Hypes: Great New Turbo Motor, Lustrous Interior Finish
Gripes: Heavy Hood Lift

When a car-knowledgeable friend climbed into the cockpit of the latest Mazda6, his hands instinctively went to the Deep Chestnut Nappa Leather dashboard. After a prolonged stroke of the abundant leather that covers the tactile surfaces of Mazda’s top-line “Signature” edition, he observed, “This is something special. Most car makers pay very little attention to the interior, but it’s the place where you spend almost all of your time, isn’t it?” I thought about the wisdom of that statement and replied, “So true. How much time do you actually spend looking at your car’s grill?” Yet it’s really the grill, or the headlight cluster or the side creases that get all the design attention and generate most of the media acclaim.

But at Mazda, especially with the Signature line, things are a bit different. Mazda focuses on making the interior significantly better than the competition. Take that expanse of yummy cinnamon leather, for example. It’s not only pleasing to the eye, but pleasant to the touch – a genuinely unexpected attribute in a $34,750 sedan occupying a price point that hardly qualifies it as a luxury ride. Yet the Mazda6 is surprisingly luxurious – in spite of its bargain price.

All 5 seats are trimmed in Nappa Leather, and 4 of them include 3 stage heating elements. Sen wood inserts, which look like reclaimed barn wood, enliven the dash and door panels.. Both front chairs also provide seat ventilation. The driver’s seat includes 8 way adjustability, lumbar support, plus 2 slots of position memory. The front buckets are well bolstered. Although rear seat legroom is somewhat limited due to the sedan’s tidy 111 inch wheelbase, 3 can ride without complaint in back. The car’s 15 cubic foot trunk is spacious enough to stow overnight travel gear for 5, and contains a space saver spare.

Although sedans seem to have fallen out of favor these days, it’s refreshing to operate a passenger transport device that is not fitted with stilts like an SUV. The Mazda6 stands only 57 inches off the ground, so its response to driver input is light years better than any comparably sized SUV. Mazda widens that handling bonus by equipping the Signature 6 with a rather sticky set of high performance radials – 225/45R19 Falken Ziex Z001 tires mounted on understated but handsome 19 inch alloy rims.

But the big news here lies under the hood. Before 2018, Mazda6 drivers had to make do with a decent but unexciting power source – 184hp from a normally aspirated 2.5 liter inline 4. But 2018 brings a Skyactive 227hp turbocharged engine which really lights the wick on this sedan. Given the Mazda6′s low center of gravity, explosive new powerplant (310lb.-ft. of torque!), and sticky (Treadwear Rating 360) Falken rubber, you can really lay into the throttle of this combo on a backroad. Since it only tips the scale at a welterweight 3,185 pounds, the turbo Mazda6 enjoys an excellent power-to-weight ratio of 14lbs. per horsepower. The preponderance of torque surges into play at very low rpm. With 6 well spaced ratios in the automatic transmission, and a pair of steering wheel adjacent paddles to select the gear you need, the Signature 6 is much more than a leather and wood comfort cubicle. Just slip the Drive Mode control into “Sport” and you will quickly discover that this sedan is a serious back road tool for the enthusiast driver.

For low profile owners, the best part of the deal is that there are virtually no external clues to this car’s sprint potency. No wings, no spoilers, no air dams, no racing stripes – no nothing. Which isn’t to say that even finished in vanilla (or as Mazda calls it, “Snowflake White Pearl Metallic”), this is far from a plain wrapper vanilla sedan. The side view, for example, reflects highly refined designer chops, with three separate accent creases dividing the surface into a reflection pool of gracefulness. Delicate headlight enclosures soften the gape of the half crescent gunmetal grill that has become a Mazda trademark across the car and SUV line. Although the sweeping roofline rapidly diminishes to a sleek vanishing point, rear vision from the driver’s seat remains excellent. So good, in fact, that you rarely need resort to the rear cross traffic alert image when backing up. Of course, the top Signature edition comes with a full complement of safety measures, including lane keep assist, lane departure warning, and four external cameras which can be called upon to give you a combined overhead/frontal picture on the 8.5″ color touchscreen while you are traveling at speed.

