Mazda - Beyond the drive

BEYOND THE DRIVE

The most refined MAZDA6 yet

Grow into the

MAZDA CX-8

Happy birthday

MAZDA RX-7

CONTENTS 4 8 13 23 30 38

News Mazda2 Mazda3 Mazda6 Mazda CX-3 Mazda CX-5

46 56 66 76 78 82

Mazda CX-9 Mazda MX-5 Mazda BT-50 SKYACTIV Technology Accessories Classic Mazda

BEYOND THE DRIVE is a half-yearly magazine produced by Mazda Australia that features latest news and accessories information and independent product reviews by some of Australia’s most respected automotive publications.

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NEWS

Mazda’s flagship passenger car raises the bar

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he most refined Mazda6 yet arrived into Australia in June, offering more power, better efficiency, enhanced comfort and safety, all delivered in a sophisticated package.

New Mazda6 has been thoroughly reengineered from the outside in.

Showcasing an evolution in Mazda’s KODO design language, advanced engine and safety technologies, and superior craftsmanship.

On both sedan and wagon models, updates to the exterior achieve a more mature expression of elegance for New Mazda6, broadening the car’s stance and lowering its visual centre of gravity.

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On the exterior, major changes are seen in the grille area and the headlamps, which have been redesigned to extend the sleek and wide stance of the car to express a more mature sense of elegance than the previous model.

At the rear, painted surfaces now extend further down the body, giving a taut and high-quality appearance, while newly designed 17 and 19-inch alloy wheels add a further level of elegance.

Inside, the considered and deliberate touch of craftsmanship elevates the cabin environment, realising a more high-quality look, feel and atmosphere.

On the top grade Atenza model, Mazda introduces a sumptuous new Walnut Brown nappa leather, paired with Sen wood accents and UltraSuede ® NU trim, appearing on the doors and dashboard.

Other interior changes include fully redesigned front seats that are wider and use high-density, vibrationabsorbing urethane foam for a firm, supportive seating surface designed to maintain the spine’s natural S-shape.

In a first for Mazda, the Atenza model gets front seat ventilation which draws warm, moist air away from the backs of the driver and front passenger to keep them cool.

Under its stylish exterior, New Mazda6 adds power and torque across the powertrain line-up, and introduces the award-winning SKYACTIV-G 2.5T turbocharged petrol engine.

Offering 170kW of power and a huge 420Nm of torque, the SKYACTIV-G 2.5T is renowned for its rapid power delivery and prodigious torque courtesy of its Dynamic Pressure Turbo, which pushes exhaust gases through a narrow inlet to quickly spool-up the turbocharger from low engine speeds before opening a larger secondary passage.

The more advanced SKYACTIV-D 2.2 twin-turbo diesel engine is also available for New Mazda6, alongside the torquey SKYACTIV-G 2.5 petrol engine, which now features cylinder deactivation. Both engines have

seen significant revision, with further SKYACTIV technologies applied to improve performance and real-word fuel efficiency.

Managing Director of Mazda Australia, Vinesh Bhindi, said New Mazda6 sets a new standard for the segment, taking a step up in class and refinement. “Mazda6 has long been a firm favourite with discerning drivers and these latest upgrades take it above the mainstream sedan fray, changing the idea of what an affordable, valuepacked midsize sedan or wagon can and should be,� he said.

There are 14 variants of New Mazda6 available, with a choice between two stylish body types: wagon and sedan, and four model grades: Sport, Touring, GT and Atenza.

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Mazda CX-5 adds more Zoom-Zoom

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ustralia’s most popular SUV has added more power and improved efficiency, with the Mazda CX-5 adding new technologies across all engine grades.

Committed to the pursuit of driving pleasure and achieving optimal efficiency in line with Mazda’s Sustainable Zoom-Zoom 2030 vision, Mazda has introduced a range of innovative SKYACTIV technologies to the CX-5 engine lineup to improve real-world combustion, torque and power output.

The latest and most advanced SKYACTIV-D 2.2L diesel engine is now available in the Mazda CX-5, featuring a twin turbocharger with variable turbine geometry,

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delivering 140kW of power and a maximum of 450Nm of torque.

Taking Mazda one step closer to its goal of ideal diesel combustion, the engine adopts Rapid Multi-stage Combustion, with a new stepped egg-profile combustion chamber in piston, and ultra-high-response multi-hole piezo injectors.

In another first for Mazda, the SKYACTIV-G 2.5L petrol engine adopts cylinder deactivation to reduce fuel consumption when driving at constant speeds.

Ever evolving and improving Mazda’s petrol engines, a suite of new technologies have been added to both SKYACTIV-G 2.5L and SKYACTIV-G 2.0L engines to further improve efficiency. These include: new and precisely tuned intake ports, reshaped piston crown, redesigned multi-hole fuel injectors, a new Water Flow Management system (WFM) and asymmetrical oil rings.

The top of the range Akera has also added Mazda’s new 360° View Monitor,

while the Touring has introduced windscreen Active Driving Display.

Mazda Australia Managing Director, Vinesh Bhindi, said the updated CX-5 is another example of Mazda’s commitment to constant evolution in pursuit of best in class performance and efficiency.

“The CX-5 introduces some major developments with cylinder deactivation and the variable geometry turbocharger, but it’s the smaller technologies that advance Mazda to the ultimate goal of fuel efficiency in combustion engines,” said Mr Bhindi.

“Mazda truly loves the motorcar, and will continue to refine, innovate and pursue technologies that enhance driving pleasure, while also delivering outstanding environmental and safety performance.”

There are 12 varieties of the updated Mazda CX-5 on offer, including three Maxx, and three Maxx Sport, and two each of the Touring, GT and Akera grades.

NEWS BrandNew Mazda CX-8 Diesel debuts in Australia

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azda has welcomed the much-anticipated, Brand-New Mazda CX-8 Diesel to Australia.

Exclusively powered by Mazda’s torquey SKYACTIV-D 2.2L twin-turbo diesel engine, the seven-seat SUV offers powerful performance and excellent efficiency.

Delivering 140kW of power and 450Nm of torque, Brand-New Mazda CX-8 Diesel responds with

boost when needed, with a smooth and linear response that sets the entire cabin at ease.

Packaged in a stylish design that stands out from the pack, Mazda’s KODO design language shines through the sculpted front signature wing and bold grille, while newly designed high quality interior finishes give the cabin a sense of refinement and elegance.

Sitting between the Mazda CX-5 and Mazda CX-9 in size, the versatile SUV is packed with Mazda’s i-ACTIVESENSE safety technologies as standard, offering peace of mind to drivers and occupants alike.

Optimised for the convenience, comfort and safety of growing families, Brand-New Mazda CX-8 Diesel is available now in three model grades, Sport FWD, Sport AWD and the top-of-the-range Asaki AWD.

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REVIEW 08 MAY 2018 www.carsguide.com.au

MAZDA 2 2018 REVIEW: GT DESPITE ALMOST WIDESPREAD PRAISE, THERE’S STILL A GOOD CHANCE THE MAZDA2 IS AN UNDERAPPRECIATED CAR.

AUTHOR

JAMES LISLE

Even though it outshines almost all but the newest members of the fiercely competitive smallcar market, the Mazda2 is almost completely overshadowed in terms of sales by its more expensive, and arguably less fun to drive, small-SUV cousin: the Mazda CX-3.

Yet despite this correlation, most buyers will still swing towards the

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SUV derivative. In fact, there’s almost no discussing this with potential customers. Good chance they’ll just do it.

But what the odd person will pick up on is that while the Mazda2 is a well-sorted car, there’s just an $800 bridge between the top-of-the-range $22,890 Mazda2 GT and the basemodel $22,385 Mazda CX-3 Neo. And so, the argument goes: could a fully-loaded Mazda2 be enough car to persuade potential Mazda CX-3 buyers?

SATURDAY As I was preparing to trek all the way up to the Mid North Coast for a good set of fish and chips (trust me, the trip would be worth it), I was glad to have the luxury-oriented

GT-spec. Speaking as someone who owns a late-model Hyundai Getz, I can tell you highway trips in some small cars are wearisome. I was keen to see how much better the Mazda2 would be.

If there's a reason to swing towards the 2, it’s unlikely going to be due to the exterior's design.

I know a few people have been complimenting the aesthetic beauty of Mazda’s ‘KODO’ design language, but to my simplistic country-boy eye the look of the Mazda2 is just a bit too busy: a crease here, a hump there. Subjectively speaking, it looks like they couldn’t stop working on it.

Oh, but how the Mazda2's other qualities make up for it...

First off, there’s all the kit. Apart from the new Volkswagen Polo – for

which you will need to fork out $27,063 for the DSGequipped 85TSI Comfortline (with the optional ‘Driver Assistance Package’) - the Mazda2 GT is one of the best equipped small cars on sale.

It has leather-trimmed seats and dash, a head-up display, push-button start, climate control, Mazda’s 'MZD' multimedia interface with sat nav, a digital radio and Bluetooth, reversing camera, auto headlights and wipers, auto emergency braking, traction and stability controls, blind-spot monitoring and on and on it goes.

There are some wee hard bits here-and-there, but the cabin of the GT wears its trim well and doesn’t come off as cheap or nasty. It is only $22,980 after all, and that’s not much.

Like all Mazda2’s made after November 2014, the GT-spec has a five-star ANCAP safety rating.

The Mazda2 had been in my driveway for a couple of days now, yet the novelty of a head-up display still hadn’t worn off on start-up.

After heading for the Pacific Highway on Saturday morning, the sight of a little glass screen ‘rising’ out of the dashboard still prompted a cheeky giggle.

The head-up display is darn useful too, showing not just your speed,

but also the speed limit and rear-proximity sensors. The latter seems to work in conjunction with the blind-spot monitoring, so while the rear three-quarter visibility is poor, there’s a huge electronic safety net to compensate.

On the road, the Mazda2 dishes up even more tricks. The 81kW/141Nm 1.5-litre, four-cylinder, directinjection petrol engine isn’t a small-capacity turbocharged unit (like we’re becoming more and more used to) but it does include Mazda’s high-compression ‘SkyActiv’ tech.

Long story short, it’s an engineering philosophy that promises higher engine outputs without sacrificing all the eco-friendly stuff that makes owning a smaller car so appealing in the first place.

While we can’t accurately comment on whether this affects the 2’s reliability figures, it does result in a 10,000km servicing schedule that ranges from $289-$317 per service.

After 50,000km, expect to hand over $1501. A Suzuki Swift Turbo and Volkswagen Polo 85TSI Comfortline will cost $1129 and $1213 after roughly the same mileage.

WHAT WE LIKE Standard equipment Safety On-road dynamism WHAT WE DON'T Lux-spec strains value-formoney index Road noise Rear seat experience After arriving in Harrington, some hours and 330-odd kays up the NSW coast from Sydney, with an impressive indicated fuel consumption of 5.2 L/100km (wow!) and the customary ‘numb bum’ from the city seats, my immortal fish and chips – thankfully – did not disappoint.

It was sensory overload: fresh, soft, crunchy, greasy, flaky, salty.

God, oh god – why did I ever leave this place? Having grown up next door, I can tell you that while Harrington may just be a skatepark with some houses around, they make the BEST fish and chips. Nothing else comes close.

Oh, I also come up to see my mates for the night. But they could wait…

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REVIEW

SUNDAY You know what’s better than sleeping in on an early Sunday morning? Standing in the freezing rain trying to get a ’92 Ford Laser to start, that’s what. Bloody carbies…

The things we do for our buddies.

My mate had been called up to Coffs Harbour (a further 200km up the coast) to pick up some stuff for his girlfriend, and guess who was asked to come along? After hauling back “a few things” – a fridge, lounge, bed, and a couple of granite drawers - in the Laser and a mate’s single-cab ute, we sailed back down to Harrington where I then took off for Sydney.

Despite the appalling rain and wind, I must say driving the old Laser was a stark reminder (in more ways than one) how far small cars have come. Unsurprisingly, the Mazda2 is leagues ahead of the Laser, but it’s how close it is to brand-new small family cars that gets your attention. It’s not right up there with stuff like the Mazda3, but, impressively, it's not that far away either.

There’s a bit of road noise on the highway, but the Mazda2’s MacPherson strut front and torsion beam rear suspension insulate road imperfections nicely, and the tune of the dampers and springs create a reasonably compliant ride over Aussie roads. Not as well as a Kia Rio, but better than a Suzuki Swift.

Only difference here is that neither Rio or Swift handles as sweetly as the Mazda2.

While the Swift is a properly sorted hatch in the corners, I think the Mazda2 is more fun to drive. It’s more ‘meaty’, featuring a quicker steering system and less body roll.

Drive it in the wet and it gets even better. With acres of grip all over the place, the Mazda2 provides a healthy level of confidence.

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While the 2 does sport Mazda’s ‘G-Vectoring Control’ – an electronic system that cuts power from wheel-to-wheel under load - I’m not sure if the merits of the Mazda2’s wet-weather dynamism all comes down to the system. Regardless, the security of the Mazda's handling in the wet is substantial.

Anyway, back to more relevant stuff. Compared to the Polo's 351 litres of space, the Mazda2’s boot is only 250 litres. But it’s a decent shape and just 14 litres short of the pricier CX-3 SUV. Woo-hoo! Get the Mazda2 GT sedan and the capacity will balloon to 440 litres - far more than either the CX-3 or bigger Mazda3 sedan, but only two litres less than the CX-5.

It’s the rear seating position where the Mazda2 falls behind, however.

Not everything in the GT is perfect, and the rear seats certainly aren't.

Not only isn’t there much space – neither my knees or head had much room to manoeuvre behind my own 180cm driving position – there isn’t much in terms of features. You get power windows, and that’s it.

Sorry rugrats – no centre fold-down armrest, centre console air-vents, or USB ports for you.

Minor niggles aside, the Mazda2 is a fantastic car. There’s acres of

toys that come at a reasonable price, a punchy engine that sips hardly any fuel, and a sporting chassis partnered with top-notch safety tech.

While a similarly equipped Volkswagen Polo could likely pip the Mazda as the ‘better car’, for the dollars it's the better value option.

VERDICT Not only does the GT-spec add even more bigger-car toys to the already impressive Mazda2 line-up, it does so at a cost that won’t break the bank.

On top of that, it’s fun to drive, cheap to run, easy to park, good value-for-money, and provides cool gadgets for the everyman (or woman). What more do you want?

If you can justify the leap from other 2 models that provide better value (like the Mazda2 Maxx), the GT is hard to fault. Yet, when compared to the bigger CX-3, the move is almost a no-brainer.

EXPERT RATING 7.5/10

17 MAR 2018 The Saturday Age, Melbourne

WHAT CAR SHOULD I BUY? THE DILEMMA Leigh loves his 2013 Mazda6 but wants to downsize into something that soaks up less space and resources while still tickling his emotional bone. Mazda’s 2 seems an obvious choice but he’s tempted by Suzuki’s Swift, or is there something else worth considering? He’s been burnt by Peugeots and had trouble with his previous car, a Volkswagen Passat, so isn’t interested in European options.

fixed-price servicing deal, yearly/10,000km service intervals and comprehensive safety fitout, which includes auto emergency braking, blind-spot warnings, reversing camera and other tricks.

This topline model’s standard serve includes leather, sat-nav, head-up display, internet radio and other luxuries. But the 2 falls well short of light-car benchmarks for back-seat and boot space (250 litres). It isn’t as hushed – both in terms of engine and road noise – as many rivals

AUTHOR

CAMERON MCGAVIN

THE BUDGET About $25,000.

THE SHORTLIST Ditch the Ford Fiesta, Peugeot 208, Renault Clio, Volkswagen Polo and other Europeans from the light-car equation and you aren’t left with many options.

And those left kicking around don’t cut it with the Mazda and Suzuki against our criteria.

Kia’s Rio is generally impressive but knocked back by a lacklustre drivetrain. Honda’s Jazz is cleverly packaged but ‘meh’ to look at and drive. Toyota’s Yaris and Hyundai’s Ac- cent are even more aligned to buyers with strictly A-to-B priorities.

We’ll need to think outside the box, then, if we’re to find a worthy alternative in this budget range.

MAZDA2 GT From $21,680 This Mazda is slickly presented and its sprightly 1.5-litre four-cylinder engine and poised handling make it a hoot to drive.

It does the sensible stuff, too, with its impressive thrift (4.9-5.2L/100km), lifetime

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REVIEW

2018 MAZDA2 GT GOOD POINTS Slick look, fun to drive, thrifty Strong safety and ownership DRAWBACK Tight back-seat and boot

and misses out on one increasingly must-have piece of technology, smartphone integration.

SUZUKI SWIFT GLX TURBO From $22,990 driveaway This Suzuki, like the Mazda, isn’t that roomy in the back seat or boot (242 litres). Its cabin doesn’t feel quite as classy as its rival owing to some cheap-looking plastics.

Its fixed-price servicing regime expires after five years/100,000km and has six- monthly/10,000km intervals, and it’s the only car here without a manual option.

But the Swift’s 1.0-litre threecylinder turbo engine is more flexible and easygoing than the 2’s bigger donk (it cranks out 160Nm of torque between 1500-4000rpm versus the Mazda’s 141Nm at 4000rpm) and similarly light on fuel (5.1L/100km).

It looks good and drives with real flair but its engine makes less of a racket than the 2’s. Its comprehensive fitout includes sat-nav, auto emergency braking, active cruise control, lanedeparture/blind-spot warnings and reversing camera, plus this group’s only smartphone integration.

2017-ON TOYOTA C-HR From $21,000* OK, this is an SUV, not a light hatch, and there won’t be an awful lot to sift from on the used-car lot.

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Its 1.2-litre turbo four-cylinder engine is noticeably light on the fizz on the open road – especially in CVT auto form – and drinks more than its rivals here (6.3-6.5L/100km). Its swoopy body makes it hard to see out of and Toyota’s five-year/75,000km fixed-price servicing deal isn’t a benchmark here.

But the turbo donk’s good torque (185Nm between 15004000rpm) makes it a flexible, easygoing urban performer and its road manners combine agile, surefooted handling with a pampering ride. It ticks the style box, feels classy inside and serves up more back-seat and boot space (377 litres) than its rivals here.

Even the lowliest version has sat-nav, autonomous emergency braking, active cruise control and reversing camera, and it asks for this group’s least frequent servicing (yearly/15,000km).

DRIVE RECOMMENDS The Toyota, being an SUV and only available as a used buy at this budget, can’t win this contest but it’s city-friendly, stylish, fun to drive and easy to own.

Splitting the 2 and Swift is tough. The former is more polished, has better servicing credentials and the potentially significant tempter of a manual box. The latter has the better engine and compelling spec advantages such as smartphone integration.

Add up all the points and it’s the Mazda that scores ever so marginally higher, but if Leigh decided the Suzuki was more for him he wouldn’t get an argument from us. It’s a no-lose situation. * Values are estimates provided by Redbook.

MARCH 2018 www.whichcar.com.au

2018 MAZDA3 RANGE REVIEW

PRICE FROM $20,490

AUTHOR

TOBY HAGON

WHAT STANDS OUT? The deservedly popular Mazda3 small car impresses as a package. It is easy on fuel, stylish inside and fun to drive, with both engine options delivering ease on the highway. You can have a hatchback or a sedan.

All Mazda3s have auto emergency braking, and several other active safety aids are available.

WHAT MIGHT BUG ME? Perhaps tyre noise at freeway speeds. Cars on sale since the facelift of August 2016 are quieter inside than their predecessors, however.

If your music library resides mainly on CDs, having no access to it while driving. Again since the August 2016 facelift, there’s no player.

Driving at 80km/h on the spacesaver spare until you can fix your full-sized flat tyre.

If you drive a friend’s new turbocharged small car, perhaps a sense afterwards that your 2.0-litre Mazda3 feels a bit weak when you first press the throttle to accelerate. It is a lovely, smooth, engine however, and it goes hard once it’s spinning.

WHAT BODY STYLES ARE THERE? Five-door hatchback and four-door sedan. Both are frontwheel drive. The Mazda3 is classed as a small car, lower priced.

WHAT FEATURES DOES EVERY MAZDA3 HAVE? A multimedia system built around a 7.0-inch colour screen and controlled by a dial on the centre console. The screen displays images from a reversing camera, as well as settings for AM/FM/Digital radio and in-built entertainment apps.

