Mazda Ignition Issue #3 by Citrus Media

IGNITION ISSUE 3

BRAND-NEW MAZDA CX-9 Class-leading fuel efficiency

ALL-NEW MAZDA MX-5 Judged World Car of the Year

FIRST-EVER MAZDA CX-3 Australia’s Best Car

CONTENTS 4 8 18 26 28 36 44 54 66 76 78 82

News Mazda2 Mazda3 Mazda6 First-Ever Mazda CX-3 Mazda CX-5 Brand-New Mazda CX-9 All-New Mazda MX-5 New Mazda BT-50 SKYACTIV Technology Accessories Classic Mazda

IGNITION magazine is a half-yearly magazine produced by Mazda Australia that features latest news and accessories information and independent product reviews by some of Australiaâ&#x20AC;&#x2122;s most respected automotive publications.

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NEWS Brand-New Mazda CX-9: 25 per cent more fuel efficient

f 2015 was the year of the All-New Mazda MX-5, the focus for Mazda in 2016 is undoubtedly the Brand-New Mazda CX-9. The arrival of the Brand-New Mazda CX-9 completes the sixth generation line up of Mazda vehicles that features the latest SKYACTIV Technology and ‘KODO - Soul of Motion’ design language. New from the ground up, the Mazda CX-9 is aimed at more mature families

by offering an indulgent experience of a stylish interior and high-end driver and passenger comfort. The latest in KODO design portrays a more premium image and the Brand-New Mazda CX-9 offers quieter, more refined Jinba-ittai driving with superb fuel economy numbers from a low 8.4 litres per 100 kilometres (an improvement of almost 25 per cent compared to the outgoing model).

Designed to meet the needs of the modern family, the model offers a comfortable and well-thought-out cabin space, i-ACTIVSENSE advanced safety features and the i-ACTIV AWD all-wheel-drive system. It is also the first model to feature Mazda’s new 2.5-litre direct-injection turbocharged petrol engine, the SKYACTIV-G 2.5T. Never has a premium SUV been so affordable.

Brand-New Mazda CX-9 introduces all new turbocharged petrol engine

azda has enhanced its SKYACTIV-G engine series with the range-topping SKYACTIV-G 2.5T. This 2.5-litre direct-injection turbocharged petrol engine powers the Brand-New Mazda CX-9 familysized SUV, and it promises to be one of the most fuel efficient power units available in the CX-9’s sales segment. The SKYACTIV engine series aims to offer customers a combination of outstanding fuel economy and excellent dynamic performance in everyday driving situations. But don’t just take our word for it, here’s what the media said about the Brand-New Mazda CX-9: “Looking at what Mazda has packaged in, it will also make a

few prestige European brands sit up and take notice.” – Mike Costello, CarAdvice “Mazda has stretched the middle of the CX-9 to make it easier for kids to access the third-row seats (and) unlike most SUVs in this class, the new CX-9 will have five child seat anchor points – one in each of the three positions in the second row, and one each for the third-row pews.” – Josh Dowling, Carsguide “The critical number so many Mazda CX-9 owners will want to hear is that fuel consumption has dropped by about 20 per cent – and that’s without a stop-start feature that cuts the engine when idling in heavy traffic.” – Andrew MacLean, Drive

First-Ever Mazda CX-3 judged Australia’s best car

he First-Ever Mazda CX-3 is the country’s stand-out car and was deemed to make the biggest contribution to the Australian automotive market, according to the Australian Automobile Association. At the 2015 Australia’s Best Cars awards ceremony, First-Ever Mazda CX-3 received the ‘Judge’s Choice’ award – as Australia’s Best Car – and was also recognised as the nation’s ‘Best 2WD SUV under $35,000’. Australia’s Best Cars is run by the nation’s peak motoring organisation – the Australian Automobile Association (AAA) – on behalf of the NRMA, RACV, RACQ, RAA, RACWA, RACT and the AANT. Judges evaluate vehicles across a range of categories and it is designed to assist new car buyers with their choices and to set the standard for new vehicles on the market. Based on value for money, design and function and on road performance, the Mazda CX-3 was a clear winner in the ‘Best 2WD SUV under $35,000’ category and stood out ahead of every other car released over the last 12 months in winning the ‘Judges’ Choice’. “The popular CX-3, which starts from $19,990 (plus on roads) in entry level form, is the sort of vehicle of which Australians just couldn’t get enough,” said NRMA’s chief road

tester Jaedene Hudson. “Compact cars that have the elevated stance of an SUV are the emerging popular type and the CX-3 sets the standard.” Launched in Australia last March, the First-Ever Mazda CX-3 has taken the popular small SUV sales segment by storm, becoming the top-selling car of its type since launch. Available in four grades, including the Neo, Maxx, sTouring and the range-topping Akari, the First-Ever

Mazda CX-3 has petrol and diesel options and comes in FWD and AWD ensuring there is something to suit every buyer type.

Mazda presents Melbourne Winter Masterpieces

azda, in conjunction with Arts Exhibition Australia, is proud to showcase the revered talents of Impressionist artist Edgar Degas in the latest Melbourne Winter Masterpieces Exhibition. Staged at the National Gallery of Victoria between June 24 and September 18, 2016, the exhibition includes more than 200 paintings, drawings, pastels, prints, monotypes, photographs and sculptures. Renowned for his study of ballet dancers, ‘Degas: A New Vision’ is the first major retrospective exhibition of his works to come to Australia. The exhibition takes an innovative approach to the display, grouping

works by theme rather than in chronological order, and promises to be one of the greatest touring collections of art experienced in Australia this year. For further information visit ngv.vic.gov.au/exhibition/degas Edgar Degas The rehearsal c.1874 oil on canvas 58.4 x 83.8 cm Burrell Collection, Glasgow Lemoisne 430 (Inv. 35.246) © CSG CIC Glasgow Museums and Libraries Collections

NEWS Mazda expands national dealership network

M All-New Mazda MX-5 wins big at the 2016 World Car of the Year

he All-New Mazda MX-5 has won the 2016 World Car Design of the Year award. It is the second Mazda to win the award, following the Mazda2 in 2008. The third generation MX-5 was one of three finalists for the same award in 2006, as was the Mazda3 in 2014. In addition to taking the main award this year, the Mazda MX-5 has also been named World Car Design of the Year. It is the first time in the history of the awards that a single model has taken both titles. World Car of the Year was established in 2004 by an international group of automotive journalists, and the judging panel this year consisted of 73 journalists from 23 different countries. The MX-5 was announced as the winner over the Audi A4 Sedan/ Audi A4 Avant and the MercedesBenz GLC at the New York

International Auto Show. The other finalists for World Car Design of the Year were the Jaguar XE and FirstEver Mazda CX-3. The fourth-generation MX-5 is the sixth model in Mazda’s new-generation line-up of vehicles featuring the full range of SKYACTIV Technology and ‘KODO - Soul of Motion’ design. Launched globally in 2015, the model has found favour with customers thanks to its vastly reduced curb weight, human-centered design and “Jinba-ittai” fun-to-drive feel. The All-New Mazda MX-5 has won over 30 awards so far, including Wheels Car of the Year, Car of the Year Japan and 2016 UK Car of the Year. The retractable hardtop version of the model, Mazda MX-5 RF, made its world premiere at the New York International Auto Show.

azda has opened two new state-of-the-art Dealerships, one in Melbourne and the second in Perth. Located at Caroline Springs, in Melbourne’s Western suburbs, the last new Dealership opened in Victoria was Echuca Mazda which launched in November 2008. Also open is Rockingham Mazda in Western Australia, the first new Perth Dealership since Wanneroo Mazda in July 2005. The new additions bring Mazda’s national Dealer network to 130, with four others slated to open over the next 12 months. Eventually rising to 134, Mazda will open new Dealerships in Sydney, Melbourne, Brisbane and Adelaide. In 2000, Mazda recorded 27,505 sales nationally. Since then over 1.1million new Mazda cars, SUVs and Utilities have been purchased, with Mazda selling a record 114,000 vehicles with an almost 10 per cent market share in 2015. “Mazda sales have risen considerably over the last 15 years, so with the buyer top of mind and to better support the Dealerships, we focused on network expansion,” said Vinesh Bhindi. “Freeing up time at existing dealerships, the new locations will give buyers an attentive, enjoyable, more convenient service and buying experience wherever they go.” Caroline Springs Mazda is located at 2 Eucumbene Drive (Cnr Christies Rd & Freeway On Ramp), Ravenhall, VIC 3023. Rockingham Mazda is at 22 Smeaton Way, Rockingham, WA, 6168.

REVIEW 22 AUG 2015 Daily Telegraph, Sydney

JOIN THE CLUB

MAZDA’S RUNABOUT CAN FIT ONE DRIVER BEHIND THE WHEEL AND ANOTHER IN THE BOOT.

PAUL GOVER Chief Reporter

olfers of Australia, your new baby is here. Mazda has put the boot into its pint-sized Mazda2, creating a new choice for people who have clubs but only want or need a compact car. The brand has always done a good job of designing little sedans and the new Mazda2 is more of the same, with a cute tail that actually delivers a more balanced design than the equivalent hatchback.

Some small sedans can look a little awkward, with the boot appearing as if it’s been tacked on as an afterthought. There is some very clever thinking in the boot, including sculpted plastic side panels that liberate space that’s normally hidden behind the lining. The result is a boot that holds 10 per cent more luggage than the CX-5 SUV with fiveseats in use. The arrival of the sedan also brings a slight tweak to the rest of the Mazda2 models that arrived late in 2014. Controversially, there is still no standard reversing camera, but equipment from the Neo upwards now runs to cruise control and rear parking radar. The Genki, only available as a hatch, gets LED lighting but also a $700 price increase.

WHAT’S NEW? PRICE Same bottom line as the Mazda2 hatch, from $14,990, with massively more carrying capacity. All sedan and hatch models get more equipment. EQUIPMENT Revising camera still not standard, but auto safety braking now available. PERFORMANCE No changes to the engines or gearboxes, none needed DRIVING Impossible to pick the sedan from the hatch DESIGN Rear end is well designed, almost impossible to pick as a sedan, with great finishing work inside.

PRICING AND SPECIFICATIONS PRICE From $14,990 WARRANTY 3 years/unlimited km CAPPED SERVICING $867 OVER 3 YEARS SERVICE INTERVAL 12 months/10,000km SAFETY 5 star ANCAP ENGINE 1.5-litre 4-cyl petrol, 79kW/139Nm, 81kW/141Nm TRANSMISSION 6-speed man/auto; FWD THIRST From 5.2L/100km (regular unleaded) The bottom line on the Mazda2 is still pegged at $14,990 for both sedan and hatch, while the Maxx opens at $17,690. A camera comes for $778, satnav is $570 and there is a $400 safety pack, although few people take it. The man who created the booted Two, designer Shigeki Nakamura, is both crafty and classy with his car. “We looked at everything to maximise the space. And we used plastic panels because we wanted a more upmarket look,” he tells Carsguide. “We’ve tried really hard to put some emotional value into the car. We wanted a premium look and feel.” On the numbers front, apart from a boot that’s nearly doubled from 190 litres in the hatch to 440 in the sedan, the car is 260 millimetres longer and 25 millimetres lower. The only obvious visual clue is a missing rear wiper. The sedan range mirrors the hatch with Neo and Maxx models, although no Genki, and two levels of tune for the 1.5-litre petrol engine. That means 79kW/139Nm and

81kW/141Nm, with six-speed manual and automatic gearboxes. Mazda Australia expects the sedan to contribute an extra 200 sales a month, taking the Mazda2 total to 1200, with 70 per cent choosing the cheapie Neo and about 80 per cent going with the auto. “We’ll just see if we pick up a few more male customers. We’re not sure how many, but the hatch is running 80:20 in favour of women,” says Alastair Doak, marketing head at Mazda Australia. ON THE ROAD Testing the booted Two is easy. I open the lid, put things in the back, and they fit. I have nowhere near enough “stuff” to challenge the carrying capacity on an overnight stay in Adelaide, but there is plenty of proof that it will be a welcome workhorse for a lot of people. Sitting butt-to-butt with a Mazda2 hatch, the carrying space is wider, deeper and longer. It looks like the sort of boot that’ll be good for small family work and weekend warriors, from skateboarders to

DIMENSIONS 4320mm (L), 1695mm (W), 147mm (H), 2570mm (WB) WEIGHT 1043kg SPARE Space-saver

bowlers and golfers. Dynamically, there is no change and noise levels seem the same as the Mazda2 hatch on unfamiliar Adelaide roads. The Neo starter car seems unusually clunky in the suspension compared to the nicer Maxx, but Mazda later reports tyres which are massively over-inflated on the test car. As for rivals, there are only four and the Mazda is way better looking than a Toyota Yaris or Hyundai Accent. “Our expectation is that Mazda2 should match the top two in the segment,” says Doak, talking rivals on the sale charts. The Two with boot is a classy little car that should jump straight to the top of its class.

REVIEW 18 DEC 2015 www.motoring.com.au

MAZDA2 SEDAN MAZDA ADDS A FOURDOOR TO ITS LIGHT-CAR LINE-UP. SO WHAT ARE THE ADVANTAGES?

EXPERT RATING 71 / 100

ENGINE, DRIVETRAIN & CHASSIS

16/20

PRICE, PACKAGING & PRACTICALITY

14/20

SAFETY & TECHNOLOGY

17/20

BEHIND THE WHEEL

14/20

X-FACTOR

10/20

etting the aesthetics right is a tricky business in the light-class four-door sedan segment. In fact, if you look at some past attempts at converting a minute five-door hatch to a minute four-door sedan, you might find that not many succeed. When Toyota had a go with its Echo sedan in the late 1990s the result was singularly questionable, and things didn’t improve dramatically with the Yaris four-door in 2006. Equally so in the small-car segment when Nissan simultaneously dished up an unquestionably awkward sedan to accompany the hatchback version of its morose Tiida model in 2006. Of course stying is a totally subjective matter. But there are times when things go beyond the pale. Even normally non-critical eyes are sensitive to unusual levels of

offensiveness, bringing forward the debate about why someone would want a seemingly less-versatile version of a handy hatchback runabout in the first place. And so we come to the new fourdoor version of the Mazda 2. Let’s say straight away that although the company’s Kodo styling themes translate pretty well into converting a hatch into a sedan, many of the proportional compromises remain evident: A light-class car is by definition short, light and narrow and, because packaging is such an important issue at this end of the market, also fairly tall so passengers can sit higher and find adequate legroom in the foreshortened cabin. This challenge is coped with in an okay manner, but the fact remains that the themes so gracefully

interpreted in the svelte, low-slung Mazda 6 don’t necessarily translate into a light sedan. The designers struggled manfully to package an interior capable of seating at least four adults comfortably and they’ve done a good job even if you’d never say the cabin is best-in-class. That gong goes to Honda’s long-wheelbase City sedan that does a better job of providing breathing space for back-seat passengers. At 4320mm the Mazda 2 sedan may be longer than its 4060mm hatchback equivalent, but all of that has gone into providing a boot. Both versions share the same 2570mm wheelbase. In terms of accommodation, the new mite-size Mazda sedan is about what you’d expect: Fine if anything but a lanky driver is at the wheel, but tending towards knee-compressing and definitely foot-tangling if there is. And although the Mazda 2 sedan by nature stands quite tall, it still tends to be lower-set than others in its group, with the result that backseat headroom is only fair. Of course with a sedan it’s all

about the boot. And while the Mazda 2 offers a pretty impressive 440 litres of cleanly-shaped luggage space it is actually 35 litres less than its 2011 predecessor, and again way short of the best-in-class 536-litre Honda City. Don’t get me wrong. The Mazda 2 sedan is far from being pokey inside and the boot is relatively deep and wide. With the space-saver spare wheel mounted under the floor, it’s

still pretty good for its class and, like its peers, offers a split-fold loadthrough facility (actuated by in-boot levers) to increase its usefulness. And, being a Mazda, the little sedan offers plenty in compensation. It’s in the drive experience, and the general feel-good nature, that the new sedan shines through. Especially in the manualtransmission Maxx version tested here, the Mazda 2 sedan is a treat

2015 MAZDA 2 MAXX (SEDAN) PRICING AND SPECIFICATIONS: PRICE $17,690 (plus on-road costs) ENGINE 1.5-litre four-cylinder petrol OUTPUT 81kW/141Nm TRANSMISSION Six-speed manual FUEL 5.2L/100km (ADR Combined) CO2 121g/km (ADR Combined) SAFETY RATING Five-star ANCAP

REVIEW

WHAT WE LIKE ® Quality presentation ® Overall refinement ® Spacious boot WHAT WE DON’T ® Rear-seat accommodation ® Aesthetics ® Tiny tacho to live with. The Thai-built sedan’s quality is evident everywhere you look and the equipment levels – including standard sat-nav in this case – bring you to pondering how far the light segment has come in only a short time. The dash is beautifully presented and the multi-function LCD screen, standing high and proud and offering a choice of iDrive-style or touch-screen control (known as MZD Connect in Mazdas), brings to mind some high-end luxury cars. The instruments – apart from the

teeny tacho on the left of the central speedometer – are simple and easily comprehended and even if there’s no soft-touch trim to be found, the Mazda’s overall quality is always evident. The feeling is you’re in something a bit more special than the average sub-$20,000 runabout. The driving position, complete with height-adjustable seat and telescoping/vertically-adjustable multi-function steering wheel, brings no complaints and the seats are comfortable and well-shaped enough to spend a few hours in.

