more than the four-cylinder engine in the CX-7. Despite a relatively high curb weight of 4300 pounds, the CX-9 has enough power to accelerate hard from a stop, and pass other cars on the freeway.

Does it zoom?

Mazda’s reputation is based on sporty performance across its vehicle line; what the manufacturer calls “zoom-zoom.” While the CX-9 doesn’t suffer from lack of power, it’s too big and heavy to have the light, nimble feel of a sports car.

The car’s best attribute is its balance. The front-wheel drive test car doesn’t feel nose-heavy, as many such vehicles do. Perhaps that’s because the aluminum engine block keeps weight on the front end to a minimum. Nor does the car push in corners, or dive hard during braking. The average person can drive the CX-9 hard and make the occasional emergency maneuver, confident that he will be in complete control.

Twenty-inch aluminum wheels, standard on the Grand Touring model, produce a large footprint, and keep the vehicle stable. I noticed very little roll on decreasing radius turns. A fully independent suspension smoothes out bumps in the road: stabilizer bars are standard front and rear. Engineers maximized torsional stiffness throughout the unit body for better steering response and a good on-center feel. Four-channel antilock brakes are standard on all models.

Spacious interior

The car’s long wheelbase translates to a larger interior, and more legroom for people in back. A lever on the second-row seatbacks releases the seats so they can move forward, making it easier for passengers to climb into the third row. The second-row seats also recline, and have separate climate controls. Head and legroom in the third row isn’t as generous as the second row, but kids and smaller adults shouldn’t have a problem.

All three rows of seating get overhead reading lamps and power points. There are two, 12-volt points up front: in a bin in the center console, and on the center stack. A 115-volt inverter on the C-pillar allows rear passengers to plug in a computer or other electronic devices. There is also a 12-volt outlet in the cargo area, to the right of the liftgate.

There isn’t much room for cargo behind the third-row seat: enough for some groceries, small boxes or duffle bags. But the seats are exceptionally easy to fold flat, by pulling on straps on the seatbacks. Bikes with the front wheels removed can fit in with the second-row seats in place.

The second-row seats also fold flat without removing the seat cushions or headrests, producing an even longer cargo floor. There are tie-down hooks to either side of the cargo floor for securing larger items. There is also storage under the cargo floor behind the car jack.

Map pockets in all four doors hold paperwork. The front two doors have molded bottle holders. The cupholders in the center console are large enough for big drinks or water bottles. There’s also a nice storage shelf behind the gated shifter, which is big enough for a cell phone or PDA.

A power driver’s seat on the test car has three memory settings: a nice feature if two or more drivers are sharing the car. A tilt and telescoping steering wheel allows smaller drivers to maintain a safe distance from the front airbag. The steering wheel has cruise control settings and redundant audio controls.

The front passenger seat also has power adjustments, and both front seats are heated. Dual temperature controls ensure that both front passengers ride comfortably.

Keyless ignition is standard on the touring model (tested). In this case, the key is a credit card-like device that fits nicely inside a wallet. The driver turns the ignition switch to the “on” position, similar to a traditional system, but without inserting a key.

An optional Bose stereo system comes with an in-dash 6-CD changer and Sirius satellite radio. The 5.1 surround sound produces excellent sound throughout the car. A MP3 jack in the center console bin allows passengers to download their own music libraries. The audio system is Bluetooth compatible.

A rearview camera displays a wide-angle view in back of the car on the front navigation screen. It eliminates blind spots around the D pillars and below the rear window, making parallel parking and backing into smaller parking spots easier. The same option package comes with the power liftgate that operates by depressing a button the key fob.

Standard safety

All models come with front, side and side curtain airbags that protect all three rows of passengers. Antilock brakes, a tire pressure monitoring system, roll stability and traction control are also standard. The test car has side mirror markers and rain sensing wipers.

Pricing for the front-wheel drive CX-9 begins at $29,035; $30,235 for the all-wheel drive model. The Grand Touring front-wheel drive model begins at $32,675. An available towing package ($450) boosts the car’s towing capacity to 3500 pounds: our ALV minimum standard. Buyers can also add a factory roof rack for $250.