Bluetooth connectivity and AUX, USB inputs for mobile devices, and six-speaker sound system.

Rear parking sensors, and electric folding mirrors.

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REVIEW

Hill-launch assist, which controls the brakes automatically to help you start from rest on an uphill slope.

Rear parking sensors, which help you judge your distance from the car behind you. Power-folding exterior mirrors, so that you can easily keep the mirrors out of the way when parked.

Wheels made from aluminium alloy (which are lighter and nicer looking than steel wheels with plastic covers). A space-saver spare wheel, with a recommended maximum speed of 80km/h.

G-Vectoring Control, a Mazda technology that makes the car respond more consistently to the steering wheel.

Electronic stability control, which helps the driver recover from skids.

(All new cars must have this feature.)

Smart City Brake Support, a camera-based system that can detect an impending collision with a car or pedestrian ahead and apply the brakes automatically, perhaps avoiding a crash. (For more on Mazda3 safety systems, please open the Safety section below.)

Six airbags: two directly in front of the driver and passenger; a side airbag protecting the torso of each front occupant; and a head-protecting curtain airbag along each side, covering front and rear occupants.

The Mazda3 warranty is for three years, with no limit on kilometres driven.

WHICH ENGINE USES LEAST FUEL, AND WHY WOULDN’T I CHOOSE IT? The 2.0-litre four-cylinder petrol is the more fuel-efficient of the two engines available in a Mazda3, consuming as little as 5.7 litres/100km in the official test (city and country combined).

This is the only engine choice for

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the Mazda3 Neo, Maxx and Touring, and it is an excellent unit.

A Mazda3 Maxx auto averaged 8.7 litres/100km in a real-world comparison undertaken for the January 2016 edition of Wheels magazine – a litre more than the most frugal of 10 cars reviewed, a Volkswagen Golf.

The sportier Mazda3 SP25, SP25 GT and SP25 Astina models are available only with a bigger and more powerful 2.5-litre petrol. It brings you about 25 per cent more thrust in most driving conditions, which is not necessary but brings swifter overtaking and, for some drivers, more fun, while consuming more fuel but not much more.

Both engines have a stop-start system that cuts fuel use in city driving. It shuts down the engine whenever you stop, and starts it automatically when you take your foot off the brake pedal to drive away (or in manuals, depress the clutch pedal).

All Mazda3s offer a choice between six-speed manual and six-speed automatic gearboxes.

WHAT KEY FEATURES DO I GET IF I SPEND MORE? Step past the least costly model, the Neo Sport, and spend more for the Maxx Sport and you get a more welcoming feel in the cabin, with the steering wheel, gear lever and handbrake lever trimmed in leather. On auto versions the wheel has paddle shifters for controlling the gearbox.

The Maxx Sport also adds active safety features to the forward autobraking that comes with the Neo Sport. Its auto braking also works in reverse, and there is a blind-spot monitor and rear cross-traffic alert.

Dual-zone climate control that lets the driver and front passenger set their own temperature and fan settings.

Dusk-sensing headlights and rain-sensing windscreen wipers add convenience and an electric parking brake switch frees up space on the centre console.

Spend more again for a Mazda3 Touring and the cloth seat trim of the less costly versions are replaced with a mix of real and fake leather.

You also get advanced keyless entry and the exterior mirrors fold automatically when you have parked.

For not many more dollars than a Mazda3 Touring you could have instead a Mazda3 SP25, which drops the leather seat trim (it reverts to cloth) but brings you the more powerful, 2.5-litre engine. The SP25 replaces the smaller-engined cars’ 16-inch wheels with 18-inch wheels, and these mount wider tyres that have shallower sidewalls (giving you more grip and sharper steering response). Smart key entry allows you to unlock the doors and drive away without taking the key out of your pocket or bag. Like the Touring, the SP25 has automatic wipers and dual-zone air-conditioning.

The SP25 GT returns leather trim to the seats and adds heating for the front seats and powered seat-adjustment for the driver. It also brings you a great Bose sound system, with extra speakers. A head-up display projects the speedo on to an adjustable screen atop the regular instrument cluster.

Headlights use very bright, long-

lived LEDs and shine their beams into corners as you turn the wheel.

A driver-attention alert monitors your control inputs for signs of fatigue, and Traffic Sign Recognition helps you keep track of speed limits.

The most expensive Mazda3 is the SP25 Astina, which adds a sunroof and more active driver aids. These begin with LED headlights that automatically dip only a part of their high beams for oncoming traffic, retaining longrange illumination for your side of the road. There is radar cruise control (which automatically slows the car as you approach a slower vehicle ahead).

The radar allows a more comprehensive automatic emergency braking system that works at speeds up to 160km/h.

And a lane-keep assist not only warns you if you have begun to drift distractedly – and possibly very dangerously – out of your lane on the highway, but turns

the steering wheel gently to help you guide the car back.

Mazda3 SP25 GTs and Astinas in some exterior colours offer the option of white leather for the interior trim.

DOES ANY UPGRADE HAVE A DOWN SIDE? The 2.5 litre petrol engine uses about 5 per cent more fuel than the 2.0 Petrol.

The lower profile, wider tyres on the SP25 versions decrease ride comfort, because there is less air between the wheel and the road.

These tyres may also cost more to replace.

HOW COMFORTABLE IS THE MAZDA3?

The Mazda3’s cabin looks and feels elegant, with the switches and gauges conveniently placed.

Seats even on the lower-priced versions feel supportive, and there is plenty of scope for tailoring the driving position for your body shape.

In the centre of the dash there is a colour touchscreen that looks as though it was inspired by an

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REVIEW

iPad. A control knob is placed between the front seats. Main menu items work okay, but selecting radio stations from the screen can take more movements and clicks than it would have with traditional buttons. Unfortunately, Mazda is yet to adopt Apple CarPlay and Android Auto, which makes it easier to access your phone’s functions via the infotainment system.

The SP25 GT and Astina impress with their head-up speedos.

These are teamed with a revised instrument cluster, which puts more emphasis on the tachometer. The leather seats in these cars come with stronger side bolsters that hold you in place around corners.

Accurate steering helps the driver relax and the Mazda3 rides quite smoothly, disposing of bumps well and settling quickly. Noise from the tyres might intrude on coarser road surfaces, but other dins are kept at bay.

Extra sound insulation and revised suspension have made Mazda3s on sale since the facelift of August 2016 a bit quieter and smoother to ride in than those that came before.

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WHAT ABOUT SAFETY IN A MAZDA3?

Six airbags, stability control, seatbelt reminders on all seats, and rear parking sensors, contribute to a well-rounded safety package on all Mazda3s.

In addition, every Mazda3 comes with Smart City Brake Support Forward – a significantly enhanced version of the automatic emergency braking system that had been offered as an extra-cost option prior to the facelift of August 2016.

The Mazda3’s auto braking now works at speeds up to 80km/h,

using a camera to detect obstacles on the roadway ahead (typically another car that has slowed suddenly, but also pedestrians), and braking the car if you do not react immediately to a warning.

On all but the least costly Mazda3, the Neo Sport, auto braking also works in reverse, applying the brakes to prevent your backing into objects (or people) detected by a sensor on the rear bumper.

All Mazda 3s have a reversing camera and rear parking sensors to help you check back there yourself.

All versions except the Neo Sport have a blind-spot monitor that alerts you, when you indicate to change lanes, if it detects another car near your rear corner but out of view of your mirrors. And a rear cross-traffic alert helps you avoid trouble when reversing out of parking spaces or driveways, warning you if it detects a vehicle approaching from either side.

Two more driving aids arrive with the Mazda3 SP25 GT, most significantly a fatigue detector that looks for changes in the way that you steer the car on the highway.

If it detects evidence that you may be falling asleep, it warns you to take a break. The other is Traffic

The Australasian New Car Assessment Program (ANCAP) has awarded the Mazda3 its maximum rating of five stars, most recently in August 2016.

Sign Recognition, which helps you keep track of speed limits. It reads roadside signs, and shows the most recently detected limit on your head-up display.

On the SP25 Astina, the active safety suite is enhanced further. The addition of a radar sensor to the autobraking system extends its operating range to 160km/h. And Lane Keep Assist acts to guide the car back into its lane if you have begun to drift distractedly across the roadway.

VERDICT PROS uel use; driving manners; F safety tech CONS pace and vision out for S rear passengers THE PICK 2018 Mazda 3 Maxx Sport 5D Hatchback

I LIKE DRIVING – WILL I ENJOY THIS CAR? Yes, it is very likely you will.

The 2.0 litre engine copes admirably with city life and has enough power for easy highway touring. It revs freely and mates well with the six-speed auto gearbox that most buyers opt for.

While this engine does not thrust as hard when you first press the accelerator as the turbo engines in some small-car alternatives, needing to spin past 4000rpm before it really performs, it is keen from there and it even sounds a bit rorty.

The bigger, 2.5 litre petrol engine in the SP25 versions is also a good fit for the car, and offers about 25 per cent more go than the 2.0. With the added grunt the car feels deliciously responsive, and its driveability is abetted in auto form by immaculate gearchanges.

The Mazda3 dishes up an excellent blend of polished dynamics, with fluent yet engaging steering and an agility that makes light work of suburban streets and country roads alike. It has a very natural, flowing feel as you guide it through a series of bends. The ride feels soft but delivers enough control for sharp cornering.

Cars on sale since August 2016 benefit from Mazda’s G-Vectoring Control, whose operating principle is simpler than the name might suggest.

It adjusts the engine when you turn the steering wheel,

17

REVIEW

decelerating slightly so as to transfer load to the front tyres and help them bite (and reversing the process as you return to centre). You don’t notice it working but the car feels more planted, while changing direction more fluidly.

The August 2016 facelift also added a Sport mode to automatic versions, which allows the gearbox to encourage more thrust from the engine when you want to press on.

HOW IS LIFE IN THE REAR SEATS? Leg room is average for the class rather than generous. As in all small cars, three full-sized adults across the rear is a squeeze.

There are no rear air-conditioning vents. And a rising window line means smaller occupants could be looking up rather than out.

HOW IS IT FOR CARRYING STUFF? The boot on the hatch is relatively spacious at 308 litres, helped by 60/40 split-folding seats and a broad tailgate opening. But it’s the sedan that has more space, at 408 litres, albeit without the hatchback functionality.

WHERE IS THE MAZDA3 MADE? All Mazda3 versions are made in Japan.

WHAT MIGHT I MISS THAT SIMILAR CARS HAVE? Support for Apple CarPlay and Android Auto, which would let you plug in a smartphone and run some of its apps on the car’s touchscreen.

Among small cars offering this feature are the Volkswagen Golf, Hyundai i30, Subaru Impreza, Honda Civic, Ford Focus, and Holden Astra.

Perhaps a more robust firstresponse to the accelerator, such as you might get from a turbocharged

18

engine. The Golf, Astra, Focus, and Civic offer this, for example.

Perhaps the greater all-weather security of all-wheel drive, standard on an Impreza.

If you plan on doing a lot of country-road driving, maybe better fuel-efficiency from a diesel engine.

The Golf and Hyundai i30 offer diesels, for example.

If you face a lot of city commuting, possibly a fuel-saving petrol-electric hybrid drivetrain. Toyota offers an excellent hybrid Corolla.

Other small-car alternatives include the Kia Cerato and Peugeot 308.

I LIKE THIS CAR, BUT I CAN’T CHOOSE WHICH VERSION. CAN YOU HELP? Our reviewers like the Mazda3 Maxx Sport. It brings you the central touchscreen, satellite navigation and reversing camera, rain-sensing windscreen wipers, and some helpful active safety tech in addition to auto braking. The leather-bound steering wheel is a nice finishing touch.

ARE THERE PLANS TO UPDATE THE MAZDA3 SOON? This latest generation Mazda3 went on sale early in 2014.

In August 2016, the car was revised significantly for a mid-cycle facelift. Exterior changes were minor, but mechanical and software updates resulted in a Mazda3 that was quieter and more comfortable to ride in, and that steered more accurately (in part through the introduction of G-Vectoring Control).

Automatic braking was made standard on all Mazda3s, using an enhanced, camera-based system that operated over a much broader speed range than the laser-based system it superseded.

Among other changes, the most expensive Mazda3s received

OVERALL RATING

SAFETY, VALUE & FEATURES

5/5

COMFORT & SPACE

4/5

ENGINE & GEARBOX

4/5

RIDE & HANDLING

5/5

TECHNOLOGY

5/5

a broader range of active driving aids, and the diesel-powered Mazda3 Astina XD was dropped.

In February 2018, Mazda added new equipment to the Mazda 3 Neo, Maxx and Touring.

The Neo and Maxx were renamed the Neo Sport and Maxx Sport, with the Neo Sport finally gaining an infotainment screen with reversing camera, digital radio and two extra audio speakers. The Maxx Sport gained rain-sensing windscreen wipers, dusk-sensing headlights, dual-zone climate control and an electric parking brake, and the Touring advanced keyless entry.

A new-generation Mazda3 is set to arrive 2019. It’s expected to be powered by the groundbreaking Skyactiv-X compression ignition engine.

08 MAR 2018 www.motoring.com.au

Sierra Gorda is arid on the western side

MAZDA3: MEXICO IN AUTUMN AFTER CONQUERING JAPAN, SWEDEN, AND NEW ZEALAND, THE MULTI-TALENTED MAZDA3 TAKES ON THE JUNGLES OF MEXICO

D AUTHOR

FEANN TORR

o you have a security contingent?” asked a colleague when I mention my upcoming ‘Mexico’ drive.

Why would I need security?

“It’s a blood bath there mate, you’ll be shot up just for being a gringo.”

I get this news flash three days before arriving in Mexico for a 1500km trek across some of the most stunning scenery in the Americas.

I contemplate bullet-proofing the Mazda3 and adding armour-plating

but it would blow the budget… for the next 10 years!

Will I live to tell the tale?

PART FOUR It all starts in Guadalajara. Home to around 1.5 million people, Mexico’s fourth-largest city is the capital of the Jalisco province. Guadalajara is also home to motoring.com.au’s Central-American sister site, Autologia.com.mx.

Catching up with my Mexican colleagues, I mention my Argentinean heritage and how I once gorged on dulce de lecce, an Argentinean caramel delicacy made with condensed milk.

Would you believe Mexico has its own take on the toffee-like treat?

It’s called cajeta (pron: ca-het-ah) and before long we’re discussing the best cajeta in Mexico. Problem is, it can be quite a challenge to find the good stuff.

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REVIEW

Happy days! The cops don’t care if we do 105km/h in a 100 zone But as we’ve learned across the four-part ‘Mazda3 for all Seasons’ series, exploring foreign lands in a familiar vehicle is a tip-top way to experience a new place, learn about a new culture and yes, indulge in the odd strange thing like purple corn chips…

CAJETA COUNTRY It’s funny how a quick trip to the shops to buy a tasty caramel treat can turn into a five day trek through Mexico. After leaving Guadalajara we head north-east towards the vast and captivating Sierra Gorda mountain range (check out the video for evidence).

After approaching the locals and discovering none of them have heard of motoring.com.au – nor the type of goat’s milk Cajeta I’m keen to locate – our search continues deeper into the mountains.

After several hours in the saddle, one thing’s for sure – the Mazda3 can tour. When I say tour, I mean driven for hour after hour after agonising hour, easily and comfortably.

While a new Mazda3 is due in 2019, the current one is no slouch. Okay,

20

there’s no Apple CarPlay or Android Auto which is annoying (Mexican radio is pretty decent) but it does all the important stuff well, like blasting up twisty mountain roads, gripping the tarmac with enthusiasm thanks to its impressively tuned suspension. The steering feels good too, providing just enough feedback to tell me whether to back off or keep pushing.

Fanging through the dry, dusty foothills of the Sierra Gorda and

cresting a ridge, the scenery flips to verdant subtropical rainforest.

The once bone-dry landscape turns to a place of jungles, forests, raucous birds, opossums… and perhaps the best soft-shell tacos ever eaten by mortals!

Meanwhile, the Mazda3 and its trusty 2.0-litre petrol engine soldiers on, riding confidently over stretches of rutted, craggy thoroughfares, gravelly paths and uneven, crumbling roads.

After roughly 700km we arrive in Xilitla, a small town nestled on the eastern side of Sierra Gorda. It’s here I get my first taste of cajeta, albeit in a curious wafer sandwich treat, but it’s a great entrée to what is to come.

“Have you ever driven in Mexico?” my Autologia.mx colleagues ask…

VW Beetle Chopped! Love the camber on the rear wheels too… such a joker

binding paradise in the subtropical rainforests of central Mexico.

Beginning in 1949, construction finished in 1984 and is estimated to have cost around $5million.

Like a botanical garden of Eden, there are tight walkways, stairs, bridges, pools and waterfalls, juxtaposed with verdant jungle and surreal sculpture. True mindbending stuff!

However, it’s not the kind of place that you decide, “Let’s go for a little Sunday drive”.

Just getting through the tight, narrow streets of Xilitla is a challenge, with more dirt road action before arriving at the mesmeric gardens. The Mazda3’s chassis displays a surprising degree of flexibility that we caught glimpses of in Japan and enjoyed in Sweden as well as New Zealand.

The eastern side of the Sierra Gorda is incredibly lush FANTASY OR REALITY? Have you ever had the feeling you’re in a dream, staring at ‘reality’ but unable to believe it’s tangible? Not far from Xilitla, further into the jungles, we discover a dreamlike garden.

The Edward James sculpture gardens require a healthy dose of athleticism – it’s not the easiest place to get around and humidity

under the forest canopy is draining.

But the obscure blend of man-made sculpture and tropical splendour is worth the effort.

Often called Las Pozas, or the pools, we view waterfalls cascading over giant palm leaves, creating tiny rainbows between tropical flowers and moss covered sculpture.

Edward James was a wealthy poet who wanted to create a spell-

DRIVING IN CENTRAL AMERICA After saying adios to Xilitla, we’re back behind the wheel of the Mazda3 which is chewing through fuel at a rate 8.4L/100km. Not bad considering I’m wringing it’s neck.

Driving overseas is the best!

In the space of a few hours we go from humid jungle back to arid desert tundra before hitting the urban jungle of a modern city.

Car-spotters can enjoy the plethora of classic Volkswagen Beetles on the road. Beetle production started in the early 1950s but continued in Mexico well into the early 2000s, such was the popularity and affordability of the little VeeDubs.

Indeed, Mexico is a fascinating place to explore via automobile.

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REVIEW

Boasting a population of 123 million, I didn’t expect to see a bloke walking between traffic on the highway selling baseball bats but the people are friendly and driving etiquette is as good as – if not better than – in Australia.

The country also has a progressive attitude to speed limits. There are drivers in beat-up crapwagons that can’t go any faster than 80km/h if they wanted to, but most cars cruise along at 130km/h or faster. Some even fly past at 180km/h.

The maximum sign-posted speed limit is generally 100km/h but everything flows much faster on freeways. And unless you’re driving like a complete idiot and swerving around, the police don’t seem to mind.

He’s selling baseball bats and phone holders on the freeway, or looking to start a Fight Club live stream THE FINAL CHAPTER… A FAIRY-TALE ENDING After putting 1000km on the Mazda3’s odometer and spending several days searching, it’s almost time to give up and head home. Cruising past Pena de Bernal, a 433 metre tall rock monolith that’s popular with pilgrims, my spirits are low.

I’ve met incredible people, seen astonishing places and developed an incredible tolerance to habanero

This family was selling moss, which is used to decorate Christmas trees

22

chillies, but things are looking grim on the cajeta front.

Throwing caution to the wind I head for Japan, partially because it’s on the way back to Guadalajara.

Perhaps the gods are smiling on me or it’s just pure coincidence, but I finally find the mythical elixir at a health food store. Goat’s milk cajeta!

After long days driving, nights spent gazing at the stars, admiring big American pick-up trucks and highly modified VW Beetles, it turns out that culinary quests are remarkably satisfying once accomplished.

I survived the “blood baths” – the only drug dealers spotted were in the farmacias.

Mexico’s reputation as a lawless, menacing country isn’t entirely accurate, at least along the roads we travelled. In fact, Mexico is a lot like Australia in some ways.