The driving is pretty good too. In search of a decent ride-handling compromise, the Maxx comes with standard 15-inch alloy wheels shod with higher-profile 185/65-series tyres that help soften the ride while still providing grip commensurate with the Mazda 2’s eager nature. Complete with a six-speed manual transmission and light but adequately-weighted and quick steering the Mazda 2 sedan – especially in Maxx trim where the higher-powered 81kW/141Nm 1.5-litre engine adds a little extra verve

(compared to 79kW/139Nm for the minimally less-powerful variant). Although maximum torque doesn’t arrive until 4000rpm, there’s still response from much lower engine speeds, which means everything’s quite flexible within the limitations of a small-capacity, normally-aspirated engine. This makes for a car that is both handy and wieldy around town and, without the hatchback cabin resonance issues that seem to plague Mazda more than some, is a reasonably quiet tourer on the open road. The gearshift doesn’t deliver quite the deliciously-direct sensation of

the Mazda MX-5, but the throw is relatively short and precise enough to encourage use of the six ratios. The SKYACTIV engine’s flexibility, its happiness to rev towards the 6400rpm redline and the muted but crisp exhaust, lend a consciously-sporty aspect to the four-door Mazda. Importantly, the sedan seems to deliver on its fuel economy promises: On test we averaged close to the official 5.2L/100km combined figure with an average 5.9L/100km – on 91 RON unleaded – which suggested a cruising range of as much as 700km from the

44-litre fuel tank. This helped along by the idle-stop system that also brings smoother and faster re-starts through the simple expedient of arranging the (stopped) pistons optimally so they are always primed and ready to go. That is all a part of what is an impressively balanced, well-rounded light sedan. In four-door form the Mazda 2 shares all its quality, driving dynamics and efficiency with its hatchback sibling, but adds a little more refinement in terms of cabin noise levels, while providing a large, more isolated environment for carrying luggage.

ROAD TEST Some car-makers do better than others creating a sedan version out of a car seemingly more suited to hatchback configuration. In sum, you’d have to say Mazda has done a pretty good job with its latest lightweight four-door where aesthetic challenges can often be an issue. A big boot, and moresubdued open-road cruising are some of the advantages in a range of Mazda 2 sedans that span from $14,990 to $19,690 before ORCs.

REVIEW 14 DEC 2015 www.drive.com.au

MAZDA2 MAXX SEDAN SEDAN VARIANT OF MAZDA’S AWARD WINNING 2 HATCH IS A CUT ABOVE ITS COMPETITORS.

ight-sized sedans don’t always work out in this country. Just ask Mazda, which introduced a three-box version of its 2 in 2010, then summarily executed it in 2011. But the Japanese brand is forgetting about its potted lightsedan past and having another go with the new 2 sedan you see here. It’s a substantially different beast, being built on the third-gen 2 architecture we first experienced in hatch form late last year. WHAT DO YOU GET? Mazda has used the introduction of the sedan to boost the specification of the 2 range in general. Entry-level Neo models (from

$14,990) add cruise control and rear parking sensors to their existing highlights of air-conditioning, Bluetooth, power windows, CD/MP3 stereo, keyless start, six airbags, stability control and five-star ANCAP rating. Maxx models like the sedan we tested (from $17,690) pick up a reversing camera and the mouse style infotainment system previously restricted to the topline Genki, featuring a seven-inch monitor and built-in apps (Pandora, Stitcher and Aha). As before it has 15-inch alloy wheels, ritzier cabin trim and leather-shod cabin bits (steering wheel, gear lever, handbrake) to distinguish it from the Neo.

The $20,690 Genki, which is only available in hatch form, adds LED headlights and an off-white/black cabin-trim option called ‘S Pack’ ($1390) to its generous collection of kit (sat-nav, climate control, auto headlights/wipers, 16-inch alloys). If the S Pack seems pricey, that’s because it includes low-speed autonomous emergency braking, something that can be added to any 2 for just $400. For an automatic transmission add $2000. Like all 2s the sedan falls under Mazda’s ‘Service Select’ lifetime fixed-price servicing regime. Intervals are yearly/10,000km and the average annual costover a threeyear/45,000km period is $439.

WHAT’S INSIDE? The 2 hatch has a boot capacity of 250 litres – okay for a light hatch but not great. The sedan, contrastingly, ups that to 440 litres. Some versatility is lost to the three-box shape, and the hatch remains the choice if you tend to fold down the back seats and carry

bulkier, taller objects. For five-up load hauling, though, the sedan offers a significant step up in ability. The 2 sedan shares its wheelbase with the hatch, so the qualities of its back seat are essentially the same – smaller folk will find no issues but leg room is a bit tight, so it’s not an ideal long-haul proposition for

taller types. The sedan’s front-seat environment is also a dead-ringer for the hatch, with the same slick design, tasteful materials and polished assembly. These qualities, plus the high-grade infotainment system, endow the Maxx with a more upmarket feel than you might expect of a car from the sub-$20k domain. We found no real-estate or seating comfort/adjustability issues for our six-foot frame, nor any major switchgear/interface issues to sour the taste (it’s all well-established Mazda bits). But a few more spots on the centre console to stow smaller items (there’s just twin cupholders and small space in front of the gear selector) would be nice. UNDER THE BONNET The 2 sedan, just like the hatch, offers a choice of two versions of the

MAZDA2 MAXX SEDAN PRICE AND SPECIFICATIONS PRICE $17,690 (plus on-road costs) ENGINE 1.5-litre four-cylinder petrol POWER 81kW at 6000rpm TORQUE 141Nm at 4000rpm TRANSMISSION six-speed automatic, front-wheel drive FUEL USE 4.9L/100km

REVIEW

same basic 1.5-litre direct-injected four-cylinder petrol engine. The base Neo is powered by the ‘standard-spec’ version, which registers 79kW/139Nm torque peaks and fuel-economy ratings of 5.4L/100km (man) and 5.5L/100km (auto). The Maxx gets the ‘high-spec’ version, featuring exhaust changes and fuel-saving auto start/stop system. It’s fragmentally perkier (81kW/141Nm) and more economical (5.2L/100km man, 4.9L/100km auto). The Maxx’s on-road portfolio doesn’t quite cover every base. Unlike some turbo alternatives, which deliver their peak torque (pulling power) from low revs, the Mazda 1.5 needs a few revs on board before it really feels alive (peak torque is developed at 4000rpm). It’s noticeably throaty when you use all of its performance. But the good outweighs the bad.

It’s a willing little engine when asked to give its all and usefully flexible at lower engine speeds (if not, as mentioned, not remarkably snappy). The optional six-speed auto’s smarts and decisiveness mean it’s rarely caught with its pants down, even in spirited driving. The high-spec 1.5/auto combo also achieves the best fuel-economy

numbers in the 2 catalogue. We didn’t achieve the sub-5s touted in the PR material but still managed a pretty credible 5.4L/100km average on our combined urban/ highway loop. ON THE ROAD Sedan bodies tend to quell road/ suspension noise better than their

hatch brethren and that’s the impression we got from the threebox Maxx. The 2 sedan isn’t a sensory deprivation experience on noisy road surfaces but it didn’t seem quite as tough on the ears as we remembered the hatch. The Maxx, on its modest 15-inch wheel/tyre combo, soaks up most lumps and bumps withoutfuss, contributing to a generally relaxing vibe.

Drivers are amply rewarded, too, whether it’s the steering (it’s quick, fluent and transparent), responses (they’re faithful and utterly predictable) or general balance (it’s light on its feet but confidenceinspiringly surefooted). The modest footwear means its roadholding reserves aren’t staggering, but this agile, sweetly controllable small car is capable of serving up plenty of entertainment through the bends.

VERDICT The 2 hatch has some very good light cars to contend with (Ford Fiesta, Kia Rio, Skoda Fabia, VW Polo) and acquits itself very favourably with its even-handed mix of style, value, safety, technology, driving appeal and strong ownership. The sedan maintains all those same qualities but jumps into a segment without such a generous supply of light-car luminaries. Rather, Holden’s Barina, Honda’s City, Hyundai’s Accent and Mitsubishi’s Mirage are its prime rivals. There’s no need to mince words – the Mazda is a cut above all those cars pretty much any way you care to slice it. If you must have a light sedan, make it this one.

REVIEW 3 SEP 2015 www.caradvice.com.au

MAZDA 3 V TOYOTA COROLLA V HYUNDAI i30 SMALL HATCH COMPARISON

TIM BEISSMANN New Cars Editor

he Toyota Corolla, Mazda 3 and Hyundai i30 cumulatively claim a bigger chunk of Australia’s new vehicle market than any other trio of rivals. Remarkably, they represent more than one in every 10 sales of not just passenger cars but all vehicles sold across the country, including SUVs, utes, vans and trucks. Recently, the compact Toyota has had its nose in front of Mazda’s small car in the sales race, while Hyundai’s hatch has toiled away close behind. But the sales charts rarely tell the full story, and with literally hundreds of new car shoppers buying these three vehicles each day, they’re all clearly hitting the mark with the market.

PRICE AND FEATURES For this comparison we’ve assembled variants popular with private buyers – each one at least a step up from base grade and equipped with an automatic transmission. Most familiar is the Mazda 3 Maxx, which served admirably for six months on our long-term fleet in Sydney last summer. Priced from $24,390 plus on-road costs, our test car also features the $1500 Safety Pack and metallic paint ($200), options that make it the most expensive car here at $26,090. By no coincidence, the recently updated Hyundai i30 Active X matches to the dollar the Mazda’s $24,390 starting price, though optioned only with metallic paint ($495) it’s the most affordable car on test at $24,885. Arguably half a grade higher than the other two is the even more recently refreshed Toyota Corolla SX. Its $25,490 base price makes it the dearest by $1100, though in this test its sole metallic paint option ($450) makes it a $25,940 proposition and the median of the three.

Unsurprisingly there are more similarities than differences when comparing the trio’s specification sheets. All come standard with front foglights, a reverse-view camera, cruise control, manual air conditioning, a six-speaker audio system with Bluetooth phone connectivity and audio streaming, AUX and USB inputs, clever Pandora internet radio integration, and premium steering wheel and gear lever coverings. All also get alloy wheels, though the Corolla is unique with its 17-inch rims (3 and i30 get 16s), and all get central touchscreens, though the Hyundai’s 5.0-inch unit looks tiny compared with the 7.0-inch displays of the Japanese duo. The i30’s small screen is also the only one to miss out on satellite navigation, which is one of the car’s biggest disappointments. Hyundai counters by uniquely equipping the Active X with ‘leather-appointed’ upholstery, which isn’t quite the real deal, but looks more premium than the standard cloth in its rivals, and a

full-size alloy spare wheel (the others get space-savers). The Corolla is the only one of this bunch with auto on/off headlights and the internet-linked Toyota Link system, which provides access to a number of app-based online services that can find nearby fuel stations, access weather forecasts, and (for a $2.97 per use fee) connect drivers with an operator to help find a destination and then download it to their navigation system. Standard in the other two but absent from the Corolla SX are rear parking sensors. Unique to the Mazda 3 Maxx is the brilliant commander rotary dial, which allows for easy control of the MZD Connect infotainment system without needing to reach for the screen. The system offers

expanded internet radio integration to include Stitcher and Aha, as well as a CD player to match the Corolla (the i30 gets a media ripping and storage function instead). Pushbutton start is another tick for the Mazda, which really only misses out on a driver’s knee airbag in this company. The well-priced Safety Pack pushes the value equation further in the 3’s favour, adding a blind-spot monitor, rear cross-traffic alert system, emergency city auto braking, and an auto-dimming rear-view mirror into the mix. The first big scalp goes to the Mazda here, delivering the best combination of equipment for your cash, while it’s the Hyundai that feels a touch underdone.

WARRANTY, SERVICING AND RUNNING COSTS The Hyundai is in a league of its own for aftersales protection, however. Its five-year, unlimited-kilometre warranty humbles the minimum three-year/100,000km cover offered by Toyota and the three-year, unlimited-kilometre warranty of the Mazda. Hyundai Australia also offers up to 10 years of free roadside assistance if you service your i30 at a Hyundai dealership, where the others charge extra as soon as you leave the showroom. Hyundai and Mazda also provide lifetime capped-price servicing, giving transparency about exactly how much you’ll be asked to fork out at any given interval. Toyota

REVIEW

doesn’t offer the same service price guarantees after the first three years of ownership. Assuming the Australian average 15,000km mileage per year over those three years, it’s the i30 that’s cheapest and easiest ($747 for three services), undercutting the Corolla ($840 for six services) and smashing the Mazda 3 ($1230 for four services). The 3 Maxx bounces back at the bowser by being the most fuel efficient car here. Boasting an official combined cycle fuel consumption figure of 5.8 litres per 100 kilometres, it uses 5 per cent less fuel than the Corolla SX and more than 20 per cent less than the i30 Active X. Assuming again that 15,000km per year mileage and an unleaded fuel price of 140 cents per litre, the Mazda will cost $1218 to refuel per year, versus $1281 for the Toyota and $1533 for the Hyundai. Even with these higher fuel costs factored in, it’s clear the Hyundai reverses the standings for ownership considerations, with the Mazda the least impressive and the Corolla again somewhere in between. BOOTS AND BACK SEATS The Hyundai puts more points on the board behind the B-pillars. Not only is its boot the only one to store a full-size spare beneath its floor,

it’s also the largest by some margin. There’s 378 litres of space available with the rear seats in place, versus a modest 308L in the Mazda 3 and a substandard 280L in the Corolla, which is embarrassingly 6L tighter than the size-smaller Toyota Yaris hatchback. The i30’s boot is also the only one with a 12-volt port for powering and charging electrical items. All three feature 60:40 split-folding rear seats, though only the Hyundai’s seat bases flip up to maximise the storage space on offer with the seatbacks pushed forwards. The Hyundai’s is best second row of the bunch, too. Its long, wellangled seat base provides good under-thigh support and is soft and comfortable, while the South Korean also offers a smidge more headroom

and matching kneeroom. The Corolla and Mazda 3 both have flatter, shorter seat bases, though they do get a centre armrest with cup holders that the i30 lacks. The 3’s back seat is slightly more comfortable than the Corolla’s, though it’s high window line may restrict the view out for small kids. DRIVER’S SEAT, INSTRUMENTS AND INFOTAINMENT It’s a different story up front, where Mazda’s designers have created the most driver-centric cockpit of the trio. The 3’s low-set, supportive seat gives the first hints of the hatch’s inherent sporting nature, while racy red stitching, carbonfibre-patterned plastic and satin metal highlights on the steering wheel and beyond add style to the substance.

Few familiar with the Corolla’s cabin prior to its facelift could do anything but praise its updated interior. The new touchscreen integrates far more elegantly into the revised centre stack that’s swathed with classy piano black plastic and offset by crisp, ice blue instrument lighting. Body colourmatching orange seat material and stitching look less out of place inside the refreshed Corolla than you may think, with the Scion-inspired SX variant undoubtedly the sportiest looking inside and out of the three assembled for this test. The i30’s cabin lacks the personality of the Corolla and 3, and the smaller, sans satnav screen makes it appear the most downmarket of the three. Fortunately, it pleases in a more utilitarian sense with a simple, user-friendly layout and impressive material quality. Hyundai has put effort into the finer details as well as the basics, with the i30 boasting the greatest use of soft-touch materials (including a top-notch roofliner) as well as the biggest storage bins, boxes and beverage holders. Unfortunately, however, you sit on rather than in the plump driver’s seat, though it is at least very soft and quite comfortable.

Some little things will niggle the more tech-connected drivers about the i30, such as the necessity to have your phone plugged in via USB to access Pandora through the screen, and the fact that you have to take your left hand off the wheel to answer and end phone calls. The Corolla’s app-based system is the most feature-packed, but also the most complex, requiring you to download a smartphone app and login using the VIN and other details on each phone you want to use to unlock its best functions. And while presenting clearly, the screen’s graphics also look a bit dowdy and old in today’s high-res, iEverything world. In contrast, Mazda’s MZD Connect system nails it on pretty well every front. The floating tablet screen looks neat and modern, and the rotary controller dial positioned perfectly on the centre tunnel makes navigating it a cinch. There’s no app downloading, no logging in and no cable connecting required – just pair and go. It’s the best infotainment system from a non-premium manufacturer on the market, and one half of what makes sitting behind the Mazda 3’s steering wheel such an enjoyable experience.

ENGINE AND TRANSMISSION The other half may take place out of sight, but is no less tangible. It begins with the Mazda 3 Maxx’s 2.0-litre four-cylinder petrol engine, which, along with being the most fuel efficient as we saw earlier, is also the largest and most powerful here, producing 114kW at 6000rpm and 200Nm at 4000rpm. The Skyactiv engine’s refinement stands out in this company, revving cleanly and quietly as it accelerates, contrasting most markedly with the Hyundai’s noisier, coarser 1.8. Even better is its six-speed automatic transmission, which shifts quickly and intuitively, impressing particularly in its eagerness to downshift when driving up and down hills and when braking. Driving more enthusiastically reveals even more depth, as the transmission adapts to your inputs, holding onto ratios in a ‘sport mode’-like fashion. Its manual mode is also the only one that will hold ratios against the rev limiter and the only one with its gear lever oriented correctly (pull to upshift, push to downshift). The Hyundai i30 Active X has the least remarkable powertrain of the trio. Producing 107kW at 6500rpm and 175Nm at 4700rpm, it claims a narrow advantage over the Corolla’s

REVIEW

equally sized engine on paper (103kW at 6400rpm, 173Nm at 4000rpm) but it doesn’t translate on the road. Across its rev range it lacks the punch of the Toyota, which feels more on par with the Mazda for engine performance. It’s aided admirably by it six-speed auto, which intelligently hangs onto gears or kicks back to lower ratios to keep the engine spinning in the better-performing regions of its rev range. It’s one-dimensional compared with the Mazda’s shifter, however, with a calibration that’s skewed heavily towards economy rather than sporty driving – which would be much easier to swallow if the i30 wasn’t the least fuel efficient car here. That the Toyota Corolla SX has both the sportiest styling and the rortiest engine on this test should go some way to shaking the whitegoodson-wheels image shamelessly embodied by the latest model’s nearest ancestors. It’s punchy down low and sounds the best of this bunch when revved hard. Like the other two gearboxes, the Corolla’s continuously variable transmission partners well with its engine. Cleverly, it features ‘steps’ to mimic gear changes of a conventional automatic, meaning it

largely does away with the dreaded drone common among its breed. Fuel consumption figures recorded on test mirrored the official podium, with the Mazda using 8.2L/100km, the Corolla 9.0L/100km and the i30 9.1L/100km. STEERING, RIDE AND HANDLING Recently tweaked steering and suspension can’t help lift the i30 above bronze in the dynamics stakes either. In urban environs it feels heavy-footed, thunking over road joins and falling loudly into holes, and picking up bumps and inconsistencies on coarse surfaces. Out of town it exhibits better bump absorption (though the suspension rebound is a bit bouncy) and the ride becomes more settled the higher your speed. The i30’s steering feels slower than its rivals’, and there’s less accuracy and clarity when turned in to corners. There’s little sense of connection to the road, and despite offering reasonable grip, its Hankook Kinergy Eco tyres howl around bends, particularly on smooth surfaces.

