Mazda ignition 06

IGNITION

IGNITION

MAZDA CX-9

MAZDA CX-5

MAZDA BT-50

More to love

Packed with safety

Tackling the Birdsville track

CONTENTS 4 8 12 24 30 42 50 56 70 76 78 82

News Mazda2 Mazda3 Mazda6 Mazda CX-3 Mazda CX-5 Mazda CX-9 Mazda MX-5 Mazda BT-50 SKYACTIV Technology Accessories Classic Mazda

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

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M{ZD{

NEWS

Mazda debuts new Alpine infotainment system on BT-50

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azda Australia has teamed with the local arm of Alpine Electronics to co-develop a new Alpine-branded satellite navigation infotainment system for the rugged Mazda BT-50.

Offered as standard equipment on XTR and GT grades, the 8-inch high-resolution colour touch screen includes a fully integrated reverse camera and an improved sat-nav system that also features point-to-point four-wheel drive off-road navigation with 3D digital terrain.

For the first time in a BT-50, the infotainment system has split screen capabilities, allowing both audio and navigation content to be viewed at the same time. The system also displays HVAC (Heating, Ventilation and Air Conditioning) information, while incoming mobile calls can be answered via the steering wheel controls.

Including DAB+ digital radio, with improved audio quality from the four 50 watt amplifiers, the system also offers standard live traffic updates through the Radio Data System (RDA), hands-free phone functions are voice controlled via Bluetooth, and the dashboard now includes more accessible USB, HDMI and 3.5mm AUX ports.

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ALEX ‘CHUMPY’ PULLIN SIGNS NEW AMBASSADORSHIP WITH MAZDA

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n May, two-time World Champion and Australian Olympic Snowboarder, Alex ‘Chumpy’ Pullin, joined the Mazda family as a brand ambassador.

Pullin created history becoming Australia’s first Snowboard World Champion after taking out the Snowboard Cross event at the FIS World Titles in Spain in January 2011. That same year, he won the World Cup Championship having reached the podium in four of the previous five World Cup events of the season.

In 2018, Pullin will represent Australia in the Winter Olympics in PyeongChang, South Korea.

The ultimate thrill-seeker and adventure lover, Pullin drives the top-of-the-range Next-Gen Mazda CX-5 Akera, Australia’s favourite SUV for the past four years.

“I’m stoked to be a part of the Mazda family,” says new Mazda Australia ambassador ‘Chumpy’ Pullin.

“The CX-5 Akera is great to take to the snow filled with all my gear, and more importantly, it handles the conditions perfectly. When I’m not training, I throw my surfboard in the boot and head down the beach for a surf. The CX-5 is big enough to suit my lifestyle, yet small enough to cruise through the city in.”

Alex ‘Chumpy’ Pullin joins North Melbourne captain Jack Ziebell, television presenter Lauren Phillips, The Block Reno royals Kyal and Kara Demmrich, and musical theatre star Rob Mills in Mazda Australia’s ambassador program.

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LOOK ALIVE: MAZDA UNVEILS ITS FUTURE DESIGN DIRECTION

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t the 54th annual Tokyo Motor Show in October, Mazda unveiled two striking new concept cars that set the scene for Mazda’s future: the Mazda KAI CONCEPT and the Mazda VISION COUPE. The concepts reflect an evolution of the acclaimed ‘KODO: Soul of Motion’ design language, which will define Mazda’s next generation of vehicles.

Honing an aesthetic that breathes life into cars, Mazda’s designers have paid particular attention to the interplay of light and shade, to create a car that exudes vitality and looks truly alive.

The Mazda KAI CONCEPT compact hatchback heralds a new generation of Mazda cars. It features the nextgeneration SKYACTIV-X gasoline engine, SKYACTIVVehicle Architecture and a more mature expression of the KODO design language.

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The VISION COUPE represents Mazda’s design vision for next-generation models; a more mature expression of KODO applies a Japanese aesthetic to achieve more elegant and premium styling. The exterior features a “one motion” form that exudes a sense of speed and the interior combines three-dimensional depth with a strong longitudinal axis to create a relaxed space that maintains a sense of speed.

In line with its “Sustainable Zoom-Zoom 2030” longterm vision for technology development, Mazda aims to use the fundamental appeal of the automobile – driving pleasure – to inspire people, enrich society and help bring about a beautiful earth. By offering an experience of car ownership that celebrates driving, the company hopes to enrich lives and build a strong bond with customers.

NEWS Mazda maintains 5 star ANCAP safety rating for full range following Next-Gen Mazda CX-5 test success

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azda’s light, small and medium passenger car range, and its small and large SUV offerings have been recognised as some of Australia’s best vehicle buys, in the fifth annual motoring.com.au ‘Recommends’ awards.

In August, the Next-Gen Mazda CX-5 was awarded a 5 star ANCAP rating ensuring that the highest possible safety rating is maintained across the full Mazda range.

Released in April 2017, Australia’s favourite SUV achieved the maximum safety rating in results published by the Australian New Car Assessment Program (ANCAP).

Continuing on from standards set by the Brand-New Mazda CX-9 and the All-New Mazda MX-5, the NextGen Mazda CX-5 achieved perfect scores on side and pole testing.

“The CX-5 performed well in physical tests and is fitted with a good list of safety features including all three levels of autonomous emergency braking – City, Interurban and Pedestrian,” said ANCAP Chief Executive Officer, James Goodwin.

“As the highest selling unrated model in Australia and New Zealand so far this year, this provides yet another safe option for SUV buyers.”

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REVIEW 07 OCT 2017 Sydney Morning Herald, Sydney

ASK THE EXPERT WHAT CAR SHOULD I BUY? CX-5, which they absolutely love, so a Mazda2 seems the obvious choice, or should they be looking further afield?

AUTHOR

THE BUDGET $15,000 – $20,000.

Kia RIO S

CAMERON MCGAVIN

THE DILEMMA Kate and her husband have an old Subaru Impreza they use as a second car but its reliability is fading, so it’s time to move it on.

They just want something that will be easy to park, economical and trouble-free for the next decade.

Their main set of wheels is a Mazda

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spans (Peugeot 208, Renault Clio, Volkswagen Polo).

Our two suggestions, however, have the potential to run it very close indeed in this scenario, or perhaps even better it.

THE SHORTLIST In light of Kate’s happy experience with the CX-5, and the 2’s position as a frontrunner of the light – car class, we’d sugge st she’d be very happy indeed staying within the Mazda fold.

Most alternatives struggle to deliver a truly compelling reason to jump ship from a 2, being either comprehensively outclassed (Honda Jazz, Hyundai Accent, Toyota Yaris) or better suited to buyers with loftier budgets and shorter ownership

From $16,990 This Kia’s carryover 1.4-litre petrol engine is shackled to this group’s heaviest body and a dated fourspeeder in auto models, so it’s no benchmark of go, refinement or thrift (5.6-6.2L/100km).

Safety technology such as autonomous emergency braking isn’t available and this base S model – the only Rio to slide under the 20k on-the-road mark – misses out on cruise control.

But the Swift’s willing 1.2-litre petrol engine and restrained mass (just 870kg for the GL) endow it with this group’s best economy(4.65.1L/100km). It’s right up there with the Mazda in how it drives (very well) and is presented inside. Pin down a GL Navigat – or with Safety Pack model ($19,190 drive-away as this was written) and you get autonomous emergency braking, plus a touchscreen infotainment with reversing camera and smartphone integration, without breaking our budget.

But it has this group’s roomiest cabin, biggest boot (325 litres), longest warranty (seven years) and its seven-year/105,000km fixed price servicing regime has this group’s longest service intervals (yearly/15,000km).

It’s a proficient and surprisingly entertaining drive, if sometimes a bit firm over really sharp bumps.

Even the S gets a touchscreen infotainment system with Apple CarPlay/Android Auto smartphone integration and a reversing camera.

MAZDA2 From $14,990 This Mazda – lighter than the Kia and powered by a willing 1.5-litre petrol engine with a six-speed auto option – has its Korean rival beat for both performance and economy (4.9-5.5L/100km).

Its recent adoption of autonomous emergency braking across the range gives it much stronger safety chops.

Its ride/handling combination is fractionally sweeter than the Rio’s, it has a more upmarket cabin vibe and it’s covered by a lifetime fixed price servicing deal.

But the 2 is tighter in the back than the Kia, has a smaller boot (250 litres), shorter warranty (three years) and asks for more frequent servicing (yearly/10,000km).

If you want to match the Rio S’s reversing camera and touchscreen infotainment you need to step up to a middle-tier Maxx (from $17,990 plus on-roads), which will start testing a $20k budget in auto, on-the-road form. Even then you’ll be missing out on its rival’s smartphone integration.

SUZUKI SWIFT From $15,990 This Suzuki has no answer to the Kia’s back-seat space, boot space (it has 242 litres) or long warranty (its runs out after three years/ 100,000km).

The base GL has this group’s least compelling safety sell – no autonomous emergency braking like a base 2 and no reversing camera like the base Rio. Its fixed price servicing regime is this group’s shortest (five years/ 100,000km) and most intensive (intervals are sixmonthly/10,000km).

DRIVE RECOMMENDS All things considered, the Mazda has to win. It’s more polished than the Kia, makes a better fist of the value/ownership dilemmas than the Suzuki and has stronger safety credentials than both.

It’s possible to formulate scenarios where the others could take the cake. The Swift’s spec/ safety question marks recede when you spend right up to $20k, and if you can forgive its service-frequency niggles you’ll get a light car with threatening polish and appeal.

If you want to keep the spend down, ownership fuss to a minimum and care more for space and the latest in infotainment than safety technology, a Rio S is a path to roomy, competent and hassle-free motoring for very little cash.

GOOD POINTS Strongest safety Polished drive Upmarket cabin DRAWBACK Back-seat, boot space

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July, 2017 Wheels, National Author: Cameron Kirby • Section: General News • Article type : News Item Audience : 39,511 • Page: 46 • Printed Size: 601.00cm² • Market: National Country: Australia • ASR: AUD 8,652 • Words: 492 • Item ID: 807826387

REVIEW

07 OCT 2017by Copyright Agency. You may only copy or communicate this work with a licence.

Licensed Wheels

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22 JULY 2017 www.2gb.com

MAZDA 2: REFRESHED AND GREAT VALUE

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riving the latest Mazda 2, currently the second best seller in the light car class behind Hyundai’s Accent. The Mazda 2 was refreshed earlier this year –

AUTHOR

DAVID BERTHON

the 1.5-litre engine carries over in the entry Neo but gains slightly more power in the higher grades with idle stop technology. No price rises – the entry Mazda2 Neo six-speed manual starting at $16,990 drive-away.

When I compare the latest Mazda 2 to some of the light cars of old I’m amazed at the value and inclusions yet the price point has barely moved in the last 15 years. Take the second tier Mazda 2 Maxx auto hatch at $21,890 drive-away–cruise control, rear parking sensors, six airbags, dynamic stability control, Bluetooth hands-free phone and audio, keyless push button start, a 7-inch full colour touch screen, a reversing camera, 15-inch alloy wheels, digital radio, forward active brake control up to 30k’s forward and 8k’s in reverse – the list just goes on and on.

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REVIEW 15 AUG 2017 www.carsales.com.au

MAZDA3: A CAR FOR ALL SEASONS MATT BROGAN Lifestyle Editor

MAZDA’S MOST POPULAR CAR IS TURNING 40 AND, TO CELEBRATE, WE’RE SPANNING THE GLOBE TO TAKE A LOOK AT THE MAZDA3 IN FOUR VERY DIFFERENT MARKETS, BEGINNING WITH JAPAN

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ithout doubt the Mazda3 is a truly global car. Built in six countries and sold in more than 120 markets worldwide, over four million examples have been sold since the first-generation launched back in 2003.

More than half a million Mazda 3s have been sold in Australia alone.

In fact, Mazda Australia reckons the 3’s local lineage can be stretched to 1977 with the first 323 model.

Truthfully, the car’s ancestry dates back further still. Mazda’s first small family range began in 1963 with the Giorgetto Giugiaro-styled Familia 800 and 1000 (referencing the engine size) sedan, coupe, wagon and utility range, followed by the R100 lineup from 1967-77.

BEST-SELLING STATUS Since those relatively humble beginnings, the Mazda3 range has evolved to become a thoroughly modern vehicle, and one of Australia’s most popular cars.

Mazda3 regularly features at the pointy end of the best-seller’s list, and some months accounting for nearly 10 per cent of global Mazda3 production, Australian market 3s compete regularly with the Toyota Corolla for number one spot on the sales ladder.

And while the Mazda3 doesn’t enjoy a similar status at home in Japan, it is nonetheless a strong performer.

In Japan, the 3 is sold as the Axela – a nameplate combining ‘accelerate’

and ‘excellent’. Japanese Axela buyers tend to be around the same age as Aussie Mazda 3 owners, with men far more likely to buy the car than women (90:10 per cent).

In Australia the mix is 63:37 per cent in favour of men.

VITAL STATISTICS MA1963-68 MAZDA FAMILIA SPECIFICATIONS (TYPICAL) ENGINES 0.8 and 1.0-litre four-cylinder petrol OUTPUTS 31kW/59Nm and 50kW/79Nm TRANSMISSIONS Four-speed manual / two-speed automatic DIMENSIONS 3700mm (L) x 1465mm (W) x 1340mm (H)

Both Aussie and Japanese buyers prefer petrol-powered, automatic hatch variants.

A BLOSSOMING FUTURE There’s nothing like driving a car in its home market to get to the core of what it’s all about – and there’s no better time to visit Japan than during the National Cherry Blossom Festival, or Hanami.

Literally, the viewing of the blossom, Hanami celebrates renewal and the coming of warmer weather, with a splendid sea of delicate pink flowers – accompanied by their intoxicating perfume.

The festival dates back more than 1300 years when the arrival of the blossom marked the beginning

of rice-planting season, and was celebrated only by the aristocracy with music, and specially prepared food and drink.

These days Hanami is still celebrated with food, drink, and music; but is now also observed as the beginning of the new school and business year. As such, it’s typically enjoyed with family, friends and colleagues alike.

FROM YOKOHAMA TO THE WORLD Mazda’s R&D centre in Yokohama has an integral role in the birth and evolution of the 3. And you don’t have to travel far from home-base to experience the splendour of the cherry blossom.

WEIGHT 720kg (min. kerb) 1967-77 MAZDA 1000/1200/1300/ R100 SPECIFICATIONS (TYPICAL) ENGINES 1.0, 1.2 and 1.3-litre fourcylinder and 1.0-litre rotary petrol OUTPUTS 37kW/76Nm, 43kW/94Nm, 51kW/91Nm and 82kW/130Nm TRANSMISSIONS Four-speed manual / three-speed automatic DIMENSIONS 3845mm (L) x 1480mm (W) x 1385mm (H) WEIGHT 840kg (min. kerb) 1977-80 MAZDA 323 SPECIFICATIONS (TYPICAL) ENGINES 1.0, 1.3, 1.4, 1.5 and 1.6 four-cylinder petrol OUTPUTS 33kW/69Nm, 44kW/94Nm, 61kW/98Nm, 51kW/103Nm and 65kW/120Nm TRANSMISSIONS Four-speed manual / three-speed automatic DIMENSIONS 3820mm (L) x 1595mm (W) x 1390mm (H) WEIGHT 812kg (min. kerb)

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VITAL STATISTICS 1980-85 MAZDA 323 SPECIFICATIONS (TYPICAL) ENGINES 1.1, 1.3, 1.5-litre fourcylinder petrol OUTPUTS 40kW/79Nm, 50kW/95Nm and 65kW/120Nm TRANSMISSIONS Four and five-speed manual / three-speed automatic DIMENSIONS 3955mm (L) x 1630mm (W) x 1375mm (H) WEIGHT 780kg (min. kerb) 1985-89 MAZDA 323 SPECIFICATIONS (TYPICAL) ENGINES 1.1, 1.3, 1.5, 1.6, 2.0-litre four-cylinder petrol and 1.7-litre four-cylinder diesel Each of Japan’s 43 prefectures, and indeed most of its larger cities, take pride in publishing the best viewing spots for the cherry blossoms, and exactly when the blossoms will be at their peak.

The Cherry Blossom Festival is embraced with vigour by all sections of Japanese society and a special division of the weather forecasting

agency exists to predict when the blossoms will bloom. Depending on how far north you are, this can be any time between mid-January and early-May. Incredibly, the festival is the fourth-largest travel and tourism event in the world, drawing hundreds of thousands of visitors from right across Japan and the globe. Such is the size of the economic boom the festival generates, it too has been given its own name – Bakugai – the exploding of sales.

THE SAME, BUT DIFFERENT Speaking of exploding sales, it might surprise you to know the Mazda Axela sells nearly as many dieselpowered models in Japan as it does petrol. Hybrid and all-wheel drive models (neither sold here) also factor into the sales mix.