Driving through New Zealand, Japan, Sweden and now Mexico, the Mazda3 has seamlessly dealt with four seasons and four countries.

What’s next… The Canning Stock Route? Stranger things have happened!

31 MAY 2018 www.caradvice.com.au

2018 MAZDA 6 REVIEW TURBO PETROL POWER RETURNS TO THE POPULAR 6 SEDAN AND WAGON

MIKE COSTELLO AUTHOR

T

he upgraded Mazda 6 sedan and wagon finally get a turbocharged petrol engine with poke on higher grades. But there are many more changes as part of this model update, all of which skew an already excellent car, imbued with a premium feel, a little further upmarket.

You would be forgiven for wondering if there’s any place left for sedans and wagons in an automotive market dominated by crossover

SUVs. The 2018 Mazda 6 range suggests its maker thinks so.

This is a fairly substantial mid-cycle upgrade including revised engines – a new turbocharged petrol (on GT and Atenza versions), a beefier diesel and a more efficient base naturally aspirated unit with cylinder deactivation – plus softer springs, greater noise suppression, a slick new cabin layout, bolder design, and more standard tech.

The revisions will only amplify the Mazda 6’s positioning in Australia as a proudly Japanese product with a premium bent. An alternative to the Volkswagen Passat, Holden Commodore and hugely improved imported Toyota Camry on the one hand, but also a desirable offering for those liberated from primo-badgedependence on the other.

Few would argue with the assertion that the 6 is a good-looking car in

either body style, particularly when finished in Soul Red or Machine Grey metallic paint. The MY18 versions get a new front with brasher mesh grille, and a new rear to amplify the car’s width and stance. The midsection carries over, aside from new wheels.

There are more changes on the inside. The centre stack is different to last year’s model, and much cleaner, with slimmer and wider ventilation controls. The tablet screen is now eight inches across (it was seven inches), though it’s controlled by the same rotary dial as before, and runs the same software.

Apple CarPlay and Android Auto software are coming, the company says, but Mazda is being coy on when despite the tech rolling out on this car in North America. We understand it could be retrofittable to MY18 cars sold without it. We will keep pestering Mazda on this...

23

REVIEW

The seats are also wider and more padded than before, and every variant gets a much improved integrated head-up display mounted atop the instrument cowl.

It’s not a dinky flip-up glass unit like you find on some other Mazda models. Without this, there’d be no digital speedo.

It’s the materials used that grab you, though. All versions are well made, but the top-of-the-range Atenza is now reaching into luxury territory thanks to Nappa leather seats (in dark brown or white, strangely enough), suede dash and door inserts, and the liberal use of Sen wood trim, the same stuff used in traditional Japanese instruments.

You can get a breakdown on the pricing and specs in much more detail here, but a summary shows price cuts of up to $600 on lowerlevel versions, and increases of up to $2300 on the higher-end grades, offset by inclusions worth that much and more.

The base Sport costs $32,460 before on-road costs and has features such as LED headlights, the 8.0-inch screen with satellite navigation, DAB+, button start, climate control, and active safety including autonomous emergency braking (AEB) with pedestrian detection, radar-guided adaptive cruise control, and blind-spot monitoring.

The equivalent Touring costs $4200 more but adds leather seats, a Bose audio system with more speakers, keyless go and a few other bits and pieces. It’s another $7300 for the GT that adds the new turbopetrol option, bigger wheels, and heated seats.

Top of the line is the $3500– $3700 pricier Atenza, which gets adaptive headlights, ambient LEDs in the cabin, a sunroof, Mazdafirst ventilated seats, digital TFT instruments that are strangely

24

non-configurable, and a 360-degree camera that could use a better lens to improve the resolution. Nissan has the same problem. As does Lexus.

The diesel engine costs between $1000 and $3000 more than its petrol equivalent depending on grade and engine type, while the wagon body is a $1300 hike. All told, there are 14 versions to choose from.

As ever, the back seats are not the most spacious in this class – a Ford Mondeo is a little roomier – though it’s roomier than RWD premium offerings such as the Lexus IS. That said, most adults below 180cm will have sufficient head and leg room, and all get ISOFIX anchors. There are standard rear vents and a new folding armrest with two USB points built in.

Only one-in-three buyers opt for the wagon, but the extra practicality it affords makes it seem like a no-brainer. The sedan’s boot is a modest 474L compared to 506L for the wagon up to the retractable tonneau cover. The key, though, is the fact you have up to 1648L with the back seats folded down. The wagon also

PRICE (MRLP) $32,490 - $50,090

gets a cargo net, a 12V input in the rear, a spoiler, and roof rails.

Our launch experience this week focused on the top-of-the-range Atenza only. Clearly, the entry grades are seriously well-equipped for the money, albeit not as cavernous as some rivals. But at the flagship level, your circa $50K outlay gets you a proper luxury interior. If you worship at the altar of tasteful design, then this car will float your boat.

Heading up the suite of engineering changes is the overhauled engine range, most notably the 2.5-litre turbo-petrol engine to the high-grade GT and

VERDICT PROS Arresting design outside and in New flagship engine range Standard active safety tech I mproved comfort and noise suppression CONS ot the last word in rear N seat space o Apple CarPlay/Android N Auto for now on-turbo 2.5 remains on N entry cars ime for Mazda to extend T its warranty?

Atenza. This unit is shared with the heavier CX-9 crossover, and makes 170kW of power and 420Nm of peak torque, the latter at 2000rpm.

This unit sports tech like a Dynamic Pressure Turbo that pushes waste gases through two inlets depending on engine speeds, reducing spoolingrelated lag… In theory. Unlike many small force-inducted engines, it’ll also

run on 91RON petrol, though Mazda hints that on 98RON it’ll churn out a few more kilowatts.

An engine with these outputs is just what the Mazda needed to keep up with turbo’d rivals such as the new Holden Commodore, Hyundai Sonata and Ford Mondeo, not to mention the 206kW top-end Passat and Skoda Superb models.

Don’t go thinking of this as a spiritual successor to the departed Mazda 6 MPS, because it’s a wound-back unit that emphasises a strong mid-range for effortless rolling response, though our 7.3sec 0–100km/h time isn’t too shabby. It feels a more convincing and cohesive package than the normally aspirated 2.5 that remains on the Sport and Touring grades.

The company has also given the 2.2-litre diesel engine a range of CX5-style updates, such as a two-stage twin-turbo set-up with variable turbine geometry, with the revised unit now putting out 140kW of power and a substantial 450Nm of torque – up 11kW/30Nm over the old powertrain.

That’s a sizeable thump of torque. We did not drive this at the

launch event due to time constraints, but found it refined and very muscular, though its 1600kg braked-trailer tow rating is only the same as the 2.5t. It’s at least a match for a Passat Highline.

The existing 2.5-litre naturally aspirated petrol engine makes 140kW/252Nm, and now gets a cylinder-deactivation system to shut down two cylinders when cruising to conserve fuel use. The claim is 7.0L/100km compared to 7.6L/100km for the 2.5t and 5.3L/100km for the diesel. It remains an adequate base engine, no more.

All three powertrains only meet Euro Stage V emissions requirements, and all are matched to an in-house SkyActiv-Drive six-speed automatic gearbox with sports mode, manual mode and a torque converter.

All are also front-wheel drive, with no all-wheel drive offered.

25

REVIEW

OUR RATING 8.1 / 10

26

PERFORMANCE

8.2

RIDE QUALITY

7.6

HANDLING & DYNAMICS

7.8

DRIVER TECHNOLOGY

8.4

INTERIOR COMFORT & PACKAGING

7.9

INFOTAINMENT & CONNECTIVITY

7.5

FUEL EFFICIENCY

7.8

SAFETY

9.2

VALUE FOR MONEY

8.2

FIT FOR PURPOSE

8.7

Mazda argues it doesn’t need a ’fangled eight-speed auto on account of its larger-capacity engine’s wider peak torque spread, but what really saves it is the Sports setting, which programs the ECU to keep a lower gear for longer, sharpening throttle response.

In an ideal world, we would love for Mazda to have transplanted the CX-9’s on-demand AWD system, because the 6 occasionally battled to put the power down through the front, and there’s a tendency for the car to scrub when pushed hard, despite the G-Vectoring system that cuts torque delivery to the front axle, causing a forward weight transfer ahead of a corner.

Let’s not overstate: the Mazda remains a pleasantly nimble car, with a stiff chassis that handles sequences as well as many despite that softened suspension set-up, though the presence of rack-rattle over mid-corner hits isn’t ideal.

The electric-assisted steering has about the right amount of resistance built in, while the 6 is the first Mazda with urethane in the rear damper top mounts, designed to take the edge off

sharp inputs. While the ride comfort is improved, it remains a touch terse over sharp hits when rolling on the GT/Atenza’s 19-inch wheels with slim rubber.

More worthy are the NVH suppression enhancements. There’s more sound deadening in the floor pan and wheel wells, which keeps more road roar and wind noise out of the cabin, and therefore partially addresses one of the pre-update model’s more commonly cited weaknesses. Tick there.

From an ownership perspective, Mazda Australia continues to offer a three-year warranty passed on from its Japan HQ, a term that’s now falling behind a number of rival brands (though not Toyota or VW). Servicing intervals are 10,000km or 12 months, with pricing to be found here. If running costs are your priority, then maybe the Camry is for you.

So, the verdict. In short, the updated Mazda 6 is more desirable than ever, particularly at the higher spec’ grades. From a design perspective it’s a winner, but the substantive changes to the areas of powertrain and NVH suppression are more worthy. It’s got the go to match its show.

There’s enough here to suggest you keep the Mazda around the top of your wish list, if you’re one of the shrinking few wanting a mid-sized car and not an SUV. Given it’s such an intensely closefought segment brimming with winners, that’s high praise.

31 MAY 2018 www.news.com.au

NEW MAZDA6 GETS TURBOCHARGED ENGINE IN MIDLIFE UPDATE JAPANESE MAKER TURNS TO TURBOCHARGING TO REV UP FLAGGING SALES OF MID-SIZED FAMILY CAR

REVIEW BY

CRAIG DUFF

M

id-size sedans are as popular as pimples right now and car brands are responding by loading them up with features to try to entice buyers back into the segment.

Take the updated Mazda6. Sales are down 18 per cent this year so Mazda has lifted its game — again — and completely reworked the tasty cabin as well as fitting the 2.5-litre turbo first seen in the CX-9 SUV. The interior is now seriously impressive to look at and touch.

The artificial suede inserts on the dash and door trims are an obvious example of Mazda looking to lift the feel of the cabin, though greasy fingers may take a long-term toll.

The seats have been redesigned to improve cushioning and the top-spec Atenza now has seat ventilation. Unlike most cars that blow cool air on your back and butt, the Mazda6 uses its fans to suck the hot air away from your body.

A new nose that does away with the separate fog lights in the bumper makes it easy to spot the facelift. It is part of a concerted “less is more” approach to make the car look more refined by deleting visual clutter. For the same reason the chrome strip on the back of the car is now a onepiece item to avoid gap lines.

The 2.5-litre turbo will be fitted to the GT and Atenza versions. The Sport and Touring variants continue with the naturally aspirated 2.5 (140kW/252Nm), which now has cylinder deactivation to save fuel.

With a respectable boost in power, the 2.2-litre turbo diesel (140kW/450Nm) can be ordered in the Touring, GT and Atenza versions of the sedan or wagon.

The head-up display now projects directly on to the windscreen in place of the pop-up plastic panel on previous versions. It looks better for the driver and kept the designers

AT A GLANCE MAZDA6 PRICE $32,490-$50,090 (competitive) WARRANTY 3 years (typical) SERVICE INTERVALS 12 months/10,000km; $ ENGINES 2.5-litre 4-cyl petrol, 140kW/252Nm; 2.5-litre 4-cyl turbo petrol, 170kW/420Nm; 2.2-litre 4-cyl turbo diesel, 140kW/450Nm (average) SAFETY 5 stars, 6 airbags, AEB, blind-spot, lane-keep assist, rear cross-traffic monitoring, adaptive cruise control (solid) THIRST 7.0L/100km (2.5L); 7.6L/100km (2.5L turbo); 5.3L/100km (2.2L) (frugal) SPARE Space-saver (the norm) CARGO 474L (sedan), 506L (wagon) (average)

27

REVIEW

happy because they could do away with the divider lines on the instrument cowl.

An eight-inch infotainment screen is operated using a dial mounted between the front seats and remains one of the easiest to operate in a mainstream model.

Mazda’s marketing chief Alastair Doak predicts 3700 sales in the first year with the sedan accounting for 69 per cent.

Prices start at $32,490 and top out at $50,090. That’s similar money to the likes of the Ford Mondeo and Subaru Liberty, while the VW Passat starts at $35,990 and the Toyota Camry can be had for $27,990.

In that context the Mazda6 represents good value. The safety VERDICT The Mazda6 is now a better drive than ever and the work on noise suppression and cabin quality goes a long way to justifying Mazda’s bid to promote the car as “mainstream premium”.

28

suite is pretty comprehensive, running from autonomous emergency braking up to 80km/h to adaptive cruise control, active lane-keep assist, rear cross-traffic alert and blind-spot monitor.

The Atenza adds a surround-view camera and adaptive LED headlamps with 80m better visibility.

The updates also reflect Mazda’s move to establish itself as a premium mainstream brand, much as Honda was seen as 30 years ago. That’s smart marketing and should help defend it from the European brands that are intentionally pricing their

entry level mid-size sedans at the top end of the mass market models.

ON THE ROAD The Mazda6 has long distinguished itself with its on-road manners and this version extends that approach.

This is about as good as mid-size sedans get until you start spending more money on German machinery.

The steering is as precise as ever, it changes direction with poise and the 6 wasn’t at all bothered by battered back roads around Ballarat. The basic balance shone through on a quick stint on gravel

that also highlighted the improved underbody noise dampening.

For those technically inclined, the body has been stiffened and the suspension mounts reinforced to improve its ability to roll over ruts and potholes without upsetting the occupants.

The turbo delivers a solid surge of torque across a decent rev band and endows sinewy performance. The power delivery is akin to the better turbo diesels — without the noise, the smell and the low-down lag.

Fuel consumption is officially rated at 7.6L/100km; we returned 10.2L/100km after some enthusiastic driving on an engine that had less than 1000km under its belt.

The seats feel plush and on the basis of three hours seated in the Atenza they’re as comfortable as they look. Rear headroom is tight for anyone over 180cm and there’s not a huge gap to slide your feet under the front seat to try for

more leg room, though it wasn’t an issue for my 170cm frame.

The six-speed auto — there’s no manual gearbox on any version — does its job without being noticed, the hallmark of a well-calibrated transmission. Paddle-shifters are there if you’re so inclined but in most situations you’re better off letting the auto do its thing.

There’s the option to put it into sport mode to hold revs longer or you can slip it into Eco and it will shift gears early and often.

Let the auto serve up the torque and the Mazda6 is deceptively quick around a set of bends. Just as importantly, it is enjoyable and the body control means the passengers won’t bother to look up from their devices to see why they’re being shaken about.

The traffic sign recognition, displaying as both an icon in the dash and a red mark on the speedo, wasn’t fooled on our 300km drive.

In tandem with intelligent speed assist, it is an increasingly valuable feature in states like Victoria — where driving a few km/h over the limit can have dire consequences.

WHAT’S NEW PRICE Entrance to the Mazda6 is unchanged at $32,490 plus on-roads, while the Touring has earned price cuts of up to $600.

The turbo-equipped GT kicks off from $43,990 and price tops out with the Atenza diesel wagon now $550 dearer at $50,090.

TECHNOLOGY Engine improvements aside, the Mazda6 benefits from an active bonnet to protect pedestrians and the adaptive cruise control now uses both radar and a camera to enable stop and go functionality. Previous versions relied on radar and only operated at speeds above 30km/h.

PERFORMANCE The turbocharged engine is good for 170kW/420Nm (184kW if you use 98RON fuel). It isn’t an outright performance car like the MPS of old the acceleration is pretty much effortless from standstill to triple digits.

DRIVING Suspension tweaks and a stiffer body give the Mazda6 impressive composure. The car feels light from behind the wheel and responds accordingly.

DESIGN If you don’t notice any fog lights on the front of the Mazda you’re looking at the new one.

The wheels have also been redesigned but most of the changes are on the inside, with sweeping horizontal lines that extend into the front doors giving the car a European air.

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REVIEW 05 MAY 2018 www.whichcar.com.au

MAZDA CX-3 MAXX V MG ZS ESSENCE COMPARISON REVIEW CAN THE BEST-SELLING MAZDA CX-3 HOLD ITS OWN AGAINST VALUE-DRIVEN CHINESE NEWCOMER, THE MG ZS?

A

S CHINA’S auto industry matures, the quality – and quantity – of product from the country has also grown. MG, a brand that used to be as British as bulldogs and warm beer, has been transformed into a subsidiary of Chinese mega-corp SAIC Automotive,

30

and its most promising product since its Chinese-funded revival began is the MG ZS compact crossover.

Judged in isolation it presents a compelling case, with turbo petrol power under the bonnet and attractive design encasing a sizeable-for-the-segment cabin.

However in a realm as competitive as the compact SUV market, the MG has no shortage of sharp rivals – with the highly popular Mazda CX-3 being key among them. Can China square off against Japan in one of the most important categories around?

PRICE AND EQUIPMENT WINNER: MG ZS MAZDA CX-3: As well as a more convincing safety case that includes a five-star ANCAP rating, AEB, blindspot monitoring, reverse camera and rear parking sensors, the CX-3 Maxx has dual-zone climate control and sat-nav as standard – items missing from the MG Essence. Even so, with a $900 premium over its rival, price-focused shoppers might still be swayed by the MG’s slightly fatter equipment list.

MG ZS: MG’s strategy is to let price and value do the talking. Top-grade ZS Essence packs a panoramic glass sunroof, rear parking sensors, a reversing camera, LED daytime running lights, a turbo engine and automatic as standard, which is a compelling deal at $23,990.

Auto-on headlights and front and rear foglights are another spec advantage, but the four-star ANCAP score and no AEB is not.

INTERIOR AND CONNECTIVITY WINNER : TIED MAZDA CX-3: The CX-3 has a far more compact cabin than the MG with tight rear seat accommodation and 95L less boot capacity, but that’s offset by a much higher-quality interior and superior ergonomics.

There’s no smartphone mirroring, but the Mazda’s 7.0-inch infotainment display looks and feels more mature, is mounted high on the dash rather than halfway down it, and has a nifty rotary controller.

MG ZS: The MG’s interior decor screams ‘Volkswagen Group bootleg’, from the non-reach-adjustable steering wheel that flaunts previousgen VW design cues to air vents that are eerily reminiscent of the Audi A3’s. Materials quality isn’t an MG strong suit; at least there’s plenty of cabin space. And while the 9.0inch infotainment system feels decidedly aftermarket it does get Apple CarPlay.

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RIDE AND HANDLING WINNER: MAZDA CX-3 MAZDA CX-3: The CX-3 banks heavily on its dynamic capability, and for the most part the FWD Maxx delivers on that promise.

The steering, now aided by G-Vectoring control, is responsive and the suspension tune straddles the line between ‘comfort’ and ‘handling’ rather well. Firm, but not objectionably so thanks to wellcalibrated damping, and far more polished than the MG’s set-up.

MG ZS: The ZS rolls on 17-inch alloys, an inch bigger than those on the CX-3, but that’s not enough to explain its significantly harsher and brittle ride. Speedbumps, manhole covers and expansion joints introduce far more thumping than they should. The MG’s tenacious grip on the road comes as a plus, however vague, over-assisted steering ensures there’s very little dynamic sheen.

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PERFORMANCE AND ECONOMY WINNER: MAZDA CX-3

WARRANTY AND SERVICING WINNER: MG ZS

MAZDA CX-3: The CX-3’s substantial power and torque advantage coupled with an excellent six-speed auto deliver a more effortless driving experience, whether around town or on highways.

But it’s a noisy powertrain, despite Mazda’s efforts to add refinement with CX-3’s recent update. In the same mix of driving, the CX-3 burned less fuel than the MG, the Mazda’s stop-start likely playing a part.