If you can forego the storage convenience and image allure of an SUV, then this Mazda6 makes a great transportation alternative. It’s fast, handsome, and smashingly well fitted inside – where you’ll spend most of your ownership time.

2018 Mazda 6 Signature

• Engine: 2.5 liter inline 4, Skyactive-G turbocharged
• Horsepower: 227hp
• Torque: 310lb.-ft.
• Fuel Consumption: 23MPG City/31MPG Highway
• Price as Tested: $36,040
• Star Rating: 9 out of 10 Stars

Hypes: Race Car Handling at Bargain Store Price
Gripes: Move Radio Controls on Center Console to Dash Face

Get it while you can. The last real sports car, that is. Mazda still makes it, just as they have for the past three decades. But given our national craze for self-driving cars, who knows how long this delectable purebred sports car will last? The MX-5, now in its fourth generation, represents the polar opposite of that automation mania. You buy an MX-5 not because it will ever drive itself, but precisely because this car puts you in direct, unfiltered command of its every move.

Originally just called Miata (Japanese for “little pearl”), the diminutive two seater boasts the most finely tuned responses in the vehicle kingdom. Miata is the best British sports car the Brits never built. Unlike its spiritual predecessors from England like MG, Triumph, and Austin Healey, the MX-5 will never spend its life and your money in the repair shop. While those Brit brands provided driving thrills (when they were running), the latest MX-5 outdoes them all not only for driving pleasure, but for reliability. Consumer Report’s evaluation of the 2017 Miata gives it a “Better Than Average” Used Car Verdict.

You’ll want to order the Club Edition of the Miata because it includes a couple of items that will enhance your driving experience more than you might think. This first is “sport tuned suspension with Bilstein shock absorbers ” which hones the Miata’s already precise handling to near race quality precision. The second item is a “limited-slip differential” (LSD) which is an essential component of faultless performance since it metes out drive to the rear wheels on an as-needed basis. When you punch the throttle in a turn in a Miata equipped with limited slip, you will never experience un-modulated wheelspin. The Club version’s LSD is an essential building block for stable handling.

Our test Mazda also included an option designated “2BB” which adds a whopping $4,470 to the MX-5′s sticker price of $29,155. While “2BB” doesn’t have a catchy name like “Club Sport” or “Daytona Runoffs” the three pricey additions it brings are worth way more than what you’ll pay here. Inside the cockpit, as soon as you park your butt in the “Heated Recaro Sports Seats” you’ll never want to make do with standard Miata buckets. These Recaro seats are not only supportive in extreme cornering, but lushly adept at damping the sport tuned ride of the Miata’s Bilstein shocks. In addition to better seats, “2BB” adds super stopper Brembo brake discs and calipers at all four corners. These red blazoned beauties provide enough stopping power to run a 24 hour race at maximum tilt. And covering those arresting brakes are a set of 16 spoke, piano black, 17 inch alloy rims made by the foremost racing wheel company in the world, BBS. “2BB” is a package you can’t afford to forego.

If you want your Miata to duplicate the slinky looks of the example I drove, make sure your purchase includes Code “2AP – Appearance Package for Club.” on the window sticker. This no-extra-charge group adds some aero tweaks that turn the meek looking stock Miata into a rather more ferocious beast. Matching those BBS rims, piano black side still extensions, rear bumper skirt, front air dam and rear lip spoiler all complement the “Machine Gray” exterior color of the test car. For a final fling of flair, be sure to select the no-extra-cost “1RR – Red Roof Package.” The dark cherry fabric of the convertible top enhances the subtle grey paint and pegs the look meter on 10.

Without question, the appearance and performance of the Miata, after nearly 30 years of development, has morphed from cute to nasty. When you equip the latest aerodynamic body shell with the “Appearance Package for Club,” you end up with an enticing road burner that bears only the slightest resemblance to that first generation “little pearl.” Despite all the appearance improvements, the Miata has lost absolutely nothing of its original feel and feedback. In fact, with 155hp now on tap, and a 6-speed manual gearbox that is the envy of every other car maker for its precision, the latest MX-5 is a real screamer on a back road. Helping immensely in the handling department is a set of Bridgestone Potenza S001 tires (205/45R17) that afford seemingly limitless adhesion due in part to a super soft TW rating of 280. There may be more ways to have fun on a back road than a Club MX-5 fitted with Recaro, Brembo and BBS, but the entry fee will triple what you’ll spend on this steal of a deal last real sports car.

