Mazda Reviews

The elder statesman of the Mazda CX range is a bit like a Swiss Army knife: capable of a variety of jobs well beyond the expected blade. A mid-life nip-and-tuck has improved on CX-9’s distinctive looks without losing any of the utility that has made the seven-seater a popular, if niche, choice in the large SUV market. Mazda loads up the CX-9 when it comes to look and specification and the updated vehicle only has fairly minor price rises. All models have Bluetooth, USB and auxiliary inputs, a reversing camera, three-zone airconditioning, auto headlamps and wipers and a 3.7-litre V6 matched to a six-speed auto.The front-wheel drive Classic starts at $44,525, climbing to $52,980 for the Luxury model. The all-wheel drive Luxury is $57,480, with the Grand Touring $63,828. That’s around $5000 more than a Ford Territory (though without AWD) and just under the Jeep Grand Cherokee.The sound and satnav systems have been upgraded to match the newer entrants in this class. There’s now Bluetooth with audio streaming and the speech recognition system has been updated to provide audio and navigation interaction.The TomTom satnav can be updated using CD cards and is straightforward to operate. The Grand Touring model now picks up bi-xenon headlamps, daytime running lights and a remote operated power tailgate.Kodo is the key word at Mazda for the corporate look and the CX-9s new grille follows the CX-5 and Mazda6 styling. Remodelled front and rear bumpers and lights to match make it reasonably easy to pick from the outgoing version. Inside there’s a piano black finish around the instruments and Bordeaux-coloured metal strips run down either side of the centre console.The second row seating can be adjusted 120mm depending on the size of the occupants and adults will cope with short-ish trips in the pair of the third row seats. Boot space is marginal with seven on board but expands dramatically up to 1911 litres when there’s only two on board.The CX-9 hasn’t hit the wall loaded with ANCAP sensors but the US version rates as a five-star car. There are six airbags to protect occupants in all seats, the full suite of safety software and the likes of lane-departure warning, blind spot monitoring and forward collision warning systems.Big but light on its feet, the CX-9 is analogous with a rugby forward. There’s enough sheet metal to bestow an imposing look on the road but that’s not the impression from behind the wheel, where the lightly weighted steering adds to the impression of agility.Rapid changes of direction, especially on gravel, remind the driver this is a big bus. It’s more inertia than body roll, though, so the passengers won’t feel nauseous even at a brisk pace on back roads. Noise suppression is first rate and there is little evidence the Mazda is essentially a seven-year-old car.The V6 engine has enough urge to propel the CX-9 at a solid pace, either off the line or during overtaking and the wide seats hang on as well as the car does. In most cases, the front-wheel drive model will do most people and impresses enough that there would want to be long stretches of dirt ahead to consider paying the premium for AWD.

SIX figures mean a lot on a sales chart. Mazda has fast-tracked its new Mazda 6 to ensure the brand tallies more than 100,000 in a calendar year for the first time.