In fact, Mazda Australia withdrew the SKYACTIV-D (diesel) Mazda3 from local sales last year, leaving only the SKYACTIV-G (gasoline,

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OUTPUTS 40kW/80Nm, 50kW/96Nm, 54kW/110Nm, 63kW/122Nm, 87kW/178Nm and 42kW/145Nm TRANSMISSIONS Four and five-speed manual / three-speed automatic DIMENSIONS 4110mm (L) x 1645mm (W) x 1390mm (H) WEIGHT 936kg (min. kerb) 1989-94 MAZDA 323 SPECIFICATIONS (TYPICAL) ENGINES 1.3, 1.5, 1.6, 1.8-litre four-cylinder petrol and 1.7-litre four-cylinder diesel OUTPUTS 56kW/101Nm, 69kW/123Nm, 77kW/146Nm, 104kW/160Nm and 42kW/112Nm TRANSMISSIONS Five-speed manual / three and four-speed automatic DIMENSIONS 4215mm (L) x 1670mm (W) x 1405mm (H) WEIGHT 910kg (min. kerb)

or petrol). Find out more about SKYACTIV technology here.

For Japan, the Axela model mix is: petrol (55 per cent), diesel (40 per cent) and hybrid

(five per cent). The 1.5-litre SKYACTIV-G Sport 15S Proactive front-wheel drive automatic hatch, similar in trim grade (but not engine spec) to our

local Mazda3 SP25, is the most popular model overall.

Australian buyers also prefer hatchbacks over sedans. For us, the mix sees 62 per cent of buyers choosing a hatch, against 38 per cent for the sedan. In Japan it’s a 70:30 per cent mix in favour of the hatch.

Mazda Australia now offers the Mazda3 with a choice of 2.0 and 2.5-litre SKYACTIV-G engines, the former accounting for 70 per cent of all sales. Not surprisingly, 86 per cent of Australian buyers also prefer automatic variants (manuals account for 14 per cent of sales).

Locally, the Mazda3 Maxx hatch with a 2.0-litre petrol engine and sixspeed automatic is the most popular choice, the Maxx grade accounting for 43 per cent of overall sales.

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DELIVERING MORE OF WHAT WE WANT Our Japanese ‘Axela’ is a diesel variant, similar in specification to the range-topping Mazda3 XD Astina sold in Australia briefly during 2015.

When you consider the impressive acceleration and fuel economy offered from the (129kW/420Nm) 2.2-litre twin-turbo engine, it is a shame Mazda Australia no longer sells dieselpowered Mazda3 variants in Australia.

And it’s appropriate to drive the Axela in this specification, as it most closely reflects the desires of Japanese buyers. Ranked in order,

Mazda’s market research says Axela buyers want a car with: stylish design, good driving performance, outstanding fuel economy, and right-sized proportions.

In no particular order, Aussie buyers appear similarly motivated, wanting stylish looks, fun-to-drive dynamics and performance, strong technology and safety credentials, roominess, and value for money.

OF BULLS AND BLOSSOM Driving a ‘dirty’ diesel car through the midst of Japan’s amazing pink-blossomed landscape might

VITAL STATISTICS 1994-98 MAZDA 323 SPECIFICATIONS (TYPICAL) ENGINES 1.3, 1.5, 1.6, 1.8-litre fourcylinder and 2.0-litre V6 petrol, 2.0-litre four-cylinder diesel OUTPUTS 56kW/104Nm, 66kW/132Nm, 77kW/146Nm, 85kW/156Nm, 107kW/179Nm and 53kW/127Nm TRANSMISSIONS Five-speed manual / three and four-speed automatic DIMENSIONS 4435mm (L) x 1710mm (W) x 1420mm (H) WEIGHT 920kg (min. kerb) 1998-2003 MAZDA 323 SPECIFICATIONS (TYPICAL) ENGINES 1.3, 1.5, 1.6, 1.8, 2.0-litre four-cylinder petrol and 2.0-litre four-cylinder diesel OUTPUTS 56kW/104Nm, 66kW/132Nm, 77kW/146Nm, 85kW/156Nm, 97kW/183Nm and 53kW/127Nm TRANSMISSIONS Five-speed manual / four-speed automatic DIMENSIONS 4435mm (L) x 1705mm (W) x 1410mm (H) WEIGHT 990kg (min. kerb) 2003-09 MAZDA MAZDA3 SPECIFICATIONS (TYPICAL) ENGINES 1.4, 1.5, 1.6, 2.0, 2.3-litre four-cylinder petrol and 1.6, 2.0, 2.2-litre four-cylinder diesel OUTPUTS 62kW/90Nm, 87kW/140Nm, 77kW/145Nm, 110kW/138Nm, 126kW/214Nm and 80kW/240Nm, 105kW/360Nm, 136kW/400Nm TRANSMISSIONS Five and six-speed manual / four and fivespeed automatic DIMENSIONS 4540mm (L) x 1750mm (W) x 1500mm (H) WEIGHT 1253kg (min. kerb)

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VITAL STATISTICS 2009-13 MAZDA MAZDA3 SPECIFICATIONS (TYPICAL) ENGINES 1.6, 2.0, 2.3, 2.5-litre four-cylinder petrol and 1.6, 2.0, 2.2-litre diesel OUTPUTS 77kW/145Nm, 110kW/187Nm, 194kW/380Nm, 124kW/228Nm and 80kW/240Nm, 105kW/360Nm, 136kW/400Nm TRANSMISSIONS Five and six-speed manual / Four, five and six-speed automatic DIMENSIONS 4595mm (L) x 1755mm (W) x 1470mm (H)

seem like waving a red rag to a bull.

But Mazda insists its SKYACTIV-D engines are among the cleanest available, using less fuel to deliver more power than competitor models; a point we’re sure isn’t lost on Mazda’s perennially blossoming Mazda 3 customers.

And while Mazda might be doing its bit to ensure the cherry trees will continue to blossom for future generations, our trip here has shown Hanami is a fickle attraction.

Blooming briefly, the glorious pink blossom can be hard to witness in full splendour, and like the Samurai

warriors they’re said to embody, the blossom’s time on earth is likewise brief but glorious.

Quite the opposite of the Mazda3, really.

WEIGHT 1295kg (min. kerb) 2013-CURRENT MAZDA3 SPECIFICATIONS (TYPICAL) ENGINES 1.5, 2.0, 2.5-litre fourcylinder petrol and 1.5, 2.2-litre four-cylinder diesel OUTPUTS 74kW/150Nm, 114kW/200Nm, 138kW/250Nm and 77kW/270Nm, 129kW/420Nm TRANSMISSIONS Six-speed manual / six-speed automatic DIMENSIONS 4580mm (L) x 1795mm (W) x 1455mm (H) WEIGHT 1300kg (min. kerb)

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REVIEW 02 JULY 2017 www.caradvice.com.au

MAZDA OLD V NEW: 2017 MAZDA 3 SP25 ASTINA V 1980 323 DE-LUXE

CURT DUPRIEZ Comparisons Editor

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he opportunity to dig deep into motoring history and to experience it first hand can be as frightening as it’s possibly enlightening.

In the case of Mazda Australia’s recent 40th Anniversary of the company’s small car shindig, it was both. And thanks to an unforeseen personal twist, for me at least, it was memorable in more ways than I’d anticipated.

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Simple format: seven touchstone models tracking the Japanese marque’s small car evolution from 1977 to today, driven back to back around Queensland’s handy Mount Cotton driver training facility.

In quick succession, I could compare the current flagship 2017 Mazda 3 SP25 Astina to a 12-yearold first-gen Mazda 3, then onwards and backwards to 2001 323 Astina SP20, versions of the 323 Astina SP in 1996 and 1991 vintage, then back further to the boxy 1984 323 and curvaceous originator, the firstgeneration 323, albeit a 1980 rather than a ‘first year’ 1977 example.

Yes, trainspotters, I know I know… but there happened to be no pre-1977 Familia/Grand Familia examples as portals back to the ’60s, but this was Mazda Australia’s retro party and I

just showed up to sample the punch.

And I’m happy to report the bleedingly obvious – in the past four decades, in any critical measure you like, Mazda’s small cars have evolved leaps and bounds.

What made it even more memorable for yours truly was that once stood in front of the eldest of the test fleet – a pumpkin orange, minty fresh and lovingly maintained five-door manual De-Luxe to be exact – I actually remember this was the second car I had ever owned.

Well, not exactly this car: mine was not-quite-white, an automatic, festooned with a decade’s worth of musty smells and encroaching red rot, a car I learnt to left-foot brake in because of its wont to stall at an idling stop. It was 10 years old when Mum handed it down to her penny-

pinching teenaged son back around 1990. Thanks Mum! Old Pumpkin, as I’d nickname it, is in much fitter nick than Mum’s gift horse ever was. This example is owned by Mazda Australia, part of its heritage collection – so presumably it’s the best one the marque itself could find in recent times. And judging by the paintwork and shutlines, Old Pumpkin is possibly in superior condition than when it left the factory in the late ’70s.

So, of course, if I was ever to get sucked back to my three-decade-old youth via motoring sights, touches and smells, this is as fit a time machine as I’ll likely ever find.

A big trip down Memory Lane, if for few short laps made even more

memorable given the kind of rainfall of the likes that’d prompt Noah to man The Ark. Monsoonal as best, biblical at worst then. The kind of rain that would catch out another bloke from another media outlet who almost binned the nicest 323 around by applying 2017 late-braking techniques to circa 1977 non-ABS disc/drum technology, nearly turning Old Pumpkin properly pear-shaped.

I’d driven to the test track in Mazda’s small-car latest and greatest, the fully loaded currentday SP25 Astina ($35,490 plus onroads), complete with fully stocked active safety armoury. So my initial impressions of its 1980 forebear as I climb in is of how flimsy the doors feel and how the cabin looks to have been styled by Caramello Koala.

After the leather-dipped, infotainment explosion that is today’s Mazda hatchback, the old car feels like I’ve climbed into an old tin shed. That’s despite the fact the vinyl, rubber, plastics, fake woodgrain and good old painted metal surfaces are all very nearly concours condition.

The cabin’s sheer nothingness is both confronting and perversely appealing. The tiny instrumentation, fan and heater controls and radio display are all nearly illegible, but the sense of spaciousness and airiness is profound.

It couldn’t be further from the wraparound, thick-bolstered, chunky, cocooning designs typified by today’s Mazda 3. Have a decent sized misadventure in an old 323 and you’d likely bounce around the cabin like a human pinball, possibly hitting every surface as least once.

I wonder how Mum and I ever survived to see the 1990s…

In stark contrast to the leatherdipped, climate-controlled cosiness of the SP25 Astina, the 323 feels more adventurous and patently more rustic. Old Pumpkin’s tiny wipers thrash away to no great effect against Mother Nature’s bucketing against an increasingly fogged-up windshield.

There’s a growing damp patch on my left leg from a leak at the A-pillar, and the glimmer of faint instrument light seems to be lit

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by an old hermit’s lantern.

Noisy fans blast the cabin with uncomfortably hot and humid air, though it seems to clear outward vision ever so slightly.

And we’re off… I think.

At least, that is, the scenery beyond the huge windows and windshield seems to be moving in the desired direction.

I still marvel in delight in old cars, with so much glass, so much visibility – weather permitting – and pencil thin roof pillar that pedestrians and other motorists cannot hide behind. So much of the sense of motion come from the driver’s eyesight, because the little 1.4-litre four’s gentle shove seems indifferent to how much rpm it musters up or how viciously the driver’s right foot attacks the accelerator pedal.

Even in literature of the day Mazda was a little vague about the subject of outputs from the 1980-spec twobarrel-carburetored 1.4L and the 1.3L engine of the late ’70s. A cursory Google search puts it around 48kW and 45kW respectively.

Whatever the case, you had a choice of four-speed-manual or three-speed automatic transmissions, neither offering an overdrive ratio, but both sending torque to the rear wheels.

Yes, I know what you’re thinking: front-engined, rear-driven, and in a device weighing around a scant 850 kilograms, it’s inherently a proper driver’s machine! And that’s exactly what my rose-tinged and increasingly foggy memories have been convincing the contemporary me for a very long time.

Hindsight, though, is cold and hard (and, today, terribly wet).

The throttle is light and flimsy, the clutch pedal inert, the brake pedal empty and then suddenly abrupt in take up. The feel of the gearbox

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is akin to stirring a wooden spoon through minestrone. Is it in first or third gear? Or second or fourth?

Whatever the case, there seems no positive or negative impact on velocity. So much user input, so little change in forward progress. Even when, predictably, the brakes lock up.

And yet a Cheshire Cat grin plasters across my face as I thrash away at Old Pumpkin’s archaic ‘recirculating ball’-type steering, wrestling to maintain course, wondering if those skinny 155mm tyres might be better served slicing up Domino’s super supreme than they at keeping car and driver on the greasy, rain-soaked black stuff.

A flashback hits me – flannelette shirt, Van Halen blasting through tinny door speakers, and a much younger me managing to spear a crappy white 323 through an intersection one dark, wet night long ago. Backwards.

Cars don’t crash themselves.

Drivers crash cars. Though sometimes a vehicle comes along that really makes you question such simple logic. Again, I wonder how Mum and I ever survived…

Of course, for its time, the original 323 generation wasn’t merely what we knew and were accustomed to.

“Functional wagon space with sedan luxury,” as the literature spruiked at the time, was novel and new.

And at its late-’70s era, from the crumple zone front-end body structure to the split-fold rear seats, the little Japanese hatchback was a clever, forward-thinking device setting the mould for small cars way in the future.

After ample acclimatisation with the old, the jump forward from the humid blast furnace of the 323 to the relative five-star accommodation of the 2017 SP25 Astina is nigh on shocking.

What would have we had made of today’s Mazda had it lobbed onto a showroom floor in 1980? Pure science fiction, I imagine. And not merely because of access to today’s infotainment delights at a touch of a screen or having ’80s V8 Commodore-like horsepower underfoot.

Peeling out on the damp Mount Cotton test track in the SP25 Astina, it’s obvious how much quicker the current hatchback could be. But instead of opening up the 2.5-litre taps and digging into the thick end of a not-terribly-heady 138kW, I decide to punt around at a pace where Old Pumpkin started to get all white knuckled and red misted.

In this car, though, such road speed is a leisurely cruise.

Forget the comparatively otherworldly tech and the poke.

Forget the heated leather trim and 231-watt, nine-speaker soundtrack.

What I find most startling about 37 years of progress is the advance in safety. The improvement is so utterly conspicuous, and without the need to impact the body structure, deploy an airbag, trigger the active lane-keeping smarts or even set the traction control in-dash light flickering.

No, today’s Astina – or any Mazda3 variant for that matter – is immeasurably better at the very fundamentals of safety so often overlooked in marketing and advertising and, thus, so easily forgotten about: the degree of control the driver has over the proceedings.

21

REVIEW

I enjoyed my fleeting driving Old Pumpkin, as much for what it isn’t as for what it is. And for what it illustrates.

Having experienced the relentless progress of Mazda small cars over 40 years, I can’t quite fathom the level of small-car competency my own grandchildren might be driving in years and decades to come. Or whether they’ll consider today’s hatchbacks to be absolute death traps in the wisdom of their own (future) hindsight.

From the accuracy of the steering with which to place the car on the road to amount of power available to get you and your loved ones out of trouble – exiting a side street, say – through outright road holding and stopping distances, the new car’s abilities to avoid an accident well before any ‘smart’ safety tech even comes into play seems immeasurably higher.

No offence, Mum, but I wouldn’t be caught dead putting your grandkids into the car your handed down to me all those years ago, when I was at an age where my eldest daughter is fast approaching. Would I put my daughter into even the base Neo 2.0L, sans the full suite of active safety gear, as her first car? You bet.

22

04 JULY 2017 www.wheelsmag.com.au

MAZDA 3 CELEBRATES 40 YEARS DOWN UNDER

THE ARRIVAL OF THE MAZDA 323 TO OUR SHORES IN 1977 MARKED THE BEGINNING OF A STORIED HISTORY FOR MAZDA SMALL CARS HERE IN AUSTRALIA.

Y

ou might have been driven around in one as a child. You may have learned to drive in one or had one as your first car.

Maybe there’s one parked in your driveway right now.

This first 323 sold locally was a far cry from the Mazda 3 of today – it was only the second five-door hatch sold in this country, but its rear-wheel drive running gear dated back a decade.

The eighties ushered in a frontwheel drive platform to underpin the second-gen 323 sold here, which was named Wheels Car of the Year in 1980.

This new platform was shared with the Ford Laser of the day, and was the start of Mazda’s long relationship with the Blue Oval.

From the early eighties BD to the BL of the noughties – the first to be badged as simply the 3 – we saw the rise, the fall, and the recouping of Mazda’s popular small car lineage after plenty of hits and some misses.

While the first 3 was a success story, it was far from smooth sailing for Mazda. The global economic downturn in 2008 saw Ford sell their stake in the company, and Mazda found itself near bankruptcy in 2010.

Fast forward to today and the brilliant BM-series Mazda 3 is one of the best-selling cars on the Aussie

market, with Mazda themselves currently ranked as the most reputable car company in the country.

From the first 323 to the current 3, Mazda’s small car hasn’t had it easy, but it’s fought its way through tough times and into the hearts of many.

Any car that can hack it out for this long is going to earn fans and respect, and over the last 40 years here in Australia, Mazda’s small car has done just that.

23

REVIEW 19 AUG 2017 Weekend West, Perth

THE WAGON FIGHTS BACK LOWDOWN

T SAM JEREMIC AUTHOR

THERE ARE LOTS OF REASONS TO FORGET AN SUV AND CHOOSE THE EXCELLENT MAZDA 6 DIESEL

24

here was a moment in my week in the Mazda6 wagon when I felt a real pang of dismay. It had nothing to do with the car — it was excellent — but the type of car it is.