2018 Mazda MX-5 Miata Club

• Engine: Skyactive-G 2.0 liter DOHC inline 4
• Horsepower: 155hp
• Torque: 148lb.-ft.
• Fuel Consumption: 26MPG City/33MPG Highway
• Price as Tested: $35,240
• Star Rating: 10 out of 10 Stars

Hypes: Top Handling SUV, Dramatic Interior Upgrade
Gripes: Another 25hp Would Be Welcome

The stormiest week of the winter really put this Mazda SUV to the test. The mid-size CX-5, which was redone for 2017, proved more than a match for the worst road conditions of the year. This compact package generated exceptional traction in heavy standing water thanks to full-time all-wheel-drive coupled to a set of 225/55R19 Toyo A36 mud and snow radials that dispersed water like jet dryers. In conditions where other motorists struggled to stay on the road, the MX-5 charted a deliberate and predictable course through the slop without ever losing grip. Nearly a week’s worth of such conditions conclusively proved that the CX-5 really has its act together in the inclement traction department.

Not only did the CX-5 prove skid resistant, but all its ancillary systems were up to the challenge of bad weather as well. Front and rear window defrosters immediately eliminated dampness in the cabin. The optional Premium Package 1G ($1,395) added a heated steering wheel and heated rear seats to the standard heated front seats. The extra money also buys you an informative “Active Driving Display” with traffic sign recognition, plus a windshield wiper de-icer for frosty morning swipes. The interval wiper system coped perfectly with the incessant changes in rainfall, the extra large rear view mirrors covered a wider spread than normal, and the standard power open/close tailgate hastened loading and unloading in the rain. All in all, the CX-5 is perfectly suited for use as a winter/ski vehicle.

But how does it perform in the dry? There too, it garners top honors. Mazda, being the company behind the world’s most successful sport car (Miata MX-5), has infused the CX-5 with most of its sibling’s attributes – fine handling, excellent balance, and intriguing appearance. On the handling front, this SUV boasts independent front and rear suspension systems, with anti-roll bars at both ends. Such a sophisticated package is far from standard in the affordable SUV segment, and Mazda’s attention to physics pays off when you put the spurs to the MX-5 on a back road. The anti-roll bars dramatically inhibit lean, while the independent suspension at each corner sucks up bumps without impeding overall stability or comfort. Those rain master Toyo tires prove equally adept in the dry thanks to their sticky TW 300 treadwear rating.

Mazda designers have upgraded both exterior and interior appearance with this latest iteration of the CX-5. Sheetmetal is adeptly sculpted according to the strict principles of what Mazda terms “Kodo” styling. Curves are graceful, arcs elongated, surface modeling understated. Inside the very habitable cabin, the striking parchment interior of our test vehicle contrasted splendidly with its Soul Red Crystal Metallic ($595 extra) exterior. The almost white leather trimmed seats looked peacock plush, with perforated seating surfaces, and triple row stitching on the bolsters. The dash face too showed extra attention to detail with its double stitched horizontal seam, and driftwood inserts which matched the door panels. In both utility and looks, the interior of the CX-5 exceeds expectations for a vehicle with a base price of just $30,945.

Mazda has generally eschewed CVT transmissions in favor of gearboxes containing real gears rather than rubber bands. The CX-5 holds with that tradition, offering a well-arrayed six gear split which can be manually controlled from the stubby console-mounted stick. Once you ascertain that bumping the leather covered shift knob forward for downshifts and backward for upshifts, you’re in full control of the 6-speed Sport Mode automatic. Another electoral decision is quality of ride and handling. A switch behind the gear shift lever enables you to select Sport Mode for your driving preference as well. This option tightens steering response, while also engaging manual mode on the gearbox. The transmission will not upshift until you direct it to do so, though it will automatically select first gear when you come to a stop. Although the six forward gears are well spaced to keep the engine on full boil, you will need to work the transmission fairly hard to maximize performance of the 187hp inline four. With 3,600 pounds to motivate, the Skyactive-G 2.5 liter engine is sometimes hard pressed to meet your acceleration demands. The Sport Mode gearbox, however, helps overcome the slight power shortfall.