The CX-9 is on display at Mazda dealerships nationwide.

Likes: Very spacious interior with a lot of head and legroom, especially in the second row. Despite its size, the CX-9 is a well-balanced car, with better-than average performance at speed.

Dislikes: The car’s base price of $29,035 puts it out of range for many potential customers. The five-seat CX-7 is a much more affordable option.

Quick facts:

Base price: $32,675
Price as tested: $38,760
Horsepower: 263 Hp @ 6250 r.p.m.
Torque: 249 Lbs.-ft. @ 4500 r.p.m.
0 to 60:  N/A
Antilock brakes: Standard
Side curtain airbags: Standard
First aid kit: No 
Towing: Yes
Off-road: No
Bicycle friendly: Yes
Fuel economy: 18/24 m.p.g. city/highway 
Comments: Base price does not include a $595 destination charge.

2008 Mazda Tribute S

Zoom with a view
By Nina Russin

2008 Mazda Tribute

When I drove the first Mazda Tribute several years back, it was hard to distinguish from its cousin, the Ford Escape. Not true for the second-generation. Mazda’s new Tribute has the ride and handling of much smaller sports cars: peppy acceleration, excellent steering feedback and nimble cornering. In short, it’s zoomier.

The test car has a three-liter, six cylinder engine: the larger of two available blocks. While the four-cylinder engine is available with either manual or automatic transmissions, the six-cylinder comes only with a four-speed automatic. It’s an impressive package, with good acceleration at all speeds, and very little shift shock.

The four-wheel independent suspension combines good road feel with enough shock absorption for city driving. Sixteen-inch rims with all-season tires are standard. The Tribute has front disc brakes and rear drums. I’m not a big fan of drum brakes: they’re harder to service, especially for do-it-yourself types, and not as responsive as discs. But since over sixty percent of the braking on front-wheel drive cars takes place under the front axle, they are probably adequate. Four-channel antilock brakes are standard on all models.

 Driver-oriented cockpit

The Tribute comfortably seats four adults, with a more spacious, functional cargo bay than the car it replaces. The front seats with cloth trim are comfortable and easy to adjust. The Touring grade (tested) has a power driver’s seat with adjustable lower lumbar.

Second row passengers sit higher than the front row. Theater-style seating gives both rows of passengers a good forward view. There are seatbelts in three rear seating positions, but two adults will be more comfortable. Two rear passengers should find adequate head, leg and shoulder room.

The new Tribute has a gearshift on the console, replacing the column-mounted shifter of the previous model. Visibility is excellent all the way around the car. A standard tilt feature allows the driver to adjust the steering wheel so it doesn’t block forward visibility. Bright red and blue gauges are easy to see at night. Cruise control buttons on the steering wheel allow the driver to engage and disengage the function without taking his eyes off the road.

Temperature controls are easy to access from both front seating positions. The audio controls are easy to reach, but the compact disc slot is hard to see, especially in bright sunlight. The test car has the upgraded audio system that includes a six-CD changer and seven speakers.

There are map pockets in all four doors as well as the front seatbacks, and two large cupholders behind the gearshift lever for the front row. The center console has a bin large enough to hold compact discs, as well as a change dispenser and a small removable tray for holding cell phones.

The MP3 jack and 12-volt outlet are located at the base of the center stack, above a shelf large enough for compact discs or some paperwork. Front row passengers can stow their sunglasses in small bins overhead, next to the rearview mirror.

Two additional cupholders to the rear of the center armrest serve the second row. There is a second 12-volt power point in back of the center console. With the second-row seats in place, the cargo area has enough room for luggage, groceries and cartons, but it is not large enough to stash a bicycle. A tonneau cover, part of the audio upgrade package, keeps items stashed in the back out of sight.

Collapsing the second-row seats is a three-step process: it takes too long to meet our bike friendly standards. To fold the seatbacks flat, one must first remove the headrests, and flip the seat bottoms forward using cloth straps on the outboard edges of the seat cushions. The 60/40 split rear seatbacks collapse by releasing levers to the outside of the seatbacks.