The CX-5 replaces the CX-7 and comes in front drive and all-wheel drive with petrol and diesel engines. To keep up with demand the Japanese manufacturer has increased production by 40,000 units a year to 240,000. Orders are far surpassing initial estimates with the annual global sales target being upgraded from 160,000 to 190,000 units for the 2012 financial year.In Australia the CX-5 helped Mazda set a record of 9593 sales in June with the SUV topping the sales charts in the medium SUV segment with 1955. It has nearly tripled sales of the CX-7 and is well ahead of Toyota RAV4, Nissan X-Trail and the Subaru Forester.The CX-5 has nearly 20 per cent of the segment where sales are 30 per cent ahead for the month and more than 20 per cent for the year.The test vehicle was the Grand Touring diesel with six-speed automatic transmission and all-wheel drive for a drive-away price tag of $52,657.Standard fare is dual-zone climate control airconditioning, Bluetooth handsfree and audio streaming, cruise control, USB input, MP3/WMA compatible premium Bose 231-watt amplifier with nine speakers and steering wheel-mounted audio controls.It has power windows and mirrors, remote central locking, keyless push-button start, tilt and telescopic adjustable steering wheel, trip computer, tyre pressure monitoring system, variable intermittent wipers and a rear spoiler.It has automatic headlamps and wipers, leather-wrapped gear shift knob, handbrake and steering wheel, front fog lamps, satellite navigation, 19-inch alloy wheels, bi-xenon headlamps with cornering system, daytime running lamps, power sliding and tilt glass sunroof, rear view mirror with auto dimming function and parking sensors (front and rear).For added comfort there's leather seat trim, heated front seats and the driver's seat has eight-way power adjustment and power lumbar support. The test car also came with the $1900 tech pack of a blind spot monitoring, automatic high beam and lane departure warning system.The turbo-diesel is the pick of the CX-5 range, the petrol being "underwhelming" even if the oil burner is only available in the top specification grades.With 129kW of power at 4500rpm and 420Nm of torque at 2000rpm for a claimed 0-100km/h sprint time of 9.4 seconds (the same as the petrol), the 2.2-litre SkyActiv-D four-cylinder turbodiesel features a relatively low compression ratio and a twin-stage turbocharger for a good spread of performance.The stop-start function unobtrusively cuts the engine at idle to save fuel and cut emissions. My average was eight litres/100km over a wide range of driving and a spirited run from Mareeba to Mt Carbine. Mazda suggests 5.7 litres/100km.A lot of the switchgear and buttons are too low in the centre stack. A good driving position is easy to find due to the reach and height-adjustable column and driver's seat, while the sporty three-spoke steering wheel covered in leather is a beauty.The Mazda has the traditional three-barrel instrument canister design for the analogue speedometer and tachometer, with the third for the digitised fuel gauge, trip computer and outside temperature displays. They look classy back-lit in white but the centre console clashes with its red lighting. There's plenty of room front and rear and a 403-litre cargo area with a retractable parcel shelf that is connected to the tailgate.Safety systems include Anti-lock Braking System (ABS), Dynamic Stability Control (DSC), Traction Control System (TCS), Emergency Brake Assist (EBA), Emergency Brake-force Distribution (EBD), Hill Launch Assist (HLA), Emergency Stop Signal (ESS), front, side and curtain SRS airbags, whiplash-minimising front seats and a reversing camera. It likes to rev but it's not raucous and is extremely refined. The new SkyActiv-Drive six-speed automatic works terrifically with this engine, providing instant and seamless response. The gearbox flicks between each ratio quickly and precisely. There's just a slight hesitation from standstill and then the 2.2D's torrential torque flows rapidly.It's quite exhilarating for a compact SUV and from 1800rpm is strong and steady to the 5200rpm redline. The CX-5 is almost perfect in any traffic situation, from stop-start urban crawl, up a hilly incline or on the open road.It's a quiet engine with minimal road noise and just wind rush from the big mirrors upsetting the ambience, particularly when punching into a headwind. The best part of the driving experience is the chassis dynamics. The electric rack-and-pinion steering system is light yet sharp, providing ease and feedback in good measures. The Mazda handles corners keenly, like a well-controlled hatchback, with a flat and sorted posture, to keep the chosen line.The poise of this SUV is quite unbelievable. It's certainly not as rolly-polly as others. It really can be punted along quite quickly and there's a controlled and comfortable ride as well. Inside is a bit disappointing. There's too much black, from the carpets, to the seats and the dashboard. There's not much to break up the sombre interior and the dash is a bit of a slab too.The CX-5 was a delight to drive across the Tableland and is an accomplished open road tourer. It was a bit of a downhill sprinter tackling the Rex Range between Julatten and Mossman.In diesel guise, the CX-5 GT sits at the top of its class, not just in terms of value, but also dynamics, engine efficiency, diesel driveability, transmission, steering feel, manoeuvrability and packaging.Mazda has the freshest SUV but the upright "toothy grin" at the front and the dark interior are not the most appealing. Mums will love its practicality, ease of parking, the elevated driving position, its economy and stacks of gear. Dad will savour its performance and handling, even if it doesn't look as sporty as the CX-7.