MAZDA CX-3: Mazda’s warranty term is for the first three years of ownership, with no limit on kilometres; both have a 12 month, 10,000km service interval. The Mazda’s visits to the service department alternate between $286 and $314, however brake fluid needs to be replaced every 40,000km/24 months at $120 a pop, bringing the average cost to $360 per annum over the first six years.

MG ZS: The MG’s 1.0-litre turbo has a relatively fat mid-range that sees it work well around town. But the engine lacks refinement and quickly runs out of puff beyond 5000rpm. The six-speed auto wants for calibration finesse, hunting up hills and suffering from low-speed lurching. And while a downsized turbo promises economy, this one works the snail too hard to deliver in the city.

MG ZS: The MG claws back some points with its generous seven-year, unlimited-kilometre warranty, which brings welcome peace of mind for a new model from a revived brand. MG doesn’t yet have a capped-price service plan for the ZS (or an extensive dealer network), but says average servicing costs over the first six years should be in the order of $426 per year.

VERDICT WINNER: MAZDA CX-3 MAXX Driven back-to-back, the Mazda’s virtues throw some harsh light on the MG’s shortfalls. The ZS is far from woeful, but there’s definitely room for improvement in refinement, suspension tuning and transmission calibration. Cabin quality is also well behind that of the Mazda, and the copycat interior design is also pretty plain-Jane. That said, it’s a solid step up on Chinese efforts of years past.

And for many, the ZS’ affordability and huge warranty will get them across the line – even if average servicing costs are higher than the Mazda. Between these two, it’s a closer race than you might expect – though the CX-3 still comes out on top.

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REVIEW 27 APR 2018 Mildura Weekly, Melbourne

CX-3 IS A ‘SENSIBLE’ CHOICE FOR SO MANY GOOD REASONS

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uring the last decade, Mazda has been a runaway success in Australia, underscored by its ever-strengthening sales performances.

In 2017 it was one of only two brands to crack the 100,000 sales figure with 116,349 registrations across the calendar year, second only to Toyota’s massive haul of 216,566.

Mazda’s success has come on the back of strong performances from the likes of the CX-3 small SUV, which, with 17,490 sales, finished second in the burgeoning small SUV segment behind the evergreen Mitsubishi ASX. The brand’s sensible, no-nonsense approach to car-making resonates

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with buyers, and with an update that lobbed in May 2017, Mazda will be hoping to claim the small SUV sales crown from Mitsubishi.

Another strength of the CX-3 line-up is its abundant choice, with drivetrains and model grades to suit a range of buyers.

With 14 variants available, can the Maxx FWD hit the sweet spot for price and specification in a hotly contested market segment?

PRICE AND EQUIPMENT At $24,890 plus on-roads, the CX-3 Maxx FWD sits towards the lower end of the range, which opens at $20,490 for the manual Neo FWD, and tops

out at $37,890 for the diesel-powered all-wheel-drive Akari auto.

Competition is fierce and plentiful in the small SUV segment, and comes from the likes of the Ford EcoSport Trend ($24,490), Holden Trax LS ($26,490), Hyundai Kona Active ($24,500), Honda HR-V VTi ($24,990), Mitsubishi ASX LS 2WD ($27,000), Nissan Juke ST ($24,490), Renault Captur Zen ($26,990), Skoda Yeti 81TSI Active ($26,990), Subaru XV 2.0i ($27,990), Suzuki Vitara RT-S ($25,490) and the Toyota C-HR 2WD CVT ($28,990).

Mazda’s extensive range choice is evident when comparing the CX-3 to its competition, as it sits above

the Neo specification level yet still comes in cheaper than some rivals’ base-level offerings.

At 2.0-litres, the engine in the CX-3 is also the equal largest in its class, however other rivals have added turbocharged power to their smaller-capacity engines to achieve a similar output to the Mazda’s 109kW/192Nm. Standard equipment in the Maxx includes power mirrors, a rear spoiler, cruise control, four-speaker sound system, 16-inch wheels, push-button start, hill start assist, rear parking sensors, leather-wrapped gear knob, steering wheel and handbrake lever, a 7.0-inch colour touchscreen infotainment system, digital radio, satellite navigation, six-speaker sound system and reversing camera.

In the May update, the CX-3 was bolstered with the inclusion of extra safety equipment, including Smart City Brake Support (autonomous emergency braking by another name), blind spot monitoring and rear cross-traffic alert. Higher-spec variants also gain driver attention alert, traffic sign assist, LED headlights and front parking sensors.

Not only does the CX-3 Maxx come with a solid level of specification, the huge amount of variation in the range means that buyers can find the right balance of equipment and price to best suit their needs in what is a particularly competitive segment.

VERDICT The CX-3 is like many other Mazda offerings with its conservative recipe for success. Does it offer heard-racing performance? No. Is it styled provocatively? No. Does it have futuristic tech features that other brands can’t offer? Again, no.

But what it does have is a lack of obvious weaknesses. For most average car buyers, the CX-3 will be able to tick just about every box that is needed when shopping for INTERIOR Mazda has a knack for designing cars with efficiently designed, simply-styled interiors and the CX-3 is no exception.

The CX-3’s cabin features minimal switchgear and a clean layout that is easy to navigate and intuitive even for those unfamiliar with Mazda’s interface.

Its 7.0-inch touchscreen is controlled by a cluster of buttons on the centre console similar to BMW’s iDrive system, which offers tactile and instinctive use that can be quickly picked up by just about anyone.

The system works well except for when changing the radio stations, which involves scrolling through a number of sub-menus, and then resets when a station is selected, making scrolling through channels a chore.

a new car, even more so with the extensive variety within the range.

It evokes a feeling of solid build quality, clever infotainment design and over-engineered, earnest powertrain performance that won’t let you down.

While other offerings in the small SUV segment may catch your eye more than the CX-3, few can offer a better-rounded and compelling overall package.

Mazda does a good job of making the cabin feel classy by hiding cabin plastics well, and breaking up the dashboard with a mix of materials.

The faux-air-conditioning vent running horizontally along the dash separates the touchscreen from the A/C cluster, and splits the dash up nicely.

Operation of the A/C cluster is simple with old-school analogue dials, while underneath sits a storage nook with two USB, one auxiliary and one 12V port.

Faux-leather touches have been added to the shift gaiter, handbrake and steering wheel, which help give the interior a more premium feel.

The instrument cluster consists of one analogue speedometer matched with two digital black-and-white screens offering read-outs such as fuel level, range, tachometer, gear selection and outside temperature.

Better comfort would have been appreciated from the CX-3’s cloth

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RIVALS MITSUBISHI ASX LS 2WD CVT FROM $27,000 PLUS ON-ROADS The segment sales-leading Mitsubishi ASX offers generous equipment levels, regular updates to keep it fresh, and an identically sized powertrain to the CX-3. Its underpinnings, however, are much older, having launched in 2010.

seats, which are quite narrow, and while headroom is good, legroom is only adequate.

In the rear, legroom suffers, while the 60/40 split-fold rear seats could do with a drop-down central armrest.

Luggage volume is a reasonable 264 litres, expanding to 1174L with the rear seats folded.

Extra space can be accessed by a nook in the luggage floor, while storage can be covered from prying eyes with a cargo cover.

Mazda knows how to do interiors well, even on lower-grade models, and the CX-3 is evidence of that.

Functionality and aesthetics are segment leading, and cabin plastics are hidden well. Cramped seating

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is the only lowlight, but can be expected for a car of its size.

ENGINE AND TRANSMISSION The sole petrol offering in the CX-3 range is a 2.0-litre aspirated petrol engine producing 109kW at 6000rpm and 192Nm at 2800rpm, mated to a six-speed automatic transmission that sends drive exclusively to the front wheels.

As with the rest of the vehicle, the CX-3 drivetrain is user-friendly and easy to drive, with no nasty turbo lagrelated surprises, and a power stream that comes on gently and evenly.

The six-speed auto is a quality unit that shifts smoothly to the point that it is barely noticed, and worked well with the engine by holding gears long enough and keeping revs low when needed.

One problem common to aspirated Mazda engines is they require plenty of revving to get up to speed, and the large amount of engine noise can get jarring for day-to-day driving.

Another problem for the freebreathing 2.0-litre unit is a lack of torque low in the rev range, meaning earnest amounts of work are required from the engine to accelerate swiftly.

HYUNDAI KONA ACTIVE 2WD FROM $24,500 PLUS ON-ROADS The recently-launched Kona sports arguably the funkiest styling in the segment, as well as a strong infotainment layout and a five-year/unlimited kilometre warranty. Drawbacks include a low-rent cabin, and the 1.6-litre turbo engine in higher variants is worth the step up.

TOYOTA C-HR 2WD FROM $28,990 PLUS ON-ROADS Toyota’s C-HR sports a small turbocharged engine and aggressive styling, however the $28,990 sticker price puts it above most competitors in a segment heavily dependent on value.

The six-speed auto also comes with sport mode, which helps the CX-3 offer more lively performance off the line, and is good for short bursts where extra oomph is required.

During our time in the car we recorded a fuel economy figure of 8.2 litres per 100km in mainly urban driving, up on the official 6.1L/100km official combined figure.

We can’t help but feel that figure could be better managed with a smaller capacity, turbocharged

engine that isn’t forced to rev as high, however the fuel economy isn’t out of the ordinary for its segment.

Overall the CX-3’s powertrain is adequate but uninspiring, offering simple and user-friendly A-to-B transport, with a no-nonsense attitude.

RIDE AND HANDLING Being a relatively cheap offering with a comparatively short wheelbase, our expectations for the CX-3’s ride quality were fairly low when driving it for the first time.

However we are pleased to report that the little crossover’s ride quality is settled and comfortable, soaking up ride imperfections well and making for an enjoyable driving experience.

Obviously it is no Range Rover or Rolls-Royce, however comfort is ample for a car of its size.

As for handling, the CX-3 makes for a great city car with its light weight, short overhangs and G-Vectoring Control system.

Steering is light, springy and fairly sharp, and is easy to direct at any speed.

Handling for the little Mazda SUV becomes less impressive at higher

speeds, with the front-drive layout and soft suspension calibration leading to understeer and a less assured steering feel.

The car’s turning circle can also be tighter, and makes the CX-3 feel significantly bigger than a Mazda2 hatch.

Noise, vibration and harshness (NVH) levels are generally positive, notwithstanding the aforementioned buzzing engine noise and some minimal tyre roar.

The CX-3 is a comfortable and capable city car best suited for urban driving, however it begins to lose its polish when pushed dynamically.

Obviously, Mazda has not designed the CX-3 to be a dynamic masterpiece, but what it is designed to do, it does well.

SAFETY AND SERVICING The Australasian New Car Assessment Program (ANCAP) tested the CX-3 when it first landed in Australia in September 2015, where it gave the little Mazda a maximum five-star safety rating.

With an overall score of 36.44 out of 37, the CX-3 aced the side impact and pole tests, and performed

WE LIKE ensible and clean S interior packaging Easy driving experience Engine linearity Reasonably practical ROOM FOR IMPROVEMENT Noisy engine Lack of low-end torque Relatively large turning circle Lacking excitement factor strongly on the frontal offset test with a score of 15.44 out of 16.

Standard safety features include six airbags, autonomous emergency braking, blind-spot monitor, rear cross-traffic alert, anti-lock braking system, dynamic stability control (DSC), electronic brake-force distribution (EBD), emergency brake assist (EBA), emergency stop signal (ESS) and hill launch assist.

All new Mazda vehicles bar the BT50 come with a three-year/unlimited kilometre warranty, while scheduled servicing covers 5 years/ 50,000km, with intervals every 12 months or 10,000km, whichever comes first.

Individual servicing costs alternate between $286 and $314, at an average of $297.20 per service.

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REVIEW 02 MAY 2018 www.chasingcars.com.au

2018 MAZDA CX-5 REVIEW: 450NM DIESEL DRIVEN

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hen you make Australia’s best-selling SUV, it makes sense that you’d want to update it from time to time to make sure it doesn’t slip behind other popular rivals. But just a year after the model launched onto the market?

That’s what is happening to the 2018

TOM BAKER EDITOR

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Mazda CX-5, the dominant player in the medium SUV class, where the popular CX-5 fights alongside alternatives like the Volkswagen Tiguan, the Hyundai Tucson, and the Peugeot 3008. The Mazda is a winner for a reason – we already loved the way it drives, and the current, second-generation CX-5 is the best one yet – and the arrival of a few subtle updates help its cause further.

Arguably, though, the changes don’t go far enough to completely stave off rival SUVs, particularly if you’re after a petrol engine.

So, what’s changed? Mainly the diesel CX-5. Already one of the best diesel units in this class, the CX-5’s

2.2-litre twin-turbo four-cylinder has seen one of the blowers swapped out for a larger, variable geometry turbo that sees total outputs rise 11kW and 30Nm, to 140kW of power and an impressive 450Nm of torque.

And all that shove is available at 2,000rpm – so, as expected, the diesel CX-5 remains perky at low speeds and effortless while cruising on the highway.

The 2.5-litre naturally aspirated petrol engine – the one most people get in their CX-5s – now features cylinder deactivation in an effort to improve fuel efficiency. While cruising gently at a steady speed, two of the four cylinders shut down,

which reduces fuel wastage by a marginal (but noticeable) amount.

Engine noise across the 2.0-litre petrol, the 2.5-litre petrol and the 2.2-litre diesel has also been further reduced, though you are hardpressed to notice.

The list of 2018 amendments is rounded out by the addition of a 360-degree parking camera – helpful tech when parking any SUV, though sadly – like adaptive cruise control and lane keep assist – the birds-eye camera is reserved to the top-shelf Akera grade that starts at $46,190.

Plus, the mid-specification Touring now has a proper windscreenprojected head-up display, matching the higher GT and Akera variants, replacing a dinky flip-up HUD in the 2017 Touring. Oh, and rather handily, prices have been cut on most models.

The Maxx Sport and Touring grades fall by $400, while the premium GT and Akera trims drop $800.

And that’s it for changes.

Unfortunately, the biggest item on our CX-5 updates wish list didn’t come up this year: we would like to see the CX-9’s 2.5-litre turbocharged petrol make its way into the CX-5

lineup: its 170kW of power and 420Nm of torque handily trumps the current 2.5-litre’s weedy 250Nm. The CX-9’s turbo four is going into the Mazda 6 – the brand’s non-SUV family car – so, why not the CX-5?

The lack of a turbo petrol CX-5 is a growing problem for Mazda, given most CX-5 rivals have adopted these setups. A petrol CX-5 feels noticeably slower and louder than a Volkswagen Tiguan 132TSI, Hyundai Tucson 1.6T or a Peugeot 3008 1.6T, which provide the kind of lush torque that makes a car easy to drive in the city. Additionally, we wouldn’t have

minded seeing the base model Maxx upgraded to alloy wheels, but this was not to be.

That said, the CX-5 hardly needed comprehensive upgrades. This model is very new, having launched little over a year ago in second-generation form (though, admittedly, all three engines did carry over from the second-gen car), and the CX-5 looks and feels like a bang-up-to-date SUV – and in diesel form, it drives like a bang-up-to-date SUV as well.

Outside, the CX-5 carries its relatively simple lines well, especially on larger 19-inch wheels, and the presentation and quality of the interior is very good. That said, only the pricy GT (and Akera) grades, which cost a minimum of $43,590, get a full set of soft touch materials in the cabin.

The Maxx Sport and Touring have some soft touch panels, and the base Maxx gets effectively none.

It’s unusual to have varying cabin quality by grade. A base model Peugeot 3008 feels effectively as premium as the flagship.

MAZDA CX-5 VARIANT Maxx Sport Diesel PRICE $39,990 ANCAP 5/5

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The CX-5 is plenty roomy for families. Up front, you sit higher than expected but with a commanding view out, to the side and behind you – with large mirrors. On grades with a head-up display (Touring, GT, Akera) you have a digital speedo – on the Maxx and Maxx Sport, you miss out on that feature. But the analogue dials are clear and attractive, and also in your line of sight is Mazda’s excellent 7-inch touchscreen. It (still) does not have Apple CarPlay or Android Auto, which is a shame, but the inbuilt software is easy to use and all CX-5s have DAB digital radio.

We also applaud the fact that you can control the Mazda’s screen with an Audi-style rotary controller between the seats, which is safe and intuitive.

Seat comfort up front is pretty good – better than the Tiguan, but not the Skoda Kodiaq. The GT and Akera have electric seat adjustment which helps to achieve a more comfortable driving position behind a lovely steering wheel that is borrowed from the MX-5. There’s storage aplenty, too. Plus kids in the back are very well taken care of, with a roomy and supportive bench – and Mazda know their market, as they include two rear USB ports on every CX-5 apart from the absolute base model. There are air vents back there

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as well to keep the cool air flowing on long trips. And while the boot (442 litres) is not the biggest in the class, it is a useful square shape, the GT and Akera have an electric tailgate, and the back seats fold 40/20/40 at the pull of a latch inside the boot to make loading simple.

So, that’s the static stuff out of the way – the CX-5 is impressive to look at and sit in. But what’s this thing like to drive? Does Mazda’s trademark catchphrase of ‘zoom-zoom’ still apply to their midsize family SUV? It mostly does. The CX-5 is comfortable and relaxed but find the right road, and it reveals itself to be one of the sportier cars in this segment, with playful and surefooted handling that allows a keen driver to exploit this nicelymade Mazda chassis. Good, linear, mid-weight steering feeds through to grippy Toyo Proxes tyres (on the higher specifications), and when pressed through a bend at speed, the CX-5 doesn’t lean much. It involves its multi-link rear end nicely and essentially compliments its driver.

That’s always a nice surprise in a mid-size SUV, though the Tiguan and 3008 also have keen, sporty sides if you look for them.

Reduce the pace to realistic intown situations, and the CX-5 is easy to manoeuvre with light low-speed steering and good visibility. It also rides pretty well, especially on the small 17-inch wheels and chunky tyres of the Maxx, Maxx Sport and Touring grades. The 19-inch versions on the GT and Akera introduce more abrupt thumping over bad bumps, but you can live with it. Road noise is impressively restrained – this used to be a big problem in Mazda’s cars, VERDICT PROS xcellent diesel now E even better Well-presented, quality cabin Practical, stylish, fun to drive CONS etrol engines are P below average… …it needs CX-9’s turbo petrol No Apple CarPlay/Android Auto CC RATING 8/10

but the Japanese brand has put plenty of time into fixing this over the last few years.

The biggest issue with the driving experience is the 2.5-litre petrol engine: this is the motor most people go for when they buy a CX-5, and it is below-average for the medium SUV class. Sure, it makes 250Nm of torque – but so do lots of small hatchbacks now, and it makes all that torque high in the rev range, so you have to really rev the Mazda to make the best of it. The six-speed auto tries its best to keep up, but starved of adequate pulling power at low speeds, it makes you work for it. At highway speeds things are better, but overtaking is a slow affair that needs planning.

And while the petrol’s on-paper fuel economy is good, because you have to strain the engine in real life, consumption balloons quickly. The base model’s 2.0-litre engine is slower still; the small petrol is the only one of the three engines to be front-wheeldrive. The other two score AWD. All of these problems are cured by spending an extra $3,000 to upgrade to Mazda’s excellent, class-benchmark diesel engine.

The 2.2-litre twin-turbo has been around a while, and it was already our favourite diesel in a family SUV before these updates, and 420Nm was already a lot – but the new upgrade to 450Nm puts the icing on the cake. The diesel CX-5 is everything the petrol CX-5 is not: it is supremely torquey, effortless to drive, quiet, unexpectedly refined and very fuel efficient. That’s our biggest piece of advice: get the diesel. It is money well spent. You’ll make some (probably not all) of it back in fuel savings, but you’ll enjoy the driving experience much more during your ownership of the car.

Plus, the price reductions for 2018 mean you can get the CX-5 diesel in

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decently-equipped Maxx Sport form for $39,990 – which is a great deal.

And that’s a good point to talk about the value proposition, and what you get at various points in the range. There are five models and three engines available on the CX-5, so there is plenty of choice. But there are a few standout choices which we’ll get to in a minute.

What is impressive right out of the gate is the CX-5’s standard safety proposition. All models, from

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the $28,690 Maxx manual, have autonomous emergency braking that works when going forward (up to 80km/h) and in reverse. They all have blind spot monitoring, rear cross-traffic alert, a reversing camera and rear parking sensors.