Much more engaging is the Corolla, which thanks to its recent mechanical overhaul is decidedly more fun to drive than before. The light, sharp steering is excellent on smooth roads, though demands more correction over rougher roads. On those bumpier roads the ride can be a bit fidgety – a trait at least partially attributable to its low-profile Michelin Primacy HP tyres. The thinner rubber is the best here, however, delivering a confident connection with the road in most conditions. For the best all-rounder, though, it’s impossible to go past the Hofu hatch (for those unsure, its production source, not its Urban Dictionary definition). Though firm around town the Mazda 3’s ride is far from uncomfortable, and soaks up bigger bumps with aplomb. Those so inclined will also be treated by the inherent ability of the 3’s chassis, which is a sweet bonus in an unassuming small car. The suspension is the most settled and compliant of the three, while the accurate, consistent steering is also

MAZDA 3 BREAKDOWN

TOYOTA COROLLA BREAKDOWN

CARADVICE RATING 8 / 10

CARADVICE RATING 7.5 / 10

TOYOTA COROLLA BREAKDOWN

CARADVICE RATING 7.5 / 10

PERFORMANCE & ECONOMY

8/10

PERFORMANCE & ECONOMY

CABIN SPACE & COMFORT

8/10

CABIN SPACE & COMFORT

7/10

CABIN SPACE & COMFORT

TECHNOLOGY & CONNECTIVITY

9/10

TECHNOLOGY & CONNECTIVITY

8/10

TECHNOLOGY & CONNECTIVITY

7.5/10

PRICE & FEATURES

8/10

PRICE & FEATURES

7.5/10

PRICE & FEATURES

7.5/10

RIDE & HANDLING

8/10

RIDE & HANDLING

7/10

RIDE & HANDLING

7/10

7.5/10

PERFORMANCE & ECONOMY

6.5/10 8/10

VERDICT

the best here: clearer than the i30, while not as reactive as the Corolla. The Mazda delivers the best connection to the road, sitting flattest through corners and remaining controlled over mid-corner bumps (despite its modest Toyo Nano Energy tyres), while its brakes are

more confident than the Hyundai’s and not as grabby as the Toyota’s. It may not quite match the Volkswagen Golf or Peugeot 308 for overall dynamic sophistication or driving fun, but in the context of this comparison, the Mazda 3 boasts a skill set the others can only applaud.

There’s little wonder the Toyota Corolla, Mazda 3 and Hyundai i30 sell in such big numbers across the country; they’re all hugely competent, and each has its own unique qualities unrivalled by the others. As such it’s a tight podium that – depending on your priorities – could be subject to some shuffling. For us, the i30 doesn’t quite do enough to defy its thirdplace sales ranking. It may lead the way for purchase price, aftersales protection, boot space and rear-seat comfort, but its lack of some equipment and its comparatively generic interior, combined with a merely adequate drivetrain and uninspiring dynamics leave it off the pace of the more rounded Japanese pair. (Hyundai’s occasional $21,990 driveaway sale price makes the Active X auto a bargain, however, so go and pester your dealer if you think it’s the one for you.)

REVIEW 6 OCT 2015 www.motormag.com.au

MAZDA 3 SP25 REVIEW MAZDA OZ HIT THE JACKPOT WITH THE LAST GENERATION 3, LOCAL SALES ACCOUNTING FOR ALMOST 10 PER CENT OF THE 3.8 MILLION SOLD GLOBALLY SINCE 2004.

his was cause enough to send CEO, Masamichi Kogai, Down Under for the launch of the crucial third-gen successor, which sprouts, mini-me-like, from the gorgeous Mazda 6’s Kodo design mould. That’s observation, not opinion. Fact is, the new 3 continues with the same ‘right stuff’ that’s made contemporary Mazda product so red hot in Aussie eyes, an X factor that continues to confound rival carmakers/importers. Funny that, because it’s a straightforward formulae: offer drop-dead styling and bundle into it a high level of perceived value for the

pricetag. No black magic required. The key word here is ‘perceived’. You see, much like the current 6, the new 3 presents well, but reveals itself as merely good rather than exceptional as some enthusiastic reviewers will have you believe. Holistically, it’s much closer to being a sexy Corolla substitute than a cut-priced Golf competitor. The 3 does, however, match Corolla punch for punch, dollar for dollar, in its six 2.0-litre variants, priced between $20,490 and $27,490. It has superior outputs of 114kW/200Nm, too, though performance when mated to either a six-speed manual or auto

is merely adequate. However, the more characterful and rortier 138kW/250Nm 2.5 can be had for $25,890 as a basic SP25 manual – easily the sweet spot in the range. Handling wise, the chassis is surefooted and confident. Mazda really spruiks the 3’s steering talent but it’s good rather than great. The ride is a bit firm, though pitch it in hard and body roll is pronounced. It’s reasonably well behaved on the road, but with room to play the SP25 loves to oversteer. As a hot hatch proposition, the top-spec 2.5-litre SP25 Astina, at $38,198 in auto form, is not a patch on Wolfsburg’s benchmark GTI.

And Mazda says there are no plans for a turbocharged MPS version in this generation. The interior design is slick and sporty, its updated infotainment system superior to the low-rent Mazda 6 stuff. It creams a Focus, but lacks the materials and execution of a VW. Remove sporting aspirations from the equation, as most buyers will, and the new 3 certainly runs towards the front of the small-car pack. But itâ&#x20AC;&#x2122;s not the new messiah, despite the fact that it looks like one. And will no doubt sell like one. SPECS ENGINE 2488cc inline-4, DOHC, 16v POWER 138kW @ 5200rpm TORQUE 350Nm @ 3250rpm WEIGHT 1302kg (sedan) 0-100KM/H N/A PRICE $25,890

REVIEW 9 FEB 2016 www.goauto.com.au

MAZDA6 GETS SAFETY BOOST

I-ACTIVSENSE SAFETY TECH ADDED AS STANDARD ACROSS MAZDA6 RANGE.

azda has updated its Mazda6 mid-sized sedan and wagon line-up with a selection of i-Activsense safety equipment now available as standard rangewide, but pricing of upgraded variants is unchanged. Blind sport monitoring (BSM), rear cross traffic alert (RCTA), forward smart city brake support (SCBS-F) and automatic dimming rearview mirror are now included as standard on all Mazda6 variants, aligning with the top-of-the-range Atenza, which has been available with the kit from launch. In addition to the extra equipment added to all variants below Atenza, the mid-range Touring and GT

also get rearward smart city brake support (SCBS-R). In recognition of the no-cost addition to the rest of the range, Mazda has reduced the price of both Atenza Mazda6s with the petrol version down by $1030 and the diesel costing $1380 less than preupdate versions. The pricing restructure affects both sedan and wagon versions of the Mazda6 flagship, kicking off the four Atenza variants from $45,390 before on-road costs. Diesel Atenza sedans now cost $48,240, while both wagon Atenzas attract a $1300 premium over sedan equivalents. Mazdaâ&#x20AC;&#x2122;s BSM system monitors other vehicles in close proximity

to the car and illuminates an LED warning in the door mirror. If the driver ignores the warning and indicates to move in the direction of the hazard, as second audible warning is issued. RCTA uses the same array of radar sensors to detect if other vehicles are approaching when reversing out of a parking space or junction, and SCBS will apply the brakes if it senses a forward or rear collision is imminent. The safety system additions join seven airbags, dynamic stability control, emergency stop signal and hill-hold assistance, which have been available for all grades of the Mazda6 since launch.

Mazda Australia marketing director Alastair Doak said the safety update boosts the appeal of the Mazda6, which is already Australia’s third best-selling mid-sized passenger car and the nation’s second favourite under $60,000. “If you are in the market for an extremely safe, stylish, dynamic and highly sophisticated car that comes without the price tag, then it is hard to go past the Mazda6,” he said. “The Mazda6 has an array of cutting edge i-Activsense safety features that are now standard across the range. Even better is that they come at no added cost... It’s a value proposition that is difficult to ignore.” SAFE BET The Mazda6 sedan and wagon range now has more driver assistance and safety systems as standard, with mid-range GT variants benefiting from the biggest boost.

REVIEW 21 JAN 2016

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MAzdA Cx-3

The mosT driver-focused compacT suv To daTe, wiTh some perplexing inconsisTencies ThaT blur The lines

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“CX-3 is easily the most fun thing to drive in its Class” Toby hagon

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body Type 5-door wagon, 5 seats Boot capacity 264 litres Weight 1193 – 1368kg driveTrain Layout front engine (east-west), FWD/AWD

Engines

1499cc 4cyl turbo-diesel (77kW/270Nm); 1998cc 4cyl (109kW/172Nm)

Transmissions

6-speed manual; 6-speed automatic

chassis Tyres 215/60R16 – 215/50R18 ADR81 fuel consumption 4.8 – 6.7L/100km 125 – 151g/km

Collision mitigation ✔ Crash rating 5-star (ANCAP) Prices $19,990 – $37,690

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aZda has finally cracked it. every small suv to date has in some way fallen short. some, like the honda hr-v and renault captur, are nearly there. but only one is good enough to break through. welcome the engaging, involving, and interesting cx-3. using much of the same ‘skyactiv’ drivetrain and chassis tech as 2014’s coTy finalist, the 2 supermini (see breakout), the Japanese-built crossover has managed the near-impossible – a striking, stylish shape without packaging compromise. as the cx-3 shares the same 2570mm wheelbase as the 2, rear-seat space isn’t palatial. but smart thinking ensures comfortable seating for four adults (or three kids out back). cargo capacity isn’t too bad, either, though the honda hr-v obliterates the small-suv field for packaging flexibility. moving forward, the funky dash is arguably mazda’s best, with exceptional attention to design, layout, quality, and functionality. it’s all about ease, clarity, practicality, and minimal distraction, with a sporty flavour that permeates the entire vehicle. and then there’s the value of the $19,990 base neo manual. in one fell swoop, the best in class is also the cheapest. it’s no stripper special either, with strong 2.0-litre performance, a slick six-speed manual, five-star safety, a seamless idle-stop system, cruise, rear sensors, and bluetooth. find another $1030 and you’ll also score (low-speed) aeb, rear cross-traffic alert, and blind-spot monitoring. but it’s the $22,390 cx-3 maxx, with standard sat-nav, mZd connect multimedia, alloys and a leather steering wheel, that shines brightest for value. mazda is also showing the way by offering the luxury of choice. as well as the aforementioned manual, there’s all-wheel drive, and diesel, too – 17 variants in total. you can order colourful interior trim, 18-inch alloys, a sunroof, and head-up instrument display with sat-nav directions. nothing in this class comes close. bravo, hiroshima. choosing awd also nets you a free suspension upgrade – to a de dion rear end, instead of the class-norm torsion beam. which segues nicely with another cx-3 advantage – driving delectation. its chassis is built to please, whether you’re

pottering around in the urban jungle, or tearing up lang lang. no matter what version, the electric rack-and-pinion steering offers a weight, response, and fluidity alien to most suv alternatives. stick with the standard 16-inch wheel/tyre package, and you’ll also enjoy commendable ride comfort. move to the awd and there’s a tangible increase in grip and poise. Trust us, you can keep up with an mx-5 through twisty bits without coming a cropper. so it’s a minor tragedy you can’t have an awd cx-3 with mazda’s brilliant manual ’box. if all this sounds like a coTy shoe-in, it’s worth remembering that while the cx-3 outsmarts most suvs for dynamics, issues do still exist. perhaps the most infuriating is the noise intrusion from the 2.0-litre petrol engine. above 4000rpm it roars and vibrates, undermining refinement significantly. That wouldn’t be such an issue if there was loads of low-down torque to rely on, but there’s a low-rev tractability hole. and the engine’s nvh issues are inconsistent. our frontdrive petrol maxx manual was noticeably less vibey than the petrol sTouring awd also at coTy. predictably, while the 77kw/270nm 1.5-litre turbo-diesel is much quieter in operation, it too can be sluggish at take-off speeds. so while we’re glad mazda offers engine choice, both have downsides. at least they’re exceptionally economical. Just as flummoxing is the cx-3’s busy ride quality on the larger of the two wheel packages. choosing the 215/50r18 rubber is a recipe for a stiff-legged suspension tune that undoes some of the seating’s great work. conversely, the bridgestone Turanza 215/60r16s on base front-drivers are slip prone in the wet. whichever tyres are fitted, broken surfaces can elicit some rack rattle and cushion vibration. finally, while we’re still on undulating or bumpy roads at speed, the nose tends to bob around. it varies according to front-drive or awd, with the latter showing more consistency, but the lack of front damper phasing can be disconcerting. in the end, it was inconsistent refinement and patchy ride issues that held the cx-3 back from progressing to coTy’s final round. That doesn’t diminish the boundaries it pushes compared to its rivals. by a clear margin, mazda’s crossover is our favourite baby suv. byron mathioudakis

“the Cabin feels really solid, espeCially over rough roads” alex inwood

2 inTo 3 It’s not simply a case of ‘honey I blew up the 2’. Extensive work underneath the Kodo-styled skin transitions the SkyActiv-based citycar platform into the CX-3. Given the need for greater stiffness and SUV durability, a range of high- and ultra-high-tensile steel has been used without adding more weight. The monocoque chassis uses straightframe construction for rigidity, while CX-3’s front and rear suspension mounts directly to the underbody. It’s a bit of Zoom Zoom for the SUV boom.

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REVIEW 25 JAN 2016 www.carsguide.com.au

2016 MAZDA CX-3 AKARI REVIEW | ROAD TEST THE MAZDA CX-3 MIGHT HAVE BEEN BEATEN TO THE MARKET BY NISSAN, RENAULT, HONDA AND HOLDEN, BUT ITS LATE ARRIVAL DOESN’T SEEM TO HAVE DONE IT ANY HARM AT ALL. THE MINI-SUV JOINS A MAZDA LINE-UP OF CARS THAT IS HANDING OUT BLOODY NOSES TO ITS RIVALS USING A COMBINATION OF LOOKS, PRICING AND SPECIFICATION.

he CX-3 fits right in with the rest of the range while hopefully bringing with it the CX-5’s superior dynamics in a smaller package. VALUE There’s a slightly bewildering array of CX-3s, powered by either a 2.0-litre SkyActiv petrol or a 1.5-litre turbodiesel. You can have a bare-ish bones manual front-wheel drive Neo for $19,990 or blow almost double that on an all-wheel drive Akari automatic. The big seller is the Maxx AWD at around $27,000, give or take a few bucks depending on transmission.