Not only becoming the biggest selling roadster of all time, but also nudging many other car makers into building open-top cars, something that had previously seemed to be impossible due to ever tightening safety regulations.The Mazda sportscar is a delight to drive, with pin-sharp steering, excellent road grip, near-neutral balance and the ability to change direction mid corner at the merest hint through the wheel that it’s needed. Many owners love to take them for a quick blast along their favourite stretch of road on a sunny Sunday morn.They usually drive with the top down of course, even if the weather is threatening. That’s because the soft-top only takes seconds to send down and pack up again. You can do it when stopped at a red light, though it does require you to have a supple body, because a fair bit of upper body twisting and shoulder strength is needed.A folding hardtop roof made things much simpler when introduced in September 2006. It not only works neatly, but has added a minimum of weight to the car and takes little away from luggage carrying capacity. So popular did the folding hardtop become in Australia that imports of the soft-top slowed to a crawl and in the latest model, introduced in November 2012, the hardtop became the only unit offered in Australia. You may be able to get one on special order by speaking to your Mazda dealer.The Mazda MX-5 was launched in Australia in October 1989 and remained almost unchanged in its body until March 1998, when a near-new car was introduced. The original model had pop-up lights, the latter one fixed units. At the same time, an increase in boot space made the MX-5 a more practical car, one that could be used as a daily driver by a couple.A facelift in October 2000 saw the rounded grille replaced by what Mazda calls a five-point grille to bring it into line with the styling of the rest of the Mazda family. An all-new MX-5 arrived in October 2005. It was slightly larger than before, though weight rises were kept to a minimum.Engine power isn't quite as impressive as the chassis dynamics; the original MX-5 only had 1.6 litres. That was lifted to 1.8 litres in November 1993 in a new engine that was slightly modified but, surprisingly, wasn’t as happy to rev as in its previous incarnation although torque was fattened out.The 1998 model change kept the engine at the same size but gave it a little more punch, although still not quite enough. In October 2000, the engine received a new variable valve timing system to improve power and torque. Response was significantly improved with that latest engine but is still nothing to get excited about.A 2.0-litre engine was introduced in the new 2005 model and is arguably the best yet. Changes to the 2.0-litre engine in 2009 and 2012 saw it able to rev to higher numbers, yet it was improved in the low down grunt department at the same time.Anyway, half the fun of driving a little roadster like this is rowing it along on the gearbox, going for the right gear at the right time to make the best of the engine’s limited power. The gearchange on the original Mazda MX-5 is one of the sweetest units you will ever meet, with short positive changes that not only work well but feel great at the same time. So the relative lack of engine power is actually a bonus in the minds of some owners.Earlier gearboxes were five-speed manual units. A six-speed was used in the 10th Anniversary limited edition of 1999, and became standard in the October 2000 model. The six-speed is a close-ratio unit, having a similar ratio in top gear in both boxes. To our way of thinking the six-speed isn't quite as pleasant in its feel as the latter five-speed, but it’s still an excellent unit.An automatic transmission with six forward ratios became an option in 2005. Believe it or not, it's almost as nice to sit behind as a manual because of the very-sporty programming of its electronics. Good design and high build quality mean the MX-5 is reliable. It’s fairly easy for a good amateur mechanic to work on and spare parts are normally reasonably priced. The Mazda dealer network isn't huge but works effectively and we have heard of no real complaints about availability.Insurance can be expensive, particularly for young and/or inexperienced drivers so it’s worth shopping around to get the best deal. As always, make sure you understand what you are getting for your premium dollar.WHAT TO LOOK FORIn early models look for stitching that's worn or even broken in the soft-tops and for discolouration in the plastic rear window in early models. A glass rear window was used in the new model of 1998. Check under the carpets for dampness as the car may have been caught with its top down in the rain. It's best to ask the owner of the car for permission before pulling up the carpets.It's probably best to keep clear of MX-5s that have been used in lap dashes at race tracks or in rallies. These can often be recognised by tyre scrubbing (if they haven't just been renewed to hide the fact) and by the fitment of a rollcage, fire extinguisher or extra instruments. Also look for heavy deposits of brake dust on the callipers and the inside of the wheels.Check that the Mazda's engine starts easily, idles reasonably smoothly and doesn't blow smoke from the exhaust under hard acceleration. The gearbox should be light and positive in its change action and not baulk or crunch even on the fastest of changes. The third-second change is usually the first one to show up any troubles.Look for crash damage that's been repaired, indeed it may be very wise to call in a professional if you are in any way suspicious.CAR BUYING TIPBeware the sports car that has actually been used as a car in sport - these are comparatively rare and may be in need of expensive repairs.

When you have been building the world’s biggest selling sportscar for almost a quarter of a century it would seem like a good idea not to mess with the formula.The Roadster Coupe starts at $47,280 for the manual and $49,405 for the automatic and as you MX-5 fans out there will know, this gets you a 2.0-litre 4-cylinder engine which is more than capable of creating plenty of driving fun.Chief engineer of the MX-5 Nobuhiro Yamamoto, came to Australia for the launch of his new baby. His doing so is a big compliment to the local importers and a sure sign that head office in Hiroshima is impressed with the big sales being gained downunder.Yamamoto-san, who has had experience working in Australia with the Mazda racing team, explained that changes to the throttle and brakes had further improved the handling ability of a car already recognised as being a leader in its class.Mazda’s stylists have made bold changes to produce the final design shape of the third generation MX-5 prior to the all-new model that’s due in 2014. The result is a deep grille that’s shaped to give it a 3D effect. The foglights are made to stand out in appearance and the headlights have a gunmetal effect in their surrounds.The interior has also received a rework, albeit a relatively mild one, with the previous silver decoration panels and aluminium-finish steering wheel bezel being replaced by a glossy dark grey. Two-tone Recaro sports seats with leather and perforated Alcantara facings were featured on the MX-5 Coupe Sports versions we tested.As someone who is on the wrong side of 60, I have to admit that getting in and out of the Mazda MX-5 is somewhat of a struggle. You don’t have to be over 60 to find that the interior is on the tight side. The driving position isn’t too bad for legroom but I found that sitting in the passenger seat and not being able to straighten my legs made it pretty uncomfortable after a while.Sadly, a lack of interest in soft-top convertibles in Australia means that only the folding hardtops are being imported. I say ‘sadly’ because the lighter weight of the ragtop makes the MX-5 soft-top even more nimble. And the fact that it gives the car a purer appearance even when it’s closed is appealing to our eyes.On the road during an extended test we found the latest Mazda MX-5 to be as delightful as ever. We have been road testing this little roadster since day one in Australia in 1989 and have spent many hundreds of hours in each generation and sub-gen since then.The new MX-5 continues to provide driving in its purest form, with fast and precise control through the steering wheel and by way of the throttle pedal. We tested it extensively in the hinterland behind the Gold Coast and in the rugged northern areas of NSW, both regions are of the type just loved by true sports roadster drivers. Mazda MX-5 owners are sometimes simply in a cruisy mood, so we also toured the wonderful beachside strips after coming down from the hills.