The base Maxx (from $28,690) looks cheap on its old-school steel wheels, but apart from the weird omission of alloys it is a wellequipped base model, with all that safety kit, the 7-inch touchscreen with DAB radio, LED headlights, power folding mirrors, cloth seats, and push-button start. Navigation is a $500 accessory on the Maxx.

But the Maxx Sport (2.0L $33,990, 2.5L $36,990, diesel $39,990) is the most popular model, which makes sense given it upgrades to desirable features like 17-inch alloys, automatic headlights, automatic wipers, satellite navigation, dual-zone climate control, an auto-dim rear view mirror, and 2 rear USB ports. Plus, the Maxx Sport brings the diesel engine into the fray.

Then there’s the mid-spec Touring (2.5L $38,590, diesel $41,590) which adds a few niceties in the form of suede/faux-leather seats, keyless

entry, front parking sensors, a headup display and auto folding mirrors.

But the two ‘premium’ CX-5s are definitely tempting. They look quite a bit more expensive on their 19-inch alloys. The GT (2.5L $43,590, diesel $46,590) brings heated black or white leather seats with 10-way power adjustment and memory for the driver (and 6-way for the front passenger), a power tailgate, sunroof, and a 10-speaker Bose stereo. Finally, the top-shelf Akera (2.5L $46,190, diesel $49,190) adds in the new 360-degree parking camera, adaptive cruise control with stop and go, adaptive LED headlights, driver fatigue detection, and lane keep assist.

So, what are the sweet spots? In our opinion, the Maxx Sport diesel ($39,990) or the top-of-the-line Akera diesel $49,190) are the way to go. They’re a lot of car for shy of 40 grand and 50 grand respectively – the Akera particularly. With all the safety tech on board, the Akera represents better value than the competing Volkswagen Tiguan 140TDI, which enters the mid$50,000 range once you’ve optioned it up with the CX-5’s standard kit.

Plus, the Mazda has an additional 50Nm of torque and, arguably, sexier looks inside and out.

All in all, then, the 2018 updates represent a marginal but appreciated bump in specification for the CX-5 and undoubtedly, it’ll help Mazda in getting more families to upgrade into this popular SUV. It’s a shame the 2.5-litre turbo petrol didn’t arrive this time but we would expect to see it in a year or so: the current CX-5 petrols aren’t up to scratch, in our view. But the diesel is exceptional, and viewed as a whole, the CX-5 is well-equipped, good-looking, comfortable and sporty when pushed. At this point, it’s essentially the best all-rounder in the segment – and that is not a bad place to be.

11 MAY 2018 Herald Sun, Melbourne

STAY IN THE SWEET SPOT

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e’ve been unable to stretch the Mazda CX-5’s legs much since our last update. Trips have been mostly in the suburban crawl in peak-hour traffic, with the occasional longer journey to the outskirts of town.

Time in the ’burbs reminds us the “average” fuel consumption labels stuck on windscreens bears little resemblance to real-life usage.

The official average is 7.5L/ 100km, the city claim is 9.5L — but if you’re punting the CX-5 around the city you can expect closer to 12L. The discrepancy isn’t unique to Mazda but reminds us that SUVs — no matter how efficient their engines — can’t beat the laws of physics.

The CX-5 is one of the most efficient in the mid-size SUV class, despite the fact that its auto transmission is a conventional stepped unit, not the continuously variable transmission used by most Japanese rivals. The latter feel and sound as if your car’s got a slipping clutch but the Mazda’s six-speed auto feels smoother, quieter and more responsive in stop-start traffic.

Point it at a few corners, press the sport button and the transmission will downshift intuitively when you slow for a corner, keeping the engine in its sweet spot as you exit. Combined with a lively 2.5-litre engine that likes to rev, it makes for genuine enjoyable driving.

It’s comfortable over rutted, bumpy surfaces, although the 17-inch wheels and relatively low- profile tyres on our top-of-the-range Akera mean you feel more of the road than you would on the cheaper counterparts.

Mazda’s head-up display continues to impress, although we caught out the speed-sign recognition in a couple of places. During school holidays it gives you the school zone speeds, where more advanced systems use a camera to scan the physical street signs.

Everything else on the Mazda has worked like clockwork, including its Bluetooth and music streaming functions, which on previous Mazdas we’ve driven have had some glitches.

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REVIEW 09 MAY 2018 GoAuto News, VIC

PURSUIT OF BETTER

JUSTIN HILLIARD EDITOR

EARLY UPDATE FOR CX-5 REFLECTS MAZDA’S CONSTANT FOCUS ON MODEL IMPROVEMENTS

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ust 13 months into its lifecycle, Mazda Australia has given the secondgeneration CX-5 mid-size SUV an update that ushers in upgraded engines, increased standard equipment and reduced pricing.

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The CX-5 continues to be offered in 12 variants across five grades, which the mid-range Maxx Sport and Touring dropping in price by $400 apiece, while the flagship GT and Akera variants have been dealt an $800 price cut. Pricing for entrylevel Maxx variants carries over.

Similarly, thee SkyActiv powertrain options return, but each has been significantly upgraded to improve performance, fuel efficiency, smoothness and quietness.

Mazda’s latest 2.2-litre turbocharged four-cylinder diesel unit adopts an egg-profile combustion chamber, ultra-high-response multihole piezo injectors, a higher 14.4:01 compression ratio, sodium-filled exhaust valves and a two stage twin turbocharger with variable turbine geometry, while torque output is higher in the low-to-mid range.

As a result, maximum power is up by 11kW, to 140kW at 4500rpm, while peak torque increases by 30Nm, to 450Nm at 2000rpm. Fuel consumption on the combined-cycle test drops by 0.3 litres per 100km, to 5.7L/100km.

Meanwhile, the CX-5’s 2.0-litre and 2.5-litre naturally aspirated four-cylinder petrol power plants share their upgrades, which include reshaped intake ports and pistons, redesigned multi-hole fuel injectors and a new water flow management system with a coolant control valve, while torque output is also higher at all engine speeds.

The 2.5-litre engine also picks up cylinder deactivation technology – first revealed in the upcoming Mazda6 facelift – which disengages two of its four cylinders under light loads, such as when cruising.

Maximum power for the 2.0-litre powertrain is up 1kW, to 115kW at 6000rpm, while peak torque holds steady at 200Nm at 4000rpm. Comparatively, the 2.5-litre unit produces 140kW and 252Nm, up 1Nm, at the same engine speeds. The former still consumes 6.9L/100km, while the latter is capable of 7.4L-100km, down 0.1L/100km.

As before, the 2.2-litre diesel and 2.5-litre petrol are only available with a six-speed

automatic transmission and all-wheel drive, while the frontwheel-drive-only 2.0-litre petrol is offered with a six-speed manual or automatic transmission.

While standard equipment levels for the Maxx, Maxx Sport and GT grades hold firm, the Touring and Akera grades add a windscreen-projected head-up display and a 360-degree camera – a Mazda first – respectively.

Speaking at the CX-5 national media launch in Springrange, New South Wales, last week, Mazda Australia managing director Vinesh Bhindi explained the company’s rationale behind updating the CX-5 so early in its lifecycle.

“In the true Mazda spirit, we are always striving for improvements, innovation and evolution,” he said.

“It’s our strong belief in the life of the combustion engine and a firm commitment to our vision for sustainability that sees Mazda in a constant pursuit of better – better performance, better efficiency, better value for the customer and, ultimately, a better drive.

“We are constantly looking to further refine and enhance SkyActiv technology.

“And as soon as this technology becomes available, we do want to pass the benefits onto the customers – this is why we’re already updating the Mazda CX-5.”

Mazda Australia expects to sell about 2000 upgraded CX-5s per month in the first year, with the Maxx Sport grade to account for 33 per cent of these sales, followed by the GT (23 per cent), Akera (20 per cent), Touring (15 per cent) and Maxx (nine per cent).

The 2.5-litre petrol is forecast to be the most poplar power plant, with a 58 per cent share of CX-5 sales, followed by the 20-litre petrol (27 per cent) and 2.2-litre diesel *15 per cent).

The manual gearbox is only expected to have a two per cent sales share, while all-wheel drive is forecast to be the dominant drivetrain choice, at 73 per cent.

Sales of the CX-5 have already been strong this year, with 8329 examples sold to the end of April, up 2.3 per cent compared to the same period last year.

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REVIEW 24 DEC 2017 www.forcegt.com

2018 MAZDA CX-9 REVIEW – WHY IT IS STILL THE CLASS BENCHMARK

I

t’s already been a year since the new generation Mazda CX-9 has hit the roads and it continues to be a strong seller. Not willing to rest their laurels Mazda has taken note of criticism (not that it has many) and further honed their seven seater SUV to meet buyers’ needs.

Improving an already impressive package is no easy task but Mazda has managed to pull off a remarkable update to further strengthen the CX-9’s position as our top pick in the

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full-size crossover segment. Whether you have overbred or are just merely looking for more cargo space, the CX-9 is still the best family SUV you can buy for under $65k and here are 7 reasons why.

1. ELEGANT STYLING The Mazda CX-9 is a solid proof that you don’t need to splash over six figures for prestige styling, for it’s not just the best looking SUV in its class but it’s also a big middle finger

salute to luxury SUVs from Jaguar, BMW and Mercedes-Benz.

Just take a look at it. The curves, the lines and the proportions are spot on, there just isn’t a single bad angle about the car. There is no shortage of fine details either, like the beautifully crafted grille, the polished chrome garnish in the lower front and rear bumpers, and the striking design of the daytime running lights in our range-topping CX-9 Azami test car.

In the upper spec variants, the CX-9

can easily flirt with premium cars costing twice as much.

2. PREMIUM INTERIOR If the exterior has managed to impress us, then the interior has simply blown us away. The entire look and feel of the cabin speak of top-class luxury.

Soft to touch surfaces adorn the upper dashboard and door trim, lifted by premium glossy trim in the lower centre console and lavish leather upholstery. There’s also a sweeping single piece of aluminum across the dashboard, emphasizing width.

The cabin is impeccably well put together, with faultless fit and finish and a tactile feel to all switches, buttons and knobs. In fact, it would come as a surprise to many that this cabin belongs to a car costing just sixty grand.

3. ONE HELL OF A POWERTRAIN The newly developed 2.5-litre direct-injection turbocharged petrol engine that powers the entire range is an absolute gem. Replacing the old atmospheric 3.7-litre V6 in the last generation CX-9, its output of 170kW is down from the previous 204kW but there’s more

torque, 420Nm compared to just 367Nm from before. And trust me, you won’t miss the old V6. This new powerplant is probably the best four-cylinder turbo engine out there, delivering diesel-like grunt with ultimate refinement and response.

Its maximum torque is now accessible much lower in the rev range, at 2,000rpm, giving the large SUV much better driveability around town. The stronger mid range also allows for swift overtaking on open roads. At one stage of our road test, we literally put the CX-9 through its spaces with 7 adults on board and a boot full of luggage and items. Yet, the trustable Mazda was more than capable at the task, not missing a single beat, even when going up hill.

The six-speed automatic that pairs the engine delivers silky smooth

SPECIFICATION SERVICE INTERVALS: 12 months/10,000km ENGINE: 2.5-litre turbo in-line 4 cylinder direct-injected petrol with i-stop and i-ELOOP:170kW @ 5,000rpm, 420Nm @ 2,000rpm TRANSMISSION: 6-speed automatic DRIVETRAIN: Front-wheel drive and all-wheel drive (tested) POWER TO WEIGHT RATIO (W/KG) (FWD/AWD): 94.4 / 91.2 0-100KM/H (SECONDS): 7.6 seconds (tested) COMBINED FUEL CONSUMPTION (L/100KM): FWD – Claimed: 8.4AWD – Claimed: 8.8 / Tested: 10.8 FUEL CAPACITY (L): FWD: 72; AWD: 74 SAFETY: 5-star ANCAP, 6 airbags, daytime running lamps, front fog-lamps (LED), auto LED headlamps, Active Driving Display, ABS, DSC, EBD, EBA, ESS, HLA, ISOFIX, RCTA, RSC, ABSM, SCBS TCS, TSA Reverse Camera, parking sensors DIMENSIONS (L/W/H/W-B) MM: 5,075 / 1,969 / 1,747 / 2,930 TOWING CAPACITY (KG): Braked: 2,000 / Unbraked: 750 ENTERTAINMENT: 8-inch MZD Connect touch screen (7-inch on Sport) with satellite navigation, AM/FM tuner/ AUX, Bluetooth, DAB+ (GT and Azami only), internet radio, USB

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REVIEW

PRICING (EXCLUDING ON-ROAD COSTS) 2018 MAZDA CX-9 SPORT: $43,890 TOURING: $50,290 GT: $58,790 As tested: $62,790 (AWD) AZAMI: $60,790 As tested: $64,790 (AWD) WARRANTY: 3 years/unlimited kilometres

shifts with near twin-clutch level of speed and efficiency. Together, the new powertrain serves up luxury levels of refinement that you just can’t get in any other cars in the segment. It’s economical, too, averaging a respectable 10.8L/100km over 800km of real world driving with a full load and the air con always working hard to keep out the Australian summer heat. Even better, it needs just 91 Octane fuel.

VERDICT DESIGN & COMFORT PERFORMANCE & HANDLING

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9/10 8.5/10

QUALITY

9/10

ECONOMY

8.5/10

FEATURES & EQUIPMENT

8.5/10

4. UNCOMPROMISING SPACE At 5065mm long, the new CX-9 is 30mm shorter than its predecessor, but its wheelbase has been stretched 55mm, benefiting rear passenger legroom as well as entry to and exit from the rear.

The front row seats are very comfortable though a little more thigh support will be appreciated.

Three adults can get into the middle bench without getting too intimate, while another two can still make

themselves comfortable in the plush third row seats that are far from being designed for children only. Having said that, one notable oversight is the lack of air con vents in the third row.

Efforts have been undertaken for 2018 to improve rear seat access and usability. The second row of seats now lean further forward granting easier access to the rear and take less effort to both lean and shift forwards. The second row of outer seats now gain two ISOFIX mounting points while the rear two seats feature a second top tether point allowing child and booster seats to be fitted. For the GT and Azami models the outer seats in the second row are now also heated.

Up front drivers can enjoy additional comfort thanks to a new tilt function that adjusts the height of the cushion’s front edge and all power seat controls are available with an upmarket chrome-like finish.

The electric tailgate our CX-9 Azami test car opens up into a 230-litre boot space with the third row up. When not in used, the third row tumbles down with the headrests folding neatly away to form a flat boot floor, producing 810 litres of space and a 1,282mm long load floor. Folding down the second row of seats further expands the space to 1,641 litres. Measuring 2,158mm long and 1,489mm wide, the liberated space is enough to swallow a pair of mountain bikes.

5. UTMOST REFINEMENT The CX-9 has premium level of silkiness and quietness, even if you send the revs up high. It’s quiet on the freeway, quiet around town, quiet on start up, it is literally as quiet as a Lexus RX. The 2018 update brings an even more refined and quieter driving experience thanks to further cabin enhancements and insulation that reduce wind and road noise.

6. ZOOM ZOOM DYNAMICS Despite tipping the scales at nearly 2-tonne, the big CX-9 dashes from 0 to 100km/h in a very respectable 7.6 seconds. It never leaves the driver wanting for more power.

Some 130kg lighter than its predecessor, the new CX-9 also takes on sharper dynamics. Equipped with MacPherson struts up front and a multi-link arrangement at the back, the CX-9 feels agile for such

a large vehicle and while body roll remains a companion in corners – as expected from a high riding SUV – it’s all very manageable. It responds well to steering inputs, the brakes are strong and the improved grip level from the all-wheel drive gives further assurance in all conditions.

Mazda’s G-Vectoring Control now makes an appearance throughout the 2018 lineup.

The technology receives various sensory inputs including steering angle and vehicle yaw rate to manipulate throttle inputs when cornering to assist with the weight transfer from the entry through to the exit of a corner. On the road, this translates to even sharper chassis and steering response, making the CX-9 feel a lot smaller to drive.

7. IT WILL SAVE YOUR BACON The CX-9 has a long list of safety features, even in base variants.

Standard across the entire lineup are 6 airbags, Advanced Blind Spot Monitoring (ABSM), keyless entry and push-button start, ABS, Electronic Brake-force Distribution (EBD), Dynamic Stability Control (DSC), Traction Control System (TCS), Trailer Stability Assist (TSA), Rear Cross Traffic Alert (RCTA),

OUR SCORE At the end of the day, the Mazda CX-9 is an Audi Q7 for half the price. Without doubt, Mazda’s latest 7-seat family SUV sets the benchmark for exterior and interior design, powertrain, quality and overall packaging.

Reverse Camera, Roll Stability Control (RSC) and Smart City Brake Support (SCBS) aka Automatic Emergency Braking (AEB) – forward and reverse.

For 2018, Smart City Brake Support (Forward) now includes Pedestrian detection and the overall speed range has been increased from 4-30km/h to 4-80km/ h. Both the GT and Azami upper range models now come with Traffic Sign Recognition by default.

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REVIEW SEPTEMBER 2017 www.whichcar.com.au

2018 MAZDA CX-9 REVIEW

JAMES WHITBOURN and Cameron Kirby, with WhichCar staff

WHAT STANDS OUT? The Mazda CX-9 is a great-looking, comfortable, and well-built sevenseater that feels better to drive than any other big SUV near its price. Its turbo-petrol engine is economical and feels surprisingly sporty. The third row of seats will accept adults.

All-wheel drive is available, and auto emergency braking is standard.

Wheels magazine named the CX-9 its 2017 Car of the Year.

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WHAT MIGHT BUG ME? Squeezing in luggage, with seven people on board. If you’re moving from the previous CX-9, you might miss its more generous boot space behind the third row. The current model is down 37 litres of cargoswallowing space, to 230 litres.

Banging your arm on the centre console. Depending on your size and posture, you may find its lid snags your elbow when you’re working the wheel.

That you can’t listen to music directly from Compact Disc – there is no CD player.

Driving under 80km/h on the space-saver spare until you can fix your full-sized flat tyre.

WHAT BODY STYLES ARE THERE? Five-door SUV-style wagon only.

The Mazda CX-9 drives either

PRICE $43,890

its front wheels or (optionally) all four wheels.

All-wheel-drive CX-9s use an ondemand AWD system. Most of the time it sends most of the engine’s power to the front wheels, to improve fuel economy. When the sensorbased, predictive, system thinks the front wheels are about to slip, it sends a greater proportion of power to the rear wheels.

The CX-9 is classed as a large SUV, lower priced.

WHAT FEATURES DO ALL MAZDA CS-9S HAVE? Cruise control, satellite navigation, and three-zone air-conditioning (which

lets you set different temperatures for each side of the front compartment, and for the second row).

A reversing camera and rear parking sensors, which help you judge how far the bumper is from obstacles. Exterior mirrors that fold automatically after you lock the car.

An infotainment system that you can operate from either a rotary controller or a colour touchscreen, with auxiliary and USB inputs, and analogue and digital (DAB+) radio. Internet radio integration (including the apps Stitcher and Aha), and Bluetooth hands-free phone and audio connectivity.

Leather wrap on the steering wheel and gear selector handle.

Buttons on the steering wheel for operating the cruise control, the sound system and your phone.

Daytime running lights, and longlasting LED headlights and taillights.

(The headlights are brighter than conventional halogen lights, and use less energy than xenon lights.)

Automatic transmission.

Aluminium alloy wheels (which unlike steel wheels don’t need plastic trim), and a space-saver steel spare wheel.

Autonomous emergency braking, a blind-spot monitor, and a reverse cross-traffic alert.

Six airbags. Anti-lock brakes, and electronic stability control – which helps you control a skidding car. (For the placement of airbags, and more on CX-9 safety systems, please open the “Safety” section below.)

Every Mazda CX-9 carries a threeyear, unlimited kilometre warranty.

WHICH ENGINE USES LEAST FUEL, AND WHY WOULDN’T I CHOOSE IT? Only one engine is available in a CX-9, a 2.5-litre four-cylinder turbo petrol.

On the official test it consumes as little as 8.4 litres/100km (city and country combined).