Medium passenger car sales are on the wane; the wagon versions are even more unpopular; and diesel in passenger cars has never really taken off in Australia.

So here I was in a medium-sized diesel wagon which, despite being top quality, isn’t the type of vehicle many people seem to be looking for.

But you have to wonder: why?

It was a question I constantly asked myself, especially given I took the 6 wagon on a trip I recently covered in its super-popular SUV stablemate, the CX-5. So let’s look at the three reasons this car won’t be on people’s radars.

Yes, it’s medium sized. But you know what else is medium sized?

The CX-5, Hyundai Tucson and all the other SUVs families are flocking to.

So the 6 had the same amount of cabin space as the CX-5 — which is to say, good enough. I had to move the front seats forward a tad to accommodate a child seat and my

MAZDA6 MODEL Touring wagon PRICE $41,440 ENGINE 2.2-litre four-cylinder turbo-diesel OUTPUTS 129kW/420Nm TRANSMISSION Six-speed auto THIRST 5.4L/100km

better half in the back, but it was just as comfortable as the SUV. You also pay a premium to sit higher; the Touring-spec 6 costs$550 less than the same trim in the CX-5 range, plus it gets a superior 5.4L/100km fuel economy to the CX5’s 6.0L/ 100km because of it being more aerodynamic and weighing less.

It may be front-wheel-drive — so are many SUVs — but there was no discernible price to pay in terms of driving on gravel roads that made me wish I was in an all-wheel-drive.

OK, so there was one big gravel rock I spotted too late which crashed into the underbody that an SUV may have cleared — but only just.

Oh, and speaking about ride height: I have always agreed SUVs are family friendly because they are easier on the back when changing nappies on the back seat. But as our son grows older I’ve learnt babies turn into toddlers hell-bent on doing things for themselves. His Lordship now takes pride in opening the door and getting into his own seat, something he can’t do in an SUV. Second point: yes, it’s a wagon.

Most people don’t seem to realise this is a good thing.

Carting the same gear in the CX-5 required stacking cases; here, it all fitted easily without encroaching on my rear vision.

And thirdly, diesels have had a rough couple of years PR-wise but, assuming car companies are now being honest with us in regards to emissions (big assumption, I know),

there’s a lot to enjoy in having an oil-burner in a car such as this. I got 800km to a tank and loved the midrange pull when overtaking.

The cabin was well insulated which made engine noise largely unobtrusive save for a slight gurgle at idle. The cabin was also up to Mazda’s usual high standards and the Touring grade is lacking for very little by way of features.

It’s not a perfect cruiser —tyre noise continues to be bugbear for Mazda, as does stop/start tech which remains jerky and easily confused.

Plus, given most of my driving was at highway speeds, I expected to get closer to the claimed fuel use than my 6.3L/100km — a number many petrol-engined medium cars would challenge.

But there’s very little to complain about here.

THE COMPETITORS SKODA OCTAVIA MODEL 110TDi Style wagon PRICE $38,590 ENGINE 2.0-litre four-cylinder turbo-diesel OUTPUTS 110kW/320Nm TRANSMISSION Six-speed auto THIRST 5.4L/100km FORD MONDEO MODEL Trend wagon PRICE $42,840 ENGINE 2.0-litre four-cylinder turbo-diesel OUTPUTS 132kW/400Nm TRANSMISSION Six-speed auto THIRST 5.3L/100km HYUNDAI I40 MODEL Premium wagon PRICE $44,850 ENGINE 1.7-litre four-cylinder turbo-diesel OUTPUTS 104kW/340Nm TRANSMISSION Seven-speed auto THIRST 5.1L/100km

VERDICT I know you want an SUV but just take a wagon for a test. If it appeals, the Mazda6 is a beaut.

25

REVIEW 03 OCT 2017 www.carsguide.com.au

MAZDA 6 GT WAGON 2017 REVIEW

P

REVIEWED & DRIVEN BY

RICHARD BERRY

SO, YOU’RE THINKING ABOUT A WAGON? WOW, YOU’D BE ONE OF THE VERY FEW PEOPLE LEFT IN THE WORLD YET TO BE CONVINCED THAT SUVS ARE THE ANSWER TO EVERYTHING. THAT’S WHAT I LIKE ABOUT YOU; YOU’VE ALWAYS BEEN YOUR OWN PERSON, STICKING TO YOUR GUNS, NOT FOLLOWING THE CROWD.

26

roblem is, most car makers do follow the crowd. Because crowds equal money. And because everybody has gone crazy for SUVs, the manufacturers have given them what they want. And mostly that means no more wagons.

But there are a few brands who have kept wagons in the lineup.

There’s the Ford Mondeo, the Volkswagen Passat, the Skoda Superb, the Subaru Levorg.

And the car we’re testing in this review; the Mazda6 wagon.

The version we tested was the GT grade with the petrol engine and an automatic transmission.

So, is a model that’s been around almost six years starting to show its age? And is that boot going to be big enough? I found out when the Mazda6 GT wagon came to live with my family for a week.

IS THERE ANYTHING INTERESTING ABOUT ITS DESIGN? The Mazda6 sedan is a goodlooking car, and even as a wagon it’s appealing, with that sloping roofline, those curvaceous wheel arches and long bonnet. The shape isn’t new either – sure there have been updates, but this model came out in 2012 and it doesn’t look out of date.

Can you tell it’s a GT from the outside? No. Well yes, but only by the wheels and headlamps – the GT has 19-inch alloy wheels and LED headlights, but so does the top-ofthe-range Atenza.

Inside, the Mazda6 GT wagon’s stylish cabin has a premium feel with leather seats and an excellent fit and finish. All the touch points throughout the cockpit are soft or padded, and all the controls, from the paddle shifters to the climate buttons, are perfectly placed and feel refined.

There are spots where the cabin is showing its age – that head-up display once seemed cool but now appears dinky and the display is tiny and antiquated by Volkswagen and Skoda standards these days.

How long is the Mazda6 wagon? It might not look like it, but the wagon is shorter end-to-end than the sedan.

The dimensions don’t lie; the wagon is 4800mm long, the sedan is 4865mm.

Compared to its rivals, the Mazda6 wagon is 110mm longer than the Subaru Levorg and 33mm longer than the Passat wagon, but 71mm shorter than the Mondeo wagon and 61mm shorter than the Superb wagon.

Don’t be fooled, though, longer doesn’t mean it has a bigger cargo area - all will be revealed in the practicality section below.

HOW PRACTICAL IS THE SPACE INSIDE? Nobody buys a wagon by accident.

You get a wagon because you’ve preempted regular situations when you’re going to have to carry stuff.

Lots of stuff. Wagons are basically utes with a roof for people that don’t get dirty.

So not much point in getting a wagon if the cargo capacity doesn’t meet your requirements. The Mazda6 wagon has 506 litres of boot space, while the sedan version has 474 litres. Yes, that sounds like the wagon is small, but the big hatch opening and being able to fold the seats down opens up a 1648-litre cargo area.

The Passat wagon isn’t as long as the Mazda6 wagon, but its cargo capacity is 650 litres, or 1780 litres with the seats folded flat. The Superb has an enormous 660 litres or 1950 litres with the second row folded. The Levorg’s cargo area is smaller than the Mazda’s, with 489 litres, and so is the Mondeo’s, with 488 litres.

Cabin storage is good with two cup

WHAT WE LIKE Great looks Fun to drive Advanced safety equipment WHAT WE DON’T LIKE Small boot Styling means smaller rear door openings Cabin starting to age

holders up front and two in the back.

There’s also a large centre console storage bin and bottle holders in the doors, too.

As for humans, I’m one of those (but a tall one at 191cm) and I can sit behind my driving position with about 20mm of space. Headroom is also good back there.

The Mazda6 wagon’s coupe styling looks great, but the rear door opening is smaller because of it and I noticed this meant bending more to put my toddler into his car seat.

DOES IT REPRESENT GOOD VALUE FOR THE PRICE? WHAT FEATURES DOES IT COME WITH? The Mazda6 wagon comes in three trim levels with a choice of two engines – a diesel or, in the case of our test car, a petrol engine. The GT grade we tested is the rung down from the top-spec Atenza and lists for $43,990, which is about $10K more than the Sport entry variant.

The GT comes with bucket loads of standard features. There’s a

27

REVIEW

EXPERT RATING 7.5 / 10

28

DESIGN

8/10

PRACTICALITY

7/10

PRICE & FEATURES

7/10

ENGINE & TRANS

7/10

FUEL CONSUMPTION

7/10

DRIVING

8/10

SAFETY

8/10

OWNERSHIP

8/10

seven-inch touch screen with nav, an 11-speaker Bose stereo system, digital radio, a reversing camera, front and rear parking sensors, power-adjustable front seats, dualzone climate control, paddle shifters, push-button start, LED headlights and tailights, and roof rails.

Keep in mind that you’ll get all those same features on the Touring grade, too, only for about $5K less.

All the GT adds is 19-inch alloy wheels, sunroof, heated front and rear seats, head-up display, adaptive headlights and a proximity key.

Really, the best thing in this list is the proximity key – a feature you can’t option on any of the other grades.

For the same amount of money (actually $500 less) you could buy a Volkswagen Passat 132 TSI Comfortline, which is superb, or for $2K less there’s the actual Skoda Superb 162TSI in wagon form, which has a cracker of an engine and clever features, or there’s the Ford Mondeo Ambiente wagon for a smidge over $35,000 (there’s a diesel Mondeo wagon in the Trend spec for $42,840, too).

That makes the decision a bit harder, doesn’t it? Well, it’s a good problem to have.

The Mazda6 wagon doesn’t have Apple CarPlay or Android Auto; there are people that are now making a decision to buy a car based on the presence of these apps.

WHAT ARE THE KEY STATS FOR THE ENGINE AND TRANSMISSION? The Mazda6 GT wagon is available with a diesel or the 2.5-litre petrol engine which was in our test car.

Producing 138kW of power and 250Nm of torque, the engine is smooth, quiet and has plenty of oomph.

HOW MUCH FUEL DOES IT CONSUME? Mazda says the wagon with the 2.5-litre petrol engine and six-speed auto should use 6.6L/100km when driven on a combo of urban, country and city roads. Our car spent most of its life with us in the city and our trip computer was saying we were averaging 10.2L/100km.

WHAT’S IT LIKE TO DRIVE? Mazda’s ‘thing’ is making cars that are fun to drive – the company takes this seriously, and when a new car is launched they devote a lot of time explaining the pains they went to in

PRICE GUIDE $32,490 – $49,540 Based on new car retail price

making the car engaging to pilot.

And the effort seems to pay off; Mazdas really are good to drive, and the Mazda6 is no exception.

Steering is smooth, well-weighted and accurate, the engine is responsive and has a sport mode (which is actually sporty), and the six-speed auto gets the drive to those front wheels well. There were times, though, that the front wheels would lose traction - especially from a standing start on a hill.

Handling is good and the ride is comfortable, too. Although the lower profile tyres on the GT grade (225/45 R19) do mean you’ll feel the bumps and cracks in the road more than the thicker-walled tyres on the lower grades.

And finally, a wagon will almost always be better to drive than an SUV, and that’s because it has a lower centre of mass and that gives

it superior handling. Just like a car.

Because that’s what it is.

WHAT SAFETY EQUIPMENT IS FITTED? WHAT SAFETY RATING? The Mazda6 wagon scored the maximum five-star ANCAP rating.

There’s also some great advanced safety equipment including AEB (forward and reverse), blind-spot monitoring and rear cross-traffic alert.

There’s three top tether points and three ISOFIX points across the second row.

WHAT DOES IT COST TO OWN? WHAT WARRANTY IS OFFERED? The Mazda6 wagon is covered by Mazda’s three-year, unlimited-kilometre warranty. Servicing is recommended every 12 months or 10,000km and is capped at $305 for the first service, $333 for the second, $305 for the next, then $333 and back to $305.

VERDICT The Mazda6 GT wagon looks stunning and is great to drive, but it doesn’t have the cargo capacity of rivals such as the Passat and Superb. As for the GT grade, I’d be looking at the Touring instead – it’s about $5K less and you’re only really missing out on the proximity key, which is great, but not $5K great.

Good on you for considering a wagon, too. It’s the thinking person’s alternative to an SUV.

29

REVIEW 12 MAY 2017 www.whichcar.com.au

2017 MAZDA CX-3 REVIEW

WHAT STANDS OUT? The CX-3 is among the most engaging of small SUVs, coping happily with workaday duties but commanding an easy highway lope. Beautifully weighted steering contributes to fluid and secure handling. Mazda’s baby high-rider is more than a Mazda2 on stilts: options include an excellent turbo-diesel engine, and all-wheel drive. Automatic emergency braking is standard.

WHAT MIGHT BUG ME? •S queezing stuff into the boot.

For example, a pram might not fit unless you fold down one rear seat.

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

WHAT BODY STYLES ARE THERE? •F ive-door wagon only.

•T he CX-3 is available in all-wheel drive, or front-wheel drive only.

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•A ll-wheel drive CX-3s use an on-demand system. They supply power to their front wheels all the time, and to their rear wheels if the front tyres are about to slip.

•T he CX-3 is classed as a small SUV, lower priced.

WHAT FEATURES DOES EVERY MAZDA CX-3 HAVE? •A sound system with an AM/ FM radio, Aux and USB inputs, Bluetooth connectivity for phone calls and audio streaming, and at least four speakers.

•C ruise control, air-conditioning, and a left footrest for the driver.

•H eight and reach adjustment for the steering wheel, which has controls for the audio system, cruise control, and your phone (via Bluetooth). Height adjustment for the driver’s seat.

•W indows tinted to reduce sun penetration. Rear parking sensors, which help you judge how close you are to objects behind.

•A space-saver spare tyre.

(A maximum speed of 80km/h is recommended for these.)

•H ill-launch assist, which helps you start from rest on a slope – by controlling the brakes automatically.

•E lectronic stability control, which helps you control skids. Every new car must have this feature.

•S ix airbags. Auto emergency braking, which Mazda calls Smart City Brake Support – a camera-based system that operates at suburban speeds.

(For the placement of airbags, and more on CX-3 safety features, please open the Safety section below.)

•E very Mazda CX-3 carries a threeyear, unlimited kilometre warranty.

WHICH ENGINE USES LEAST FUEL, AND WHY WOULDN’T I CHOOSE IT? Two engines are offered in a CX-3, a petrol and a diesel. The more fuelefficient of the two is the 1.5-litre turbo-diesel, which consumes about 5.0 litres/100km on the official test cycle (urban and country combined).

The diesel was modified very mildly in May 2017, with the aim of reducing noise and producing a smoother response when you first press the accelerator.

One reason why you might not order the diesel is that it is not available on the least costly CX-3, the Neo, and on other versions it costs significantly more than the alternative petrol engine and comes only with an automatic gearbox.

A second is that the diesel is not suited to unrelieved short trips around town. You need to do a 30-minute run near highway speeds every week or two, to self-clean the particulate filter that traps exhaust soot.

A third is that while the diesel is a relaxing and responsive powerplant in most conditions, it cannot match the petrol alternative when you want every bit of urge you can get.

The 2.0-litre four-cylinder petrol engine is very similar to the 2.0

petrol supplied with the Mazda3 small car, which weighs about the same as the CX-3. It is a smooth and strong engine, propelling the CX-3 in a lively manner - if a noisy manner when worked very hard.

The 2.0 petrol consumes about 6.5 litres/100km on the official test.

In real-world testing by Wheels magazine staff, a petrol-engined CX-3 sTouring AWD automatic recorded an average of 8.5 litres/100km over 4500km.

In a comparison conducted for the May 2017 issue of Wheels, a front-drive CX-3 Akari petrol auto averaged 8.3 litres/100km, consuming slightly more fuel than an accompanying Toyota C-HR

Koba (8.0) and significantly less than a Holden Trax (9.0).

The diesel engine is available only with a 6-speed automatic gearbox.

The petrol engine can be ordered in automatic form on all versions, and in 6-speed manual form on all frontwheel drive versions.

WHAT KEY FEATURES DO I GET IF I SPEND MORE? The least costly CX-3, the Neo, has cloth-covered seats, rolls on 16-inch steel wheels, and has the equipment common to all CX-3s.

Spend more for the Maxx and you get better looking wheels in an alloy of aluminium, the option of all-wheel drive, and the option of diesel power.

PRICE FROM $20,490 The price displayed is the retail price recommended to dealers, as supplied to us by the manufacturer. It does not include significant on-road costs such as dealer delivery fee, government stamp duty and registration. Nor does it include optional extras.

Always check the final driveaway price of the car with your dealer, before agreeing to purchase.

31

REVIEW

OVERALL RATING 4.5 /5

32

SAFETY, VALUE & FEATURES

5/5

COMFORT & SPACE

4/5

ENGINE & GEARBOX

5/5

RIDE & HANDING

4/5

TECHNOLOGY

5/5

The Maxx has a 7.0-inch colour touchscreen with Mazda’s MZD Connect entertainment system, and with the music-streaming apps Pandora, Stitcher and Aha embedded. The radio receives digital (DAB+) signals, and the sound system has two more speakers. There is satellite navigation, a reversing camera, and a leather-wrapped steering wheel. And the Maxx gains two rear-focused sensory safety aids: a Blind-spot monitor, and a Rear cross-traffic alert.