We landed ourselves the top-level Akari. This trim level is available with both engines, manual (petrol only) or auto and either driving the front or all the wheels. Our auto Akari front-wheel drive petrol weighed in at $33,290. This includes 18-inch alloys, a six-speaker stereo with USB and Bluetooth, rear view camera and reversing sensors, keyless entry and start, cruise control, LED fog lamps and headlights, sat-nav, heads-up display, power everything, auto wipers and headlights, leather trim, (tiddly) sunroof and comprehensive safety package. There’s just one option (the safety

package is optional in lower trims), the evergreen bargain that is the $200 Soul Red metallic paint. DESIGN Mazda CX-3 hasn’t got a single bad angle to it, especially in this Akari trim with big alloys and plenty of body-coloured exterior parts. It’s lithe and athletic-looking, with a good mix of Mazda’s key design elements while managing to shrink the CX-5 without it looking desperate. Light on the bling and with few unpainted body bits, it also avoids the mini-SUV cliche of trying to look big ‘n’ chunky. There’s a decent palette of colours, our car coming

“IT’S NOT A BAD ENGINE BUT IT DOESN’T SOUND VERY GOOD, WITH AN UNPLEASANT BUZZ GETTING INTO THE CABIN” in the unexpectedly cool ceramic, a colour that changed very subtly with the light and looked like egg shells. Inside is contemporary Mazda, which means clean design and good ergonomics, with a Peugeot-like flair for mixing textures to keep things interesting. There’s also a Peugeotlike knack for providing an irritating dashboard, in this case Mazda’s central-dial-with-wings that infuriates some in the ‘2 and ‘3 – too-small instruments packed into a big space. Accommodation is adequate if not

expansive, with head and shoulder room lacking a little in the rear, but kids will be perfectly happy. Rear kneeroom is good while there’s enough space to shuffle your feet under the front seat. Sadly, there are no air-con vents back here, which might mean some sweaty times aft. The boot is adequate with a small hatch-like 264 litres (it betters the Mazda 2 by just 8 litres), expanding to 1174 when the seats are dropped. It has a nifty false floor under which you can sling laptops, tablets and

whatever else you want to hide that roughly will fit in a depth of around 10cm. The front seats are very comfortable but unfortunately the lack of armrest – a problem shared with its rival Renault Captur, for instance - makes for a less than appealing long distance proposition. Overall the cabin is light-on for storage. There are only two cupholders for the front and none in the rear, without even an armrest to balance drinks on - though that might

REVIEW

SPECIFICATIONS PRICE FROM $33,290 THIRST 6.1L/100km, 146g/km CO2 Tank 48L SEATS 5 WARRANTY 3 years/unlimited SERVICE INTERVAL 12 months/10,000km ENGINE 1.998L 4-cyl unleaded, 109kW/192Nm TRANSMISSION Automatic, FWD TRANSMISSION 6-speed man/auto; RWD TURNING CIRCLE 10.6m diameter DIMENSIONS 4275mm (L), 1765mm (W), 1550mm (H)

be just as well… Don’t get too excited about the head-up display, either – it’s projected onto a tiny retractable blade of glass and isn’t especially helpful but does mean you don’t have to use the silly main instrument panel to check your speed. SAFETY Six airbags, blind spot sensor, brake assist, stability and traction controls, rear cross traffic warning, collision mitigation forward and reverse, brake force distribution, ABS, hill holder, lane departure warning. The CX-3 earned five ANCAP stars. FEATURES Mazda’s MZD-Connect takes pride of place on a 7.0-inch screen bolted onto the dashboard. It’s controlled by either touching the screen or with a rotary dial on the console, which is both refreshing and bewildering. Like the Holden Trax it can connect

to your phone’s various conforming apps such as Pandora, but has its own sat-nav. ENGINE The Akari’s front wheels are propelled by Mazda’s SkyActiv-G (as in gasoline) 2.0-litre naturallyaspirated four cylinder, good for 109kW and 192Nm, from standard unleaded. With i-Stop (stop-start), and a six-speed automatic transmission, Mazda claims a combined average of 6.1L/100km and a 0-100km/h time of just under nine seconds. DRIVING Let’s start with the weakest link in the CX-3 and that is the engine. It’s not a bad engine but it doesn’t sound very good, with an unpleasant buzz getting into the cabin when you’ve got even mild throttle on. Its 109kW is a bit weedy compared to similarlysized rivals (or, more to the point,

smaller turbos) and the torque figure is merely competitive. It doesn’t have to be a rocket, no, but it could have a bit more oomph and should be quieter than the naturally aspirated Holden Trax. Secondly, if you don’t like a firm ride, the CX-3 is not for you. But... That firm ride means it’s the best handling small SUV on the road. Like big brother CX-5, it’s terrific fun to chuck around when you’re on your own, with great grip from the front tyres and flat cornering – it’s worth noting this is lowest slung of the mini-SUV crowd. The Akari’s big wheels and fatter rubber make sure there’s unlikely to be anything going wrong unless you get really silly and the subtle interventions from stability and traction controls build further confidence. Of course, nobody really does that with a CX-3. To drive around the suburbs, the keen steering is great for darting in and out of gaps in the traffic and the quick-ish rack means you won’t be twirling your arms parking. The transmission is well-suited to the task, but don’t bother with sport, it’s a waste of time. Let the computer get on with the job without telling it to hold a gear for too long. It just gives you a headache.

VERDICT It doesn’t have the most room (that goes to the HR-V) and it’s not the cheapest (Trax Turbo LTZ wins that one), but it’s an excellent all-round proposition, is arguably the best-looking (by miles). In two-wheel drive form, is competitively priced as well as having tons of safety features. The CX-3 really only loses a half star for the slightly weedy feeling and sounding engine and relative lack of space. The rest of the package is great – plenty of gear, good safety spec and the best dynamics out of the lot of them. Audi’s Q2 will want to be good to tempt away buyers who like to drive.

WHAT WE LIKE ® Great looks ® Terrific interior ® Excellent handling WHAT WE DON’T ® Weedy performance from 2.0 ® A bit noisy ® Top-of-the-range expensive

REVIEW 6 NOV 2015 Herald Sun, Melbourne

FAMILY FAVOURITE

f all the cars in all the SUV categories in Australia today, we recommend the Mazda CX5the most. The sales numbers back us up, as it’s still the country’s favourite SUV despite the recent arrival of the smaller CX-3 that is more suitable for younger buyers and nibbling at the edges of the CX-5’s appeal, eroding some of its monthly sales results. What makes the CX-5 so good is that it is designed as a modern family car, with smart pricing from $27,190 and a back- up plan that leverages Mazda’s quality reputation in Australia with capped-price servicing and a three-year warranty. It also gets everything from a standard reversing camera to a choice of three engines and either front- or all-wheel drive. The CX-5 was given a minor facelift and tweak at the start of the year,

just to keep it fresh and combat more recent opponents including the allnew Hyundai Tucson. It’s the arrival of the Tucson that drives a CX-5 back into The Tick assessment, to check that the Mazda has not been overrun or overdone by the impressive Hyundai or other long-term rivals including the Ford Kuga, Subaru Forester, Nissan X-Trail or even the completely revised BMW X1 that’s now bigger and more suitable for proper SUV family work than the original with the same name. The bottom line is simple: the CX-5 still rules. Lined up head-to-head with the Hyundai it only loses on two fronts, suspension tuning and interior space. I can feel the difference that local suspension tuning makes to the Tucson at any time on any surface, while the South Korean

cabin looks and feels a bit more roomy thanthe Mazda. Mazda could learn some important lessons if it matched the local tuning work by Hyundai and Kia, which set the import benchmark on things like body control, cornering grip, steering feedback and noise isolation. They build cars which are enjoyable to drive as well as comfortable for long-haul trips along the worst of Australia’s roads. But enough about Kia and Hyundai, because the CX-5 is the car we have and the car to have. This one is a Maxx Sport with all-wheel drive and a 2.5-litre petrol engine. That means the price runs way up to $35,790, but I can see a lot of people — including defectors from the all-wheel drive world at Subaru — ticking the boxes to lift the specification and price to $40,000 on the road.

The basics are as good as I remember, and it’s good to get into the 2.5-litre engine. It’s not as perky as I expect and there are no flappy paddles for sports shifts, but once I tweak the Sport button on the centre console it comes alive. So the baseline setting is all about fuel economy and low emissions, which also means a stop-start system that helps drop my short-haul result to about 9 litres/100km. It could be better, I’m sure, without resorting to some Sports running to make time in the morning commute. The CX-5 sits easily at suburban speeds and is just as good on the freeway, where it’s quiet and comfy. As I’ve said, the ride is not as plush or controlled as a Tucson or Sportage but it rides well enough, even on 18-inch alloys. I’d like some extra support in the shaping of the seats, but the leather-wrapped wheel is great and reminds me of the in-built quality. That’s obvious in the sound insulation but also the soft-touch plastics and even the finishing of the seat trims, which is a cut above a South Korean car. The infotainment screen could be bigger, but it’s an “old school”

installation that sits in the dash instead of being supported, tabletstyle, to allow for a bigger screen and easier updating. The CX-3 and even the new MX-5 show the latest Mazda thinking on that front. Loading the CX-5 with kids and toys, I’m liking the luggage space and the flexibility and the available space. The six-year old and his mate are not cramped and we have lots of stuff on board. But there’s a space-saver spare that cannot be upgraded to a fullsized unit because of the boot design and the maximum tow rating is only 1800kg. That probably means it’s restricted to jetskis, a pop-up trailer or a couple of motorcycles. Still, those are minor things and most people are using their CX-5 for the sort of jobs which used to be the stock-in-trade of a Commodore or Falcon. With a new Holden also in the driveway this week I can see and feel the advantages of the Commodore in cabin space and ride comfort, but the Mazda is the pick for flexibility thanks to the SUV back end. It is the car for today and beyond and an easy pick for The Tick.

AT A GLANCE PRICE $35,790 WARRANTY 3 years/unlimited km CAPPED SERVICING yes, $924 for 3 years SERVICE INTERVAL 1 year/10,000km SAFETY 5-star ANCAP ENGINE 2.5-litre 4-cyl petrol; 138kW/250Nm TRANSMISSION 6-spd auto, AWD THIRST 7.5L/100KM DIMENSIONS 4540mm (L), 1840mm (W), 1710mm (H), 2700mm (WB) WEIGHT 1571kg SPARE space saver TOWING Braked: 1800kg, unbraked: 750kg

REVIEW 19 DEC 2015 Weekend West, Perth

CX-5 STILL THE MVP OF SUVS

SUPER-COMFORTABLE AND The key to the CX-5’s success is in its flexibility; others may do FLEXIBLE MAZDA HAS individual things slightly better SPACE AND REFINEMENT PLUS IT’S A JOY TO DRIVE. but the CX-5 does everything

he CX-5 has been a huge success for Mazda in Australia. Ever since it replaced the CX-7, it has been highly regarded by just about everyone — to the point it has made up 20 per cent of all medium SUVs under $60,000 sold in the country this year.

But it had been a while since I’d driven one and there have been a number of worthy additions to the scene since — namely the impressive Hyundai Tucson, which some car scribes think has surpassed the Mazda as segment MVP. So does the CX-5 still deserve its high praise? Yes it does.

very, very well and has no real weaknesses for a vehicle of its kind. It’s got arguably the nicest cabin in this class without forking out for a German badge on the bonnet; even people who usually couldn’t care less about the cars I drive, like my girlfriend, commented on how nice the interior was. Now, this was no doubt helped by being in the second- top-spec GT variant, which added perks such as heated electric blackleather seats with lumbar support and a nine- speaker Bose stereo. With a price in the realm of $50K after on-roads, you’d want a nice and well-equipped interior; you could say the upper echelons of the CX-5 range — as with the Mazda6 and Mazda3 — are pricey

for a mainstream brand. But you feel like you’re getting what you pay for with the nice stuff and, best of all, what makes the CX-5 great is present throughout most of, if not the entire, range. It’s super comfortable, like slipping on an old shoe, and dynamically while it’s no MX-5, it keeps flat and offers crisp, sharp steering for family guys forced to temper their love of enthusiastic driving. The MZD infotainment system rivals — and in some case, exceeds — those in premium offerings, with easy- to-use console-mounted dials and buttons, clear displays and logical menus. Dimensionally, it proved more than roomy enough for a family of three. After having the CX-3 the week before, the difference between the compact and medium SUV classes was profound. Where

in the CX-3 my 11-month-old was kicking the back of mum’s chair and the boot barely handled the never-ending gear associated with transporting an 11-month-old, the CX-5 easily accommodated all passengers and cargo with room to spare. But the real star was arguably the 2.2-litre diesel SKYACTIV engine. It was quiet and effortless, yet also had ample torque on hand to give a lag-less shove when overtaking. True, it costs $3200 more than the also-

excellent 2.5-litre petrol GT and you need to cover a fair few kilometres free of stop-start traffic to get the most benefit at the bowser (I used 8.5L/100km over a week of mostly urban driving, well up on the claimed 5.7L/100km). But if you’re looking to own the diesel for a number of years, you will likely make up the difference in price — and with the CX-5 being such a quality vehicle, you’ll likely be loath to part with it once you’ve had it in your garage.

COMPETITORS MITSUBISHI OUTLANDER MODEL Exceed DiD PRICE $46,490 ENGINE 2.2-litre four-cylinder turbo-deisel OUTPUTS 110kW/360Nm TRANSMISSION Six-speed automatic THIRST 6.2L/100km NISSAN X-TRAIL MODEL TL PRICE $46,580 ENGINE 1.6-litre four-cylinder turbo-petrol OUTPUTS 96kW/320Nm TRANSMISSION Six-speed manual THIRST 5.3L/100km TOYOTA RAV4 MODEL Cruiser PRICE $48,490 ENGINE 2.2-litre four-cylinder turbo-diesel OUTPUTS 110kW/340Nm TRANSMISSION Six-speed automatic

VERDICT

THIRST 6.5L/100km

After test-driving other medium SUVs, the CX-5 will still likely be very close to the top of most buyers’ lists.

LOWDOWN MAZDA CX-5 MODEL GT PRICE $46,590 ENGINE 2.2-litre four-cylinder turbo-diesel OUTPUTS 129kW/420Nm TRANSMISSION Six-speed automatic THIRST 5.7L/100km

REVIEW 26 FEB 2016 www.carsguide.com.au

2016 KIA SPORTAGE, TOYOTA RAV4 AND MAZDA CX-5 AWD REVIEW SUVS ARE ON TRACK TO OVERTAKE PASSENGER CAR SALES FOR THE FIRST TIME IN AUSTRALIAN AUTOMOTIVE HISTORY.

ales for SUVs grew by a staggering 19.5 per cent in January, while passenger car deliveries dropped by 11.5 per cent. The appeal? Taller driving positions, better comfort, more cargo room -- and being easier to simply get in and out -- are all factors in the SUV fad. The majority of sales are of the more affordable front-wheel-drive versions, which are indistinguishable apart from the badges. They are used mostly as high-riding hatchbacks. But we thought it was time to get reacquainted with the all-wheeldrive versions of the two latest arrivals -- the all-new Kia Sportage and the recently facelifted Toyota RAV4 -- and line them up against the benchmark and class leader, the Mazda CX-5.

We selected the petrol variants, because in this class and with the new levels of petrol engine efficiency, diesel doesn't make as much sense as it does in the bigger SUV categories. KIA SPORTAGE The starting price for a petrolpowered all-wheel-drive Kia Sportage has climbed by $9000 with the arrival of the just-released new model. The top-of-the-line Kia Sportage Platinum petrol starts at $43,490 plus on-road costs. Metallic paint adds $520. Kia has chosen to rationalise its all-wheel-drive range and add front-drive petrol models at the more affordable end of the scale (see breakout).

Which is why the Kia is $8200 dearer than the Mazda CX-5 and $6500 dearer than the Toyota RAV4 tested. For that, though, you get the works. The Kia Sportage Platinum comes loaded with a satellite navigation, panoramic glass sunroof, leather seats with electric adjustment for driver and front passenger, sports steering wheel, wireless phone charging, larger alloy wheels, a full size spare, HID headlights and LED foglights and rear privacy glass. The Platinum also gains the full suite of Kia safety technology, including blind spot warning, lane departure warning, automated parking, and automatic emergency braking. Then there is Kia's formidable

and industry-leading seven-year, unlimited kilometre warranty. Downsides? The price of capped price servicing climbs dramatically after three years (the fourth year service alone is $747), and the safety tech is not available on lesser grades, as it is on the Toyota and Mazda. The quality of the materials is excellent, the instrument display (with a digital speedo in the middle, the only one here with this convenience) is bright and clear, and comfort in general is excellent. As with all these SUVs, the Kia has ample oddment storage in the doors, centre console and glovebox. But it has the smallest cargo area among this trio, in part due to its sloping roofline. The Kia felt slightly more surefooted than the others on the dirt, but around town and on freeways was on a par. Overall, the Kia Sportage Platinum is another step forward for the brand, even if it is slightly less of a revelation than the reigning CarsGuide Car of the Year, the Kia Sorento seven-seater. TOYOTA RAV4 This is Australia's top-selling SUV of all time, even if it currently ranks third on the sales charts.

There are more than 250,000 RAV4s on Australian roads; the facelifted model with sharp new looks arrived in late 2015. Toyota, the king of off-road, has dramatically increased the number of models and options within the RAV4 range. If this particular one's not for you, there is bound to be another to suit. We have the $36,990 RAV4 GXL, the second model up in the AWD petrol range, distinguished by fancylooking 18-inch alloy wheels that we thought were optional at first. While the RAV4 gained a new nose, the changes to the interior are more subtle. Standard equipment is fairly basic, including dual zone air-conditioning, rear privacy glass, a sensor key, rain sensing wipers and fog lights. A rear view camera is standard but navigation is optional on the GXL. At least Toyota spent some time and money fettling the suspension to make it handle bumps and bends a little better. It's a shame more wasn't able to be done to block tyre noise from entering the cabin. On the plus side the RAV4 is by far the roomiest here and has the biggest cargo area, the cheapest capped price servicing (although visits are 6 months/10,000km,

whichever comes first), and has the highest ground clearance of this trio, should you venture beyond a fire trail. The lack of a full-size spare wheel is the only significant downside to the RAV4. But it's not alone in this regard. MAZDA CX-5 This is Australia's favourite compact SUV for the past three years in a row. Mazda gave the CX-5 a minor makeover in January 2015, with a nip and tuck on the nose and a slightly revised interior. As the saying goes, if it aint broke don't fix it. The Mazda needed little to keep it ahead of the pack. But 12 months on and the Mazda's rivals have started to close the gap. The CX-5 is still an excellent proposition, but it doesn't have the lead it once had. Standard fare on the $35,790 CX-5 Maxx Sport tested includes the same equipment as the Toyota RAV4 GXL but gains navigation as standard. An optional safety pack that includes blind spot warning, rear cross-traffic alert, and automatic emergency braking, adds $1230. The Mazda was the perkiest of the three SUVs in our uphill 0 to 100km/h test (ahead of the Toyota RAV4 and

REVIEW

KIA SPORTAGE PLATINUM

TOYOTA RAV4 GXL

PRICE $43,490 plus on-road costs

PRICE $35,790 plus on-road costs

PRICE $36,990 plus on-road costs

WARRANTY 7 years/unlimited km

WARRANTY 3 years/unlimited km

WARRANTY 3 years/100,000 km

CAPPED SERVICING $1152 over 3 years (fourth year is $747)

CAPPED SERVICING $1362 over 3 years

CAPPED SERVICING $1080 over 3 years

SERVICE INTERVAL 9 months/10,000km

SERVICE INTERVAL 6 months/10,000km

SAFETY 5 stars, 6 airbags

SAFETY 5 stars, 7 airbags

ENGINE 2.5-litre 4-cyl, 138kW/250Nm

ENGINE 2.5-litre 4-cyl, 132kW/233Nm

TRANSMISSION 6-speed auto; AWD

THIRST 7.4L/100km

THIRST 8.5L/100km

DIMENSIONS 4540mm (L), 1840mm (W), 1710mm (H), 2700mm (WB)

DIMENSIONS 4605mm (L), 1845mm (W), 1715mm (H), 2660mm (WB)

WEIGHT 1572kg

WEIGHT 1600kg

SPARE Space-saver

TOWING 1800kg

TOWING 1500kg

SERVICE INTERVAL 12 months/15,000km SAFETY 5 stars, 6 airbags ENGINE 2.4-litre 4-cyl, 135kW/237Nm TRANSMISSION 6-speed auto; AWD THIRST 8.5L/100km DIMENSIONS 4480mm (L), 1855mm (W), 1655mm (H), 2670mm (WB) WEIGHT 1716kg SPARE Full-size TOWING 1500kg

MAZDA CX-5 MAXX SPORT

then the Kia Sportage) but the others are now close to having the measure of the Mazda in twists and turns. The steering in the Mazda feels marginally better and the car feels slightly more planted on the road, but it's a fair bet few will pick the difference between the three in a test drive around the block. On the open road, the Mazda was a little firmer over bumps than the Toyota and Kia, and tyre noise was slightly louder than the others on coarse surfaces. But the Mazda CX-5 is still a class act, with a roomy cargo area and user-friendly interior with ample oddment storage. Downsides? Capped price servicing is done at 10,000km intervals (on average that works out to be every nine months) and there is only a space saver spare in the boot.