In a real-world comparison of 10 popular seven-seaters conducted

by Wheels magazine, a CX-9 Sport was at least 10 per cent more careful with fuel than any other petrol car, recording a test average of 11.6 litres/100km. (But it was not as frugal as the turbo-diesels.)

All CX-9s use Mazda’s efficiency enhancing i-Stop and i-Eloop systems. The former saves fuel by shutting off the engine when you stop, and restarting it when you take your foot off the brake to drive away.

The latter recovers energy during braking and stores it as electricity, which helps power the heating, lights and other functions.

About September 2017, all CX-9s gained Mazda’s G-Vectoring Control, which automatically adjusts engine output, subtly, to improve steering.

Every CX-9 drives through a sixspeed conventional automatic gearbox.

WHAT KEY FEATURES DO I GET IF I SPEND MORE? The least costly CX-9, the Sport FWD, has cloth seat trim, a 7.0-inch

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REVIEW

touchscreen, 18inch wheels, and drives the front wheels only.

All-wheel drive is an extra-cost option, available on any CX-9.

Spending more for a CX-9 Touring gets you a cabin trimmed in black leather and an 8.0-inch touchscreen. Both front seats are power adjustable and heated. Headlights turn on automatically when it’s getting dark, and windscreen wipers operate automatically when it rains.

Paying more again for a CX-9 GT brings front parking sensors, the choice of black or beige leather trim, and keyless entry, which allows you to unlock the doors while the key remains safe in a pocket or bag. The driver’s seat can remember your position, which makes it easy to restore after a companion has driven the car, and you can heat the front and middle-row seats. There is a better sound system (with digital

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radio), a poweroperated tailgate, a powered glass sunroof, and roll-up sunshades for the rear door windows. Traffic sign recognition helps you keep track of speed limits.

In addition, a CX-9 GT’s wheels are two inches bigger, at 20 inches, and wrapped in lower profile tyres that sharpen the steering.

The most expensive CX-9, the Azami, brings additional safety systems aimed at helping you avoid a crash. These comprise adaptive headlights, driver attention alert, forward obstruction warning, lane keep-assist, lane-departure warning, and autonomous emergency braking that works at highway speeds.

The Azami also has radar cruise control, which can maintain a safe distance to the car in front – both at highway speeds and in city traffic.

In traffic, it can keep pace with a vehicle ahead automatically, even through stops and starts.

DOES ANY UPGRADE HAVE A DOWN SIDE? The 20-inch wheels and tyres on the CX-9 GT and Azami reduce low-speed ride comfort slightly, compared with the 18-inch wheels and tyres fitted to the CX-9 Sport and Touring.

Beige leather interior trim will show dirt and stains that wouldn’t be visible on the alternative black leather.

The blind-spot monitoring system, while very useful, is not infallible and can be caught out in some circumstances. An example is when you’re indicating to turn a corner on a dual-lane road – the system can perceive this as an attempt to change lanes, and emit a warning beep.

Choosing metallic paint will cost you about $250 extra. Of seven colours available, only the five mica shades come standard.

HOW COMFORTABLE IS THE CX-9?

The Mazda CX-9 is a superbly comfortable SUV, especially on the 18-inch wheels and tyres of Sport and Touring versions.

Unlike many previous Mazdas, the CX-9 does a great job of shutting

out tyre, suspension and wind noise.

“It’s almost like driving with earmuffs on,” reviewer Byron Mathioudakis wrote after piloting a CX-9 Sport in company with nine other sevenseaters. (And Mazda has since added more and better insulation, from September 2017.)

The cabin feels wide and welcoming, with abundant storage and a lovely steering wheel that’s adjustable for height and reach. Slim roof pillars promote good vision out.

Seats in the front and second rows remain very comfortable over long drives. The powered front seats in all but the CX-9 Sport aid comfort by making it easy to micro-adjust your position until it is just right.

The quality of plastics, textiles and carpets is high, and the presentation of the instruments and controls is both classy and logical.

WHAT ABOUT SAFETY IN A MAZDA CX-9?

A strong body structure with sideimpact door beams, six airbags, seat belt warnings front and rear, a reversing camera, and rear parking sensors, form a fine safety basis in the CX-9.

Every version builds on this with autonomous emergency braking, a

blind-spot monitor, and a reverse cross-traffic alert. And there is roll stability control, and trailer stability assist.

The airbags are directly in front of the driver and front passenger (two); alongside the driver and front passenger, to protect at chest level from side crashes (two); and a curtain airbag extending down each side of the car, protecting at head level from side crashes (two).

The head-level curtain airbags stretch past all three rows of seats.

Mazda calls the CX-9’s standard auto-braking Smart City Brake Support [Forward/Reverse]. The camera-based system works at speeds under 80km/h to warn you of an obstacle in front of the car – typically a slower vehicle, but pedestrians are recognised also. If you ignore the warning, it brakes the car automatically.

The auto braking also works in reverse at up to 8km/h – applying the brakes to prevent your backing into something that you might not have noticed.

The standard blind-spot monitor uses radar sensors to check behind you for vehicles in adjacent lanes on the highway. Mazda says it looks not

only near your rear corners but also for cars overhauling you swiftly from up to 50 metres behind, warning you to avoid changing lanes if it concludes there is danger.

The reverse cross-traffic alert helps you back safely out of a driveway or parking space, telling you if a jogger, cyclist or other vehicle is about to cross your path.

Roll stability control lessens the chance of a rollover, and trailer stability assistance acts to minimise trailer sway. Both work by adjusting engine power and braking.

Other active safety systems are fitted only to the CX-9 Azami.

They begin with auto emergency braking that operates at speeds up to 160km/h, relying on radar and camera sensors. These sensors also provide input for two lane-keeping aids (Lane departure warning, and Lane-keep assist), which warn you, and can provide corrective steering input, if you have begun to drift out of your lane on the highway (perhaps from fatigue or distraction).

A driver attention alert monitors your steering for signs you are falling asleep. Finally, active multi-element LED headlights dim automatically only a part of the high beam for

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REVIEW

it and the third row, and its backrest angle is adjustable.

The third row provides usable accommodation for adults, rather than being a kids-only proposition.

However, there are no air-vents or reading lights, and headroom is not especially generous.

There are mounting points for two Isofix child seats in the second row, or for up to three non-Isofix seats secured using the seatbelts and three top-tether points in the roof. In the third row there are two top tethers, allowing installation of two non-Isofix child seats.

oncoming drivers – the part that might dazzle them – leaving you with better illumination to either side.

The Australasian New Car Assessment Program (ANCAP) awarded the Mazda CX-9 its maximum five stars for safety, in July 2016.

I LIKE DRIVING - WILL I ENJOY THIS CAR? The Mazda CX-9 is the best handling large SUV available near its price, and a genuinely good drive in spite of its high weight and centre of mass.

Its greatest strengths are a suspension that blends comfort brilliantly with handling, and slick and accurate steering.

All-wheel-drive versions feel noticeably more planted than the front-drive versions, and the steering and handling of a CX-9 feels subtly crisper on the 20-inch tyres worn by the GT and Azami.

The petrol turbo engine responds strongly from low speeds and pulls with plenty of guts and a throaty note into the upper reaches. It’s a sporty engine that teams well with the six-speed automatic to give the

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CX-9 a surprising turn of speed.

The big Mazda overtakes very well.

If you exploit the acceleration and handling, you might find the brake pedal a bit squishy – it takes a good shove to deliver full stopping power.

While AWD CX-9s will be more effective than front-drive versions on loose-surfaced, muddy or snowy roads, no CX-9 has the low-gearing, tall ground clearance or underbody protection required for tackling very rough tracks or other off-road challenges.

HOW IS LIFE IN THE REAR SEATS? The CX-9’s ability to accommodate five people in the back in spacious comfort is as impressive as its handling and speed.

The firmly cushioned second row delivers a good view over the front seats and out of the side windows, and there’s plenty of headroom. In Touring, GT and Azami versions, the central fold-down armrest has a handy storage bin and a USB port built in.

The second seat row slides fore and aft to adjust how legroom is apportioned between

HOW IS IT FOR CARRYING STUFF? As in every seven-seater, the third row of seats displaces cargo when upright. With seven people on board, you have less room in the cargo bay than you would have in, say, a medium SUV that seated five.

In the CX-9, there’s 230 litres of luggage space behind the third row (37 litres less than the superseded CX-9), which is slightly less than

VERDICT PROS pace; finish; handling; S ride; great engine CONS rakes need a stomp for B strong stopping power THE PICK 018 Mazda CX-9 Touring 2 (AWD) 4D Wagon

you get in Mazda’s light hatchback, the Mazda2. Likely not enough to swallow big kids’ bikes, a big pram, or a week’s worth of holiday luggage.

In five-seater mode, however, with the 50/50 third-row backrests folded flat, there’s a substantial 810 litres, which really is a familysized cargo hold.

And in van mode, with both the third and (60/40) second rows folded away, there’s a capacious 1641 litres of space – enough to accommodate big pieces of furniture.

WHERE DOES MAZDA MAKE THE CX-9?

The Mazda CX-9 is manufactured in Japan.

WHAT MIGHT I MISS THAT SIMILAR CARS HAVE? Mainly lower fuel consumption from a turbo-diesel engine, and consequently a longer highway range between fills.

The Kia Sorento and Hyundai Santa

Fe are among large SUVs offering this, and Kia also offers the Carnival people mover as a diesel.

Possibly a longer warranty. The Hyundai Santa Fe offers a five-year warranty, and the Kias are warrantied for seven years.

Support for Apple CarPlay and Android Auto, which would let you view and operate some smartphone apps from the car’s central touchscreen. The Santa Fe offers this, for example.

Among other popular seven seaters that you might consider are the Toyota Kluger and Nissan Pathfinder.

I LIKE THIS CAR, BUT I CAN’T CHOOSE WHICH VERSION. CAN YOU HELP? The all-wheel-drive Mazda CX-9 Touring is our pick of the line-up.

The Touring represents a happy middle ground of equipment versus cost (and ride comfort, thanks to its 18-inch wheels and tyres), and the AWD noticeably aids handling and slippery-surface traction.

ARE THERE PLANS TO UPDATE THE CX-9 SOON?

The current, second-generation Mazda CX-9 was launched in Australia in July 2016.

About September 2017 the CX-9 received a subtle upgrade for the 2018 model year, adding sound insulation and introducing Mazda’s G-Vectoring Control – designed to improve steering feel. The thirdrow seat gained a second child-seat anchor. More broadly effective, camera-based, auto braking replaced the original laser-based system, extending its operating ceiling from 30km/h to 80km/h.

We may see a further mild update about the end of 2018.

OVERALL RATING 4.5 / 5 SAFETY, VALUE & FEATURES

5/5

COMFORT & SPACE

5/5

ENGINE & GEARBOX

4/5

RIDE & HANDLING

5/5

TECHNOLOGY

4/5

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REVIEW 11 MAY 2018 www.carsales.com.au

MAZDA MX-5 RF 2018 REVIEW ARE THE 2018 UPDATES OF SOFTER SUSPENSION AND A QUIETER CABIN AT ODDS WITH THE RAW SPORTS-CAR APPEAL OF THE MX-5?

A

recent upgrade for the 2018 Mazda MX-5 RF has introduced revised rear suspension for a more compliant ride and has added noise-suppressing insulation throughout. The flagship GT model also scores lane-departure warning and adaptive headlights as standard.

These features keep the diminutive sports car competitive in its on-

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going battle with badge-engineered cousins, the Subaru BRZ and Toyota 86. But does the MX-5’s new-found amenity compromise its sports-car credentials? It’s time to find out.

What the Mazda MX-5 has always delivered in spades is a traditional mix of sports car packaging and driving dynamics. Despite the crumple zones, the airbags,

WRITTEN BY KEN GRATTON

the infotainment system, power steering and electric windows, it still recalls the flat handling and direct steering that was once the ideal (but not necessarily the reality) of European sports cars during the golden age from the end of World War II to the early 1980s.

But to expand the MX-5’s circle of buyers, Mazda has tipped in

the sort of equipment that draws in younger people who have no clear memories of Alfa Spiders, Lotus Elans and MGBs. In the latest instalment, the MX-5 RF GT – the flagship variant of the ‘hard-top’ MX-5 – has been re-tuned to ride gently and isolate the driver from road and engine noise.

Is the MX-5 now too soft? Hardly.

Although the RF is supposedly quieter, there’s still significant road noise penetrating at 100km/h. And at 100 klicks the engine is audibly revving at around 2400rpm in sixth gear.

VERDICT WHAT WE LIKE! Power delivery over direct rivals Fun dynamics Outstanding headlight NOT SO MUCH! an’t get comfortable behind C the wheel Should have auto-up fast glass ot as attractive as the N soft-top MX-5

NO CHANGE UNDER THE BONNET The four-cylinder powerplant didn’t get a thorough-going workout during our seven-day test, since the car was not fully run-in. What I can say is it delivers exploitable torque for easy daily driving in the suburbs. There’s no labouring at low revs, which could be related to Mazda’s noisesuppression work, and there’s no flat spot launching from standstill.

The MX-5 returned a real-world fuel

consumption figure of 8.4L/100km over the course of the week.

While the MX-5’s torque can’t compare on paper with that of a Toyota 86 reviewed last year, the Mazda proved less frustrating to drive in anger than the Toyota, which doesn’t develop peak torque until 6800rpm. On the exit from a tight, uphill left-hand bend, the MX-5’s engine performance feels right in tune with its cornering prowess,

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REVIEW

whereas the heavier 86 just shouts the need for more grunt.

As already mentioned, the MX-5 was only available for testing during a wet weekend, which made the car a handful on the wet surfaces at times, and the stability control had to haul the car back into line with heavyhanded intervention – reflecting the car’s native propensity for oversteer.

That’s ultimately to the car’s credit, however. Gentle acceleration through a corner will see the MX-5’s nose push wider, but planting the foot will drive the rear-end out – and that’s better than understeer any day of the week – although it can occur quite suddenly in the wet. Once the MX-5 is cornering at higher speeds on wet surfaces there’s certainly a place for the standard stability control, unless the driver has F1-calibre reaction times.

NOT TOO SOFT If the MX-5’s ride has been softened, it’s not readily apparent on public roads. The ride was firm over tortuous bitumen, but the MX-5 only felt choppy and unsorted at higher speeds, which indicates Mazda’s engineers have arguably come up

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with the goods for the car’s latest model-year running changes.

Up to 80km/h or thereabouts it was acceptably compliant, and while the car sits low on the road, it offers enough clearance to negotiate driveways without scraping the underside. On a racetrack, however, the revised rearend could be a liability.

The auto high-beam headlights – another new feature for 2018 – were excellent. Even on low beam the headlights were respectably powerful, shining a white beam well ahead of the car. But the auto-dipping facility spread the light evenly and dipped adaptively and progressively at the approach of another car.

While most of us will concede packaging for an out-and-out sports car in the MX-5 mould, the Mazda does push the boundaries. I found the pedals to be skewed to the right and there’s not a lot of room in the footwell with the footrest alongside the clutch. Driving a Subaru BRZ STi the following week was a revelation.

The Subaru is so much roomier behind the wheel, and the low cowl height adds to that perception.

In contrast, the Mazda feels claustrophobic – and that’s not just a perception. To leave enough headroom with the roof closed – and it was not a pleasant weekend to have the roof open – I had to recline the seat more than I normally prefer and slump in the seat.

Despite that, and zero reach adjustment in the steering wheel, the MX-5 offers a better driving

EDITOR’S RATING 75/100 Rating Breakdown Engine / Drivetrain / Chassis Price, Packaging & Practicality Safety & Technology Behind the Wheel X-Factor

position than expected. The seats are comfortable and supportive, the instruments are readable, and the controls are located where they should be. Everything is easy to use, including the stubby gearshift lever, which snicks through the gates positively and communicatively.

It’s not an especially light shift, but those who like manual transmissions will have few quibbles.

Changing gear smoothly is more art than science though, with the take-up band for the clutch narrow and the pedal lacking feel.

While it’s not an essential part of the hard-core sports car’s make-up, the electric window on the driver’s side should offer an auto-up facility in 2018. And on the subject of practicality and comfort, the MX-5 to its credit offers surprisingly deep boot space.

For this and other reasons, the MX-5 remains one of just a handful of sports cars that can be used on a daily basis. But basketballers need not apply.

HOW MUCH DOES THE 2018 MAZDA MX-5 RF GT COST? PRICE: $50,085 (as tested, plus on-road costs) ENGINE: 2.0-litre four-cylinder petrol OUTPUT: 118kW/200Nm TRANSMISSION: Six-speed manual FUEL: 7.0L/100km (ADR Combined) CO2: TBA SAFETY RATING: Five-star (ANCAP, 2016)

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REVIEW APRIL 2018 www.whichcar.com.au

2018 MAZDA MX-5 RANGE REVIEW

WHAT STANDS OUT? The Mazda MX-5 is a traditional two-seat sports car, with a lightweight body and rear-wheel drive. It is among the least expensive of convertibles, and you can choose a folding fabric roof or a folding hard-top. This fourth-generation MX-5 is fantastic fun to drive.

Wheels magazine named the MX-5 Car of the Year for 2016.

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WHAT MIGHT BUG ME? Accommodating friends and luggage.

The MX-5 is a very small vehicle with a tiny boot. And it has no child-seat anchor points, so you can’t carry children less than eight years old.

Opening and closing the soft roof: it’s a quick, manual process but it is not as easy as pushing a button.

The poor rear vision when the roof is up, which isn’t helped by the inexplicable exclusion of a reversing camera as a standard feature.

Fumbling for the boot release: it is out of view near the rear numberplate, a place that gets dirty easily.

Getting home after a puncture – there is no spare tyre, just a puncture repair kit.

Paying extra for fuel. The MX-5 requires premium petrol.

WHAT BODY STYLES ARE THERE? Two-door, two-seat convertible only.

The MX-5 Roadster has a folding fabric roof that you raise and lower manually. The MX-5 RF has a folding hard roof (made from steel, aluminium and plastic), which powerraises and lowers with the press of a button on the dashboard.

The MX-5 drives its rear wheels, and is classed as a sports car, lower priced.

WHAT FEATURES DOES EVERY MX-5 HAVE? A sound system with an AM/FM radio, Aux and USB inputs, Bluetooth phone and audio streaming, and at least six speakers, controllable from a 7.0-inch colour touchscreen. (Two of the speakers are in the driver’s headrest.)

Mazda’s MZD Connect phone connectivity, with integrated Internet radio apps.

Cruise control, air-conditioning, and satellite navigation.

A leather-wrapped, heightadjustable steering wheel, which carries buttons for operating the cruise control, the audio system and your phone.

Very bright and extremely longlived LED headlights and tail-lights.

A puncture repair kit. Tyre pressure sensors that warn you if a tyre is going flat.

Blind-spot monitoring, and a Rear cross-traffic alert.

Four airbags, and electronic stability control – which can help you avoid or control a slide. (For the placement of airbags, and more on MX-5 safety systems, please open the Safety section below.)

All MX-5s with a manual gearbox have a limited-slip differential, which moderates rear-wheel slip through turns.

The MX-5 is covered by a threeyear, unlimited distance, warranty.

WHICH ENGINE USES LEAST FUEL, AND WHY WOULDN’T I CHOOSE IT? The smaller of the two engines available in an MX-5, a 1.5-litre, four-cylinder petrol, uses least fuel, consuming 6.1 litres/100km with manual transmission (official test,

city and country combined). The automatic uses slightly more.

It is based on the engine used in the Mazda2 light car but provides much more power when you work it hard, and has a throatier sound. Expect to average about 7.5 litres/100km in the real world.

This is an excellent engine for the lightweight MX-5. The main reason you would not choose it is that you don’t want to work the car quite as hard.

The bigger engine is a 2.0-litre four-cylinder petrol that brings you about 30 per cent more power than the 1.5-litre under most driving conditions. It responds more urgently to the accelerator than the 1.5 but does not spin as freely, and it will average about 8.0 litres/100km in the real world.

Both engines need premium unleaded fuel.

The MX-5 is available with a six-speed manual gearbox or a six-speed automatic.

WHAT KEY FEATURES DO I GET IF I SPEND MORE? The least costly MX-5, the 1.5 Roadster, comes with a fabric roof, cloth-covered seats, 16-inch wheels, the 1.5-litre engine, and the features found on all MX-5s. A manual gearbox is standard, and an auto is an extra-cost option.