The CX-3 sTouring bumps the wheel size to 18 inches, using tyres of a lower profile for marginally more responsive steering and a racier look. It has foglamps, LED daytime visibility lamps, and LED headlamps – which are brighter and longer lasting than conventional lights. There is a head-up instrument display, which lets you view the speedo and the road simultaneously, and Traffic sign recognition, which helps you keep track of speed limits.

You can unlock and start the car while the key remains secure in a pocket or handbag. Wipers operate automatically when it rains,

climate-control air-conditioning maintains a set temperature, and you can choose Maztex fake-leather seat trim (or cloth).

The most expensive CX-3, the Akari, offers a choice between black or white leather seats, and you can heat the front seats. The driver’s seat is power-adjustable and remembers your settings (so that you can restore them easily after a companion has driven the car). There is a poweropening, glass, sunroof. Adaptive headlamps dim automatically only those parts of the high beam that might dazzle oncoming traffic, maintaining extended vision to either side. And in addition to the active safety of less costly versions, the Akari warns you if you are drifting out of your lane on a freeway.

DOES ANY UPGRADE HAVE A DOWN SIDE? None of the all-wheel drive versions is available with a manual transmission – which could be a downside for keen drivers who like full control of gear selection. The manual gearbox on front-drive CX-3s is a delight to use, too.

The part leatherette Maztex trim available optionally in sTouring CX-3s is a type of vinyl, and is vastly inferior to the perforated real leather in the Akaris.

Upgrading to a diesel engine cuts towing capacity by a third, to 800kg.

Seven colours are available at no extra charge. The eighth, Soul Red Metallic, adds about $300.

HOW COMFORTABLE IS THE MAZDA CX-3?

Up front, seat comfort is comparable with any small SUV in this price range, while forward vision is impressive thanks to the fairly upright A-pillars at either end of the windscreen. The placement of the driver’s seat feels spot-on – high enough to command the road, yet low enough to still feel sporty and car-like.

The dashboard and centre console are identical to the Mazda2’s, which is no bad thing. The head-up display and colour touchscreen, where fitted, are good too.

The distance between front and rear axles is also the same as on the Mazda2 light car, so that the CX-3 is nippy to steer in the city. But the body is longer, meaning it is not quite as

easy to squeeze into a parking spot.

The turbo-diesel CX-3 is a wellmannered little thing. At low speeds you can tell it’s a diesel, but it’s far from a rattler. At highway speeds it pulls incredibly well, and devours undulating terrain with effortless composure. In many conditions it is quieter than the petrol alternative.

CX-3s on sale since May 2017 have been insulated a little better from road and wind noise than their predecessors, and in diesel form use a quieter engine.

In top-spec Akari guise with either engine the CX-3 is a seriously luxe little tinker, complete with a sunroof, proper leather, selectively dimming LED headlamps, and a broad active-safety suite.

WHAT ABOUT SAFETY IN A CX-3?

Every CX-3 comes with the mandatory stability control, six airbags, rear parking sensors, and autonomous emergency braking that works at suburban speeds. It is a package designed to protect you in crashes, and to avoid rear-end collisions in traffic.

There are two airbags directly in front of the driver and front passenger; one alongside each front occupant to protect the upper body; and curtain airbags that protect front and rear passengers’ heads in side impacts.

The auto braking uses camerabased sensors to scan the roadway ahead, and is effective at speeds below 80km/h. It recognises

33

REVIEW

pedestrians, will warn you of a collision risk, and can apply the brakes automatically if you should fail to react to the warning. Its primary purpose is to prevent your crashing into a car ahead that has slowed or stopped unexpectedly, or to reduce the severity of an impact.

Ultrasonic sensors on the rear bumper can also trigger auto-braking at low speeds if you are about to reverse into something.

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The CX-3 Maxx adds a reversing camera, helping you see obstacles – or people – behind. In addition, rear-facing radar sensors monitor blind spots near your rear corners, warning you of the presence of other vehicles should you indicate to change lanes. When you are reversing – say from a shopping centre parking space - these also warn you if another vehicle is about to cross your path.

The CX-3 sTouring gains two more safety related features: a Driver attention alert, and Traffic sign recognition. The former operates at highway speeds, keeping track of how you are driving and suggesting a break if it detects signs you are in danger of falling asleep. The latter seeks to recognise speed signs,

and also uses satellite navigation mapping to keep track of speed limits. It displays what it takes to be the speed limit in force, and flashes a warning if you exceed it.

The Akari brings you in addition a Lane departure warning, alerting you if it predicts you are about to veer unintentionally into an adjacent lane on the highway – perhaps from distraction or fatigue. And its Adaptive LED headlights retain highbeam illumination of the roadside when dipping for oncoming traffic, helping you see where you are going in country driving at night.

The Australasian New Car Assessment Program (ANCAP) awarded the Mazda CX-3 five stars for safety, its maximum, in September 2015.

Equipment, fuel use, comfort, safety, styling Small boot

I LIKE DRIVING – WILL I ENJOY THIS CAR? Yes, and especially if you get a allwheel drive version – provided you are satisfied with the very good auto gearbox.

All-wheel drive CX-3s feel better balanced in corners than their front-drive sisters, largely because they use a more sophisticated rear suspension design. The result is meatier, more consistent steering and an involving feel.

Front-drive CX-3s steer less crisply and naturally, with the versions powered by the heavier diesel engine feeling less satisfying than the petrol models. But they are still quite good.

Extended experience with frontdrive CX-3s exposed a shortcoming in the ride, when the cars were driven - with verve - into bumpy corners. “Bumps throw each end off line slightly at different points through a turn,” reviewer Byron Mathioudakis wrote in Wheels.

With the update of May 2017, Mazda revised the CX-3’s suspension. Cars driven briefly at a launch event for the updated version felt better.

The update also added to the CX-3 Mazda’s G-Vectoring Control, which is designed to enhance front-end bite by adjusting engine output momentarily on turn-in.

THE PICK: 2017 Mazda CX-3 Akari (AWD) 4D Wagon The CX-3’s six-speed manual gearbox – available only with a petrol engine – is a ripper, shifting with fabulous precision and a beautifully oiled weightiness that makes it feel like it has come from a sports car.

Combine that with the 2.0-litre fourcylinder’s lively enthusiasm and the superbly weighted steering and you have a baby SUV with panache.

All-wheel drive versions of the CX-3 are great on gravel roads, but are intended for these and slippery (or snowy) sealed roads only. The CX-3’s low ride-height, and road-oriented suspension and gearing, stop it early when the going gets rough.

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HOW IS LIFE IN THE REAR SEATS? The CX-3’s rear seat is mounted quite high – theatre-style – giving passengers a decent view forward, though rather less over its rising hipline. The comfort of the seat itself is excellent. Rear seat passengers have marginally more leg room and knee clearance than they would have in a Mazda2.

The outer rear seats are fitted with ISOFIX anchors, for easy securing of compatible child-seats.

HOW IS IT FOR CARRYING STUFF? Cargo space is again only slightly greater than in the Mazda2 light hatchback – 264 litres versus 250.

So it will hold a stroller or a pair of suitcases, or lightweight camping gear for a couple. But for a week-long tour with two children, you would need to pack light – or invest in a roof pod.

The petrol CX-3s are rated to tow more than the diesels, at 1200kg and 800kg respectively (braked trailer).

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WHERE DOES MAZDA MAKE THE CX-3?

The Mazda CX-3 is made in Hiroshima, Japan.

WHAT MIGHT I MISS THAT SIMILAR CARS HAVE? Active cruise control, which can match your speed to that of a slower

car ahead on the highway – until you can overtake. This is standard on the Toyota CH-R, for example.

The ability to display apps from your smartphone on the touchscreen, and control them from there, via Apple CarPlay or Android Auto. The Suzuki Vitara, Hyundai Kona and Holden Trax offer this, for example.

A full-sized spare tyre, which could mean a flat interfered less with your road trip. This is rare in small SUVs, but the Trax offers one as an option.

More space in the back for carrying cargo, such as you would find in the versatile Honda HR-V. Other small SUVs you might consider include the Ford EcoSport, Peaugeot 2008, Mitsubishi ASX, and Jeep Renegade.

I LIKE THIS CAR, BUT I CAN’T CHOOSE WHICH VERSION. CAN YOU HELP? While the Maxx is a great little car for the money, this is one case where the most costly model offers compelling

value. The Akari’s cossetting, leathertrimmed cockpit, head-up display, very sophisticated LED headlamps, active safety equipment, and dynamically engaging all-wheel-drive chassis add up to a comprehensively appealing package. We would choose petrol power, but mainly for its small handling advantage: the diesel is an excellent touring engine.

speed auto braking (which is more broadly effective than the previously optional laser-based system), and on Maxx and sTouring versions additional active safety aids. The Akari gained power-adjustable front seats and adaptive headlamps.

Expect a new-generation CX-3 about 2020.

ARE THERE PLANS TO UPDATE THE CX-3 SOON? The Mazda CX-3 was released in March 2015 as an all-new model.

A significant update arrived about the middle of May 2017, bringing a revised suspension, standard city-

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REVIEW 28 AUG 2017 www.caradvice.com.au

2017 MAZDA CX-3 AKARI (FWD) REVIEW

I

was looking to replace my 2012 Mazda 2 and was searching for something slightly larger but still akin to what I was used to. I was also looking for a technology upgrade and the Mazda CX-3 Akari certainly does not disappoint there!

The MZD Connectivity is very easy to use – love the fact I can use my phone hands-free and receive texts and have them read out. The active driving display is very useful as it tells you not only what speed you are on, but what the speed limit is.

I also love the forward and reverse proximity sensors, rear-view camera and rear cross-traffic alert. I naturally

don’t solely rely on the technology, but it definitely helps, particularly when backing out of busy carparks where cars or pedestrians can move out without warning.

The headlights can be left on auto and so will switch on when there is less light. Headlights will automatically dip from high beam when other cars are close by, which helps so you’re not constantly adjusting all of the time. I also find the blind-spot monitoring useful as the technology scans blind spots behind the car and lets you know of any hazards. Naturally, I don’t rely solely on the technology, but all of

these safety features help.

The heated seats are bliss on a freezing day; is it necessary to have this? Answer is no, but why not enjoy a little luxury if you can?

It took a couple of trips for me to get used to the slightly higher ride but I have to say I like being propped up. My mum, who has some mobility issues, loves the raised platform as it makes it much easier for her to get in and out of the car.

PRICE $33,490

ENGINE SPECS ENGINE TYPE MULTI POINT F/INJ ENGINE SIZE 2.0L CYLINDERS INLINE 4 MAX. TORQUE 192Nm @ 2800rpm MAX. POWER 109kW @ 6000rpm PWR:WGT RATIO 87.1W/kg BORE & STROKE 83.5x91.2mm

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As I only do city/local driving it wasn’t vital for me to have an AWD so I was happy with the FWD version.

The 2.0-litre engine packs quite a punch and has no issues climbing steep inclines. Fuel efficiency is excellent – I have not noticed any increase in my petrol bills.

I’ve often read that Mazda cars are noisy in the cabin. To be honest, I never noticed this with my Mazda 2, nor have I in the CX-3. You can easily have a well-understood conversation while driving along the highway.

The leather and suede seats are excellent quality and comfortable.

The front seats have memory foam however they are slightly harder than the back seats but it’s still very good. Front seat space is fairly roomy and while the back seats don’t have massive space, there’s still room to manoeuvre.

OWNER RATING 8.9 / 10 PERFORMANCE & ECONOMY

9/10

CABIN SPACE & COMFORT

7.5/10

TECHNOLOGY & CONNECTIVITY

10/10

PRICE & FEATURES

8/10

RIDE & HANDLING

10/10

I am quite short (156cm tall) so I need the driver seat far forward which allows more room for the back seat passenger behind me. It’s a compact car so you can’t expect massive, spacious areas.

The boot is slightly larger than my former car however it isn’t massive; more than adequate however, for the weekly groceries and much roomier if you put the back seats down. It also has a false floor so you can store small, flat objects underneath for safety.

When you remove the false floor, the underfloor is a little flimsy so I wouldn’t suggest to put anything too heavy on the underfloor. I would have preferred not to have had a false floor and have a more solid base for added room but I can still fit the groceries in so that’s acceptable.

It’s simply a gorgeous car to drive.

It looks beautiful, it’s very reliable and highly economical. The Akari is the most expensive in the CX-3 range and while you can purchase a midsize vehicle for less, I wanted all of the gadgets and safety features but still be able to park in small spaces and zip around town.

Economical High level of safety features Fantastic array of gadgets Gorgeous design W ould prefer it didn't have a false floor with the base floor being hardier M azda 2 platform might not suit very tall people or large, growing families

For a large family it may not suit but for me and my friend’s and family, it’s perfect. It just depends on what suits the individual. I would definitely recommend the car – even if you just take it for a test-drive to see how much fun it is!

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REVIEW 13 SEP 2017 Maribyrnong Weekly, Melbourne

CX-3 DESTINED TO REMAIN A FAVE

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f cars were creatures, the Mazda CX-3 would be a lady beetle, with distinct shape and standout colouring, buzzing around lush green meadows or summer gardens in full bloom. However, forget the bucolic backdrop – this pretty little sports utility vehicle is most at home in bustling urban centres.

So much so it has become a market leader since it first came to Australia in March, 2015. Following in the tracks of the Mazda2 light car, addition of i-Activsense safety technology makes the latest CX-3 update the first vehicle in the small SUV segment to offer smart city brake support forward and reverse as standard equipment across the range of Neo, Maxx, sTouring and Akari models.

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Further safety inclusions are blind spot monitoring and rear cross traffic alert as standard on the Maxx, while sTouring and Akari variants also get driver attention alert and traffic sign recognition.

Power comes courtesy of a 2.0litre Skyactiv-G petrol or a 1.5-litre Skyactiv-D diesel engine mated with a six-speed manual or six-speed automatic transmission with a choice of front or all-wheel drive.

Prices start at $20,490, plus onroad costs, for the petrol Neo. The test vehicle was a 2.0-litre petrol Maxx automatic AWD, which comes to market at $26,890.

Based on Mazda2 hatchback underpinnings, the CX-3 holds firm to the maker’s Kodo Soul of Motion

styling, with the body flowing from a sturdy front, through a sleek centre section to a robust rear end.

Headlight layouts vary from model to model, with the test Maxx favouring a layout that puts the turn signals outside the main headlamp unit to create a narrow, sharp design.

Cosy but not cramped is the best way to describe the CX-3 cabin, an opinion enforced by the limited views outside from a short ration of glass all round.

Boot space, at 264 litres, is also limited, although, with rear seat backs folded, expands to a usable 1174 litres.

The new steering wheel is a direct lift from big brother CX-9, with three levels of switches from the previous

model being integrated into one level to match the way fingers move.

The test CX-3 Maxx took advantage of Mazda’s 2.0-litre four-cylinder Skyactiv-G petrol engine with stop/ start. It was mated with a six-speed automatic transmission and had all-wheel drive.

Sensors are always on the ball with road conditions, even when they switch suddenly, such as when the car drives through a puddle of water on the highway.

A new forward sensing camera is designed to automatically apply the brakes in response to someone suddenly appearing at an intersection or from behind parallel-parked vehicles while driving at speeds of approximately 10km/h or more, while rear bumper-mounted ultrasonic

sensors help mitigate collision damage when reversing.

Fuel consumption hovers about 6.4 litres per 100 kilometres on the combined urban/highway cycle, according to Mazda. The test all-wheeldrive vehicle came up with figures of eight litres per 100 kilometres in town and 5.3 on the motorway.

The not-so-sophisticated suspension lets the driver know when the car hits a bump…every bump.

Apart from that, everything went smoothly with the Maxx, including parking in tight spots.

The CX-3 has been the segment’s best seller going on for almost two years, and despite any shortcomings, without any deep insight into how buyers choose vehicles, I can’t see the upgraded version losing much ground in the near future.

AT A GLANCE SPECIFICATIONS Mazda CX-3 Maxx 2.0-litre petrol, 6sp automatic, AWD SUV ENGINE CAPACITY 1.998 litres CONFIGURATION Four cylinders in line MAXIMUM POWER 109 kW @ 6000 rpm MAXIMUM TORQUE 192 Nm @ 2800 rpm FUEL TYPE Petrol 91 RON COMBINED FUEL CYCLE (ADR 81/02) 6.7 L/100km CO2 EMISSIONS 146 g / km. Euro V

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REVIEW 10 JULY 2017 thewest.com.au

SECOND-GENERATION MAZDA CX-5 REPLAYS HITS

E SAM JEREMIC AUTHOR

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very now and then you get a car which raises the bar for its segment and the Mazda CX-5 certainly changed things in the medium SUV game when its first generation arrived in Australia in 2012.

Much like a band who release a killer debut album, it also raised expectations for the follow-up.

Unsurprisingly, the second-gen CX-5 isn’t as refreshing and new as when we first jumped in its predecessor.