VERDICT The Kia Sportage Platinum was the car the judges would have preferred to drive away. It's another step forward for the brand; the seven-year warranty sweetens the deal. But once price is taken into consideration, it's a different result. If Kia had an all-wheeldrive offering at the price of the others, it may have been a different outcome. That leaves the two titans of the compact SUV class: the Mazda CX-5 and Toyota RAV4. Toyota has made marked improvements to the facelifted RAV4, and it's the roomiest here and the cheapest to run. But the Mazda has more equipment for less money and has the edge when it comes to driving enjoyment.

OR PERHAPS A TWO-WHEEL-DRIVE OPTION? Don't want to get off the beaten track, but fancy the looks and comfort of one these three SUVs? Save up to $10,000 by not opting for all-wheel-drive and settle for a slightly smaller petrol engine. The front-drive version of the Kia Sportage (powered by a 2.0-litre petrol rather than the 2.4 AWD) is available in the lower grade SLi trim from $33,990 plus on-road costs. The Mazda CX-5 Maxx Sport front-wheel-drive (with a 2.0-litre instead of a 2.5 AWD) is available from $32,790 plus on-road costs, while the Toyota RAV4 GXL front-wheel-drive (with a 2.0-litre instead of a 2.5 AWD) is from $33,990 plus onroad costs.

REVIEW 25 NOV 2015 www.drive.com.au

MAZDA CX-9 FIRST DRIVE REVIEW

STRONG TURBOCHARGED ENGINE AND CLASSY INTERIOR MAKE FOR A LOWER POWERED BUT BETTER PERFORMING SEVEN-SEATER FROM MAZDA.

here’s something strange about stepping into a car covered in camera-fooling camouflage that looks like it’s been a few rounds with an apprentice spray painter. Inside, too, the meticulously finished dash is covered in sheets of vinyl crudely Velcroed into position. These are the vehicles car makers are usually trying to keep out of the public eye - and motoring writers are top of that list. But today I’ve been handed the keys to one of four prototypes for what is a crucial new model for Mazda, the CX-9. The second generation of the brand’s seven-seat

SUV is an important range-topper for families, and a car that gives Mazda decent exposure in the North American market is was largely designed for. I soon learn the zebra-in-a-blender look is a great way to get noticed in traffic. The irony with these disguises is that they attract far more attention than if the car had a regular paint job, but car makers don’t like running the risk of someone noticing it’s a new model and snapping a perfect photo, which in this social media world could traverse the globe in hours. But it’s not the paint job I’m

here for. It’s the all new body, the completely revised interior and the new turbocharged four-cylinder engine. Through classically thick stop-start Los Angeles traffic the new 2.5-litre four-cylinder turbocharged engine – called SkyActiv 2.5T – asserts itself as a useful device. Taking the four-cylinder plunge was a big move for Mazda in a category where six has long been the norm. Ditto going backwards on power; the CX-9 makes 169kW (or 186kW on premium unleaded fuel) compared with its predecessor’s 204kW.

But the clever work to ensure good response to throttle inputs has paid off, with a meaty thrust of 420Nm of torque available from just 2000rpm. Even below that the CX-9 is muscular and responsive, with the standard six-speed auto nicely calibrated to take advantage of the engine’s low-rev focus. Keep the accelerator pinned and it’s evident there’s not as much to be gained at the upper end of the rev range. The engine won’t rev past about 5100rpm, instead dropping into a lower gear to tap into its torque. And while it delivers more zip, the engine feels more relaxed and forthcoming, regularly relying on its 1500-3500rpm sweet spot. It can be hooked up to a frontwheel drive or four-wheel drive system, the latter using electronics to predict when wheelspin is likely and – in many cases - pre-emptively send up to 50 per cent of the drive to the rear wheels to counter it. In the front-driver there’s so much torque so soon that an enthusiastic dart out of a parking spot or an intersection can elicit a hint of torque steer, where the steering wheel loses some feel as it pulls in the direction you’re turning.

Otherwise, though, the steering is precise and predictable. It’s dialled back some of the alertness of the previous car for a more fluid motion that is relaxed during freeway lane changes or twisting country roads. Not that it completely disguises the CX-9’s bulk. Sure, it’s shed about 100kg but it’s still more than two tonnes in its heaviest guise. Our car’s 20-inch Falken brand tyres (18s will be available on more affordable models) provided more than adequate grip; it’s the front end that will reach its limits first, predictably scrubbing slightly wide as they let out a gentle squeal. By then, though, you’re travelling faster than most, though.

The CX-9 is also the quietest Mazda to date – by some margin. Whereas previously the brand didn’t worry much about quelling road and tyre noise – instead focusing on sharper dynamics and less weight – for CX-9 take two it runs more sound deadening than any other Mazda. It’s no limousine, but is calm enough for relatively tranquil high speed cruises. Similarly, the suspension is comfortable but with some firmness to keep the dynamics crisp enough for the “zoom zoom” marketing tagline. Impressions of the interior were two fold; our heavily disguised test car looked understandably messy

REVIEW

2016 MAZDA CX-9 PRICING AND SPECIFICATIONS ON SALE Mid-2016 PRICE From $45,000 (estimated)

in parts, but there were glimpses of the attention to detail and effort that’s gone into the cabin. A glance around a completed car on a motor show stand the next day confirmed it is an elegant, classy interior that wouldn’t be embarrassed among the luxury brigade. Real wood and metal finishes on more expensive models top it off. Back in our test mule and it was enough to confirm that passenger comfort is excellent in the first two rows. The front seats are nicely supportive yet comfortable. The middle row does without the heavy sculpting for cornering snugness, but there’s loads of leg room when the seat is slid back to its rear-most position. Head room is great, too. The third row is, understandably, a lot tighter, especially for leg room.

But for the kids it’s designed for it’s good in all but one area: ventilation. There are no air vents to that third row, and despite claims by engineers that the second row vents will feed air up and along the roof for those in the back, it’s difficult to see them having anything like the impact of a dedicated outlet inches from your face. Impressively, though, those rear seats have child seat top tether points built in, which is a first among the CX-9’s direct rivals (only a handful of seven-seat SUVs allow child seats in the third row, including the Ford Everest and Audi Q7). Boot space with all seven seats in play is compact, though, and around 20 per cent less accommodating that the model it replaces. The new CX-9 is due in showrooms

ENGINES 2.5-litre four-cylinder turbo petrol POWER 169kW at 5000rpm (186kW when running on premium unleaded) TORQUE 420Nm at 2000rpm TRANSMISSION 6-speed automatic, front- or all-wheel drive FUEL USE NA (estimated at 9.0L/100km)

around July 2016. Expect pricing to start at about $45,000 for the base model. The range will include at least three but more likely four trim levels, with a new flagship model priced at around $70,000 providing a mainstream alternative to more expensive European-badged seven-seaters.

24 NOV 2015 www.carsguide.com.au

2016 MAZDA CX-9 REVIEW | FIRST DRIVE

MAZDA’S FAMILY SUV HAS GONE TO FINISHING SCHOOL. THE NEXT GENERATION CX-9 DUE IN AUSTRALIAN SHOWROOMS IN JUNE 2016 IS ALL-NEW FROM THE GROUND UP AND NOW HAS SOME EXTRA POLISH.

he arrival of the overhauled seven-seater completes Mazda’s visual makeover; all its passenger cars now get the company’s bold grille and squinty headlights. Mazda gave media a preview drive

of the new CX-9 ahead of the Los Angeles motor show last week. Rather than driving it on a race track or an autobahn, for once the test route took in the daily grind, to better reflect real-world use. The two hour test put us in the thick of peak hour freeway traffic and the stop-start snarl of the suburbs. In fact, it’s the same test route engineers embarked on before they started development of the new model. Mazda studied the typical speeds that family SUVs travelled at on the daily commute and school run. They drove their test vehicles, equipped with diagnostics to memorise the data, in school pick-up and drop-off traffic, and in the bump and grind of the drive to

and from work. What they discovered surprised them, although it probably would not surprise anyone who endures this task daily. Family SUVs don’t need a high revving engine, their engines barely rev above 3000rpm and the accelerator pedal is rarely pushed to the floor (except for, say, merging onto a freeway or overtaking). SUVs also need a gentler throttle response. In other words when you push the accelerator pedal, you don’t want the gearbox to suddenly shift down a few gears and the engine to flare up, only to hit the brakes moments later. So Mazda did two things: it developed a brand new engine that delivered most of its torque at low

REVIEW

revs, rather than chase power. It also dulled the initial throttle response so the CX-9 is more stressfree in stop-start driving. Which is why the power number in the brochure for the new CX-9 (169kW if you’re curious) may not seem impressive. But for the geeks among us, the output of 420Nm of torque (car jargon for the grunt that does most of the heavy lifting when moving from rest) at low revs is impressive. This kind of output is similar to a diesel engine, which brings us neatly to the answer to your next question. No, as with the superseded model, there isn’t a diesel CX-9. Instead, Mazda has created a petrol engine with diesel-like qualities and economy. It’s genius. It means the new CX-9 does not have the slight delay in acceleration from rest that is typical of diesel

engines. It also means it’s quieter and smoother than most diesels. While the fuel consumption rating is yet to be published, Mazda is promising a 20 per cent reduction compared with the V6 it replaces. That’s right. There’s one more surprise. This full-size, seven-seat family SUV is powered by a relatively small 2.5-litre four-cylinder engine -that’s turbocharged, and can run on regular unleaded. As we would discover, it’s no slouch and is more than up to the task. ON THE ROAD Anyone updating from the old CX-9 to the new one will immediately notice the improvements. The steering isn’t as darty as the current model; there are more turns lock to lock so the steering has a much more linear and predictable feel.

“THE NEW CX-9 WILL HAVE FIVE CHILD SEAT ANCHOR POINTS”

AT A GLANCE PRICE FROM $42,000 (est) WARRANTY 3 years/100,000km CAPPED SERVICING Yes, but pricing yet to be published for the new model due in June 2016 SERVICE INTERVAL Not yet published SAFETY Not yet tested ENGINE 2.5-litre 4-cyl turbo petrol, 169kW/420Nm TRANSMISSION 6-speed auto; FWD or AWD THIRST Not yet published SPARE Space-saver TOWING 2000kg

“THE OUTPUT OF 420NM OF TORQUE AT LOW REVS IS IMPRESSIVE” The suspension is a touch softer over bumps and lumps, but the CX-9 still feels secure in corners. It only feels a cumbersome in tight and narrow turns, but that criticism can be made of any vehicle of this size and mass. Perhaps the biggest improvement is the cabin. The dashboard has a clean and elegant design, one of the best in the business after Mercedes-Benz. Real timber and real aluminium trim are used as cabin highlights on the top-end models. All the buttons are well laid out and easy to use but for a couple of exceptions: Mazda’s “dial and push” cabin control system could be a little more intuitive, and the optional heads-up display could be supplemented with a digital speed display near the instrument dials. The seats are snug but the side

bolsters don’t jab you when you get in or out, and the third-row seats are easier to access because Mazda has lengthened the middle of the body slightly. Unlike most SUVs in this class, the new CX-9 will have five child seat anchor points -- one in each of the three positions in the second row, and one each for the third-row pews. It means families can in theory have five child seats fitted at once (if the seats are narrow enough) or fit three child restraints (two in the second row and one in the third row) with room to spare. Curtain airbag coverage extends to the very last row of seats, but there are still no air-conditioning vents in the last row. Mazda says cargo space is unchanged (the roof is lower but the cargo bay is wider, to make up the difference).

VERDICT Based on first impressions, the new Mazda CX-9 has the ingredients to top the class of affordable full-size seven-seat SUVs. Let’s just hope Mazda doesn’t get greedy with the price. Families have mouths to feed!

WHAT WE LIKE ® Five child seat anchor points ® Easily accessible third row ® Petrol engine has diesel-like economy and qualities WHAT WE DON’T ® Cabin control system could be more intuitive ® No digital display near instrument dials ® No air-con vents for third row seats

REVIEW 19 NOV 2015 www.themotorreport.com.au

2016 MAZDA CX-9 DEBUTS SKYACTIV TURBO TECH AT LA

azda has peeled the camouflage off its CX-9 large SUV and rolled it into the spotlight at the Los Angeles Auto Show. But not only is it the long-awaited (or long-overdue, depending on your perspective) replacement for the decade-old CX-9, it’s also the final member of the Mazda family to receive the brand’s now-familiar Kodo design language. It’s noteworthy for another reason too. Under its snout beats a fourcylinder turbocharged petrol four, the first turbo petrol engine in Mazda’s SkyActiv engine range, and the sole powertrain offering for the 2016 CX-9. Unlike the current car, Mazda won’t be equipping the 2016 CX-9 with a large-displacement V6. Nor will it be fitting it with a turbodiesel option either. The turbo petrol four is all you can get. Want a diesel? Too bad, blame the anti-diesel prejudice of

US car buyers - the core market for the Japanese-built CX-9. Stricter emissions laws in the US market also had a significant part to play. But while the last turbocharged petrol Mazda SUV, the CX-7, earned itself a reputation for extreme thirst, Mazda is confident the CX-9’s new engine - dubbed SkyActiv-G 2.5T will provide diesel-like grunt along with a 20-percent improvement in fuel economy.

The crucial numbers are 169kW of power at 5000rpm and 420Nm of torque at 2000rpm, with a torque curve that looks more like that of a diesel than one belonging to a petrol engine. And that’s very deliberate, according to Mazda engineer Dave Coleman: “By focusing on the real world we’ve come up with a very different solution.

“We’re not that focused on the numbers you’re going to see in the catalog, peak power values, that kind of thing. “We’re more focused on real-world driving and what the customer is going to experience in the car.” Research by Mazda found most SUV drivers rarely exceeded 4000rpm in everyday driving, meaning the full power potential of the current CX-9’s 3.7 litre V6 was rarely tapped into. By engineering the SkyActiv-G 2.5T to favour low and mid-range torque and minimise turbo lag, Mazda says this new engine is more efficient at low revs than a typical turbo petrol four, and claims a 20 percent reduction in fuel consumption compared to the current CX-9. How? Beyond a close-coupled turbocharger and short exhaust

tracts that minimise energy loss in the exhaust gas flow, the SkyActiv-G 2.5T uses a 4-3-1 exhaust manifold to improve exhaust efficiency, direct injection and a relatively high 10.5:1 compression ratio. There’s also a cooled Exhaust Gas Recirculation (EGR) system that cycles small amounts of combustion chamber gases back into the inlet tract via an air-to-water cooler, helping reduce engine heat in highload situations where most other engines would simply richen the fuel mixture. According to Mazda, that alone accounts for a significant portion of the SkyActiv-G 2.5T’s low thirst. Diesel? Who needs it? If Mazda is right, we can expect the 2016 CX-9 to drink around 8.8 l/100km on the combined cycle when it hits our market sometime around

the middle of next year. Local testing will validate (or invalidate) the claim, but Mazda is confident its petrol-only CX-9 strategy is the right way to go. A six-speed automatic is the standard transmission on offer for the CX-9 range (and indeed the only one), and Australian-spec CX-9s will be available in either FWD or AWD flavour. AWD models will benefit from Mazda’s new i-Activ AWD technology, which draws on many vehicle sensors like the outside air temp sensor, rain sensor, steering wheel sensors and ABS computer to deliver a more predictive - rather than a simpler reactive - AWD system. The improvements aren’t just mechanical either. Mazda has expended a great deal of effort to lift cabin quality to a higher standard, with high-grade

REVIEW

models incorporating materials like Nappa leather, Rosewood veneer trim and real aluminium (no silver plastic here). Though the overall length has shrunk by 30mm, Mazda says the new CX-9’s 55mm longer wheelbase opens up more rear passenger legroom and improves access to the third row. Overhangs are shorter too, by 59mm at the front and 25mm at the rear. Despite this, a powered tailgate is still offered and boot space is said to be identical to the current model: 267L behind the third row, and 928L with the third row stowed. The CX-9 is also the first Mazda to feature a colour head-up display, which employs the same fold-

away projector glass system as the Mazda3. Radar cruise control, lane keep assist, blind spot monitoring and autonomous emergency braking have also made it onto the CX-9’s spec sheet. A seven- or eight-inch colour display sits proud of the dash and is controlled by Mazda’s iDrivelike MZD-Connect infotainment interface, and the instrument panel also includes a 4.6-inch colour ancillary display on higher model grades. A high-end 12-speaker Bose audio system will also be available, and rear seat passengers will be able to access two USB charging points and dedicated rear ventilation controls (though third row vents are

AUSTRALIA While the CX-9 is slated to go on sale in the USA around the end of the first quarter of 2016, Australian deliveries aren’t expected to commence until the middle of the year. And while precise specifications have yet to be locked in, Mazda Australia representatives expect that the current three-grade line-up will continue, spread across both FWD and AWD variants. Pricing has yet to be announced, but with the new CX-9 set to bring more equipment than the current model a price rise is not out of the question. We’ll know more closer to the local launch in mid-2016.