One way to spend more on an MX-5 is to stick with the 1.5-litre engine but add some luxury, by choosing an MX-5 Roadster GT. That brings you leather-trimmed seats with heating, and climate-control air-conditioning (which maintains a set temperature).

You can unlock the car and drive away without removing the key from your pocket or bag. Headlamps switch on automatically when it’s dark, and windscreen wipers work by themselves when it rains. And you get a better sound system, from Bose, with headrest speakers for the passenger as well.

The GT versions also have lanedeparture warning, and adaptive LED headlights that adjust their beam depending on the MX-5’s speed and movement.

Alternatively – or in addition – you can spend more for extra grunt from the 2.0-litre engine.

All 2.0-litre MX-5s come with 17-inch wheels, and lower-profile, wider, tyres, for more grip.

Wheels aside, the MX-5 2.0 Roadster comes with the same

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equipment as the 1.5 Roadster. (And it costs less than a 1.5 Roadster GT.) The 2.0 Roadster GT comes with the equipment in a 1.5 Roadster GT. Settling on a 2.0-litre engine also brings you the opportunity to choose an MX-5 with a power-folding hardtop: the MX-5 RF. An MX-5 RF has the same wheel size and equipment as the 2.0 Roadster. And it costs about the same as a 1.5 Roadster GT. An RF GT matches the equipment of the 2.0 Roadster GT, but adds Adaptive headlamps (which shine into corners when you turn the wheel).

A reversing camera is available as an extra-cost option on any MX-5.

DOES ANY UPGRADE HAVE A DOWN SIDE? MX-5s with automatic transmission use slightly more fuel and are not as much fun to drive. And unlike all manual MX-5s, they do not have limited-slip differentials.

An MX-5 RF is a little bit noisier with the hard roof folded down than its soft-top cousins (but it will be quieter roof-up than the others).

Most available colours are standard on an MX-5, but one or two cost about $300 extra.

HOW COMFORTABLE IS THE MX-5?

Two-seat convertibles are not designed to pamper. With the roof up, head room in the MX-5 is cramped for people taller than 185cm, and the cabin is snug. And you sit low, which can work your quads when it comes to alighting.

Lowering the roof brings challenges also. It pays to keep sunscreen and hats in the car, for example. Even if it is not raining, a roofless cabin can be unpleasant on cold days – and on very hot days.

Roof-down driving is best on dry days with mid-20s temperatures, and on balmy nights.

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The airstream will buffet the heads of tall people, and if you’re driving faster than 80km/h even short people will notice plenty of air currents swirling around the cabin – and more of them if they wind down the windows.

Above 80km/h with the roof in place, you notice a rustling from where the canvas roof meets the windows. And on aggressive bitumen, a fair bit of tyre roar.

The hard-top RF is a bit quieter than soft-top Roadsters when the roof is shut, and it feels more cosy. Arguably, it looks more interesting too.

The MX-5 has a simple control layout, with audio buttons high on the dash and a trio of dials for the ventilation system. The tachometer – which displays engine speed – is the most prominent of the instruments, sitting proudly in the centre of the cluster, with the smaller speedo to its right.

The colour touchscreen is a touchscreen only when the car is stationary. On the move, you have to use the rotary controller behind the gear selector to navigate the menus.

MX-5 GTs have a softer feel inside than the others. Their Bose audio

systems sound crisper and more vibrant, and you can play them louder.

Seats in the MX-5 are well sculpted, with good support both laterally, for cornering, and for comfort on long drives. The steering wheel can be adjusted for height but not for reach.

Raising and lowering the soft roof is done manually with the release of a lever. It’s light work and you can do it from either of the front seats. In an RF the task is made even easier: hold down a button on the dashboard and the roof packs or unpacks itself.

For a sports car, the MX-5 rides very smoothly: it feels about as comfortable over bumps as many small sedans. In this respect, it would be a very easy car to live with, both around town and on the open road.

The 1.5-litre engine works best when driven hard, when it produces the sort of throaty note you might hope for from a modern small sports car. The 2.0-litre feels stronger and doesn’t need to be flogged.

The six-speed manual gearbox is light to use, abetted by a light-action clutch. The steering is light too, and the compact MX-5 body is very easy to manoeuvre in city streets.

VERDICT PROS Fantastic steering and braking Comfortable ride Zingy engines CONS Head room tight under roof Minimal storage Noisy THE PICK 2018 Mazda MX-5 Roadster GT 2D Convertible

WHAT ABOUT SAFETY IN A MAZDA MX-5?

Every MX-5 has anti-lock brakes, stability control, four airbags, and two rear-focused sensory safety systems: Blind-spot monitoring, and Rear cross traffic alert.

There is also a rollover hoop behind each seat. These and a strong windscreen give some protection if the car overturns.

Two airbags are directly in front of the driver and passenger. The other two are placed immediately outside you and your passenger, and protect your pelvis, chest, and head, from side impacts.

The Blind-spot monitoring detects vehicles lurking near your rear corners that might not show in your mirrors. Rear cross-traffic alert checks behind you to either side when you are reversing, alerting you to approaching vehicles with an audible alarm and a light in your exterior mirrors.

A reversing camera is optional.

Active safety features such as automatic emergency braking are not available.

Vision in an MX-5 Roadster is great with the roof down. Raising the roof impedes rear vision significantly.

In an MX-5 RF, over-shoulder vision is poor even with the roof down, because the broad rear roof pillars remain in place.

All MX-5s except for the 1.5 Roadster have LED daytime running lights, which help other drivers see you. The GT variants feature adaptive LED lighting that light up the road ahead as if it were daytime and adjusts the beam to suit different road conditions based on the car’s speed and movement.

The GTs are also equipped with lane departure warning.

The Australasian New Car Assessment Program (ANCAP) rated the MX-5 Roadster at five stars for safety, its maximum, in June 2016, and has since extended the rating to the MX-5 RF. I LIKE DRIVING – WILL I ENJOY THIS CAR? Provided you can see past a convertible’s inconveniences, yes – absolutely. The MX-5’s compact body and other compromises are aimed at one thing: entertaining people who like to drive.

At just over one tonne it is one of the lightest cars on the road.

The MX-5 weighs hundreds

of kilograms less than most small cars, which makes it not only more responsive to steer through corners but also more forgiving of small mistakes.

That it drives the rear wheels helps also. The accelerator pedal affects only the rear tyres directly, leaving the front free for steering. And when you accelerate, the natural weight transfer rearwards increases grip for the tyres doing the pushing.

Speaking of which, all manual MX-5s come with a limited-slip differential, which enhances acceleration on a slippery road or out of tight corners (by maintaining drive to the tyre with most grip).

The MX-5’s steering is relatively light but wonderfully precise and engaging, responding very quickly to driver inputs. And the prominent front wheel arches that are visible from the driver’s seat make it easy to position the car through bends.

Even the low seating position is all about making you feel like an extension of the car.

That supple suspension allows significant leaning through corners, and that’s more obvious when you change direction quickly. However it never upsets the car’s poise.

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An MX-5 RF weighs about 50kg more than a 2.0 Roadster but it feels very much the same from behind the wheel – you would have to drive the cars back-to-back to pick up a difference.

Grip from the 16-inch tyres on the 1.5-litre cars is good without being excellent – by high sports car standards. Push hard through a tightening corner and the tyres will start to squeal. That’s not all bad: it means you get a sense of where the grip limits are, and enthusiast drivers will enjoy that. The slightly wider tyres on 2.0-litre cars grip a bit harder and squeal less.

The 1.5-litre engine is a bit lazy when driven gently, and requires a decent prod of the accelerator up long hills. But if you ask it to PRICE FROM $33,440

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work it responds nicely, and it is very willing to rev.

A 2.0-litre MX-5 is noticeably perkier when you first press the accelerator, delivering a deeper induction note and building speed with less apparent effort.

The manual gearchange has a wonderfully precise action with a nice, short shift lever. The automatic is less convincing, and does not feel quite as fast – even in the quicker of its two modes, Sport. While all autos supply paddle shifters for a quasimanual mode, the gearbox will shift up automatically once it reaches the engine’s limit.

But you don’t need to drive an MX-5 quickly to enjoy its driverfocused feel.

As well, you get the experience of having no roof above you. Your view out and up is not restricted.

For many people who enjoy a convertible, feeling the breeze is a big part of the fun. And you can

hear and – particularly – smell what is going on outside the car: you are part of the scenery, rather than locked away in a capsule. There is a lot of pleasure to be had from these things alone, in any MX-5.

HOW IS LIFE IN THE REAR SEATS? Not great – there aren’t any. The MX-5 is strictly a two-seater.

That means kids, dogs and mothers in law will have to stay behind… which could be appealing for some.

HOW IS IT FOR CARRYING STUFF? It’s weekend-away gear at best in the MX-5. The Roadster’s shallow and narrow 130-litre boot will be filled by a couple of soft bags (forget suitcases or anything else bulky and inflexible). Accessing the boot can lead to dirty fingers because the release button is hidden near the rear number plate frame.

OVERALL RATING

SAFETY, VALUE & FEATURES

4/5

COMFORT & SPACE

4/5

ENGINE & GEARBOX

5/5

RIDE & HANDLING

5/5

TECHNOLOGY

4/5

But you can open it from a button on the remote key fob.

In-cabin storage is very light-on.

The slender door pockets might be good for a brochure or some letters, while the covered centre console is very shallow. There is no glovebox, but there is a deep binnacle between the two seat backs.

With the roof down, items left in the car are an easy snitch. Even with the canvas roof up, thieves can enter a Roadster with the help of a knife.

An MX-5 RF is more secure.

When folded, most of an MX-5 RF’s roof is housed outside the boot, at the base of the rear uprights.

That means boot space is barely compromised: you still have 127 litres.

and relatively low power. They have two small rear seats but they are not convertibles: there is a fixed metal roof. That roof isolates you more convincingly from the environment outside than the hard folding roof of an MX-5 RF. The Hyundai Veloster is a sportylooking front-drive coupe with rear seats and more boot space – but again, it has a fixed roof.

I LIKE THIS CAR, BUT I CAN’T CHOOSE WHICH VERSION. CAN YOU HELP? The 1.5 Roadster GT is arguably the pick for its excellent value and classier interior. The 2.0-litre cars also make excellent choices, but their extra grunt and grip is not necessary: they offer a flavour that is different rather than obviously more pleasant.

The easy-to-drive manual gearbox suits the fun character of the car much better than the auto.

If you are concerned about leaving your car unattended, or just want the slightly more intimate interior feel endowed by the hard roof, consider an MX-5 RF or RF GT. ARE THERE PLANS TO UPDATE THE MAZDA MX-5 SOON? This fourth generation MX-5 (codenamed ND) went on sale in August 2015 with the 1.5-litre engine only. Cars with the more powerful 2.0-litre engine arrived about December 2015.

The MX-5 RF arrived about the end of January 2017. About the same time the colour touchscreen previously available only on MX-5 GTs was extended to the Roadsters and RF, and all cars gained blind-spot monitoring and a rear cross-traffic alert.

Mazda gave the MX-5 a slight upgrade in April 2018, which improved the rear suspension and noise levels in the Roadster versions, and added lane departure warning and adaptive LED headlights to the more expensive GT variants.

Expect a more substantial update about 2019, and an all new MX-5 a few years later.

WHERE DOES MAZDA MAKE THE MX-5?

All MX-5s are made in Japan.

WHAT MIGHT I MISS THAT SIMILAR CARS HAVE? Possibly a little more grunt. The Abarth 124 Spider is produced by Mazda alongside the MX-5, in partnership with Fiat. It is a modified MX-5 fitted with a Fiat-supplied 1.4-litre turbocharged engine that is more powerful than even the 2.0-litre Mazda engine.

The Toyota 86 and Subaru BRZ are low-priced rear-drive coupes which, like the MX-5, offer great steering

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REVIEW 30 APR 2018 www.uteguide.com.au

MAZDA UPDATES THE BT-50 FOR 2018

S

BY DAVID BROWN

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UVs have dominated the talk of car sales figures, but there is another segment in the market that’s doing remarkably well, particularly in Australia, and that is utilities.

So far this year, the overall ute market has increased in sales by over 9.5 percent. In percentage terms that’s nearly as much as the SUV segment, so it’s an important part of the market and it is growing strongly.

Mazda has one model in this segment, the BT-50, which was first released here in 2011 and comes with a choice of three body styles: Single Cab; Freestyle (extended) Cab; and Dual Cab. The local office felt it was time for a bit of a refresh particularly given that Australia is Mazda’s largest market for the BT-50. So a few people from the local marketing and engineering departments got together and designed a bumper

and grille that is, at the moment, unique to our market.

The brochure for the vehicle starts off by saying: “When it comes to utility vehicles, Australians are looking for a ute that rings true to its purpose; a ute that is built tough, works hard and looks strong”.

While this might “ring true” as marketing hype, there is no doubt that a tough image is an important part of the appeal of these vehicles.

But the reality is also that comfort and features are imperatives in a similar way in which the four-wheeldrive market has shifted to SUVs which now include more cozy features.

So while the first thing they tell you about the new BT-50 is the look, some of the features for the occupants are where the good news is, in my opinion.

EXTERIOR The visual part of Mazda’s “New Look” BT-50, is at the front of the vehicle and it is not startlingly different.

They aimed to lower the visual centre of gravity at the front with a slightly stronger characteristics at, and below, the dumper bar line.

It gives it a slightly lower stance, in line with Mazda’s zoom-zoom

image of a low-slung sporty vehicle.

They have pushed the front corners forward a bit to give a squarer look and there are some slight changes to the grille and head lights.

The rest of the body and back of the vehicle are still the same although on the outside, the GT now includes as standard: polished alloys, a chrome sports bar, tub liner, remote tailgate locking and a 12V smart auxiliary socket and light in the tub.

INTERIOR The BT-50 maintains a simple but effective interior, with not a lot of controls on the steering wheel and

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The 3.2 litre diesel is not class leading with its power figure but it worked very well with the automatic gear box.

Across the rutted, dirt roads of the Gawler Rangers it was remarkably comfortable. It has a leaf spring suspension at the rear and while we have driven an opposition’s coil sprung ute, which is assumed to be better for ride comfort, the Mazda handled the situation very well.

When we got back onto the bitumen of a typical outback highway, the BT-50, like most of the vehicles in this class, showed that it is not in the sedan class. Undulations are felt not aggressively but in a manner that reminds you that you are in a vehicle that is built to be capable in rough conditions. It is not bad, but just not its strong point. That they call the top of the range model the GT is stretching the use of the ‘Grand Touring’ terminology.

simple and easy to read dials (a tacho and a speedo). There are three model variations: the XT; the XTR; and the GT. DRIVE AND ENGINE There remains two engine options, both diesels and both come with either a 6-speed manual or 6-speed automatic transmission.

The smaller, 2.2 litre four cylinder diesel is only available in the single cab entry level vehicle. It pushes out a modest 110 kW and 375Nm of torque.

The 3.2 litre in-line 5 cylinder diesel engine is available in all the other models and has a 147 kW of power and a more impressive 470 Nm of torque. We only drove dual cab models on the launch.

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FEATURES All of the BT-50 range has Apple Car Play and Android Auto connectivity.

This is a first for Mazda in any model in Australia and probably around the world. This is fast becoming the first feature that people are now looking for.

Some of the features of the base model, single cab BT-50 include: • 16-inch steel wheels • Cruise control • Lockable glovebox • Reversing camera • Emergency Stop Signal (ESS) • Hill Launch Assist (HLA) • Roll Stability Control (RSC) • Trailer Sway Control (TSC) Some of the features you get if you move into the XTR include: • 17 inch alloys • 8 inch infotainment screen • Power mirrors (chrome) • Rear step bumper (chrome) • Side steps (tubular, polished) • Tailgate lock • Wipers (front) 2-speed with rain-sensing function Going all the way to the GT includes the tray features mentioned above and: • Power mirrors (heating

and folding function) with turn indicator • Privacy glass • Front seats with: 8-way power adjustment (driver) • Black leather Seat Trim GOOD BITS • Apple Carplay/Android Auto • Well-constructed • Engine matches well with gear box NOT SO GOOD BITS • Engine power not class leading especially the small one • No petrol options • Rural bitumen ‘highway’ touring is not as comfortable as a typical car or a number of SUVs. SUMMARY It hasn’t changed a great deal but with its new Aussie ‘nose’ makes it look a little more aggressive; better connectivity makes it more

functional; and added features make it more desirable.

The Mazda BT-50 has done relatively better with its two-wheel drive variants but these changes may help push it up the sales ladder in the four-wheel drive models.

FACTS AND FIGURES 2018 MAZDA BT-50 ENGINE TYPE 3.2L 5-cylinder diesel 147kW/470 Nm TRANSMISSION Six-speed automatic SAFETY 5-STAR PRICE from $35,990 2 yrs unlimited km or 3 yrs/100,000km (within in the first 2 years)

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REVIEW 04 MAY 2018 www.carguides.com.au

MAZDA BT-50 2018 REVIEW

MAZDA AUSTRALIA MIGHT BE RELUCTANT TO ADMIT IT, BUT IT HAS ALWAYS BEEN A BIT TOUCHY ABOUT THE BT-50’S LOOKS. SO MUCH SO, IT WENT TO NO END OF TROUBLE TRYING TO HIDE THE UTE’S BULBOUS CONK WITH A BULL BAR WHEN IT FIRST BROKE COVER BACK IN 2011.

B

ut does a ute need to be handsome? Isn’t getting hung up about the styling of a ute like looking for elegance in a shovel?

Apparently not, because the launch of the new 2018 Mazda BT-50 marks the third edit of that curvy front clip, and we’re still taking about it. Only this time, it’s all good news.

But, if you’re in the market for a gutsy, family friendly ute, the bigger story here is the pricing. Mazda’s BT50, right across the range, is starting to look like one heck of a bargain.

However, before becoming blinded by the beauty of the new nose or the savings you might find on your local

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dealer’s forecourt, let’s not forget that it was Mazda who put in the hard design and engineering yards into the strong and capable bones – the chassis, 4x4 drivetrain, and suspension dynamics – that sit under both this and the Ford Ranger.

And truth be told, this correspondent has always had a soft spot for the big, hard-grafting Maz’.

We’ve hammered the BT-50 off-road and on it, spent countless hours chasing outback horizons behind that gutsy 3.2-litre turbo-diesel, strapped kids into booster seats in the back, tip-toed around shopping centre car-parks, dragged it in and

out of rutted ravines and through deep river crossings (mostly with a pooch licking the left ear, or slobbering at a window), and never had reason to doubt that this is a very well-engineered, very strong and very capable multi-purpose holiday/work-truck/ family/pooch conveyance.

And now, with this styling update, and while enjoying a hefty price advantage over the equivalent Ranger, the new BT-50 comes with a whole lot of enhancements inside and out; Apple CarPlay and Android Auto across all model grades, reverse camera across all models,

and service intervals that have now been stretched from 10,000km or 12 months to 15,000km or 12 months.

To introduce us to the charms of this latest BT-50, Mazda Australia took us to the Gawler Ranges in South Australia where we put it through its paces on sand, rockstrewn gravel and bitumen.

But more of its driving character later; let’s talk about the styling – and its new-found elegance.

IS THERE ANYTHING INTERESTING ABOUT ITS DESIGN? The answer here is ‘yes’. What is interesting about the new BT-50, and its new nose, is that this car is unique to Australia.

In fact, it was Mazda Australia who designed the new-look front clip.

The project began as something of a skunk-works operation between Mazda Australia and Queensland company EGR, who manufacture and supply the factory-approved canopies across the BT-50 range.

With Australia the BT-50’s biggest market, it is perhaps no surprise that the design work done here – done, it has to be said, because Aussie buyers were not crazy about the BT-50’s schnoz – won the approval of Mazda in Japan.

While unique to Australia, the new front has all of the attributes – in terms of engineering, pedestrian protection, and aerodynamic efficiencies – of the nose it replaces.

Airflow for cooling, in fact, is slightly improved, and drag, the coefficient of resistance, remains unchanged.

And from front-on, thanks to the new chromed grill and stronger horizontal lower lip, the BT-50 could easily be mistaken for an approaching SUV. Visually, there is certainly more conventional appeal in the new look.