2018 Mazda CX-5 Grand Touring

• Engine: 2.5 liter inline 4 Skyactive-G
• Horsepower: 187hp
• Torque: 185lb.-ft.
• Fuel Consumption: 24MPG City/30MPG Highway
• Price as Tested: $34,685
• Star Rating: 9 out of 10 Stars

Hypes: Great Value, Patented Mazda Responsiveness, 5-Star Crash rating
Gripes: Between-Seats Console Needs Attention

Mazda’s corporate philosophy is diametrically opposed to the notion of the self-driving vehicle. In fact, this company has for years been using the slogan “Driving Matters” as their company motto. Mazda’s affirmative take on the art of driving permeates everything they build, from the nimblest sports roadster like the MX-5 to their largest SUV, the CX-9. Let’s say you were allowed to drive 5 competing mini sports utilities, but were kept from seeing the name of the manufacturer during your test drive. Only one of the five would communicate its maker so clearly you wouldn’t need a nameplate to identify it. That would be Mazda.

In the case of the comparatively inexpensive ($25,165 base price) Mazda CX-3, everything about the driving experience instantly makes you realize that even this company’s smallest sports utility shares the refined genetic imprinting common to the all members of Club Mazda: excellent steering feel and feedback, choppy but precise ride and handling, excellent throttle response, willing but slightly underpowered engine, sharp exterior contours, and finally, fuel frugality. There are even a couple of common shortcomings to membership in Club Mazda, with ergonomic confusion a baffling common denominator.

Let’s start with the steering feedback of the MX-3. Run this short sport utility through a couple of slalom gates and you will instantly recognize this boxy and tall contrivance is intimately related to the Miata sports car. Like the MX-5, the CX-3 responds to the slightest input at the steering wheel. There’s the same compelling liveliness to the steering geometry here that you’d find in the Miata. Not only that, but the grip at the contact patches of the excellent and sticky (Treadwear 320) Yokohama Avid S34 tires (215/50R18) encourage you to attempt some serious artistry on twisty roads despite the fact that you’re driving an SUV and not a sports car. The CX-3 even offers a “Sport” setting from a control on the center console that livens steering feedback an extra notch, ups shift points to higher rpm, and generally stiffens the ride quality to snub unwonted body motion. That makes the CX-3 the sports car of sports utilities.

While the 2.0 liter engine, at 146hp and 146lb.-ft. of torque will hardly pin your ears back when you floor the throttle, it gets the job done if you are adept at selecting the right gear of the 6 available speeds for each occasion. Mazda assists your endeavor by providing a manual gate on the left side of the floor mounted stick shift, plus diminutive plastic paddles adjacent to the steering wheel rim. While I wouldn’t advise pulling out to pass an 18 wheeler on a two lane road, this CX-3 is certainly qualified for just about any other passing chore you might have in mind. It accelerates briskly to freeway cruising speed, and since our test model was equipped with the optional ($1,435) Premium Package, we enjoyed Radar Cruise Control to pace freeway traffic effortlessly. Your investment in this package also provides a welcome and very toasty heated steering wheel, a 6 way power driver’s seat, 2 memory positions for that seat, lane departure warning, and traffic sign recognition which displays (along with speed) on the head up screen in your line of sight.

Along with the positive reinforcement from the Mazda DNA comes a rather curious design oversight that afflicts both the Miata and this CX-3. That would be the curious placement of what Mazda calls the “Multi Function Commander Control” which is well hidden on the console between the front seats. Jiggling or twisting this unit into action while driving is best left to your passenger, if you have one. Otherwise, its use will divert too much of your attention from the art of driving, which, as you may recall, “matters.” Moreover, the volume control knob for the infotainment system is buried even more inconspicuously behind the master knob for the Commander Control. And to top it all off, a rather flimsy armrest sits precariously above the knobs, shielding them from view unless pivoted out of the way.