But after more than 1200km in the newbie, we can attest it is still an improvement, though admittedly

most positives are carried over from the outgoing model.

The CX-5’s interior was always a big plus and the new design continues the winning formula of piano black-andchrome highlights, soft-touch materials, and simple, uncluttered switchgear to offer a premium-level layout.

The redesigned air vents have a minimalist, utilitarian feel but it works well. Mazda’s MZD infotainment system remains among the easiest to use and looks great.

Mazda likes to call itself a premium brand and this interior really fits in with the claim.

Being in the top-spec Akera variant, the test car had all the fruit: heated seats, sat-nav, phone connectivity with email access and a swathe of safety gear (more on that later). At $47,000 plus on-roads it isn’t cheap, but it wasn’t wanting for much.

That said, the Akera’s inflated price is mainly due to safety gear such as adaptive cruise control, adaptive LED headlamps, driver-attention alert and lane-departure warning and assist.

Of those, only the headlamps were winners — the ACC was too cautious, the driver attention alert superfluous and the lane departure/warning left you wrestling with the wheel more than in other vehicles.

But the biggest pain was the blind-spot monitoring, which would beep and flash lights even with a monumental gap between you and the car behind.

Our call would be to save the cash and go for the GT trim for more than $3000 less.

The 2.5-litre naturally aspirated four-cylinder petrol engine is also a quality unit and also a carry over from the previous generation.

Around town it’s fantastic: quiet,

capable, and a nice fit with the six-speed auto.

Hit the highway and it also gets the job done, though not as effortlessly as the 2.2L diesel also available in the CX-5 range.

And it’s as a family cruiser the CX-5’s few issues arise. The vast majority of the kilometres travelled in the test car were at cruising speeds on trips to Bridgetown and Katanning, yet it still returned fuel economy of 8.1L/100km.

MAZDA CX-5 VARIANT Akera PRICE $47,410 ENGINE 2.5-litre four-cylinder petrol OUTPUTS 140kW/251Nm TRANSMISSION Six-speed automatic THIRST 7.5L/100km

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REVIEW

Not the worst figure, but it makes you wonder what conditions would see it reach its claimed 7.5L/100km.

Mazda put a lot of work into improving noise, vibration and harshness levels and the new CX-5 is improved. But on coarse surfaces, tyre roar is still quite intrusive — not aided by the top-spec’s 19-inch wheels.

And though Mazda did improve cargo space, the 442L available is still among the smallest in its class. It was big enough to handle two adults

VERDICT The CX-5 has improved and is still arguably the benchmark among mainstream medium SUVs. But it’s not perfect and it won’t be for everyone, despite its quality.

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and a toddler’s stuff for a weekend away, but the wheel arches intrude and make it a narrow, awkward space.

Fitting an extra car seat in the back to accommodate a cousin also saw both front-seat passengers have to move their seats forward to avoid cramping the little tykes.

So if you’re hoping to hit the road with the family, you may want to make sure everyone fits OK; the last thing you want on a road trip is uncomfortable kids in the back.

12 JULY 2017 www.msn.com

MAZDA CX-5 MAXX SPORT AWD PETROL 2017 REVIEW: ROAD TEST

REVIEWED BY

RICHARD BERRY

Y

ou don't have time to read long introductions about an SUV, you're too busy for that. I know so, because this is a Mazda CX-5 review, not one about a Range Rover.

Yes, it'd be great to have lingering, long lunches and nowhere really to be, but there's work to be picked

up, kids to be, places to be done, or something like that‌ as you know it's all a busy blur.

So let's get straight to it, before you have to address the next 'to-do' on the list.

There are five types of CX-5 and this review focuses on the second up from the entry-point, the all-wheel drive (AWD)petrol Maxx Sport. Yes, with two xs.

The Maxx Sport joined our family for a week of day-care drop offs, work commutes, grocery shopping and a trip to the grandparents hundreds of kays away. So, is this the perfect value for money grade or should you step up or down a level? How does it compare with

rivals such as the Toyota RAV4, Nissan X-Trail and Volkswagen Tiguan? And is there anything Maxx or Sport about it at all?

DESIGN This new generation CX-5 arrived in March 2017. It's a much improved and different SUV to the one before it with sharper looks, a more prominent grille, sleeker head and tail-lights and a well-crafted, high end feeling cabin.

Only the Tiguan is more polished in terms of refinement, but you'll have to live with its good but serious looks.

How do you tell the difference between a Maxx Sport and a Maxx?

The Maxx Sport has LED fog-lights while the Maxx doesn't have fog-

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REVIEW

lights at all. And that's it. Actually, all CX-5s are tricky to tell apart, but if it has a sunroof and daytime running lights it means you're looking at a top-of-the-range Akera.

Not sure if you need something bigger or smaller? Well, the CX-5 is 4550mm long, which is 275mm longer than a CX-3, but 525mm shorter than the full-size CX-9. A RAV4 is 55mm shorter than a CX-5.

You should also know the CX-5 is 1840mm wide, and 1675mm tall. So, will it fit in your car space?

PRACTICALITY The CX-5 doesn't have the largest boot in its class, with a cargo capacity of 442 litres (VDA). In comparison, the Tiguan's is 615 litres and the RAV4's is 577 litres.

Rear legroom is excellent – I'm 191cm and can sit behind my driving position with about 30mm of space to spare, and the same in headroom, too.

Cabin storage is excellent, with the Maxx Sport grade coming standard with a fold-down centre armrest

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which houses two cupholders, a storage box and two USB ports.

Up front there's a deep centre console storage bin and two cupholders. You'll also find bottle holders in all doors.

The seating height and wideopening rear doors made wrestling my toddler into his car seat a bit easier on my back, too.

I also like the plastic sills fitted to the doors to protect them from footpath scrapes when opened. It was also good to see air vents in the second row. All CX-5s come with darker tinting on the rear windows.

PRICE AND FEATURES The Maxx Sport with petrol engine and AWD lists for $37,390, a frontwheel drive (FWD) version is $3000 less. Do you need AWD? No, but if you can afford it, get it.

The Maxx Sport has all the Maxx's standard features, including LED headlights, a 7.0-inch touchscreen with reversing camera, DAB+ digital radio, a seven-speaker sound

system, push button start and rear parking sensors.

By stepping up into the Maxx Sport you'll get LED fog lights, auto headlights and wipers, dual-zone climate control, a rear centre armrest with storage and USB inputs, sat nav and air vents in the second row.

That's great value. But how does it compare to key rivals? Well the RAV4 GXL4x4 is pricier at $38,450 and boasts a similar level of features. The Nissan X-Trail ST-L 4x4 is $39,490 and also gets much the same gear, while the Volkswagen Tiguan 132TSI Comfortline is more at $41,490 but comes with more too, including Apple CarPlay and Android Auto.

ENGINE & TRANS You can get the AWDCX-5 with a petrol or a diesel engine. Ours had the petrol, which is a 140kW/251Nm

VERDICT Good looks, great to drive, super safe, spacious, efficient and great value. The Maxx Sport AWD petrol will tick all those boxes for you. This is an outstanding midsized SUV.

2.5-litre four-cylinder. The diesel is more expensive but comes with more torque, and that would make it better for towing, if that's what you're planning to do.

The transmission is a six-speed automatic. If you were hoping for a manual (I love you, if so) you'll be disappointed to hear one is only available on the FWD Maxx.

FUEL CONSUMPTION The 2.5-litre AWD is the thirstiest CX-5 in the range, but still impressively fuel efficient. The official fuel consumption figure for the combined (urban/extra urban) cycle is 7.5L/100km, and after 300odd kilometres of highways and city commutes our trip computer was recording an average of 8.3L/100km.

That's outstanding. The stop-start system would have helped, too, although I didn't have it switched on for the entire time.

DRIVING Don't expect the words Maxx and Sport to have anything to do with this grade's on-road performance, it

could have easily have been called the CX-5 Wow Cucumber or any other combination of two unrelated words.

Being a Max Sport doesn't mean it comes with a bigger engine, or go faster, or handle any better than any of the other CX-5s – it's just the grade, and means it comes with more standard features than the Maxx.

That's not to say our Maxx Sport didn't perform well – it did. Ours had the 2.5-litre engine with AWD and had good handling, while being super easy to pilot. The ride was comfortable, but a bit on the firm side though and you'll feel a bit of hardness on patchy roads.

So, AWD, is it worth the extra money? Well, I have a hill on my test loop that's so steep it'll cause FWDSUVs to lose traction when accelerating away from a stand still.

The Maxx Sport AWD didn't slip at all.

So not only is all-wheel drive good for keeping you under control on dirt and gravel, but also on tarmac.

The only real let down was an engine which felt like it needed to work hard when there was a bit of weight in the car – 251Nm isn't

a huge amount of torque. Talking of torque, the braked towing capacity for all CX-5s is 1800kg, but the diesel with 420Nm will pull that load more easily.

SAFETY Mazda is leading the way in installing advanced safety equipment in even the lower grades of its cars and that's the case with the CX-5, too.

The Maxx Sport comes with AEB which works forward and backwards plus the system can tell the difference between cars and people.

There's also blind spot and rear cross traffic warning.

The CX-5 scored the maximum five-star ANCAP rating.

You'll find two ISOFIX mounts and three top tether anchor points across the back seat, too.

OWNERSHIP The CX-5 is covered by Mazda's three-year/unlimited kilometre warranty. Servicing is recommended every 12months/10,000km but the price is capped and will cost you about $1580 over five years.

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REVIEW 17 SEP 2017 www.motoring.com.au

MAZDA CX-5 – WHAT YOU NEED TO KNOW CONSISTENTLY OUTSELLING ITS RIVALS IN THE MEDIUM SUV SEGMENT, MAZDA'S CX-5 HAS ALL BASES COVERED

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azda’s mid-size CX-5 is Australia’s favourite SUV, topping the sales charts for the last four years. In early 2017 an all-new CX-5 arrived, no doubt designed to prolong that success.

Here we take a closer look into the comprehensive offering of powertrains and trim levels.

The revised model range starts with the entry level CX-5 Maxx.

Stepping up from there is the Maxx Sport, then comes Touring, GT and finally the range-topping Akera.

The Maxx entry model is priced from $28,690 (excluding on-road costs) and features the following standard equipment: • 1 7-inch Steel wheels, •L ED headlamps, •S even-inch touch screen display, • Bluetooth hands-free functionality,

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•D igital radio, •K eyless push-button engine start, •B lind Spot Monitoring, •R ear Parking sensors, •R ear Cross Traffic Alert, •R everse Camera, •S mart City Brake Support (AEB), •B lack cloth seat upholstery Options are limited to premium paints. Soul Red metallic and Machine Grey metallic are both priced at $300 for all trim levels.

SAFETY AND DRIVER ASSISTANCE The safety basics are well covered by the entry level CX-5 Maxx. Standard features on all trim levels include rear parking sensors, rear cross traffic alert, reverse camera and autonomous emergency braking.

Moving to the mid-range, the Touring, priced from $38,990, adds

front parking sensors, Mazda’s ‘Active Driving Display’ (a head-up display screen which flips-up from the dashboard) and traffic sign recognition, which detects speed limit, Stop or No Entry signs and displays them on the head-up screen to ensure the driver’s attention.

Moving up to the GT (from $44,390) an adaptive frontlighting system is added and the Active Driving Display is upgraded, projecting information directly on the windscreen.

Finally, the top spec Akera (from $46,990) brings a full suite of driver assistance and safety tech by adding fully adaptive LED headlamps, radar cruise control, lane departure warning, lane keeping assist and side-mounted cameras to assist in tight parking situations and avoid costly grazes on the standard 19-inch alloy wheels.

PRICES FOR THE FULL MAZDA CX-5 RANGE MAXX 2.0 MANUAL $28,690 2.0 AUTO $30,690 2.5 AUTO, ALL-WHEEL DRIVE $33,690 MAXX SPORT 2.0 AUTO $34,390 COMFORT AND CONVENIENCE A seven-inch full colour touchscreen display is standard on all CX-5 models, but the Maxx misses out on satellite navigation along with automatic headlights and wipers and dual-zone air conditioning which are standard on all other models.

All models from Touring upwards feature hands-free keyless entry, while an upgrade to the GT is the minimum requirement to get the powered glass sunroof and the 10-speaker, 249-watt Bose premium sound system.

The convenience of a powered tailgate also requires a minimum spend of $44,390 (+ORC) with its availability limited to GT and Akera models.

There are three levels of upholstery in the CX-5 range, starting with black cloth which is standard for the Maxx and Maxx Sport models.

The mid-range Touring variant features a combination of black Maztex (vinyl) covering the side bolsters, while the centre sections of the seats are upholstered in black suede.

Full leather upholstery, in either white or black, is combined with front-seat heating and power adjustment for both driver (10-way) and passenger (six-way) at the top of the range, with the GT and Akera models boasting this as standard equipment.

For the style conscious the steel wheels on the base model probably won’t do. An upgrade to Maxx Sport or Touring brings 17-inch alloys and front LED fog-lamps, while the biggest rims are saved for GT and Akera buyers who score a more purposeful set of 19s.

ENGINE AND TRANSMISSION CHOICES The CX-5 offers four powertrain choices comprising three engines and two transmissions: •2 .0 Petrol, Front-wheel-drive, Manual •2 .0 Petrol, Front-wheel-drive, Automatic (+$2000) •2 .5 Petrol, All-wheel-drive, Automatic (+$3000 over FWD Auto) •2 .2 Diesel, All-wheel-drive, Automatic (+$3000 over 2.5 Petrol)

2.5 AUTO, ALL-WHEEL DRIVE $37,390 2.2 DIESEL, AUTO, ALL-WHEEL DRIVE $40,390 TOURING 2.5 AUTO, ALL-WHEEL DRIVE $38,990 2.2 DIESEL, AUTO, ALL-WHEEL-DRIVE $41,990 GT 2.5 AUTO, ALL-WHEEL DRIVE $44,390 2.2 DIESEL, AUTO, ALL-WHEEL-DRIVE $47,390 AKERA 2.5 AUTO, ALL-WHEEL DRIVE $46,990 2.2 DIESEL, AUTO, ALL-WHEEL-DRIVE $49,990

If manual shifting is your preference then only the front-wheeldrive 2.0 litre petrol Maxx will satisfy your needs. Every other model gets a six-speed automatic as standard.

The entry level Maxx misses out on the diesel option, while Touring, GT and Akera models are only available in all-wheel drive with either the more powerful 2.5-litre petrol engine or the frugal 2.2-litre diesel.

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REVIEW 01 JUL 2017 Daily Telegraph, Sydney

MOVE MASS IN STYLE

CRAIG DUFF craig.duff@news.com.au

VALUE It is hard to fault Mazda’s seven-seat soft-roader for the standard features.

Beyond the quality of the finish and the full complement of active driving aids is an eight-inch infotainment screen with satnav, 12-speaker Bose stereo, LED headlamps, head-up display, leather upholstery and trizone aircon. The only thing missing is Android/Apple smartphone mirroring. Servicing intervals are 12 months/ 10,000km. Over three years that will cost $1512 for four visits if you drive close to the national average of 14,000km a year or $1113 if you visit only on an annual basis.

COMFORT The CX-9 is as close as you can come to a premium SUV without paying for a European badge.

The infotainment control dial mirrors the functions found in the German marques and the cabin

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layout is ergonomically sound and aesthetically smart. Storage is excellent throughout the cabin and there’s 230L of cargo space with all seven seats in use. The only blemish on the interior presentation is the absence of separate air vents for the pair of rear seats.

SAFETY About the only sensor, camera and algorithm-based trick the Azami doesn’t do is drive itself around curves. Active lane-keeping assist means the CX-9 will try to centre itself between the lines if the camera detects the car is drifting towards either edge. It works reasonably unobtrusively and is a good adjunct to the adaptive cruise control with stop and go functions. Autonomous emergency braking operates from 5km/h to well beyond the speed limit.

The curtain airbags extend to all three rows of seats.

QUICK GLANCE MAZDA CX-9 AZAMI AWD PRICE From $66,221 drive-away SAFETY 5 stars, 6 airbags ENGINE 2.5-litre 4-cyl turbo, 170kW/420Nm TRANS 6-speed auto; AWD THIRST 8.8L/100km DRIVING The 2.5-litre turbo does a more than adequate job of keeping the big SUV on a roll. The key is 420Nm from just 2000rpm, which gradually tapers to 375Nm (still more than any petrol-powered rival) at 4500rpm. In concert with a slick six-speed auto, it ensures the Mazda can be motivated with very little effort. Mazda claims a combined fuel use of 8.8L/100km, or 11.4L around town. We logged 12.8L in primarily city running, which is impressive given the Azami weighs just under two tonnes. The suspension successfully straddles the divide between compliance and cornering, though the big 20-inch rims will thump into large potholes.

Nissan Pathfinder Ti $73,752 drive-away Driving aids and a smooth V6 make the seven-seat Nissan a practical choice for carrying the family but it lacks the ride and handling polish to challenge the class leaders.

Kia Sorento GT-Line $65,118 drive-away Kia doesn’t do an all-wheel drive petrol Sorento but this refined diesel is a great option. Oodles of space, solid handling and a well-finished interior make it serious alternative to the CX-9.