The rear glass can open independently of the tailgate for loading smaller items. With the tailgate open, it’s easy to reach into the cargo area. There are three tie-down loops on the headliner next to the tailgate, and an apparel hook on the left side of the cargo area. A small bin on the same side will keep parcels from sliding around in back.

The Tribute has an undersize spare: a weight and space-saving measure. It’s not ideal for off-road driving, but the front-wheel drive Tribute is better suited for paved and graded dirt roads.

Thrifty and good looking

The new Tribute has a more muscular exterior than the outgoing model: styling is closer to a traditional sport-utility vehicle. A standard rear wiper should appeal to drivers who live in winter climates. Standard roof rails and cross bars make it easy to load large cargo up top.

Even with the larger engine, the Tribute has good fuel economy, averaging about 21 miles-per-gallon with the tougher 2008 EPA standards. Our drive between Phoenix and Tucson was about three hundred miles, or one tank of gas.

The peppy six-cylinder engine made it easy to merge onto the freeway, with ample power for passing at higher speeds. The chassis remained flat during quick maneuvers, and the standard rack-and-pinion steering produced a good on-center feel.

Road noise was a little more noticeable than for competitors such as the RAV4, but not annoying. On dry surfaces, the brakes were responsive and linear.

The compact footprint makes the Tribute ideal for drivers who need to park in smaller slots, or parallel park on the street. Overall height is well within the limits of home or commercial garages.

Standard safety features on the Tribute include antilock brakes, roll stability control, traction control, and a tire pressure monitoring system.  Front, side and side curtain airbags are also standard.

The affordable Mazda Tribute should be on the short list for buyers who want the versatility of a sport-utility vehicle without sacrificing fuel economy or performance. Its compact size makes it ideal for city-dwellers who need to weave through rush-hour traffic. The Tribute is currently available for test drives at Mazda dealerships nationwide.

Likes: Peppy performance, good fuel economy, and excellent visibility all the way around the car. The Tribute has the ride and handling of a much smaller sports car.

Dislikes: Second-row seat is difficult to fold down to extend the cargo floor.

Quick facts:

Base price: $22,330*
Price as tested: $23,485
Horsepower: 200 Hp @ 6000 r.p.m.
Torque: 193 lbs.-ft. @ 4850 r.p.m.
0 to 60: N/A
Antilock brakes: Standard
Side curtain airbags: Standard
First aid kit: No 
Towing: No
Off-road: No
Bicycle friendly: No
Fuel economy: 18/24 m.p.g. city/highway
Comments: * Base price does not include a $595 destination fee.

2005 Mazda6 Sport Wagon

The front-wheel drive Mazda6 wagon is a fun-to-drive, yet practical alternative to sport-utility vehicles.

By Nina Russin

2005 Mazda6 Sport Wagon

Mazda has built its reputation upon cars which combine youthful styling with sporty handling, priced  within the reach of most buyers. The front-wheel drive Mazda6 sport wagon, powered by a 220-horsepower V6 engine, falls into that tradition. When paired up with the standard 5-speed manual transmission and standard 17-inch wheels,  the mid-sized wagon feels like a two-seat roadster with a lot of additional cargo space.

Mazda produces the sport wagon specifically for North America: a four-cylinder version (not available here) is sold in Europe. The Mazda6 wagon comes standard with an eight-way power driver’s seat, antilock brakes, traction control, side and side curtain airbags, and collapsible pedals to protect the driver in the event of a severe frontal impact.

The standard double wishbone front and multi-link rear suspension incorporates beefy sway bars to keep the wagon flat in the corners. Zero-to-sixty acceleration is about 7 seconds.

Buyers can opt for a six-speed automatic transmission with manual shift option in lieu of the standard five-speed manual. The wagon comes in three trim levels: base, sport, and grand touring. Base prices range from $22,895 to $26,795, not including the $560 delivery fee.

A City Car With a Sense of Adventure

The test car was the mid-grade sport model, equipped with optional leather trim, base audio and moon roof package, heated front seats, and an in-dash 6 CD changer. The wagon’s compact dimensions and good fuel economy (19/26 m.p.g. city/highway) make it a good choice for urban commuters that need a little extra cargo space.