HOW PRACTICAL IS THE SPACE INSIDE? We only drove the dual-cab GT at launch. And, while the Freestyle cab with its rearward-hinged portal doors

and compact cabin is perhaps the more sporting, the dual-cab wins hands-down for practicality.

There is lots of room in the rear even for adult passengers. And, for children, enough width to go three-abreast. Getting booster seats or capsules in and out is also well served by the square-opening rear doors. And the height is just right for wrangling belts and buckles around junior passengers.

The deep tub out back, while not as cavernous as the Freestyle’s, still offers a very useful 1560mm width and 1549mm length. Not even the largest SUVs offer that kind of carrying capacity.

Externally, you’ll pick the dual-cab GT by the standard chromed bars and heavy-duty tub liner in the tray.

DOES IT REPRESENT GOOD VALUE FOR THE PRICE? WHAT FEATURES DOES IT COME WITH? Mazda has always been prepared to take the sharp pencil to the pricing of the BT-50 range. And in terms of the

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quality feel of the product and the space it occupies in the segment, this car is very good buying.

Look at the one we’re driving, the top-of-the-range BT-50 3.2-litre dual-cab GT 4X4 with a six-speed auto. Its drive-away price is just $51,990. Line it up, feature by feature, with the equivalent Ranger, and you’ll recognise a saving here of the better part of $10k. It is cheaper, even, than the second-tier Ranger XLS. That kind of saving is not to be sneezed at.

Line it up against the equivalent Isuzu D-Max, and, on that driveaway price, you’ll see a saving of thousands of dollars. It is also cheaper than Mitsubishi’s Triton Exceed, which has long been one of the price leaders in the segment.

The BT-50 range begins at $28,990 drive-away for the 2.2-litre 4x2 cab chassis; the 4x4 range starting at $37,990 drive-away.

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Some in this segment just can’t hide their ‘workboots’ feel. But there are no ratty plastics in this cabin, and few indicators of the BT-50’s built-for-work origins. The sloping soft-touch dash gives an SUV-like feel to the interior, as does the large (7.0inch or 8.0-inch) screen occupying the centre stack, as well as the solid feel to the doors and passenger-car ambience when on the road.

Start adding in features across the range – like standard reverse camera, power windows and mirrors, air-conditioning, cruise control, Apple CarPlay and Android Auto, quality Alpine sound systems, steering wheelmounted audio controls, rear-view mirror auto dimming, and sat-nav with live traffic updates and off-road maps – and you’ll possibly agree that there is more than a bit of substance packed behind those drive-away prices.

Start adding in features across the range – like standard reverse

camera, power windows and mirrors, air-conditioning, cruise control, Apple CarPlay and Android Auto, quality Alpine sound systems, steering wheelmounted audio controls, rear-view mirror auto dimming, and sat-nav with live traffic updates and off-road maps – and you’ll possibly agree that there is more than a bit of substance packed behind those drive-away prices.

For XTR and GT models, to the list above you can add side steps (tubular, polished), tailgate lock, rain-sensing wipers, and dual-zone climate control. The GT also gets leather trim, an eight-way power front driver’s seat, chrome rear bars and heavy-duty tub-liner.

WHAT ARE THE KEY STATS FOR THE ENGINE AND TRANSMISSION? Lift the bonnet and what you are looking at there is grandpa’s axe. The redoubtable five-cylinder, 3.2-litre

VERDICT WHAT WE LIKE Sharp drive-away pricing Robust, eager drivetrain amily-friendly on-road F comfort and space WHAT WE DON’T ‘ Metallic-shearing’ sound from diesel at low speed Non-reach-adjustable steering wheel Drab charcoal-coloured dash

turbo-diesel, which shares duties under the bonnet of the BT-50 and Ford Ranger (with a 2.2-litre turbodiesel also available in lower-specced models across both brands), has been around since Adam was a pup.

It produces 147kW at 3000rpm and 470Nm at 1750rpm.

It’s essentially the same engine that began life as the Td5 diesel under the bonnets of the Land Rover Defender and Discovery 20-orso-years back. But it’s now vastly more refined, robust, and quiet.

And teamed with either a six-speed manual or six-speed auto, it’s as strong as a train.

generation of turbo-diesel, twin-cab 4x4s, and is bettered by the latest 3.0-litre Isuzu D-Max (8.1L/100km claimed) and the 2.8-litre Toyota HiLux (8.5L/100km claimed).

In our hands, on this trip, we recorded 11.2L/100km on the highway and gravel roads approaching the Gawler Ranges (mostly fair secondary roads with patches of damp red bulldust to watch out for).

This rose to 13.2L/100km after some heavy going on a long stretch of sandy inclines.

Mazda claims 10L/100km on the combined cycle for the auto, and 9.7L/100km for the manual. But this is a tarmac-based figure, not the kind of driving we were doing, or that you would do on a family beach or bush adventure.

That said, given the willing output of the diesel – if needing a surge of power, it can summon all 470Nm in very quick time – and the weight of the rig (2161kg for the GT auto), plus its effortless towing capability, the figures we recorded on new engines are not bad, and will give a good indication of what you might achieve in similar driving.

In sand, that muscular torque sitting across a wide band – from 1750 to

2500rpm – is particularly useful. If you’re carrying some weight behind, it won’t run out of shove and leave you stranded when the going gets heavy.

The BT-50 has an 80-litre fuel tank.

WHAT’S IT LIKE TO DRIVE? No dual-cab ute will ever be as easy to live with, day to day, as a modern SUV or sedan. There are always compromises with a vehicle of this type in daily driving, especially for city-based families.

That said, it won’t take you long to get used to the more utilitarian feel of the BT-50, nor to the length of the beast (these utes can sometimes feel like aircraft carriers in city carparks). Helping here is the reversing camera (standard across the entire range), the wellweighted power-assisted steering, and the general comfort of the cabin and relatively quiet operation (some diesel noise at lower speeds notwithstanding) of the engine.

Fact is, live with it a while, and you’ll forget about the compromises of its workhorse engineering and learn to love the imperiously high driving position, the ready power, and the convenience of that big tub on the back.

HOW MUCH FUEL DOES IT CONSUME? This 3.2-litre diesel is not the most abstemious among the new

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REVIEW

Access in and out is also good, and at a perfect height for strapping the junior members of the tribe into the back seat. And with the icing being a long feature list and a halfdecent sound system, it offers the conveniences of any modern sedan or hatchback. You’ll be surprised by its easy driveability, too.

For all its strengths, however, the weight inherent to a strong ladder chassis, a heavy-duty 4x4 drivetrain, and the other compromises built of necessity into a dual-purpose vehicle, will take a week or so to get used to.

Wheels are 17-inch alloys on 265/65 R17 AT tyres. Brakes are 302mm ventilated discs at the front and drums at the rear. The BT-50’s tray is also handy for both real work and house-and-yard duties, measuring 1549mm long, 1560mm wide and 513mm deep.

Where once these twin-cab dualpurpose 4x4s were a tad raw, with

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juddery suspension, vague steering, indifferent handling and little in the way of creature comforts, many of the new wave of models, such as this BT-50, have comfort levels close to those of the big 4x4 wagons - and even some SUVs. I’d happily circumnavigate the continent in the BT-50. The seats are good, it’s quiet on-road (with less tyre noise than some passenger wagons), the feel through the steering is good and well-weighted (if a little vague at the dead-ahead), and there is effortless power underfoot.

Like any other modern car, it swallows highway kilometres with just the gruff muted growl of the turbo-diesel for accompaniment. On gravel – such as you’ll find on any long run through the outback – it can be driven surprisingly quickly and comfortably thanks to the long wheelbase, large wheels (with AllTerrain tyres), and that reasonably

compliant suspension; independent double wishbone, coil-over dampers at the front, and live-axle leaf-spring at the rear.

The ride in the BT-50, like the Ranger and VW Amarok, is certainly among the better performers in the segment.

Corrugations can have the rear moving around a bit, especially when unladen, but it needs one hell of a whack for bumps, ruts or hollows (like an unexpected washout) to unsettle things in the cabin.

For difficult off-road work, this Mazda’s figures – 237mm ground clearance (unladen), and approach, departure and ramp-over angles of 28.2, 26.4 and 25 degrees – all check out.

If trailer towing is your thing, the BT-50 has a maximum towing capacity of 3500kg (braked), 750kg (unbraked) and a towball download of 350kg.

four-wheel-drive adventure you’d sensibly dream up, and, at the same time, live happily with it as a big, capable, versatile family car, surely adds to the appeal.

Mazda, the little company “that can”, has been carving out its place in this market off the back of well-engineered cars right across its product range. There is more than one reason why it’s number two in one of the toughest markets on the planet.

WHAT SAFETY EQUIPMENT IS FITTED? WHAT SAFETY RATING? The BT-50, of course, has a five-star ANCAP safety rating, with all of the expected safety features that sit behind that rating. Importantly, for family duties, the airbag protection extends from the front to the rear cab, with driver and passenger airbags, both front and side, and curtain airbags front and rear.

Other features include anti-lock braking (ABS), dynamic stability control (DSC), and emergency stop signal. Assisting off-road is hill descent control (4x4 only), hill launch assist, a locking rear differential (4x4 only), traction control and trailer sway control – the latter a Godsend when towing at highway speeds or when on loose surfaces (there are few things caravaners fear more than finding the caravan dictating terms at speed).

servicing. And, for owners clocking up real-world distances of 25,000km per annum, the potential saving is $1920 over the five years.

VERDICT Our score is based on a summation of the quality of the car, the robustness of the engineering, where it sits feature-for-feature, and the value in the drive-away pricing.

You probably have your own views on the new nose on the updated BT50; we quite like it.

At these new prices, the BT-50 demands your attention. The fact that you can comfortably take it to the Cape and back, tackle any

EXPERT RATING 7.5 / 10 DESIGN

7/10

PRACTICALITY

9/10

PRICE & FEATURES

9/10

ENGINE & TRANS

9/10

FUEL CONSUMPTION

7/10

DRIVING

7/10

SAFTEY

8/10

OWNERSHIP

6/10

WHAT DOES IT COST TO OWN? WHAT WARRANTY IS OFFERED? Mazda’s standard two-year warranty has been sweetened, with servicing intervals now extended from 10,000km/12 months to 15,000km/12 months.

On Mazda’s calculations (as supplied), based on a 15,000km/12 month interval, this will save owners more than $850 after five years of

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SKYACTIV Technology Less fuel, less emissions, more Zoom-Zoom

The use of ultra-hightensile steel makes Mazdas even stronger

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ike most carmakers, Mazda is working hard to reduce the fuel consumption of its vehicles. This is important to our customers, and to us as a socially and environmentally responsible organisation.

Many of our rivals have been enthusiastically embracing hybrid drive and battery-powered electric cars, and it should be noted that research and development in these technologies (as well as hydrogen) is also advanced at Mazda.

But while hybrid, electric and hydrogen powered engines may be viable technologies of the future, we also want to have a real impact now.

At Mazda we are going about the challenge in a different way. We are investing in research and development to achieve both environmental and 76

performance improvements with existing technology.

We believe that a new generation of affordable petrol and diesel-powered vehicles offer the best solution, at least in the medium term, to reducing carbon emissions and fuel use.

These far more economical cars, sold in volume and replacing older and less efficient vehicles, will do more to cut global fuel consumption and emissions than niche market electric cars or hybrids. By improving the underlying technology, we can deliver consumers optimum fuel economy in real world driving situations, with reliability superior to more complex or highly stressed engines.

This strategy launched SKYACTIV. It’s a comprehensive engineering program shaping a new generation of

Mazda exhaust-cut

SKYACTIV-Chassis. They wanted a lighter, stronger car, but with extraordinary agility and nimble responsiveness. They achieved just that, ensuring the new generation cars are fun to drive.

The SKYACTIV Drive 6-speed auto Transmission

vehicles striving for significant gains in fuel efficiency and emissions reduction, while staying true to what Mazda customers love – Zoom-Zoom and the emotion of motion.

The SKYACTIV-G petrol and SKYACTIV-D diesel engines introduced breakthrough advances in performance and efficiency. In addition, continuously variable sequential valve timing (dual S-VT) on the intake and exhaust minimised pumping losses, and the lightweight design reduced engine weight by 10 per cent.

Developing the ideal automatic transmission saw Mazda focus on improved fuel economy, a direct pedal response, and the ability to shift gears smoothly while delivering reactive acceleration. The SKYACTIV-Drive automatic does this and more.

The new SKYACTIV-Drive automatic transmission combines the benefits of conventional automatics with those of continuously variable (CVTs) and dual clutch transmissions. It shifts quickly and smoothly and delivers superior fuel economy. At its heart is a newly developed 6-speed torque converter with a full range lock-up clutch for all gears. The clutch lock-up ratio has been raised from 64 per cent from the previous 5-speed AT to 89 per cent of vehicle operation.

The SKYACTIV-MT manual transmission is more accurate, lighter, smaller and more efficient, all of which help improve fuel economy.

Our engineers also went back to the drawing board to create a

WHAT’S NEXT? Having introduced SKYACTIV Technology i-stop, i-ELOOP and a 13:1 compression ratio – all of which contribute to a 30 per cent fuel consumption saving – our goal is to reduce fuel use by an additional 30 per cent.

Our technical team is currently working on a world-first called SKYACTIV-X, where spark plug ignition is used to control compression ignition, resulting in dramatic improvements across a range of important performance indicators.

Stay tuned for more on this!

SAFETY AT THE FOREFRONT Owning a Mazda is not just about driving a stylish, innovative, dynamic car – it’s about knowing Mazda does everything it can to ensure the driver and passengers are safe.

Called Mazda Proactive Safety, the engineering approach takes an active and pre-crash safety focus.

Active technology includes systems aimed at reducing the likelihood of accidents, or minimising their severity.

These include features like High Beam Control, Hill Launch Assist, Forward Obstruction Warning, Blind Spot Monitoring, Lane Departure Warning, Emergency Signal System and many more.

Impressive passive safety is engineered into the SKYACTIVBody. Increased torsional rigidity, the use of more high-tensile steel, larger cross-sectional B-pillars, three-point seatbelts for all seats and shockabsorbing interior trim all make the newest generation Mazda cars safer than their predecessors.

The SKYACTIV-Body for the current Mazda3 increases torsional rigidity for the hatchback by 31 per cent over the previous model, and 28 per cent for the sedan. Use of high-tensile steel increases to 60 per cent, up from 50 per cent in the second generation hatch, and 51 per cent in the sedan.

980MPa ultra-high-tensile steel is used as reinforcing material for the side walls, and the use of 780MPa hightensile steel has been increased from four to nine per cent.

The X-shaped crush cans built into the front frame have highly efficient energy absorption characteristics to help protect the cabin. The B-pillars’ cross-section is increased over the previous model by 20% toward the cabin, 10% from front to rear. This minimises deformation in the event of a side impact. Their almost straight shape also reduces load transmission loss in a collision.

A solid ring structure joins the roof and B-pillars to the underbody, while reinforcements further strengthen the body. The result is a SKYACTIV-Body that efficiently absorbs impact energy from any direction and minimises the chance of cabin deformation.

Endorsed by the Australian New Car Assessment Program (ANCAP), Mazda’s complete range has achieved the best possible ANCAP safety rating, with the Next-Gen CX-5 most recently awarded 5 stars.

SKYACTIV-D Powertrain

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IGNITION

ACCESSORIES

COUNTRY DRIVING ESSENTIALS

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eing prepared for the unexpected is a must on the long stretches of highway and slim, tree-lined country roads that abound in our sunburnt country.

Add an extra level of safety to your Mazda BT-50 with the new Mazda Genuine Nudge Bar, paired with Lightforce Driving Lights.

Uniquely shaped to complement

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New-Look BT-50’s bold new grille design, the premium-grade aluminium Mazda Nudge Bar is available in a polished or black finish.

Seamlessly integrated into the Nudge Bar, Lightforce Driving Lights offer a longer and wider light pattern than conventional headlamps, improving visibility during night driving. Made from lightweight,

durable polycarbonate polymers, Lightforce Driving Lights are resilient to stone chips and shattering on severe impact.

Lightforce Driving Lights come standard with a clip on spot clear filter.

Lightforce Driving Lights, RRP $731.14 (RFP $827.12); Nudge Bar, RRP $860.92 (RFP $946.06)

A warm welcome every time

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here’s nothing better than a warm welcome, particularly into the comfort of your own car.

Mazda Genuine Welcome Illumination provides a soft blue, ambient light that emanates from the driver and passenger front foot wells, illuminating the car’s interior and providing better visibility of those hard-to-see locations at night.

The system is seamlessly activated with your dome lamp, and when paired with alloy pedal covers, enhances the interior’s styling with a touch of luxe.

Welcome Illumination is available on all Mazda models except Mazda BT-50.

RRP $203.64 (RFP $267.50); For MX-5, RRP $208.14, (RFP $293.28)

KEEP CONNECTED

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tay connected while you’re on the road. With cables compatible with iPhones and Androids, Mazda now adds the Retractable USB to Type C Cable for new Android phones.

Stream your music, charge your phone or track its data, all from the convenience of your vehicle’s audio controls.

Retractable USB to Type C Cable, $34.50

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More room for more adventures

Tow easy with the CX-8

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hat’s the fun in a hobby that doesn’t require cumbersome equipment? The Genuine Mazda Tow Bar makes hauling boats, campers and trailers easy.

Designed to integrate with your Mazda CX-8’s chassis, the Genuine Mazda Tow Bar makes light work of carrying loads up to 2000kg (braked) with 100kg download capacity. It boasts a new quick release mechanism; with a simple twist of the handle, the tongue is released from the bar and out of site.

Complete kit including trailer wiring harness, tow ball and tow ball cover, RRP $1,008.20 (RFP $1,212.54)

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rom city to surf, mountain to river, the weekend is your oyster with Mazda’s Universal Carrier.

You’ll be able to pack all you need for your next adventure with Mazda’s sleek carrier, which

is designed to hold up to six sets of skis or four snowboards.

The Universal Carrier is available across all car lines except Mazda2, BT-50 and MX-5.

RRP $321.25 (RFP $353.18)

ACCESSORIES Sleek look to boot

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ot all utes are built like a Mazda BT-50, and not all BT-50’s are built like your BT-50. With more than 100 accessories available for the BT-50, there are plenty of ways to personalise and make it your own.

Now available in black, the Retractable Tonneau Cover protects valuable cargo items in your dual cab utility, with a sleek look to boot. Made from durable aluminium, this easy-to-use tonneau cover has multiple locking positions and can be operated with a simple pull of its strap.

When matched with other black accessories, the black retractable tonneau cover ups the ante on the BT-50’s already brawny appearance.

RFP $2,895 (RFP $3022.71)

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CLASSIC

HAPPY 40TH BIRTHDAY MAZDA RX-7

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he 1970s was a radical decade, gifting the world with corduroy flares, psychedelic patterns, extra wide collar shirts and the Brady Bunch.

We would happily leave many of these trends and travesties in the past, but there’s one icon that has stood the test of time and remains as revered and loved as ever: the Mazda RX-7.

While Mazda had ignited a passion for the rotary engine with the Cosmo and Luce of the preceding decade, it was the 1978 arrival of the RX-7 that soldered the rotary engine to the hearts of car enthusiasts the world over.

With its low, sharp front form characteristic, daringly low wedgeshaped body and glass hatch back, the RX-7 was met with global acclaim, so much so that the first generation would go on to sell almost half a million units worldwide.

The second generation followed in 1985, adding turbocharged and convertible variants to the line-up, packaged in a more muscular body that commanded attention on the road.

In 1992, Mazda smoothed out the exterior but sharpened performance, introducing the beautifully curvaceous third generation RX-7, powered by a 13B rotary engine paired with twin sequential turbochargers.

Dubbed the ‘Beauty in the Beast’, the result was a car that barely weighed 1,250kg but put out more than 187kW of power.

Its light weight, power and handling meant the RX-7 was extremely successful in motorsport, claiming hundreds of wins globally. Locally, the RX-7 won three consecutive 12 hour production races as well as second and third placings at Australia’s greatest race, the James Hardie Bathurst 1000.

Now 40 years on from its debut, the RX-7 is a much adored collectible, with the legacy of a true legend.