ALTERNATIVES Toyota Kluger Grande $78,595drive-away The AWD Kluger is loaded — standouts are autonomous emergency braking plus a nineinch screen to keep the rear seat occupants entertained.

VERDICT An immensely stylish approach to mass transit and better value than the Kluger. One of the better seven-seat SUVs to punt along a back road.

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REVIEW 18 SEP 2017 www.whichcar.com.au

2018 MAZDA CX-9 GT AWD QUICK REVIEW

WE DROVE THE SECONDFROM-TOP-SPEC CX-9 GT VARIANT TO SEE HOW IT HAS BENEFITTED FROM A RECENT UPGRADE

TELL ME ABOUT THIS CAR Sitting just below the range-topping CX-9 Akari variant, the Mazda CX-9 GT isn’t short on features and provides a compelling mix of elegance and functionality that rivals luxury models priced well beyond its $61,390 price tag.

The big seven-seater has been updated for the 2018 model year making it even better than the initial second-generation version which won a string of awards including Wheels Car of the Year.

STRENGTHS • I t looks striking, especially in the new Soul Red Crystal Metallic paint which is tastefully highlighted by chrome trim and polished alloy wheels and stood out wherever it was parked.

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• I t’s quiet. Cabin noise wasn’t really a problem with the CX-9, but Mazda further improved its relatively quiet ride in the recent upgrade by bolstering sound insulation throughout the cabin and rear cargo area to reduce tyre noise and sound reverberation.

•D river assistance includes smart city brake support, which now operates up to 80km/h instead of 30 kays, blind spot warning and traffic sign recognition that reads speed signs and displays them in the head up display.

•T he CX-9 feels agile for a big SUV and handling has been further improved with the addition of G-Vectoring Control which adjusts engine torque in response

to steering input to better control the load on each wheel, which in turn improves its vehicle dynamics.

•T he CX-9 GT now has automatic wing mirrors which fold in when you lock the car, which is a handy feature for such a wide vehicle.

•T he front seats are a nice place to be with power adjusted heated seats, soft arm rests, separate zone climate control and a chunky centre console with attractive chrome highlights and switches, deep storage bin and a large space under the dashboard to store phones and sunglasses.

•T he middle row is also roomy and comfortable with heated seats and separate climate control zone with separate digital controls. The seats are raised for excellent front and side vision and headroom isn’t compromised by the sunroof.

The back door windows also have built in sunshade that slides up from inside the door.

•T he third row seats are also comfortable and wide enough for two adults but legroom is pretty tight though helped by the second row seats able to slide forward.

is still a fair return for a vehicle this size. The fact it happily drinks Ethanol E10 will help reduce fuel bills.

•T he infotainment system includes inbuilt satellite navigation and digital radio (DAB+) which sounds great through the excellent sound system.

WEAKNESSES •W hile it's easy to drive, the CX-9 can be difficult to park because of its width. Getting in and out can be a tight squeeze in smaller carparking spaces and avoiding gutter rash on the 20-inch alloys

usually means having to park over the line.

• I nfotainment system lacks a CD player and Apple CarPlay/Android Auto Connectivity •T he 20-inch wheels and low profile look great, but you lose the noticeably smooth ride in the entry-level CX-9 Sport which has high-walled rubber on 18s.

ANY RIVALS I SHOULD CONSIDER Other similarly priced and equipped large seven-seat SUVs include the Kia Sorento GT Line and Toyota Kluger GXL or Grande.

•T he cargo area holds 230-litres with the rear seats up which is more than enough to hold a pram and some shopping or a few small travel bags. That can be expanded, by folding one or two of the 50/50 split third row seats, up to a considerable 810 litres.

•T he 2.5-litre four-cylinder petrol turbo engine does a good job in pushing the CX-9’s bulk around. Official combined fuel consumption is 8.8L/100km but we averaged 10.8 which

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REVIEW 17 AUG 2017 www.motoring.com.au

MAZDA CX-9 UPDATED FOR AN EXTRA $1400 MORE SAFETY TECH ADDED TO MAZDA'S BIG SEVENSEAT SUV, BUT PRICES ARE UP ACROSS RANGE

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he engineers and software boffins at Mazda must have been working overtime, releasing an updated version of the CX-9 large SUV hardly a year after its local launch Down Under in July 2016.

Among the upgrades to all Mazda CX-9 models is the standard fitment of automatic power-folding side mirrors, improved sound damping in the cabin and the addition of G-vectoring control to improve stability.

There’s also an upgraded autonomous emergency braking system, which now functions between 4km/h and 80km/h, instead of 4km/h 30km/h.

Every CX-9 also now benefits from a second top-tether attachment in the third-row seats, which means all five rear seats can be fitted with booster or child seats. There’s no increase to the two ISOFIX points for second-row seats.

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Comfort and convenience changes have been tweaked too, with Mazda adding an extra level of power adjustment for the driver’s seat, a tilt function for the front underthigh edge. Easier entry and exit for third row passengers has been provided via increased tilting for the second-row seats.

There’s also a new colour available, Soul Red Crystal Metallic, which was first seen on the new-look Mazda CX-5.

Finally, the power driver’s seat adds a new tilt function that adjusts the height of the cushion’s front edge.

The upgrades don’t come free, however, with all models rising in price by $1400 and the cheapest CX-9 now costing $43,890 plus on-road costs.

All models remain powered by a 2.5-litre four-cylinder turbopetrol engine worth 170kW/420Nm, with fuel consumption rated at 8.4L/100km.

MAZDA CX-9 PRICING (PLUS ORCS) SPORT FWD $43,890 SPORT AWD $47,890 TOURING FWD $50,290 TOURING AWD $54,290 GT FWD $58,790 GT AWD $62,790 AZAMI FWD $60,790 AZAMI AWD $64,790

The Mazda CX-9 was crowned the Carsales Car of the Year 2016, and found 5576 buyers between January and July 2017.

It was outsold by four other vehicles in large SUV segment, including the Holden Captiva (6084), Toyota Kluger (6983), Subaru Outback (7132) and Toyota Prado (9874).

31 AUG 2017 behindthewheel.com.au

2017 MAZDA CX-9 WINS OWNER ACCLAIM

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t’s an impressive offering, now the new-generation Mazda CX-9 has had more accolades heaped upon it

by U.S. owners.

Our 2016 Car of the Year – the Mazda CX-9, has just been named Strategic Vision’s Total Quality Award winner in the midsize crossover SUV segment.

The automotive consultants surveyed recent car buyers about their purchase and tell us the Mazda product has been leading the way in both meeting and exceeding SUV owner expectations.

WHAT ARE THE MAZDA CX-9 OWNERS SO IMPRESSED BY? Strategic Vision say their survey found owners were particularly with the model’s 2.5 litre turbocharged engine, and the seven-seat model’s interior too.

While customers reported having peace of mind about the CX-9’s safety credentials (the model has both a five-star ANCAP safety rating and IIHS Pick+ rating).

The Mazda offering was among an array of cars available in Australia that topped their category this year.

2017 TOTAL QUALITY AWARD WINNERS (MODELS AVAILABLE IN AUSTRALIA): •S mall Car – Honda Civic Sedan •S mall Hatchback – Honda Civic Hatchback •M id-Size Hatchback – Subaru Outback •S pecialty Coupe – MINI Cooper 4-Door Hardtop •S tandard Convertible – Ford Mustang Convertible •E ntry SUV – Jeep Wrangler •E ntry CUV – Subaru XV

(Crosstrek in U.S.) •M id-Size CUV – Mazda CX-9 •N ear-Luxury Utility – Range Rover Evoque •L uxury CUV – Porsche Macan •P remium APT Utility – Tesla Model X While Subaru was named the ‘mass-market’ brand with the most satisfied owners, Volkswagen scored the top rating in the ‘below $26,000’ and ‘Overall’ segments, and BMW topped the ‘Luxury’ category.

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REVIEW AUG 2017 chasingcars.com.au

2017 MAZDA MX-5 RF GT REVIEW

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REVIEW BY JAKE WILLIAMS Journalist

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e’re having a blast in the Chasing Cars garage this week, because we’re taking a deep dive into the Mazda MX-5 – the car that took the recipe from the British MG roadsters of the 1960s, and added reliability and affordability to the mix. More than a million MX-5s have come down the production line since 1989, making it the most successful roadster ever. But while a soft-top MX-5 may be the archetypal form of this car, for this ND generation Mazda have created a new body style, dubbed the retractable fastback, or RF. In reality, it’s a targa roofed, hardtop MX-5. So while Tom spent the week in the entry-level 1.5-litre roadster, I’ve been driving the opposite end of the lineup, the 2017 Mazda MX-5 RF

2.0 GT, to find whether the hardtop bodystyle, and the larger 2.0-litre engine it is exclusively available with, add – or subtract – from any of the magic of this Mazda roadster.

The RF bodystyle is a huge talking point about the latest generation of MX-5, as Mazda has until now only made the MX-5 available as a classic soft-top roadster, or a conventional hardtop. The previous NC generation was available with a folding hardtop, called Roadster Coupe – a variant that eventually outsold the roadster so well in Australia that Mazda cut the soft-top out of the range.

Mazda aren’t expecting to ditch the ND soft-top anytime soon, but they did predict at the RF’s launch that the hard-top would, once again, become the most popular choice.

VERDICT PROS 2.0L engine offers great punc RF targa roof cleverly package More focused, planted handling CONS …but the 1.5L donk is sweeter Lack of reversing camera grates Gets expensive at top of range

That has borne out: less than six months into the RF’s lifespan it is already accounting for 60% of the MX-5’s monthly Australian sales of around 140 units.

Unlike the NC’s metal hardtop, which essentially mirrored the cloth soft-top and was able to fold entirely away, merely the RF’s top roof section disappears when the roof is retracted.

The result is an intriguing design marked by twin flying buttresses. In our experience, some loved this, and some hated it. To my eyes, the RF looks great from some angles and less successful from others. However, the main point is that with the RF, the

hardtop MX-5 is now its own, unique idea – it’s no longer simply a soft-top converted to metal.

Buying an RF does mean sacrificing the roadster’s ingeniously simple soft roof that the driver can manually fold away – on the fly – in a couple of seconds. However, the RF introduces a beautiful folding mechanism, where the rear section of the roof lifts up, the roof panel and rear window raise or lower before the buttresses land again. The process takes a brief 12 seconds – frustratingly, though, it’s only possible at up to 10km/h.

I have experienced three forms of the ND MX-5: the RF we’re

driving here; my own two-litre soft-top; and the 1.5-litre soft-top Tom drove. The basic car certainly feels the most light and dainty of the trio – all 1.5-litre MX-5s have thinner tyres than the two-litre version: 195 R16s, versus 205 R17s.

That means you find the upper limit of grip in the 1.5-litre more quickly than in the stickier 2.0-litre.

The larger wheels of the 2.0-litre cars give the MX-5 a firmer ride quality, and they certainly add more firmness and feel to the steering, though the steering rack isn’t as pleasant as older generations of the MX-5.

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The MX-5’s driving position, which resembles rowing, legs stretched right out in front of you, isn’t spec-dependent – and the GT still makes do with annoying tiltonly steering wheel adjustment.

The GT spec doesn’t change the fundamentals of the MX-5 cabin - the seats are somewhat supportive and comfortable over long journeys, but I wish the Recaros from overseas were available in Australia. The major controls are ergonomic and close to the driver, and the steering wheel is lovely to hold. No MX-5 gets a digital speedometer, which is annoying, considering that the angle of the speedo can make it hard for taller drivers to judge their speed – a worrying thing in speed cameraobsessed Australia.

Here in Australia, the RF is only available with the more powerful 2.0-litre. Like in the roadster, it produces 118kW of power and 200Nm of torque, and will sprint from 0-100km/h in just over seven seconds. The 2.0-litre has about 25% more power than the 1.5-litre and a third more torque – and as

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you’d expect, it feels substantially stronger. That generous torque arrives earlier, too, so the 2.0-litre can be driven in higher gears – fifth gear is driveable at 60km/h. We found the 2.0-litre to be slightly more economical, returning 6.8L/100km over a combined test compared to 7.2L/100km in the lighter but less powerful 1.5-litre roadster.

But while the 2.0-litre is faster, it is not a particularly sweet engine, sounding coarse and uninteresting at high revs – especially compared with the darling 1.5-litre which is immensely sweet-sounding, and free-revving.

The metal roof adds an extra element of security to the RF, and

makes the driving experience slightly quieter with the roof up. One of the best features of the cloth soft-top is that when the roof is down, the aerodynamics are so good that wind and noise are surprisingly minimal in the cabin. In the RF – with its protruding fastback structure – things aren’t quite as refined. Drop the targa and both wind and wind noise enter the cabin. That’s something of a surprise, given the positioning of the $5,000-dearer RF as the more refined and luxurious MX-5 choice.

The RF GT I drove sits at the top of the Australian MX-5 range, and is priced at $43,890 – $10,500 more than the base 1.5-litre roadster Tom

SPECS ENGINE CAPACITY 2.0 litres (1998 CC) FUELTYPE Petrol CYLINDERS 4 CONFIGURATION Inline INDUCTION Naturally aspirated POWER 118kw at 6,000rpm TORQUE 200nm at 4,600rpm POWER TO WEIGHT RATIO 111.8kw / Tonne FUEL CONSUMPTION (COMBINED) 7L/100km FUEL CAPACITY 45 litres drove, and $4,000 more than the equivalent 2.0-litre GT soft-top. Like other MX-5s, there are a couple of particularly special paints – Soul Red, and the RF-only Machine Grey – that command a $300 premium, while an additional $1,000 can kit an RF with a unique black roof outside, and auburn-brown nappa leather inside.

That $43,890 buys a wellequipped little car, however. Grey 17-inch wheels, climate control, heated leather seats, automatic cornering LED headlights, a seveninch touchscreen with navigation, a 203-watt nine-speaker Bose stereo and tyre pressure monitoring are all included. Blind spot monitoring and rear cross-traffic alert make manoeuvring easier. Manual models are also fitted with a limited slip differential at no additional cost.

While we commend Mazda for adding blind spot and rear crosstraffic sensing to the MX-5’s standard fare in 2016, it’s disappointing that a reversing camera remains an optional accessory, priced at $500.

Experience from my own car – a 2016 MX-5 2.0 GT, as it happens – tells me that it is a massive help when parking, especially in bad

weather with the roof up. Buyers shouldn’t have to pay extra for a tool everybody expects in 2017. Sure, the MX-5 is a small car – but it has poor rearward visibility. It’s a letdown when all Toyota 86s – a key rival – fit a reversing camera as standard.

Inside, the MX-5 GT is more luxurious than the entry-level grade, with quality leather on the seats and door inserts. The GT’s ninespeaker Bose sound system is punchy, with good aural quality at all volumes – something helped by having to speakers in each headrest, just like the first generation NA MX-5. The GT’s door tops are body coloured, which works with some colours and doesn’t with others.

The Crystal White Pearl body colour and brown nappa leather of our test car wasn’t met with praise.

The RF’s good-looking buttressed roof does reduce visibility, becoming an impediment while reversing. Seeing out the rear is difficult – and the lack of a standard reversing camera, almost forgivable on the soft-top, seems very short-sighted on the RF. It isn’t all impractical, though. The RF’s roof design cleverly avoids eating

AVERAGE RANGE 643 Kilometres TRANSMISSION AND DRIVETRAIN TRANSMISSION Manual CONFIGURATION Conventional GEARS 6 DRIVETRAIN Rear wheel drive DIMENSIONS AND WEIGHTS LENGTH 3.92 metres WIDTH 1.74 metres HEIGHT 1.24 metres UNOCCUPIED WEIGHT 1,055 kilograms CARGO SPACE (SEATS UP) 127 litres CARGO SPACE (SEATS DOWN) Not applicable

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into boot space. Like the roadster, the mechanism is isolated into a void between the seatbacks and the boot cavity – meaning the 127 litres (3 litres less than the roadster) is fixed, even when the roof is down. 127 litres isn’t much but it is adequate space for a couple of soft weekend bags.

Plus, Mazda fit a storage tray to the boot of the RF to hold basic tools and the owner’s manual – helpful, given cabin storage is at an absolute minimum. The more complicated RF mechanism does mean the central stowage box behind the front seats is smaller. The roadster also features hidden storage boxes behind each individual seat – one of those disappears on the RF. While the removable cupholders and small

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tray between the seats carry over from the soft-top, the reality is, of course, that the MX-5 is never going to be a practical choice.

So now that the MX-5 has two distinct bodystyles, is there any difference in how they drive? The RF’s weight penalty over the entry 1.5-litre roadster is up to 97kg – or about ten per cent – but the RF is still a light car. Even the heaviest version, with the automatic gearbox, weighs just 1,109kg. The RF’s weight gain is attributable to the metal roof – and its consequences, which includes work done to strengthen and stiffen the chassis to reduce additional body roll, and to enhance refinement. That work wasn’t subtle – the RF and the soft-top drive pretty differently.

So – is the RF worth $10,000 more than an entry-level MX-5? Probably not. The MX-5 is brilliant in any grade, but the enormous fun offered by the most basic version doesn’t increase as you continue to spend more money. The 2.0-litre models might be punchier, and that punch is reasonably priced as a $1,500 upgrade in the soft-top, but this bigger engine just isn’t as sweet.