3 MAR 2016 www.caradvice.com.au

2016 MAZDA CX-9 IMPROVES FUEL ECONOMY BY 25 PER CENT

he new turbocharged fourcylinder petrol 2016 Mazda CX-9 due to arrive in Australia later this year will be almost 25 per cent more fuel efficient than the outgoing V6 model. In one fell swoop, Mazda’s answer to the Toyota Kluger, Hyundai Santa Fe and Kia Sorento will therefore go from being one of the thirstiest petrol cars in class, to one of the most frugal. Running on standard 91 RON fuel, the new 2.5-litre engine uses a claimed combined-cycle 8.4 litres per 100km in front-wheel drive form or 8.8L/100km as an AWD, down from 11.0-11.2 on the old 3.7-litre V6. The savings on the urban cycle are higher still, with fuel use cut by between 25 and 27.6 per cent. The combined-cycle figure also undercuts petrol seven-seater rivals such as the top-selling Toyota Kluger V6 (10.2-10.6), though most seven-

seater diesels are more frugal still. However, the better economy comes at the expense of less power. The new 2.5 makes 170kW, down from 204kW with the old 3.7. Torque is up though, from 367Nm to a potent 420Nm at 2000rpm. As you may recall from our US drive, that market’s new 2.5 CX-9 has 186kW/420Nm. We’ve asked Mazda Australia why there’s a difference, but expect it to be down to fuel grades and, potentially, hot-weather grading. Mazda Australia has always cited a 169kW-170kW figure, so this isn’t a revelation. Update: Mazda Australia has confirmed it cites the lower output of 170kW because this is the cited figure using 91 RON fuel. The new engine runs a high 10.5:1 compression ratio. It also includes a dual-valve Dynamic Pressure Turbo that generates power more

quickly and a cooled exhaust gas recirculation system that lowers engine temperatures without having to add extra fuel. “The fuel economy numbers alone position Brand-New Mazda CX-9 as a class-leading option for buyers wanting a large, seven-seater, petrol SUV,” said Mazda Australia marketing director Alastair Doak. “The all-new SKYACTIV-G 2.5T turbo charged engine is an impressive piece of Mazda innovation with world-first technology that prevents turbo lag. The result of this, in part, is in the low fuel economy numbers. “The CX-9 has always been very highly regarded; we think that even more SUV buyers will want to acquaint themselves with this car once they see the brand-new new model in the metal. There’s a lot to like in this vehicle.”

REVIEW 1 DEC 2015 www.carsguide.com.au

2015 MAZDA MX-5 REVIEW | 2.0-LITRE FIRST AUSTRALIAN DRIVE VIDEO

THE AUSTRALIAN LAUNCH OF THE 1.5-LITRE MAZDA MX-5 WAS JUST PART ONE OF THE STORY OF THE LATEST-GENERATION MODEL. NOW PART TWO HAS ARRIVED IN THE FORM OF THE 2.0-LITRE VERSION, GIVING BUYERS OF THE CLASSIC ROADSTER A CHOICE OF TWO DIFFERENT SIZED ENGINES FOR THE FIRST TIME.

he new 1.5-litre was as good as we hoped when we first drove it on Aussie roads – light and sharp it had the same simple fun factor that made the MX-5 a cult favourite. Sure, its engine makes just 96kW, but an MX-5 isn’t about brute force it’s a puppy that wants to play. So we approached the 2.0-litre with caution – was this bigger dog going to be less playful or would the extra grunt actually mean more fun? And faced with the choice of two different engines which car best lives up to the legend that is MX-5?

With an entry fee of $34,990 the 2.0-litre is priced sharply like the 1.5-litre (which starts at $31,990) and undercuts its Toyota 86 GTS hardtopped rival by a grand. The 118kW/200Nm 2.0-litre engine is the same unit found in the Mazda 3, CX-3 and CX-5 but has been tuned to produce more a smidge more power. Mazda focussed on making this fourth generation MX-5 lighter and stronger than the outgoing car. When it’s wearing the manual gearbox the 2.0-litre car tips the scales at just

1033kg giving it the same power-toweight ratio as a Lotus Elise. Another major focus for the engineers was to ensure the new MX-5 retained the fun factor of the previous generations - that communication the driver has with the car and the way it responds. New more rigid front and rear suspension, sharper steering, moving the engine rearward by 15mm were just some of the steps taken to retain the and even improve the fun. As MX-5 Programme Manager Nobuhiro Yamamoto says it’s

“engineering devoted to taking our original aims into the future”. We reckon they achieved this in the 1.5-litre and as our plane lands at Mount Hotham on a runway beside a fleet of waiting MX-5s with the Great Alpine Rd twisting away from them towards the Tasman Sea we’re about to find out if the same is true for the 2.0-litre too. ON THE ROAD Dropping down into the seat of the base model Roadster with a six-speed manual I hit the ignition button, tap the accelerator and listen. It doesn’t have the sound! The 1.5-litre lets out a deep growl of an exhaust note when you feed it more throttle. Rev the 2.0-litre and things get louder but the note gets higher and shriller, too. As we head out of the carpark and onto the highway that climbs through the mountains my disappointment with the sound disappears when I discover the grunt. The extra 22kW and 50Nm equates to 23 per cent

more power and 33 per cent more torque than in 1.5-litre. Having spent the last three days struggling up the hills of Sydney’s Eastern suburbs in a 1.5-litre I could have done with this extra oomph. The difference was clear as the 2.0-litre tore up the side of mountains like a show-off.

Mazda’s claimed 0-100km/h sprint time of 7.1 seconds is not supercar quick, but it’s 1.4 seconds quicker than the 1.5-litre car and the car pulls strong from low revs. That said the 2.0-litre is rev limited to 6000 rpm, while the 1.5-litre spins all the way to 7000rpm before cut out.

“THE 2.0-LITRE TORE UP THE SIDE OF MOUNTAINS LIKE A SHOW-OFF”

REVIEW

AT A GLANCE PRICE FROM $34,990 WARRANTY 3 years/100,000km CAPPED SERVICING Lifetime, from $295 per service SERVICE INTERVAL 10,000km RESALE 53 per cent SAFETY Not tested ENGINE 2.0-litre 4-cyl, 118kW/200Nm TRANSMISSION 6-speed man/auto; RWD THIRST 6.9L-7.1L/100km DIMENSIONS 3915mm (L), 1735mm (W), 1225mm (H), 2310mm (WB) WEIGHT FROM 1033kg SPARE None

But it’s through the turns that MX-5s shine and on the alpine switchbacks the 2.0-litre showed it had not only the cornering ability the roadster is known for but the power to pull even harder out of them. The 2.0-litre is armed with bigger brakes that wash off the speed nicely, and while its larger 17-inch wheels make for a slightly harder ride the 10mm wider rubber they wearholds the road better than the 1.5’s skinnier ones. Mazda needed to add larger springs and dampers to compensate for the 14kg heavier 2.0-litre engine – the result is a ride that is still comfortable but firm enough for impressive handling. That six-speed manual is wonderful – small flicks of the wrist swap cogs effortlessly. The only drawback was striking my knee on the steering wheel occasionally when releasing the clutch – partly my fault for being 6ft 3 and mainly all legs, and also because the steering wheel can’t be adjusted for reach. If we’re going to get bitchy then there’s also a bit of wind noise when the roof is up. Oh and there’s no

digital speedo. Talking of the roof – the way it folds back and click away with one arm movement is brilliant. We reach the Victorian coast, and dive into the six-speed automatic and make a bee-line back to Hotham. The steering wheel paddle shifters are great and changing up through the gears is fun, but not as much as doing it yourself. But as the sun dips and we hit the highway the time to cruise and relax is welcome. We’re in the top-spec Roadster GT and it’s a nice place to be with its stitched leather seats, metal-finishes to the instrument cluster and air vents and door trim which is colour matched to the exterior. Both the GT and the base model come with the 7-inch touch screen with MZD media unit and satnav, which makes the entry car an enticing proposition. Looking out over the bonnet with its pontoon-like flared wheel arches, you could think you’re in something far more exotic but the truth is you don’t need to be when something is this good. It’s a beautifully styled car, that is still very much MX-5.

WHAT WE LIKE ® The extra grunt from the 2.0-litre engine ® Body styling ® Manual gearbox WHAT WE DON’T ® Engine sound ® No digital speedo ® Wind noise with top up

VERDICT As a convert of the previous generation car I was ready to denounce the car with the bigger engine as an imposter, but this 2.0-litre powerplant isn’t out of place here - if anything it’s probably the engine this car has always needed. Yes the 1.5-litre is more in keeping with MX-5’s principles of fun above all else, but to this writer the 2.0-litre takes a good thing and makes it even better.

REVIEW 21 JAN 2016

Number one

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mAzdA mx-5

A cAr thAt’s light, efficient, And exquisite to drive ... how could we not AwArd it our highest honour?

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CAR OF THE YEAR

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“Practically Perfect in every way that matters” byron mAthioudAkis

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“the Perfect exPression of the delight of driving”

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sAlly dominguez

listen carefully and you may hear the driver’s whoops over the engine note

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t hAPPens to the best of us. the compulsion to continually acquire and accumulate, to expand our empire, to want more than what we already have. it’s hard-wired into our consumptive consciousness, yet true enlightenment lies in the reversal of that thinking. A deliberate rejection of excess to achieve a fundamental lightness of being. A mazda mx-5, in other words. here is an open-top, rear-drive sports car that weighs about as much as a supermini, yet exhibits the body strength of a car weighing 50 percent more. it’s also more compact from nose to tail than any mx-5 in history, yet manages to extract vital cabin-space increases over its larger, heavier predecessor. As an exercise in balancing weight management with crash safety, and the sporting philosophy of a front-midship drivetrain configuration with 50/50 weight distribution, the nd mx-5 is a stunning achievement. hence why this delectable roadster has earned the coveted title of Wheels car of the year for 2016. had we been gambling types, the petite mazda would’ve been the odds-on favourite for taking out this year’s gong. yet two-thirds of the way into coty’s exhaustive week-long testing regime, the outcome was anything but clear-cut. the Audi q7’s outstanding refinement and air-sprung ride, the Jaguar xe’s superb dynamic performance and the volkswagen Passat’s sophisticated polish ensured the mx-5 needed to mobilise every fragment of its gram-strategised form if the Wheels trophy was to land on its mantelpiece. the mx-5’s journey to coty glory began at holden’s proving ground, appropriately in the least sporting variant of its four-strong line-up – the 1.5-litre gt automatic. laden with $5000 worth of luxury extras, including leather trim, seat heaters, and a bose stereo with speakers cleverly embedded in the seat headrests, the gt could’ve easily slipped into the ‘hairdresser’s car’ category and potentially

undermined the mx-5’s chances. but no. not even for a nanosecond. the six-speed auto 1.5 proved an enormous surprise. “A revvy, ever-willing little thing” enthused carey, while byron agreed the “sweet, zingy 1.5 is a peach”. despite its modest 96kw and 150nm, the babyengined mx-5 has an effervescence that makes you want to continually spank its bottom to the 7500rpm redline (and beyond), accompanied by a delightful rasp as it extracts those last few hundred revs. the ‘skyActiv-drive’ auto ’box is primed for a good time too. smooth and intuitive – if sometimes rather busy – in regular driving, the auto has an innate ability to keep the 1.5 ticking along in its pleasure zone. And if you flick the ‘sport’ toggle at the base of the transmission gate, the effect is like shot-gunning a can of red bull into the mx-5’s gullet. if you aren’t up for a punt, things can get a little frantic, but the sportprimed auto ’box does exactly what it says on the tin. And it has a manual gate configured just the way we like it – forward for a downchange, back for an upshift – as well as excellent paddles on the mx-5’s rather large and slightly retro 366mm steering wheel. the six-speed manual 1.5 demands more work from its driver, but what an utterly fabulous piece of mechanical goodness! the short-throw, stubby gearshift combines with perfectly placed pedals and an impressively flexible engine for one of the greatest driving synergies you’ll ever experience. the way the crisp, beautifully oiled gearshift almost sucks itself into the next ratio is like eating ice cream on a hot day. And all this for $31,990. call it a win for democratic motoring. cough up another $2500 and you move into 2.0-litre mx-5 territory, gaining a chubbier, slightly throatier and more tractable 118kw/200nm engine for minimal additional coin. but here’s where the (friendly) debate raged. the 1.5’s raspy, rev-happy sweetness or the 2.0-litre’s muscularity? where the 1.5 extends

base 1.5-litre model proved you don’t need to spend big to get the full-fat mx-5 experience

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2.0-litre model prompted debate: does the larger engine actually increase the driving enjoyment?

beyond redline to a giddy 7750rpm and rewards right-foot commitment with additional aural flavour, the 2.0-litre calls time at six-eight, yet it doesn’t need to be driven as hard to deliver. An impromptu poll between all eight coty judges resulted in a virtual tie, though as fence-sitter byron mathioudakis pointed out, “the fact that we’re arguing over which engine is best means it’s a victory for the customer because they’re both great engines.” of even more tangible functional benefit to the mx-5’s station in life, and its coty win, is its chassis. it’s almost difficult to put into words just how revelatory it is to experience a small, lithe, superagile and exquisitely balanced little thing like the mx-5. And at sane speeds too. As sally dominguez pointed out, “it’s the only car i’ve driven that makes the speed limit seem acceptable and fun.” combined with the relative paucity of grip of the 1.5’s yokohama Advan 195/50r16s, and a delicious serving of bodyroll, there’s a playfulness to the mx-5’s handling that has been lost on so many modern cars. And while the 2.0-litre wears grippier bridgestone Potenza s001 205/45r17s, it upholds the chassis’ spirit by having the muscle to step the tail out under both power and load. then there’s the mx-5’s ride suppleness, which is seriously brilliant for a sports car, no doubt helped by its body rigidity. roof up on really rough roads, it’s strong enough to be almost totally devoid of screen wobble, and even with the roof down, you need to be consciously looking for it to notice any A-pillar flex. no mx-5 variant is immune to fairly persistent tyre noise, yet there’s a pleasant calm to the mx-5’s cabin when driving with the roof down at three-figure speeds. And that shapely soft top is incredibly easy to operate. click a centre latch down with your thumb and forefingers, flick the roof behind you, then lock it open by lightly pushing it down. to close, simply flick a latch between the front seats and repeat in reverse. About the only black mark against the mx-5’s beautifully crafted cloth roof is that it isn’t really receptive to being opened on the move. wind can point the glass rear screen at an awkward angle, obstructing its natural folding gait. inside the mx-5’s characterful cabin, clever use of

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space abounds. A movable pair of cupholders, sprouting from lightweight, shock-absorbing arms, can be mounted either between the seat backrests or from the centre console in the front passenger’s footwell. there’s a decently sized, lockable glovebox between the seats, liberating extra space for the passenger’s legs, and unlike the previous nc’s, the door trims are functionally minimalist for some extra love-handle room. but a roadster as small as the mx-5 was never going to be a perfect fit for everyone. despite the nd model’s increases over its nc predecessor – 65mm more cabin length, plus 10mm extra width and height – it isn’t a one-size-fits-all type of car. my 179cm frame settles perfectly into the mx-5’s low-slung interior, but taller judges wish it had a reach-adjustable steering column (it’s height only) and those with larger thighs would prefer a smaller steering wheel. but the wheel itself is art, with a slim, leatherstitched rim just like the 1970s british roadsters that inspired the original mx-5, guiding near-perfect steering that spans a super-tight 9.4m turning circle and delivers scalpel-sharp turn-in and precision. As the most generously proportioned member of our judging crew pointed out, while the mx-5 is a blissful freedom machine for just about any body type with the top down on a sunny day, driving with the roof and windows up, like we did through monsoonal rain on our road loop, “makes for some claustrophobia and seriously reduces headroom”. but even the lanky 192cm Peter robinson, paying a visit to the coty fraternity because the reality of retirement hasn’t quite sunk in yet, came back with a simple answer following a quick blat in the mx-5: “yep, i fit.” And yes, we can report the roof is perfectly water-tight. the mx-5’s seats – trimmed in a rubber-like cloth in standard models and sumptuous leather in the gts – eschew foam and springs in lieu of a lightweight net material and urethane pads that allow you to sit deep within the seat. As a result, the mx-5 has clearly the most comfortable front passenger’s seat in mazda’s entire model portfolio, while the driver’s bucket delivers a terrific driving position for the majority of Australians out there, despite relatively limited full-manual adjustment. while the mx-5 effortlessly aces the function

styling; sA f ely It’s not easy ensuring that a car as compact as the new MX-5 achieves a solid number in NCAP safety testing, but Mazda has cracked it. The MX-5 achieved 84/100 for driver protection in Euro NCAP testing, courtesy of multi-load path structures that enable enough impact absorption and dispersion without affecting the ND MX-5’s short-overhang design. And while its super-low bonnet line and charming wheelarch bulges could potentially be hazardous to pedestrians, the MX-5 scored a brilliant 93/100 for pedestrian protection, thanks to an active aluminium bonnet that raises the instant that sensors in the front bumper detect human impact.

roof is light and simple, yet aces the ‘function’ criteria

“smiles Per gallon, this thing nails it” Alex inwood

sublime power-down just one part of the mx-5’s dynamic brilliance

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stA n dA r d versus sPeciAl

The entry-level MX-5’s interior (above) prides itself on back-tobasics minimalism. All-charcoal colouring, hard-wearing fabric seats, and even the base Mazda 3’s lowspec multimedia unit in the standard 1.5, remind occupants that the MX-5 is about sports, not superficialities. That said, there’s something distinctly special about the up-spec GT’s interior (below.) Body-coloured door tops, stitched dashboard trim, lovely leather seats and an excellent nine-speaker Bose stereo make it the MX-5 to covet.