 While manual transmissions can be a chore to drive in traffic, the standard five-speed gearbox is easy to shift, and has a relatively light clutch pedal. The gears have enough range to prevent the driver from having to shift constantly.

A quick-ratio rack-and-pinion steering system makes the wagon nimble on its feet. The steering is speed sensitive to provide maximum assistance at slow speeds and stability on the highway. Standard disk brakes are responsive without being grabby.

Unlike some front-wheel drive cars, the Mazda6 has a good weight balance front-to-rear. The driver can push its limits without being on the verge of oversteer. Because of this, the wagon is as much fun to drive on windy two-lane roads as some sports cars.

Yet its front transaxle makes the wagon a practical option for drivers living in snowy climates. Those who do might consider swapping the all-season tires for snow tires to maximize traction in the cold weather.

Its fairly low stance and lack of a two-speed transfer case make the Mazda6 a poor choice for drivers who plan to go far off the beaten path. But the wagon has plenty of traction for driving on unimproved roads, wet and snowy surfaces. It can easily handle most of the dirt roads leading to trailheads. A turning radius of 38.7 feet makes the wagon easy to maneuver around bulging tree roots, and park in a tight spot.

Bicycle-friendly interior

Release latches on either side of the cargo area collapse the second-row seats without removing the headrests. The cargo floor will easily hold a road bike with the front-wheel removed, and some additional gear on the side.

Concealed compartments on either side are great for stashing small items. Tie-down hooks make it easy to secure odd-shaped items. There is a standard tonneau cover to conceal items stowed in back, as well as a vertical cargo net that should appeal to pet owners. Buyers can opt to add additional cargo nets, mats, or an organizer tray for holding groceries and other small packages.

An undersized spare tire is located beneath the cargo floor. While undersize spares can’t offer the durability or range of full-sized spare tires, they do save weight and space.

While the optional leather trim was not especially practical in the Phoenix summer weather, the seats were comfortable from an ergonomic stance, and easy to adjust. Optional heated front seats come in handy in the cold weather.  The 60/40 split rear seats have ample legroom: the optional moon roof lets plenty of ambient light in for the second-row passengers.

The wagon has analog gauges for speed, tachometer, engine temperature and oil pressure. A center stack incorporates controls for the audio, heat and air conditioning, where they’re easy to reach for both the driver and front passenger. There is also a 12 volt outlet.

Both front doors come standard with map pockets and bottle holders. A cubby in the center console has two large cupholders, with two tiers of bins to hold compact disks, cell phones, and the like.

Good Visibility in Any Weather

 A standard rear wiper should appeal to buyers who find themselves scraping snow and ice off the rear window in the winter. Rear and side-view mirrors do a good job of minimizing blind spots around the car. Buyers can opt for an automatic-dimming rearview mirror with compass to minimize the glare from other cars at night.

 The roof-mounted rear spoiler gives the Mazda6 wagon a sport look and enhanced aerodynamics without distracting the driver. Roof rack side rails and a rear bumper step plate are available on all models.

While the Mazda6 can’t compete with larger sport-utility vehicles for cargo space and flexibility, it’s a good choice for buyers who can make do with a little less space, in exchange for better fuel economy. Drivers who have to park in city garages on a regular basis will appreciate its modest size and maneuverability.

In conclusion, the Mazda6 wagon is a close-to-perfect choice for the driving enthusiast, who doesn‘t want to compromise his or her active lifestyle. Not only is it fun to drive, but its cost is significantly less than what many of the European manufacturers have to offer.

That leaves more money in the budget for gear, and the occasional roadtrip to a favorite destination race. Buyers looking for a vehicle that holds a weekend’s worth of gear and a couple of bikes on the roof, gets good gas mileage and still makes a  sport out of two-lane twisty roads, should put the Mazda6 sport wagon on their short list.

Quick facts:

Base price: $22,895
Price as tested: $27,580
Horsepower: 220 @ 6300 r.p.m.
Torque: 192 lbs.-ft. @ 5000 r.p.m.
0 to 60: 7 seconds
Antilock brakes: Standard
Side curtain airbags: Standard
First aid kit: No  
Towing: No
Off-road: No
Bicycle friendly: Yes
Fuel economy: 19/26 m.p.g. city/highway