And then there’s the fact that the RF roof – while beautiful and relatively unique – doesn’t add much to the overall MX-5 experience. Roof up, it’s a quieter car – but roof down, you’re much more disrupted by wind and noise.

Less is more remains a relevant MX-5 mantra. It’s the entry-level cars, with soft top and small engine, that offer a sweeter, more rewarding driving experience than the powerful and expensive hard-top versions. But regardless, an MX-5 is a terrific car to own at least once, no matter which end of the range you choose to go for – and that’s the beauty of the RF. The unique appeal and look will bring more people into the MX-5 tent. And that is a very good thing.

AUG 2017 chasingcars.com.au

2017 MAZDA MX-5 1.5 ROADSTER REVIEW

REVIEW BY TOM BAKER Editor

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f you love driving, you should own a Mazda MX-5 at least once in a lifetime. Maligned by the uninitiated as a hairdresser’s car, the MX-5 is in fact anything but – providing one of the purest distillations of the driving experience ever. With brilliant dynamics that flatter its driver, delightfully accessible performance, and a relatively inexpensive cost of entry, the MX-5 is one of the enduring greats of the new car market – right up there with the Volkswagen Golf GTIs and BMW M3s of the world. And

while the fourth-generation MX-5, called the ND, is offered in twelve configurations, it’s the cheapest and simplest of the dozen – the 2017 Mazda MX-5 1.5 roadster manual – that is the best of the lot.

The least-powerful, stick-shift, softtop MX-5 is the best to drive, and it’s the purest interpretation of the MX-5 philosophy, to boot. Weighing less than a tonne but packing a modest 96kW of power and 150Nm of torque, you buy the best balance of hard cornering ability with the satisfaction of having to really cane that engine hard to keep momentum. The need to keep the 1.5-litre on the boil is a perfect antidote to the arguably overpowered turbo hot hatches of our time. This simple roadster also contrasts the other end of the MX-5 range, the two-litre MX-5 RF GT hardtop that Jake drove last week.

So, the 1.5-litre engine. The 96kW of power arrives at a heady 7,000rpm, while the peak torque of 150Nm is found at 4,800rpm. As the

figures suggest, the engine needs to be worked hard and right to the 7,800rpm redline – which itself is a 1,000rpm higher cut-out than that in the optional 2.0-litre engine. Where the 1.5-litre stands out as the pick of the two engines is in its sweetness.

It’s the 2.0-litre that is obviously faster and torquier, but it sounds coarse and gruff almost all of the time. By contrast, the 1.5-litre has a number of happy personalities.

It’s metallic at low revs, it zings through the mid-range and really sings up at the high end before you throw the bolt-action shifter into the next gear and experience the pattern once again.

The MX-5’s short-throw manual gearbox is one of the best in the business – and again, it’s a story of the unit in the 1.5-litre being even sweeter. The smaller engine’s manual is noticeably slicker, even on our barely broken-in tester. The 2.0-litre’s slightly sludgy first-second change is entirely absent in the smaller engine.

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A light clutch with a predictable friction point completes the picture; in this car, heel-toe is as easy as it’s ever been. While this car’s six-speed automatic option isn’t bad, the MX-5 is best in simplest form – and that means changing your own gears.

Simple and small – that’s the MX-5 recipe. Despite having the longest wheelbase yet – a triumph of how tightly modern cars can be packaged – the ND, at 3.92 metres, is the shortest MX-5. This reversed a trend that saw successive generations lengthened; the NC hit four metres. The current car is the widest of the quartet of MX-5 generations but 1.73 metres really isn’t VERDICT PROS 1.5 manual is the sweetest MX-5 Zingy, rewarding little engine A remarkably complete package CONS Slightly exaggerated body roll Overly skinny Yokohamas Sub-$30k price would be ideal

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very wide, nor is the 1.24 metre height very high. Remarkably, the ND is the second-lightest MX-5, returning to a figure under 1,000kg; that’s down from over 1,150kg in the NC. And while it really is quick enough in a straight line, the MX-5 is a classic momentum car that provides its best thrills when cornering. The feather-light front end craves to be pitched into any sort of bend.

It doesn’t discriminate between a town junction, a tight and technical mountain pass, or faster canyon sweepers. In each of those situations, the MX-5’s three tools for faster cornering are on hand to assist you.

SPECS ENGINE CAPACITY 1.5 litres (1,496 CC) FUELTYPE Petrol CYLINDERS 4 CONFIGURATION Inline INDUCTION Naturally aspirated POWER 96kw at 7,000rpm TORQUE 150nm at 4,800rpm

There’s the light but accurate steering, which directs the creamy chassis as it twists beneath you, before a poke of the live throttle is only too happy to shunt the reardriven MX-5’s back end into a mild slip into position before the stability control subtly trims your line. That’s particularly the case in the 1.5-litre which suffers from a slight lack of grip – and stability – on its skinny 195/50 Yokohama Advan tyres.

Direction changes are short and sharp, but they are not without drama, which comes in the aforementioned form of safe little slides but also manifests in the MX5’s comic body lean. It rolls so much more than expected while cornering.

To be clear, in this instance body roll is a positive. The MX-5 pitches and sways in maximum attack down a backroad, making the driver really feel everything that is going on beneath. Compared to a Toyota 86 – or even this car’s hard-top cousin, the MX-5 RF – the body motion comes as something of a shock in an era where even tall SUVs are

marketed as being body roll-free.

And while the 1.5-litre MX-5 is a simple machine, and one that delivers a pure driver-to-vehicle connection, the truth is that you don’t actually have to forego convenience for your $33,340.

Crisp LED headlights, a seven-inch touchscreen with satellite navigation, a six-speaker stereo, and classy leather stitched to the steering wheel and gear shifter mean you’re left looking for reasons to spend another $5,000 to upgrade to the higher-tier MX-5 GT. Before this year, the touchscreen – which feels pretty central to the interior – was exclusive to the GT. That’s no longer the case, meaning the additional luxuries of upperspec car are limited to leather seats, darker wheels, and a few convenience features like automatic headlights and wipers. All nice to haves – but given the MX-5 will realistically be a second or third car for most of its owners, I just don’t see the GT as a necessity. The base model feels very complete.

POWER TO WEIGHT RATIO 97.5kw / Tonne FUEL CONSUMPTION (COMBINED) 6.1L/100km FUEL CAPACITY 45 litres AVERAGE RANGE 738 Kilometres TRANSMISSION AND DRIVETRAIN TRANSMISSION Manual CONFIGURATION Conventional GEARS 6 DRIVETRAIN Rear wheel drive DIMENSIONS AND WEIGHTS LENGTH 3,915 mm WIDTH 1,735 mm HEIGHT 1,225 mm UNOCCUPIED WEIGHT 985 kilograms CARGO SPACE (SEATS UP) 130 litres CARGO SPACE (SEATS DOWN) Not applicable

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There was a moment during my week with the MX-5 that I found myself a car length ahead of a $471,718 Bentley Continental GT Speed convertible – you could have fourteen copies of the Mazda for a single one. And while the Bentley is, without doubt, an engineering tour de force – I think that I was having more fun.

It is a fact that momentum is a factor in driving fun – and when you live with draconian Australian speed limits and a dogged police focus on speed enforcement, the trick to enjoying yourself is to find a car that isn’t technically fast, but simply feels fast from behind the wheel.

The MX-5 1.5-litre is a great example of this kind of motoring: the sprint to 100km/h is an eight second affair but your senses perceive a much quicker experience. A combination of the sensory nature of open-top

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motoring, proximity to the ground, nimble dynamics and raspy engine noise make the MX-5 feel quick, while rarely placing you in danger of breaking rural speed limits.

And that’s the fun of the MX-5 – any of them, but especially the 1.5-litre, manual, soft-top. This is a car that serves up maximum thrills

with (fairly) minimal frills. Those that own and love them get that; those that throw shade at the MX-5 call it a toy. But that’s fine – it is a toy! Like the MG that preceded it, the MX-5 is just such a happy, vibrant, joyful car that demands to be driven hard, and refuses to pretend to be anything it’s not. And that’s what I love about it.

30 SEP 2017 www.forcegt.com

BEST SPORTS CAR UNDER $40K: TOYOTA 86 VS MAZDA MX-5 REVIEW

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ow much fun can forty grand buy you in driving fun? Quite a lot, apparently. You just have to splash it on either one of these, the Toyota 86 and Mazda MX-5.

The recipe both these cars have are simple, yet effective. Engine at the front, gearbox in the middle, and power sent to the rear wheels.

Nothing too complicated, but it’s how this pair managed to bring them all together in a manner that will put some three-digit priced cars to shame that’s impressive. In these two, it’s all about the drive and the driver. So, let’s get strapped in.

Recently updated for 2017, the Toyota 86 features a larger front grille that emphasises the car’s low and wide stance, restyled front bumper with new “teeth” along the bottom edge of the lower grille,

which Toyota says helps smooth airflow. It is flanked by a pair of fog light assemblies that now feature three horizontal streaks. All models now gain reconfigured LED headlights with daytime running lights and LED indicators as standard.

Around the back, the taillights have also been redesigned with LED units, along with a restyled bumper.

2017 also brings a more premium look inside the 86, with soft-feel rubber and suede-like materials to lift cabin ambience. Drivers’ hands now rest on the smallest-diameter steering wheel ever fitted to a Toyota – 362mm with a shape that provides optimal grip. The tachometer has been modified so that the needle points upright at the 7,000rpm mark – the engine speed where maximum power is achieved.

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relatively effortless to operate, opening with a pull of the lever mounted ahead of the rear view mirror. Once unlatched, it’s a matter of pushing it back and locking it into place behind the seats.

Unlike the 86, the MX-5’s interior is less cluttered, with contemporary design and higher quality materials giving it a more upmarket ambience.

The nicely finished satin chrome trimmed three-meter cluster features a large analogue tachometer in the centre, flanked by a speedometer on the right and an information display on the left. Disappointingly, there isn’t a digital speedometer.

PRICE (EXCL. ON-ROAD COSTS) FROM: $34,490 2.0L ROADSTER 6MT $34,490 2.0L ROADSTER 6AT $36,490 2.0L ROADSTER GT 6MT $39,550 2.0L ROADSTER GT 6AT $41,550

Elsewhere, soft knee pads have been built into the door trim and centre console to provide support under high lateral loads, of which there are plenty with the new “track” mode that enables the driver to adjust the level of stability and traction control, including a “fully off” option meant for track use.

While the updates are welcomed, they aren’t enough to freshen up the 86’s aging interior, which in comparison to the Mazda’s, looks chunky and dated.

The new Mazda MX-5 is the most compact yet of all generations. It’s shorter, lower and wider, and at just 1,009kg, it’s over 90kg lighter than

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the model it replaces, and nearly 250kg down on the Toyota 86. The MX-5’s curvier design is a sharp contrast to the 86’s edgier styling.

There are familiar sports car cues such as the long bonnet, low hip point and dynamic stance that will resonate with enthusiasts.

Infused with Mazda’s acclaimed KODO design language, the Mx-5’s short front and rear overhangs, signature trapezoidal front grille, and taut flowing lines that travel from the headlamps to the rear fender lend the convertible a sleeker and more sophisticated look compared to its rival.

The manually operated roof is

Being a convertible, the Mazda is inherently less practical than the Toyota, with limited storage spaces on the inside, a smaller boot (130 litres against the 86’s 237 litres) and of course, the lack of rear seats (not that they are particularly useful in this class of cars).

It’s also the Toyota that has a far better driving position. In fact, it’s near perfect. You sit lower and tighter in the 86 than in the MX-5, which in turn gives a sportier and more driver focused feel. The seats in the 86 are also more supportive and better tailored to the shape of the body.

The Toyota 86 gets its power from the 2.0-litre four-cylinder boxer engine shared with its twin – the Subaru BRZ. In manual guise, it develops 152kW and 212Nm, a lift of 5kW and 7Nm over the pre-facelift

model. A modest gain but torque is now spread over a 200rpm wider range, from 6,400 to 6,800rpm.

Additionally, the manual variant’s final drive ratio as been revised from 4.1:1 to 4.3:1, improving performance slightly.

Like the Toyota, the Mazda MX-5 is

motivated by a 2.0-litre four-cylinder atmospheric engine. Its 118kW of power is down on the Toyota, but in the Mazda the engine has less weight to haul, and with peak torque of 200Nm available from a lower 4600rpm, it feels stronger and punchier in the mid range.

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2017 MAZDA MX-5 ROADSTER 2.0L SPECIFICATION WARRANTY 3 years/unlimited kilometers COUNTRY OF ORIGIN Japan SERVICE INTERVALS 12 months/10,000km ENGINE 2.0-litre in-line directinjected 4-cylinder petrol engine: 118kW @ 6,000rpm, 200Nm @ 4,600rpm TRANSMISSION 6-speed manual DRIVETRAIN Rear-wheel drive POWER TO WEIGHT RATIO (W/KG) 117.4 COMBINED FUEL CONSUMPTION (L/100KM) Claimed: 6.4 / Tested: 8.6 RON RATING 95 FUEL CAPACITY (L) 45 BODY 2-door convertable, 2 seats SAFETY 5-star ANCAP, 4 airbags, ESP, ABS, BA, EBD, TCS, Emergency Stop Signal, Hill Launch Assist, limited-slip differential (6-speed manual only) reverse camera, LED daytime running lights DIMENSIONS (L/W/H/W-B) MM 3,915/1,735/1,230/2,310 KERB WEIGHT (KG) 1,033 TOWING CAPACITY (KG) n/a ENTERTAINMENT 7-inch touchscreen with MZD Connect and satellite navigation, Bluetooth, USB/iPod and Auxiliary input

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The Mazda’s four pot also sounds deeper and throatier, accompanied by a sporty exhaust note, compared to the trashier soundtrack in the Toyota.

Both cars will do 0 to 100km/h in around 7.5 seconds, but differ vastly in the way performance is delivered.

The engine in the 86 spins to a frenzy 7500rpm and it loves to be revved. Good thing it does, because to get any performance out of it, you need to be at above 4000rpm.

From here, it’s perky and lively, which make wringing out the 86 a lot more satisfying than the MX-5, especially on a track.

With maximum power coming in at 6000rpm, the MX-5’s power delivery is more linear. Its chubbier mid range means performance is more readily accessible, which makes for an easier car to live with on a daily basis.

It’s also the six-speed manual gearbox in the MX-5 that feels sleeker and less notchy than its counterpart in the 86. The clutch in the Mazda has a more gradual feel for smoother, less abrupt gear changes. We also prefer the shorter gear ratios in the Mazda over the taller ones in the Toyota, for the former offers a greater sense of acceleration.

Regardless of which car you take

to a stretch of winding roads – their natural habitat – you are guaranteed to have lots of fun. These are some of the best handling cars money can buy. Their balance of feel, communications and enjoyment is a rarity in this price bracket and even beyond.

Yet, they offer widely distinctive driving character. The softer MX-5 prefers a neat and tidy approach to proceedings, offering tons of grip from those Bridgestone Potenza S001 tyres. The front end, especially, is beautifully locked down, lending it superior agility and quick direction change. While it can slide, the only way you’ll be breaking the back out is with a big weight shift and some right pedal abuse.

The 86, on the other hand, has a more playful rear axle. While the MX-5 lets the front wheels do most of the work in a corner, the 86, rolling on Michelin Primacy HPs, benefits from a more cooperative rear end that is ever so eager to step out just slightly to point its nose into the bend. Unlike the MX-5, which is more gradual and predictable, the 86 can feel a bit more twitchy on the limit. But it’s also because of this the Toyota is more edgy and involving.

While we can’t fault the steering on each car, both of which provide excellent feedback and good weightage, the brakes in the MX-5 feel a tad more confidence inspiring, with better fade resistance and more progressive feel through the pedal.

Both the 86 and MX-5 are very livable day to day sports cars though around town, the Mazda’s softer suspension makes for a slightly more comfortable ride than the firmer Toyota. The MX-5’s lightweight construction means sound deadening isn’t a major focus, with wind and road noise largely evident in the cabin at freeway speeds, though it’s still well within acceptable limit.

VERDICT The Toyota 86 and Mazda MX-5 represent the best driver’s car you can buy for under $40,000.

They are great looking, reliable, cheap to run and most importantly, immensely fun to drive.

The MX-5 is the more polished of the pair, with a nicer interior, better engine and exhaust note, a more comfortable ride, and a slightly softer and friendlier driving character.

It’s a car that is as enjoyable on a stretch of scenic coastal road as it is on a track or twisty back roads.

Sharper and more focused, the 86 is the more rewarding

car when driven at the limits.

Its more powerful, higher revving engine is a joy to belt and its lower, sportier driving position makes it feel like a more serious sports car. Being a 2+2 coupe, it’s also the more practical of the pair.

Yet, it’s hard not to be drawn toward the Mazda’s more agile chassis and highly versatile engine. It just feels good driving the MX-5. Would be racer would probably prefer the 86, but for us, it’s the MX-5 that we’d take when it’s time for one last spin.

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REVIEW 08 SEP 2017 www.caradvice.com.au

MAZDA BT-50 TACKLES THE BIRDSVILLE TRACK

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BY MANDY TURNER ROAD TESTER & PODCAST HOST

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have to be honest. When I was asked to drive 636 kilometres on a dirt road to the middle of nowhere with, gasp, no phone service, I was hesitant. But after coming to the realisation I had never been to outback Australia before, I simply had to say yes. After all, a break from emails and social media might actually do me some good.