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a job for the facelift: add an esc sport setting for more tail-out leniency

captionol uosae dellique nectus quosam, si doluptat facepta tiurehenia quae de omnimusam ratem re pa as

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aspect of coty’s criteria, its successes in the technology, efficiency, and safety departments aren’t quite so clear-cut. it could be argued that mazda has merely refined an existing design blueprint, making it appear that the mx-5 lacks innovation. but the holistic thinking behind its overall concept means this isn’t the case. while the mx-5’s ‘skyActiv-g’ drivetrains are developments of existing engines, there isn’t a single item in the entire car that hasn’t been touched by the further optimisation of mazda’s fastidious ‘gram strategy’. the 1.5- and 2.0-litre engine blocks are between eight and 14kg lighter than the previous mzr units, the all-new manual transmission is 7kg lighter and the rear differential is between seven and 10kg lighter. in combination with a bodyshell that is 20kg lighter – due to an increase in high- and ultrahigh-tensile steels, as well as aluminium, from 58 to 71 percent – mazda has managed to strip 91kg from the previous mx-5’s overall weight. the mx-5’s focus on improved technology yields gains in efficiency and safety too. despite being flogged mercilessly, the 1009kg 1.5-litre manual averaged an impressive 8.0l/100km carrying two occupants on our hilly, twisty road loop, closely followed by the 1033kg 2.0-litre manual (8.2l/100km) and the 1032kg 1.5-litre gt auto (8.6l/100km). And we’ve no doubt that all three could easily dip into the sixes (or better) on a flat 110km/h cruise. while the mx-5’s ncAP score reads four stars, mainly because it doesn’t tick the box marked ‘curtain airbags’, mazda has engineered seat-mounted side airbags that not only protect occupants’ torsos, but extend further than the norm to protect heads as well, much like a curtain airbag. And then there’s the efficacy of the mx-5’s stability-control

system, which maintains a decisive grip on the car’s overall composure with a subtlety that minimally inhibits its dynamic flow. ultimately, the over-achieving mx-5 isn’t quite perfect. while its chassis and esc calibration are brilliant, even in coty’s emergency lane-change manoeuvre, the lack of an esc sport setting removes the possibility of enjoying more of its rear-drive deliciousness while still having a safety net. its brakes – larger in diameter, front and rear, in the faster 2.0-litre – perform strongly on both wet and dry surfaces, less so on dirt. And to keep that sticker price looking golden, our mx-5s miss out on autonomous emergency braking (Aeb), as well as mazda’s excellent idle-stop system. given the inherent efficiency of mx-5’s light weight, the lack of ‘i-stop’ is a non-issue, but the lack of Aeb is something we’d like to see addressed. even as an option. finally, the mzd connect multimedia system in our test 1.5 gt auto wasn’t quite the full six-pack and kept glitching when connecting to phones and searching for tracks to crank through its excellent nine-speaker bose stereo. but there’s an essence to the nd mazda mx-5 that transcends mere box ticking and clipboard analysis. it gets under your skin and attaches itself directly to your emotional centre, in the most exquisite fashion imaginable. the mx-5 proves you don’t need brute power and insane speeds to have a momentous time behind the wheel. it’s motoring at its purest – beautifully simple, yet simply beautiful to drive – and it achieves all that with a delicate global footprint. here’s hoping its brilliance is the genesis for a new era in sports cars, where less overwhelmingly means more.

“even as an auto, still so much to love”

body Type 2-door, 2-seat roadster L/W/H 3915/1735/1225-1230mm Wheelbase 2310mm Track (f/r) 1495/1505mm Boot capacity 130 litres Weight 1009 – 1057kg drivetrAin Layout front engine (north-south), RWD

Engines

1496cc 4cyl (96kW/150Nm); 1998cc 4cyl (118kW/200Nm)

Transmissions

6-speed manual; 6-speed automatic

chAssis Brakes ventilated discs (f), solid discs (r)

Tyres 195/50R16 – 205/45R17 Spare tyre repair kit only ADR81 fuel consumption 6.1 – 7.1L/100km

CO 2 emissions 142 – 165g/km

Front airbags ✔ Side airbags ✔ Curtain airbags ✘ Knee airbags ✘ Collision mitigation ✘ Crash rating 4-star (Euro NCAP) Prices $31,990 – $41,550 3-year retained value 51 – 54% Service interval 12 months/10,000km

N A TH A N PON C H A RD

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REVIEW 30 SEP 2015 West Australian, Perth

BT-50 AVOIDS MIDLIFE CRISIS

MAZDA’S REVAMP AIMS AT TRADIES AND MUMS

azda has gone with the “if it ain’t broke” theory by making its midlife revamp of the BT-50 ute range just a modest fix. Engines remain the same, transmissions ditto, bar a minor muck-around with the manual. Steering and suspension get agility and manoeuvrability tweaks. Panel work is hardly touched. But before I dispirit prospective buyers, let me say this: the few substantial changes are mainly telling and targeted. There’s no reason for the grey nomads’ love of the BT-50 not to continue but Mazda’s colourful program chief for the face-lifted model, Takasuke Kobayashi, sees sales growth among two other buyer types. One is tradies and, in an indication PC might not be compulsory in Japanese business circles, yummy mummies. So Mr Kobayashi’s team sought to give the car a tougher look to suit tradies, easier urban drivability for women and a high-tech infotainment system for the benefit of both parties. The revamped line-up, which I tested on-road and off-road in the Mt Macedon region this week, ranges from $25,790 to $53,790, keeping the BT-50’s pricing edge over some rivals. There are 10 two-wheel-drive variants and 13 4x4s in a trio of cab styles — single, freestyle and dual. Three spec levels —XT, XTR and GT —– are offered, plus a choice of manual and auto six-speed shifters. The engines are a 2.2-litre four cylinder and a 3.2-litre five cylinder, both diesels. Here are my eight upgrade highlights.

MEANER MASK: Subtle reshaping of the nose transforms it from upturnedPinocchio-cute to downturned-stern. BIG-SCREEN VISION: The XTR and GT ditch a 5-inch screen for a contemporary 7.8-inch colour number. The XT keeps its old-school small mono screen. ALL-SEEING EYES: All models get access to a vital safety feature: a reverse camera. It is standard on the XTR and GT, while on the XT it is available as an $820 option. FINDING YOUR WAY: Modernity also comes to the XTR and GT in the form of sat nav, though it’s unavailable in the XT. Mazda says the BT-50 is the only ute offering HEMA off-road maps as a factory option. It is $295 fitted. CONNECTED CABIN: The infotainment system has Bluetooth phone and audio streaming, USB playback, a CD player and a mini hard drive capable of storing six CDs. A DVD can be watched when the car is stationary and the handbrake applied. HOT WHEELS: Gorgeous machined spokes with a contrasting gunmetal-grey centre make a strong statement. HANDY EXTRAS: XT dual cabs now get 16-inch alloys while XTR models add auto lights/washers, a rear centre armrest, side steps and a tailgate lock. The leather-trimmed GT model’s additions include privacy glass and exterior mirrors that fold electrically and de-mist.

TOWING SAFETY: Well worth adding is the $515 electric brake controller, an in-house fitment that integrates seamlessly into the dashboard. The outgoing BT-50 had proved its toughness but the latest model broadens that appeal, particularly in XTR and GT specs. It continues to be able to tow 3.5 tonnes and stow a tonne but now works much better as a tradie’s hightech mobile office. It’s also a much better bet for urban families. Likely to lure them are its keen pricing, increased agility, lower cabin noise, infotainment goodies and much safer reversing.

LOWDOWN MAZDA BT-50 MODELS XT, XTR, GT PRICE $25,790-$53,790 (plus on-roads) CAB STYLES Single, freestyle, dual ENGINES 2.2-litre four-cylinder turbodiesel; 3.2-litre five-cylinder turbo-diesel OUTPUTS 110kW/375Nm; 147kW/470Nm TRANSMISSIONS Six-speed manual or auto, 2WD or 4WD with low range THIRST 7.6-9.2L/100km TOWING CAPACITY 2500kg; 3500kg

REVIEW 23 OCT 2015 www.caradvice.com.au

2016 MAZDA BT-50 REVIEW: COOBER PEDY OFF-ROAD ADVENTURE

ur chartered flight from Adelaide to Coober Pedy cuts out a boring day in the saddle, which would have been a long, straight slog of tarmac. We don’t mind, though. We’ve done plenty of on-road testing in the new 2016 Mazda BT-50, both at launch and for our recent dual-cab ute mega test. For this particular review, we’re heading north of Adelaide to spend as much time as possible off-road, away from civilisation. In fact, across three days and nearly 800km off

road we pass only three vehicles, one road train and two SUVs. Coober Pedy sits some 847km north of the South Australian capital Adelaide. It’s a drive that will take you more than nine hours with a few rest stops factored in. Cooper Pedy is famous for its opals and one other thing – everything being underground. Hotels, restaurants, houses, you name it, the easiest way to stay cool is in a converted abandoned mining shaft. It’s not an environment for the faint-hearted

or the claustrophobic either. Even so, being underground is more comfortable than the alternative in the heart of summer. Scan another 194km north on the map, and you’ll find the exotically named Oodnadatta which is the hottest town in the driest state in Australia. The locals are proud of that little fact too. In the centre of town, there’s a sign proclaimingthat you’ve reached ‘Australia’s hottest and driest town in the driest state on the driest continent’. Welcome to Oodnadatta…

‘Oodna’ as the locals call it is a pretty uninhabited place, with it’s population sitting at around 250. There’s not a lot out here and for good reason: most things wouldn’t survive in the surrounds of Oodnadatta even if they wanted to. Yet it’s this hot, dusty, arid and desolate environment that Mazda has pitched it’s new BT-50 into, with CarAdvice at the wheel. Between Coober Pedy and Oodnadatta, there’s the awe-inspiring Painted Desert and the hard to comprehend Arkaringa station.The former provides some of the most stunning sunrises and sunsets you’ll ever see, while the latter will be our accommodation for our night in the desert. Carved out of the barren landscape 80 million years ago, the Painted Desert is an ancient inland sea bed, created by the twin powers of rainfall and the resulting erosion. Such is the dryness of the land, it’s hard to fathom rain ever falling out here. But it must have once upon a time, as the coloured shale on the faces of the many slopes around the seabed create the mystifying painted landscape. It’s stunning at any time of the day, but the view is

best appreciated in the cool air of sunrise. Sunset is a highlight too, but the stillness of the desert in the early morning is truly amazing. Everything out here is super-sized. You have to reset your city-tuned radar the minute you head out of town, as Arkaringa Station manager Paul tells me that locals don’t measure properties out here in acres but in square miles. My blank stare must give Paul the hint. “It’s around half a million acres mate, give or take,” he offers with a smile. Half a million acres – think about that for a minute. I can’t even get my head

around the scope of a property that size. Arkaringa usually houses 2500 head of cattle, but the numbers have been cut back to 1400 this season. There’s bore water to be had, but the harsh drought has meant the station owners have had to be a little more conservative than usual. The desolate environment is remote, and you suspect a little lonely. It’s certainly not the fertile cattle country you would expect to see if you’ve visited farms in NSW or Victoria. Despite this, the cattle thrive at Arkaringa.

REVIEW

Arkaringa isn’t just a working farm either. It’s also a popular stop for tourists slicing their way up the centre of Australia on the dirt – especially European backpackers. It certainly wouldn’t be an environment most European tourists would be used to, though. Rudimentary accommodation comes in the form of demountable buildings, and there are shearer’s shower facilities too, but we’ll be getting a more authentic experience by camping under the stars. You can imagine overseas visitors being blown away by this stark Australian desert landscape. “We haven’t had rainfall worth mentioning for about six years,” Paul says. “We got a bit of a dusting a while back, but that was gone almost before it hit the ground.” So, this part of Australia is dry, dusty and remote. In other words, this terrain is quintessentially Australian, the deep red colours that turn multi-coloured in the fading light a reminder of what our country is all about. It’s a bloody long way from anywhere, but it’s an area all Australians should aim to visit, such is the vast incomparable beauty. In fact, the star show at night is worth

the price of admission alone. We sit around the campfire late into the night enjoying the quiet and solitude. The lack of flies is a relief too, as they disappear after the sun sets and magically reappear not long after sunrise the next morning. Take a fly net with you to fit over your Akubra if you’re spending much time out in the open during the day. You’ll need it. Back to the reason we’re here though. Our driving section of the journey starts in Coober Pedy and it’s going to be a proper evaluation test for the BT-50’s off-road chops. The small matter of 15km of sealed tarmac points us in the direction of Oodnadatta Road, where the dirt starts. We won’t see bitumen proper again for two days before we bomb back into Coober Pedy for our flights home. There’s a section of tarmac in Oodnadatta, but it runs for only a few hundred metres so that really doesn’t count. The lack of rain in the area means the dust is choking once you build up some speed. Sections of bull dust appear out of nowhere and the fine powder can make the going tougher

CARADVICE RATING 8 / 10 PERFORMANCE & ECONOMY

8/10

CABIN SPACE & COMFORT

8.5/10

TECHNOLOGY & CONNECTIVITY

7.5/10

PRICE & FEATURES

8.5/10

RIDE & HANDLING

7.5/10

than it otherwise might be. Driving in convoy, we need to leave a big gap to the vehicle in front to get a clear view ahead. If the wind is scarce, the dust kicked up at speed will hang in the air for ages. We peg the BT-50 between 100-110km/h and it skips over the corrugations with ease. The corrugations aren’t huge in isolation but they are a constant, low frequency presence. It’s here in this environment that poor suspension tune would be most obviously found but thankfully for the drivers, the BT-50 is well matched to the tiring road surface. The road had been graded sometime over the past few months,

but nonetheless the corrugations are apparent and would certainly be bouncing an older dual-cab ute all over the place. Not so with the BT-50, which remains stable, predictable and rock solid at speed. Its ability to iron out the corrugations is impressive, considering there’s no load in the tray and I’m driving solo with only my backpack on board. It’s hardly weighted down to assist with bump absorption. There’s no such thing as a perfect, unladen dual-cab ute on the market, but the BT-50’s suspension tune is well sorted. The cabin comfort, which we appreciated on-road during our mega ute test, is immediately impressive out in this harsh environment. The general ergonomic sense within the cabin is that of an SUV, not a work truck. In fact, if you were to blindfold someone and sit them in the driver’s seat before removing the mask, we reckon they would struggle to pick the BT-50 as a dual cab. It’s not just the layout of the controls either, but the feel and look of the surfacing, the plastics and the seating position that all work together to create such a

comfortable environment. It’s just as well too, because we’ve got more than 700km ahead of us. We switch between rear-wheel drive and high-range four-wheel drive to get a feel for the grip and drive delivery on slippery dirt. The smattering of rocks and pebbles across the surface means it can be slippery underfoot, but the BT-50 doesn’t put a wheel out of place once. We see the stability control light flicker here and there, but it only cuts in noticeably if you try to induce a slide. Even with such driver behaviour, the BT-50 regains composure rapidly. We pass through the Painted Desert and Arkaringa Station en route to the famous Pink Roadhouse in Oodnadatta. Our lunch stop isn’t a long one, but it’s long enough to ram home how remote and relatively uninhabited it is out here. Oodnadatta is basically a stop for the Ghan as it winds its way between Adelaide and Darwin, but it’s also a critical fuel and sustenance stop for intrepid overland explorers. We’re also in Oodnadatta to head a

few kilometres out of town to a basin that features numerous powdery dunes. I haven’t driven the BT-50 in heavy sand and I’m keen to assess its abilities in one of the nastiest off-road environments you can experience. Sand is tough on engines, gearboxes and driveline no matter how gentle you are with the throttle. Sand driving is heavy, hard work to plough through. In the Mazda, the easier sections are dispatched quite easily in high-range 4WD, but we switch to low-range 4WD for the steep inclines that require a decent run up momentum, and anticipation. Low-range also keeps stability control out of the equation too, crucial when you don’t want to get bogged down. Most people never point their dual-cab in the direction of properly heavy sand, but it’s impressive to experience how effortless the BT-50 can be when the going gets particularly difficult. It’s the age-old pub debate concept brought to life. You might never use your ute for this kind of driving, but it’s nice to know it can tackle it.