The Mazda MX-5 is the world’s best-selling two-seater sports-car, with almost one million delivered since 1989. In Australia, more than half of all sports-cars sold are Mazda MX-5s. But it has faced strong competition this year, so Mazda has given it a once-over to keep it fresh until an all-new model arrives in 2014 – that will also spawn an Alfa Romeo offshoot.You’ve heard of ‘if it aint broke don’t fix it’. Well what about ‘we turned the car inside out to save 804 grams?’. Because that’s the net result of the changes: trimming 700 grams from the newly designed front bumper (3.5 to 2.8kg if you’re curious) and a further 104 grams from the wiring loom by removing 10 metres of the 50 metres of wire in the car.They used to fit 50 metres of wire in the car? The engineers have also toyed with the suspension and steering a little and fiddled with the engine computer to provide more oomph from lower revs (even if peak power is unchanged). For all that, though, the car still doesn’t have a USB input. It still makes do with a headphone socket and a 12V power point. Which just shows you where Mazda’s priorities lie: driver enjoyment of the road ahead, not what’s happening inside the car.Prices remain almost unchanged. They’ve risen by $80 to $47,280 for the base model and $49,885 for the luxury version with Recaro seats and BBS wheels. Given the price rise is so minimal, I’m surprised it’s worth the paperwork. Anyone expecting a large price cut, therefore, will be sorely disappointed.Many pundits were expecting a price trim, if not a butchering, given the competition in this class starts as low as $23,990 (Hyundai Veloster) and $29,990 (Toyota 86). True, they’re not convertibles - but they are fun, small sports-cars.So value is a relative term. Compared to a Porsche Boxster or BMW Z4, the MX-5 is great value. But compared to what everyone else is buying right now, it’s still way too steep.The technology in the MX-5 is beneath the skin, in the aforementioned trimming of the wiring looms, the thinning of the front bumper, and the remapping of the engine’s computer. Mazda has also installed a new brake booster, said to provide better feel and have less “hysteresis”.I had no idea what that meant so I looked it up. Apparently it is “the dependence of a system not only on its current environment but also on its past environment. This dependence arises because the system can be in more than one internal state.” I still have no idea what it means or does, but the brakes felt good.The wheels are now charcoal in colour, there are black highlights in the interior that were previously chrome and the curvy bit of plastic above the speedometer is slightly lower so it doesn’t block the view of short drivers. The front bumper has a new bend in it and a bigger grille ‘mouth’. You know what, though? It’s an elegant, timeless shape. I’m glad they didn’t mess with it.Well you get a folding metal roof these days, which is way better than a fabric top. Mazda Australia has ditched the soft-top for the time-being. Only four airbags are fitted (two frontal airbags and one outboard of each seat) because there isn’t room for overhead “curtain” airbags. Stability control is standard but, as ever, good road holding means you hopefully will be able to avoid a crash in the first place.The MX-5’s 2.0-litre engine is unchanged (118kW/188Nm) but thanks to some computer wizardry Mazda has made genuine improvements to power delivery by increasing the amount of oomph at low revs.Although the MX-5 has a little less grunt than the Toyota 86 – the darling of the moment – it revs cleaner, sounds smoother and has a more even power delivery across the rev range. The suspension is less jiggly than I remember MX-5s to be, and the stability control no longer kicks-in in case you do something wrong – it now only kicks-in if you do something wrong.Brakes? Check. Bad points? The clutch pedal is too crowded, there’s not enough space around the floor. And I wish the driver’s side mirror was convex, so there was a better over-shoulder view.

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