The destination? The most famous horse race on dirt, the Birdsville Races, and the drive to get there was along one of Australia’s most most famous dirt roads, the Birdsville Track.

DAY 1 One flight from Melbourne to Adelaide, and then a smaller plane to Leigh Creek later, the cars that are to take us on the journey, the 2017 Mazda BT-50, greet us, with the Mazda team proudly standing alongside.

Not much has changed for the BT-50 this year, apart from the Alpine satellite navigation, which will, hopefully, guide us to our destination.

The choice of Mazda BT-50 for this trip is the range-topping GT pickup that currently starts from $49,990 before on-road costs.

Powering all four wheels is a 3.2-litre turbo diesel matched with a six-speed automatic transmission. Independent suspension is bolted on the front, and the rear, a rigid live axle setup.

Wrapped around the 17-inch rims are 265/65 Dunlops, with tyre pressures lowered from 35 to 28 psi to deal with the rough roads that lie ahead of us.

For those in need of a quick geography lesson, Birdsville is in Queensland on the border of the Northern Territory and South Australia. The closest populated area is Mt Isa, a lengthy 720km away. The Birdsville Track itself begins at Maree, ends at Birdsville, and can take 24-hours non-stop to drive. However, we are being sensible and are doing the trip with a couple of overnight stops.

It takes just two kilometres before we see our first wildlife – two emus sauntering across the road. The sealed road is surprisingly smooth, and safe to say that it is better than most capital city roads!

After a 70km drive from Leigh Creek, with lots of roadkill kangaroos lining the road, we arrive at Maree Pub for lunch.

Established in 1883, the pub has many rooms to explore. It is filled with the history of the region, with the Tom Kruse museum (not the guy you think he is), to photos of the Ghan derailment and newspapers from 1896 plastered on the walls.

Fifty-five kilometres down the track, we stop at our first night’s accommodation, Clayton Station. We are literally in the middle of nowhere.

The land is flat, the dirt red, and the trees are just tall enough to offer some shade and protection from the 26-degree heat.

We are happy to see flushing toilets and a warm-ish shower in a tin shed, and what sounds like a nice feature – hot springs. On closer inspection, the hot spring doesn’t quite live up to expectations; more of a water tank that’s been cut in half, with bore water filling it. Needless to say, the ‘hot spring’ remains unused during our stay.

The night ends with cooked marshmallows on sticks by the fire, and a word of warning from Mazda’s Tony Harris – keep your shoes inside the tent, otherwise dingoes could steal them.

No word of a lie.

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DAY 2 My alarm sounds at 5.45am. An item on my bucket list has always been to see an outback sunrise, so I brave the cold and go for a drive with the camera crew. The temperature starts to climb as the blinding sun begins to rise, and the horizon turns blue, pink and purple. All I can hear is cows and the occasional crow. Other than that, it is eerily beautiful.

We hit the road at around 9am for a big day of driving, some 400km, ending at our destination in Birdsville.

The BT-50s are happy gliding over the dirt road at 110km/h, with cattle grids and some floodways slowing us down at times. Some creep up on us a bit too quickly though, resulting in the utes getting some air.

The halfway point brings us to the Old Mulka Ruins, where apart from a faded signpost, you wouldn’t even know it was there. The store was built in the late 1890s as a stop for cattle musters.

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Remarkably, it was the only shop within 181,000 square kilometres during its day! It’s hard to fathom how the young Aiston family made money with only two or three customers per week. There’s not much left of the building now, with a window frame and chimney the only remnants of a lonely place in the outback.

A group of road signs is a rare sight, and we slow down to take a look to see signs for a petrol station at Murrangindi pub. We continue.

Fifty-kilometres down the road, another BT-50 waves us down to tell us we were supposed to turn at that intersection. Whoops. They had been trying to contact us on the CB radio, but little did we realise, our radio was not turned on. And with no phone service, poor Anthony and Jonelle had the job of chasing us down.

The BT-50 had 260km of range in the petrol tank, and Birdsville was still 300km away, so if we hadn’t have stopped, Mick Taylor may have stumbled upon us!

Walking into the Murrangindi pub is an experience. Hats, notes, and even hair, cover the ceiling and walls.

Outside, wrecks of old rusty trucks litter the desolate landscape.

With 200km to go, the roads get real rough, and we slow the BT-50 down to 70km/h. In some areas, red flags on the side of the road warn us of extremely rough roads, and we have to use the entire road to navigate our way through.

There’s less and less wildlife as the trees begin to disappear from the landscape, except for nine dead dingoes hanging from a small tree.

Maybe they ate too many shoes?

Lunch is taken on the side of the road under a few trees that we are lucky to find. Tasty wraps put together by chef extraordinaire, Billy Dohnt, go down nicely. The boxed hire trailer is opened to reveal everything covered in red dust and many things upended from the rough ride. The CB radio cable in our BT-50 didn’t survive either after it was accidentally disconnected when my bag fell on it. Me and CB radios just don’t seem to mix.

At 4.30pm, we pull into Birdsville outside the giant town sign. Directly across the road, the last horse race at the track is wrapping up, and we get stuck in ‘heavy’ traffic while Queensland Police breathalyse every driver on the way into town.

Our campsite is tent city which is on the other side of town, so we soak up all that is Birdsville. On the outskirts are hundreds of caravans and campers in paddocks, which most race goers walk to the track from camp.

There’s not a lot to see or do at Birdsville. Just 115 people call it home outside of race week. It has the absolute essentials – a hospital, bakery, general store, police station, not to mention the essential of every Aussie outback town, the pub. An incongruous and slightly un-nerving sight is a sign post indicating that the town’s cemetery and garbage dump are down the same road. Hmm. A 45-minute drive east of Birdsville are the Big Red dunes. With tyre pressures down to 18 psi and a steep sandy hill staring straight back at me, my nerves start to get the better of me. It’s the first time I’ve done anything like this.

With the differential lock in place and 4-low selected, I take the advice to go at it with consistent speed.

With a large audience cheering on, the BT-50 revs hard as the hill starts to get steeper. I put the throttle down a little more, with a look of

concentration plastered all over my face. The ute has no problems reaching the top, and I want to simply turn around and do it all over again.

The 38km trip back home is a slow one in the dark with the risk of kangaroos, but the huge spotlights on the bullbar help.

After dinner, some of us take a two-minute walk to the Birdsville pub. As far as the eye can see are cowboy hats, Cuban heels, and beer.

So. Much. Beer. And the cans are scattered all over the ground outside.

We step inside the pub and my eyes are instantly drawn to the ceiling where hats of past Birdsville locals are on display with their name. Other bizarre items include a Plucka-Duck soft toy and a sign saying baseball caps worn backward incur a fine.

A man dressed in a white ’70s suit and cowboy hat, with a beer in hand, dances to Stayin’ Alive. The choice of music is baffling as Nelly Furtado

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starts playing. Outside is better, with live music, and a man dressed in a floral shirt, an afro rainbow wig and Elton John-esque glasses has a chat, with photos ensuing.

Across the road is Fred Brophy’s Boxing Troupe which encourages the public to box against professionals in a ring under a large tent. Tickets sell out quickly, so we sadly miss watching that spectacle.

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DAY 3 We have the morning free to wander the mini side show, souvenir and market stalls on the main street, so I buy a cowboy hat to blend in with the crowd. I also buy a Birdsville Races stubby holder and nearly bought one that reads “fu*k work, I went to the Birdsville Races.”

The wind is blowing an absolute gale and kicking up so much dust

that my sunglasses need a wipe every half an hour and the dorky pull cord on the hat needs to be used!

Just a couple of kilometres out of town, we arrive at the racetrack.

The venue isn’t as big as I thought it would be and you can easily walk the entire place in under 10 minutes.

We make our way to the marquee and are seated at a table with a perfect view of the track. This cute little town brings some big names out, with Pauline Hanson paying a visit yesterday, and today, Governor General Peter Cosgrove, Sam Mac from Sunrise and actor Lincoln Lewis.

But, the biggest celebrity is undoubtedly the mayor of Birdsville, Geoff Morton. As soon as he walks in, he is swamped by people wanting to take selfies. A few metres away, Peter Cosgrove is quietly ordering from the bar.

I brave the shoulder-to-shoulder crowd and wander the paddock, seeing some amazing sights.

Race-goers get into the spirit of dressing up, with the most common

theme being men cross-dressing.

There is even one man in a dress with a ball and chain attached to his ankle. A group of people dressed as beer have their own race down the track straight.

I place a bet on the last race, on a horse called Power Button, only because I like the name. It came second last in a field of 11. Sometimes that method of picking a winner doesn’t work very well.

With the temperature reaching 32-degrees as the day wraps up, an air-conditioned BT-50 awaits us at the pick up area. Once back at camp, bags are packed, (with added dirt), as the plane awaits us for a direct flight back to Melbourne.

What an incredible journey we have completed. The Mazda BT50 has always been an underdog amongst the Toyota HiLux and Ford Ranger, but the ute was so comfortable and reliable on the nearly 700km adventure, never once did I think it wasn’t capable of doing the job asked of it.

Outback Australia is something everyone needs to experience at least once in their life, and I can heartily recommend a trip to the Birdsville Races.

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

The use of ultra-hightensile steel makes Mazdas even stronger

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ike most carmakers, Mazda is working hard to reduce the fuel consumption of its vehicles. This is important to our customers, and to us as a socially and environmentally responsible organisation.

Many of our rivals have been enthusiastically embracing hybrid drive and battery-powered electric cars, and it should be noted that research and development in these technologies (as well as hydrogen) is also advanced at Mazda.

But while hybrid, electric and hydrogen powered engines may be viable technologies of the future, we also want to have a real impact now.

At Mazda we are going about the challenge in a different way. We are investing in research and development to achieve both environmental and 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

Mazda exhaust-cut

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.

The SKYACTIV Drive 6-speed auto Transmission

S-VT) on the intake and exhaust minimised pumping losses, and the 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). But Mazda also introduced a variable valve lift for exhaust valves that enables 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 eliminated ‘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 this and more.

The new SKYACTIV-Drive automatic transmission combines the benefits of conventional automatics with those of continuously variable (CVTs) and dual clutch transmissions. It shifts quickly and smoothly and delivers superior fuel economy. At its heart is a newly developed 6-speed torque converter with a full range lock-up clutch for all gears. The clutch lock-up ratio has been raised from 64 per cent from the previous 5-speed AT to 89 per cent of vehicle operation.

The SKYACTIV-MT manual transmission is more accurate, lighter,

WHAT’S NEXT? Having introduced SKYACTIV Technology i-stop, i-ELOOP and a 13:1 compression ratio – all of which contribute to a 30 per cent fuel consumption saving – our goal is to reduce fuel use by an additional 30 per cent.

Our technical team is currently working on a world-first called SKYACTIV-X, where spark plug ignition is used to control compression ignition, resulting in dramatic improvements across a range of important performance indicators.

Stay tuned for more on this!

SAFETY AT THE FOREFRONT Owning a Mazda is not just about driving a stylish, innovative, dynamic car – it’s about knowing Mazda does everything it can to ensure the driver and passengers are safe.

Called Mazda Proactive Safety, the engineering approach takes an active and pre-crash safety focus.

Active technology includes systems aimed at reducing the likelihood of accidents, or minimising their severity.

These include features like High Beam Control, Hill Launch Assist, Forward Obstruction Warning, Blind Spot Monitoring, Lane Departure Warning, Emergency Signal System and many more.

Impressive passive safety is engineered into the SKYACTIVBody. Increased torsional rigidity, the use of more high-tensile steel, larger cross-sectional B-pillars, three-point seatbelts for all seats and shock-absorbing interior trim all make the newest generation Mazda cars safer than their predecessors.

The SKYACTIV-Body for the current Mazda3 increases torsional rigidity for the hatchback by 31 per cent over the previous model, and 28 per cent for the sedan. Use of high-tensile steel increases to 60 per cent, up from 50 per cent in the second generation hatch, and 51 per cent in the sedan.

980MPa ultra-high-tensile steel is used as reinforcing material for the side walls, and the use of 780MPa 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.

Endorsed by the Australian New Car Assessment Program (ANCAP), Mazda’s complete range has achieved the best possible ANCAP safety rating, with the Next-Gen CX-5 most recently awarded 5 stars.

SKYACTIV-D Powertrain

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ACCESSORIES SPOIL YOURSELF

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hey say less is more, but clearly ‘they’ haven’t seen the new Kuroi sports pack on a Mazda3 in Soul Red Crystal.

Adding a level of polish to enhance the sporty look of the 3, the pack includes the new Soul Red Crystal front and rear under spoilers, plus sporty black side under spoilers, black door mirror caps and 18-inch black multi-spoke wheels.

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Scuff you later

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ometimes it’s the littlest things that can drive you crazy, and scratches, scuffs and dints on door sills certainly fall into this category.

The CX-5 Illuminated Scuff Plates offer a simple answer to this pet peeve. Not only do the sleek illuminated aluminium Mazda Genuine scuff plates protect door sills, they also add a subtle touch of bling to bolster the stylish SUV.

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Spin for the win

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here’s no doubt that the CX-5 is a good-looking car. But if you’re one that likes the cherry on top, the 17-Inch Satin Black Alloy Wheels are a must.

Adding a sporty spin, the sleek set of wheels is painted satin black with a bright machined ring around the outer edge, with each centre cap emblazoned with the iconic Mazda brand mark.

Moreover, these Genuine Mazda wheels are manufactured to meet Mazda’s strict engineering specifications and national safety standards.

Only available on Maxx, Maxx sport and Touring models.

HATS OFF TO THE BONNET PROTECTOR

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s the first line of defence against wayward stones and dirt, the bonnet cops its fair share of muck.

Whether you’re a weekend warrior or a frequent country driver, the CX-9 smoked bonnet protector is the perfect way to protect the front of your Mazda CX-9 from damage caused by flying road debris.

The bonnet protector also comes in a clear finish.

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ACCESSORIES BT-50 looks the goods

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here’s something special about the spin of a glossy alloy. For the BT-50, that something special is achieved with the BT-50 17-inch gloss black with silver face alloy wheels.

With a tough-looking 7 spoke pattern, the wheel is painted gloss black with a bright machined face, and finished off with a centre cap. Lightweight and extremely strong, the high grade aluminium alloys are perfect for serious off-road driving adventures.

As well as enhancing the BT-50’s looks, these alloy wheels are designed to meet all Australian quality standards.

Only available on Freestyle and Dual cab XTR and GT models.

Top it off

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e’ve all been there; an overly enthusiastic purchase ends in a game of Tetris in the carpark, with objects jutting out windows and bulky items refusing to make friends with the boot.

The BT-50 Canopy roof racks are an easy means of

increasing your load, with a capacity of up to 150kg (evenly distributed).

The strong, light and aerodynamic canopy roof racks are only suitable with Mazda Genuine Canopies, and are only available on Dual cab utility models.

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CLASSIC

CLASSIC MAZDA

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itting the big five-o is a milestone for anyone; but for Mazda’s rotary engine, the significance of this birthday is enormous.

Defiant as ever, the rotary holds a special place in motoring history, in Mazda’s DNA and in the hearts of motoring enthusiasts around the world.

Throwing convention aside and despite much skepticism, Mazda set upon the challenge to commercialise the Wankel rotary engine in the early 1960s, in an effort to diversify and expand the then-small manufacturer’s footprint.

Characterised by its unique triangular shape, the rotary does away with traditional reciprocating pistons, using internal combustion methods to convert pressure into rotating motion.

While exciting and promising, this shape posed many obstacles.

A group of 47 dedicated engineers was assembled to tackle the biggest hurdle, the ‘devil’s nail marks.’ More commonly known as chatter marks, the small markings would appear inside the surface of the cocoon-shaped rotor housing, caused by friction with each apex of the triangular rotor.

But in 1967, Mazda’s efforts were realised and hard work rewarded with the launch of the world’s first commercial rotary powered vehicle, the Cosmo Sport 110S. With eye-catching futuristic proportions, the Cosmo Sport was a triumph; a true masterpiece of engineering and design. Its launch remains a tent pole moment for Mazda, propelling the brand into the spotlight, with its 982cc twin-rotor engine in tow, and setting the scene for a new era in motoring.

Indeed, it would help the rotary to fast become an icon. The mechanical simplicity of the engine and subsequent low weight resulted

in a far higher power-to-weight ratio. This, combined with the high revving nature, quick response and smoothness, made the rotary a driver’s desire.

Unfortunately, the Cosmo Sport never hit mainstream Down Under, with few exported outside of Japan, so examples are rare.

However, Mazda Australia managed to source an original, which now takes pride of place in its heritage collection. In good company, the Cosmo sits alongside some of the best-loved Mazda rotaries, including a 1971 R100, a 1979 Series 1 RX7 and a 1995 FD RX7 SP Race Car. While Mazda ceased commercial production of the rotary engine with the RX-8 in 2012, the rotary story is far from over.

Mazda continues to research and develop rotary technologies for application in future vehicles, but no set model or vehicle has been announced. Enthusiasts rejoice: that signature ‘brap’ is sure to ring in the ear once more.