ENGINE SPECS ENGINE TYPE DIESEL TURBO F/INJ ENGINE SIZE 3.2L MAX. TORQUE 470Nm @ 1750rpm ENGINES 2.2-litre four-cylinder turbodiesel; 3.2-litre five-cylinder turbo-diesel MAX. POWER 147kW @ 3000rpm PWR:WGT RATIO 71.9W/kg BORE & STROKE 89x100.7mm COMPRESSION RATIO 15.5

REVIEW

As the sun starts to dip further in the west, we head for some more serious off-roading, but this time it’s severely rutted dirt and sharp creek beds. The BT-50’s low range gearing, ramp over clearance, and low stress diesel engine combine to make short work of what is pretty aggressive off-road fare. You can read all about the turbo diesel’s power and torque characteristics in our other tests listed above. Sharp descents and the following climb back out of the washout are both tackled easily by the Mazda and it’s as tough in this environment as any other ute on the market, barring maybe the Isuzu D-Max. On the way back to our night camp at Arkaringa Station we stop in at a viewing area to catch a spectacular sunset over the painted desert. The heat of the day is dying off, and a hard day’s driving is forgotten, as we take in the beauty of the desert in the fading light. A campfire dinner and overnight camp at Arkaringa is another experience worth the effort to get out here. There’s nothing quite like enjoying a meal out in the open

under a never-ending sky. Paul’s stories about life on the station are both enlightening and entertaining. If you’ve ever had to bush camp, a hot shower at the end of the day is a genuine luxury and we appreciate the shower facilities at Arkaringa after a long hot day in the dust. We’re up early the next morning in the still of the pre-sunrise dark so we can get to the best vantage point for the sunrise. It’s a little difficult dragging yourself out of bed before the sun shows its face, but the wildlife will start to stir as the sun rises anyway so a sleep in might not be an option even if you wanted to. Like the sunset, the sunrise is worth the effort, and in my opinion, it’s even more spectacular. After breakfast, our plan is to take the long way back to Coober Pedy, where our off-road trip will end with a meal at the most renowned underground restaurant in town. Day two is an opportunity to knock over some photography and video footage and once again appreciate the BT-50’s assurance over high-speed corrugations. Two factors become apparent

toward the end of day two. Firstly, the BT-50’s cabin insulation is genuinely impressive, considering that ironing out the corrugations is only part of the equation as well. The maelstrom outside never interrupts the general insulation and comfort inside the cabin. Long periods of time behind the wheel tick by easily and the BT50 is never a chore to drive. Secondly, the BT-50’s cabin remains impressively dust free after two days of hammering around in the dirt. We’ve been running the air conditioner on recirculation with the windows up obviously, but even so it’s difficult to keep bull dust out of the interior of any vehicle. A little dust has crept in, but not a whole lot and way less than we expected in this environment. Lunch in Coober Pedy wraps up our sensational two-day drive. We’ve been lucky to experience such a beautiful part of Australia, and the BT-50 has given a solid account of itself too. Few places in the world are more arid or harsh than the Australian outback and the BT-50 can explore that vast landscape in safety. Now we just need another excuse to get back out there…

Effortless engine and gearbox combo just as impressive off road as on; low range gearing works well in the heavy stuff; handy suicide doors make loading bags easy

Updated styling likely to still polarise; ride is better with a load in the tray than without

19 FEB 2016 www.4x4australia.com.au

EXPLORING OUTBACK SOUTH AUSTRALIA IN THE MAZDA BT-50

THERE ARE TWO ASPECTS FREQUENTLY GLOSSED OVER IN TALES OF GRAND OUTBACK ADVENTURES, AND YET THEY ARE CONSTANT IN THE RED-HOT HEART OF AUSTRALIA: FLIES AND HEAT.

n almost any outback adventure, the air will be abuzz with countless winged bastards drinking the moisture of your skin, hair, mouth and, most annoyingly, eyes while the dry heat bakes your skin and saps your spirit. But that’s part of the fun. The combination of the two is nature’s way of sorting the human wheat from the chaff; those not hardy enough to cop the discomfort suffer in the conditions and swiftly fade. The outback and the desert are welcome challenges. Endure them and you enjoy them. THE OPAL CAPITAL Coober Pedy is a stunning town; a quirky mishmash of indigenous and migrant culture, sprinkled with the trappings of modern-day life, including fast food, satellite television and brand-new dual-cab utes. All of

this is set in – what from above looks like – a barren landscape peppered with potholes. Those potholes are signs of opal exploration, which has at times been the region’s lifeblood. We landed on the small airstrip at Coober Pedy, threw our gear in 4X4 Australia’s new long-term Mazda BT50 dual-cab XTR – bush-ready with bullbar and snorkel – and set off. The search for opals here, about 846km from Adelaide, has been going on for more than a century; the first opal claim was pegged in February 1915. Living conditions above ground are so harsh that many years ago, some people started building their homes below ground, where the temperature is reportedly a constant 21°C – so you really can’t blame them. We weren’t here to discover precious gemstones; we were here to tackle some of the toughest outback

driving in Australia. Our convoy, heading north for Oodnadatta, had only hit about 9km on the trip meter when the bitumen ended and the fun – and gravel – started. South Australia’s bewitching outback stretched away from us in all directions, beckoning us. OODNADATTA It’s a mixed-up world out here, a captivating blend of gibber plains and sand hills; sometimes a moonscape; sometimes a stark blue sky over rocky outcrops. It hasn’t rained here in six years. Our route led through cattle stations north of Coober Pedy, including the imposing Mt Barry Station, which begins about 100km north of the dusty town. Suffice to say, this is no country for city-slicker utes. If a vehicle doesn’t have what it takes to help its user survive out here, then it’s found out

REVIEW

pretty quickly. Looks don’t count out here; ability and reliability do. Journeys between towns are adventures unto themselves – through washouts and over corrugations in hard showers of scattered rocks. You could tackle these trips in a two-wheel drive, sure, but a four-wheel drive offers much more in the way of comfort, surefootedness and dependability. Our BT-50 had no problems. Most of the major tracks we drove during this bush jaunt were in pretty good nick and the section we did of the 620km-long Oodnadatta Track, stretching between Marree and Marla, was no different. But venture off-road and it takes judicious driving to avoid punctures. After 230km, we entered Oodnadatta, the “hottest and driest” town in Australia, and pulled in to the legendary Pink Roadhouse – where it’s just $2 per litre of diesel – and tucked in to some burgers. Later, a police officer borrowed our BT-50 to do some low-speed doughnuts around a dusty claypan. We watched on, sipping water and eating Jelly Babies below the scorching midday sun and a huge stagnant cloud of dust. The ‘6x4 trail’ the South Australian

cop was doing gentle circle-work on was located just outside of Oodnadatta. The bloke was having a ball. Only minutes earlier, we had seen the police Land Cruiser approaching our position from a kilometre away, gliding across a rich-red, sandy track. We had seen this because we had been stuck – the door-sill was deep in sand, atop a dune. Bogged. Don’t get me wrong: the BT-50 can go almost anywhere. It took two experienced but easily distracted journos to prevent it conquering this particular obstacle. We’d made a clumsy error: we’d relied on speed to tackle a small but steepish dune and had come unstuck at a mound of deep sand just before the dune’s crest. Corrugations in the sand at the top – caused by drivers, such as us, with over-inflated tyres – had forced us into a terminal bounce, which had then drained all of our momentum. The more we tried to gun out of it, the deeper the wheels dug. We were going nowhere under our own steam. We deserved the strife; we’d been running our tyres at 30psi, which, by my reckoning, was almost twice as much air as we should have had in them. With temperatures tickling

the upper 40s at that stage, our tyres would have been nudging 35psi or more. The Mazda support crew swung into action, dropped our tyre pressures and snatch-strapped us out in no time. We headed for our overnight accommodation at Arckaringa Station, about 90km south-west of Oodnadatta and 150km north of Coober Pedy, stopping at a lookout to marvel at the majestic wonder of the Painted Desert, an ancient inland sea bed so named because of the brightly coloured orange, yellow and white shale on the hills. Standing there, soaking up the atmosphere, the Painted Desert looked unreal, like a massive painting perched in front of us, close enough to touch. Photographers and videographers in our party were working overtime, making the most of the stunning backdrop this amazing natural attraction provided (visit www.thepainteddesert.com.au). After ditching our gear in our tents, we accepted an invitation from

Arckaringa’s owner Paul to test out the BT-50s on an improvised 4WD course along twisting, sandy tracks, through dry riverbeds and up and down washed-out and rocky creek banks. The BT-50s looked the goods and proved their mettle, but Paul still refused to commit when we asked him if he was going to ditch his Toyota for a Mazda. ARCKARINGA STATION That night, we slept under billions of stars at Arckaringa. The station covers 2745km² and is rated by the South Australian Pastoral Board to run up to 2100 head of cattle. It has on-site cabins and camping and it’s a bloody top joint. The next morning, as we drove out of the station in convoy, a wedgetailed eagle wheeled about in the sky high above us. On the return trip to Coober Pedy, we pulled off to the side of the track to tackle a bit of rock-crawling. We didn’t want the adventure to end. It was low-range fun on the steep climbs and hill-descent-control heaven on the descents. There’s a raw delight to driving in the outback. Nothing like it. The scenery is incredible and ever-

changing, as is the terrain, and the light is eye-scaldingly bright. During the day, the sky is crisp and clear blue; the night sky is a black blanket, peppered and aflame with bright, twinkling stars. After more than 500km of outback adventure, every bloke in the BT-50touring crew had a big-sky smile. We’ve been out here loads of times, but that doesn’t matter in the grand scheme of things, because the landscape and light, the blue-sky brightness and the sun-bleached sand, the people and the places never fail to surprise. Never mind the flies and heat.

and it did it in comfort and style. We drove it over heavily corrugated dirt tracks, flirted with gibber plains and took on super-heated sand; all without feeling rattled, jolted or out of sorts; as we would have in some older unladen utes over such terrain. With four-low and electronic aids selected (rock-solid Hill Descent Control included), this ute virtually drove itself over every off-road challenge we pointed it at. Choose the line, choose the gear and away you go. The 3.2-litre five cylinder – producing an outback-ready 147kW at 3000rpm and 470Nm at 17502500rpm – is nicely mated to the six-speed auto, producing plenty of real-world power and low grunt when it matters. It’s no disappointment on gravel or bitumen, offering a car-like ride that’s stable, predictable and comfortable. We also drove along sandy creek beds and up and down deeply rutted washouts without a problem. We drove it up a rocky hillside as high as we could until the severity of the slope screamed at us to stop – or was it the Mazda crew?

THE BT-50 Mazda’s updated BT-50 looks tougher and better than its predecessor. The old front end’s upswept ‘eyes’ and bashed-crab look have gone – replaced with a tough, chunky, squared-off presence (the ugly nose had been the only thing anyone could agree on as a flaw in the previous model). New optional gear includes a great Hema Maps package, which you’d be crazy not to tick off on the order form. Off-road, this BT-50 went everywhere it bloody wanted to –

SKYACTIV Technology Less fuel, less emissions, more Zoom-Zoom

The use of ultra-hightensile steel makes Mazdas even stronger

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 enthusiastically embraced hybrid drive and batterypowered 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 performance improvements with existing technology. We believe that a new generation of affordable petrol- and diesel-powered 76

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 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 lightweight design reduced engine weight by 10 per cent. The SKYACTIV-D diesel engine benefits from an impressive 14:1 compression ratio (the lowest diesel ratio available and considerably lower than the 16 to 18:1 ratios seen in standard diesel engines). However, Mazda also introduced a variable valve lift for exhaust valves, enabling internal exhaust recirculation, which immediately stabilises combustion after a cold start. It also added a two-stage turbocharger, which delivered strong and steady responsiveness, helping it reach its 5,200 rpm deadline and eliminate ‘turbo lag’. The lighter engine also reduced internal engine friction by 20 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 all this and more. The new SKYACTIV-Drive automatic transmission combines all 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 with 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 SKYACTIVChassis. 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.

Mazda exhaust-cut

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: the application of Homogeneous Charge Compression Ignition (HCCI) to a petrol engine in a passenger car. The current breed of Mazda vehicles have record compression ratios of 13:1 – increasing this to a stratospheric 18:1 would allow fuel to ignite more completely, without the need of a spark. SAFETY AT THE FOREFRONT Owning a Mazda is not just about driving a stylish, innovative, dynamic car – it’s also 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 SKYACTIV-Body. 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 All-New 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

The SKYACTIV Drive 6-speed auto Transmission

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 high-tensile 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. In the latest ANCAP and EuroNCAP tests of Mazda3, Mazda6 and CX-5, the effect of these manufacturing and safety improvements can be seen. All three vehicles were awarded a coveted five-star ANCAP rating, while the latest generation Mazda6 and Mazda3 improved across the key criterion compared to previous models, making them the safest Mazda vehicles ever built. 77

IGNITION

ACCESSORIES

BT-50 Boss Sports Pack delivers a punch If youâ&#x20AC;&#x2122;re not already impressed with the rugged new exterior design of the Mazda BT-50, Mazda offers the tough Boss Sports Pack to make your vehicle stand out even more. Including a Hard tonneau cover, Lightforce driving lights, Polished alloy bull bar, Alloy sports bar and Polished tubular side steps,

and 17-inch 5-spoke alloy wheels, not only will your ute look great, but these impressive Mazda Genuine Accessories will also work to guard it against damage. The Boss Sports Pack has a recommended retail price of $8,740 (for Dual Cab XTR models) or parts can be purchased individually.

BT-50 Retractable Alloy Tonneau Cover

he Alloy Retractable Tonneau Cover is a highly functional and stylish cover that protects valuable cargo items in your Dual Cab utility. Made from aluminium, and built to the toughest specifications, this tonneau has multiple locking positions and can be operated easily with a pull strap. Furthermore, it also allows users to easily adjust the spring tension to change the speed of the opening and closing. Using non-drill clamps, it is attached securely to the BT-50â&#x20AC;&#x2122;s tub, securing the cargo area. RRP: $2,595

Cargo Organiser Box

hether you have kids’ gear, are going to the shops, regularly store equipment or are heading away for the weekend, the Mazda Genuine Cargo tray will keep all of your valuables secure, tidy and in the one spot.

Features include moveable interior dividers, exterior mesh pockets, detachable lids, secure base and sturdy handles. The Cargo Tray can be fitted to all Mazda passenger and SUV models for $145 (RRP)

MX-5 KUROI PACK

he All-New Mazda MX-5 just got cooler – if that was possible – with the recently judged Wheels Car of the Year now available with the ultimate accessories: the Kuroi Sports pack. Meaning ‘Black’ in Japanese, the Kuroi Sports pack includes an Air deflector, Front under, Rear lip, Rear under and Side under spoilers and stylish 16- or 17-inch black alloy wheels. With more and more car owners looking to personalise their vehicles, the Kuroi Sports Pack will certainly help your new-generation MX-5 stand out more than it already does. Available as part of a comprehensive package, and with a recommended retail price of $3305 (for 1.5L models), parts can be purchased separately.

ACCESSORIES MX-5 Scuff Plates

ost cars have floor mats; they finish off – and protect – the interior of your car nicely. However, there are a lot more accessories to consider for your All-New Mazda MX-5 that will impress your close friends and family. If you want to turn the cockpit into something even more premium, why not consider alloy accelerator, brake and clutch

pedals, and an alloy foot rest? Also designed to guard your vehicle’s doorsill from scratches, and wear and tear, are the aluminium Mazda Genuine scuff plates. While these are designed to protect the interior of your car, they also look fantastic. All of these stylish interior additions can be purchased separately. Speak to your local Mazda Dealership for pricing.

BT-50 Double 12-volt Auxiliary Socket

f you live on the road, work in the great outdoors or need to regularly power equipment, then the Double 12-Volt Auxiliary socket is a must have for your Mazda BT-50. This clever equipment safely powers and charges electrical equipment such as fridges, spotlights, air compressors, work tools and other goods with two in-built, 15-amp sockets with smart circuit, battery protection and a handy touch light. The smart circuit with battery protection also estimates the amount of charge remaining and disconnects the sockets before the car battery runs flat. RRP: $295

Safety Pack

hether you’re fixing a flat tyre, have been caught up in an accident, or find yourself in a more serious traffic emergency, the Mazda Genuine Safety Pack will ensure you’re seen better during the day or after the sun has gone down. Including flashing lights, a safety vest and a triangular road sign, this handy protective addition is easily stowed away and is a welcome addition to your hazard lights. RRP: $135

CLASSIC

ROTARY: BACK TO THE FUTURE T he King is dead, long live the King! For Mazda enthusiasts the King is rotary and it’s very much alive. Even though its widespread availability ceased in 2012, when the RX-8 went out of production, rotary enthusiasts have yearned for the return of this complex but truly impressive power unit. The rumours of its return spiked last year when Mazda unveiled its latest concept, the stunningly sleek and stylish RX-Vision, in Japan. The attending media instantly called the RX-Vision the “highlight” of the Tokyo Motor show, not just for that magnificent design but also because of the confirmation the ingenious rotary would indeed be making a comeback. (And the world rejoiced.) Mazda was made famous thanks to its interest in the rotary. Other manufacturers had tried to make it work, but Mazda was, and still is, the only car maker to successfully put it into mass production. It all started in the early 1960s when Mazda engineers looked to create the ideal internal combustion engine; one with a unique power plant that was lightweight, compact and far smoother than a reciprocating engine. By the mid-60s the dream had become a reality. The Mazda 110S, better known internationally as the Cosmo, was revealed. The sporty, futuristic look of the 110S officially marked the beginning of the rotary story. The company perfected this beautiful coupe’s twin rotor 491cc x 2 engine for series production with a power output of 80kW, but only 1,176 cars were built. Today they are collectables, with

the Mazda Australia-owned model insured for, well, a lot. The Mazda R130 Luce soon followed, but it wasn’t until 1978 that the world stood up and took very real notice, thanks to the arrival of the legendary RX-7. With its low, sharp front form characteristic, daringly low wedgeshaped body and glass hatch back, the RX-7 was met with global acclaim. Off road, this model was extremely successful in motorsport, claiming hundreds of wins globally – including three consecutive Australian Endurance championships and four straight 12 Hour wins. Following on from this hype, 1991 saw the third-generation RX-7 arrive, the same year Mazda became the first – and still the only – Asian manufacturer to win the 24 Hours of Le Mans. This new model saw a dramatic leap in performance, and also embodied a ‘gram strategy’ of comprehensive weight reduction, which is still relevant when new models are designed and built. Dubbed the ‘Beauty in the Beast’,

the result was a car that barely weighed 1,250kg but put out more than 187kW. Between 1991 and 2002 almost 85,000 cars were built, making it one of the most popular rotary models produced. The last rotary-powered car was the RX-8. Between 2003 and 2012 a new generation of drivers enjoyed its dynamic and sporty design, unique centre-opening doors and room for four. From the outside it looked as though Mazda had stopped rotary development, but this was not true. Mazda understands that to stop the programme means the death of this unique engine, so it has always had a dedicated rotary team. And now, it’s all about the RX-Vision. The smooth-flowing proportions scream performance while paying tribute to Mazda’s rich heritage of front engine, rear-wheel drive sports cars. When will it arrive? That’s a good question, but at the moment the excitement is knowing that it is on its way.