But really, this minor problem detracts very little from your overall enjoyment of the CX-3′s fine performance, accurate handling and incredible practicality. If you chose to drop the rear seat backs flat, you will avail yourself of a startling 18 cubic feet of storage volume. We particularly liked the large flat padded storage compartment that lies hidden just beneath the apparent floor of the trunk. The perfect place to keep your Rembrandt out of sight. Mazda even looks after you well in emergencies by providing a space saver spare tire, jack and lug wrench – an increasingly rare set of accessories these days.

2018 Mazda CX-3 Grand Touring FWD

• Engine: 2.0 liter Skyactive inline 4 cylinder
• Horsepower: 146hp
• Torque: 146lb.-ft.
• Fuel Consumption: 29MPG City/34MPG Highway
• Price as Tested: $28,365
• Star Rating: 9 out of 10 Stars

Hypes: Exquisite Interior Detailing, Responsive Handling
Gripes: Obtuse Infotainment GUI, Manual Hood Lift

During the recent unprecedented heat wave in Northern California I took refuge from our non air conditioned house inside Mazda’s plushest SUV, the Signature edition CX-9. With the air conditioning cranked down to 60 degrees, I spent enough time in this 3 row, 7 passenger SUV to appreciate fully the comfort and beauty of its cabin design. The Signature edition is Mazda’s top offering in the CX-9 model line, with real aluminum embellishing real rosewood everywhere you look. The Signature’s luxurious matte finished wood comes from Fujigen, the Japanese guitar maker. This interior quality substantiates Mazda’s television commercials showing artisans finessing steering wheel leather and fashioning rosewood accent panels. Everything about the CX-9 Signature reeks quality and care of construction.

My stint in the cool cabin also gave me the unaccustomed opportunity to become well acquainted with the CX-9′s arcane dial-controlled infotainment system. After a half hour of self-motivated study, I reluctantly concluded that this dial and screen pony show is way too difficult to learn, let alone master. Even the simplest entertainment requests require much dial twisting and bumping to accomplish. The standard navigation system is somewhat easier to operate, and rather more logical in its demands. Since all this proved confusing and obtuse from the passenger’s seat of a stationary CX-9, I can only imagine how much concentration it would demand while actually driving.

Fortunately, the act of driving the CX-9 is ever so much more pleasurable than trying to retune its infotainment complex. Under that long snout of a hood (heavy and unequipped with hydraulic struts) lies a very impressive engine. Of modest size (inline 4) and displacement (2.5 liters), this turbocharged torque maker produces a surprising 310lb.-ft. of motivation, good for a two rating of 3,500 pounds. But its horsepower rating of 227hp remains rather modest for a 4,585lb. vehicle. You can up horsepower output to 250hp by spending extra for hi-octane fuel. There’s really no need to do so, however, as the CX-9, at 227hp, moved out smartly thanks to its compliant and smooth shifting 6-speed gearbox. Though you can do the manual gear dance with the shift lever on the console, paddles at the wheel would have been nicer. However, you can control the gearbox shift points by selecting “Sport” on the console mounted mode switch.

As you might expect from the company that still builds the world’s number one affordable sports car/race car (The MX-5 Miata), the CX-9 stints on absolutely nothing when it comes to suspension, brakes, wheels or contact patch. Take suspension, for example, which is fully independent front and rear for a leech-like grip on the road and a plush ride in the cabin. The electronic power assisted steering provides solid road surface feedback, and the Signature’s standard 20 inch alloy rims second the motion through the substantial footprints of the Falken Ziex CT50 AS tires, which measure 255/50R20 at each corner. Standard anti-sway bars front and rear are another Mazda hallmark that insure flat cornering in tight turns. While I wouldn’t put the CX-9 in the Miata class for sheer driving fun, compared to most elephantine SUVs in this 3-row class, it’s a joy to drive.

In addition to its athletic prowess as a sporty driver, the CX-9 does duty as a pack horse with room to spare. For example, if you drop the pair of rear seats, plus the 60/40 second row, you open up 34 cubic feet of interior storage. If you need more than that, you should be looking at Chevy Suburbans or Silverado pickup trucks. Now that it’s getting oppressively hot inside my house again, it’s time to seek refuge once again inside the welcoming, ritzy, comfy cabin of that Machine Gray ($300 option) over Auburn leather (standard) Mazda lurking in my driveway this week.

2017 Mazda CX-9 Signature AWD

• Engine: 2.5 liter inline 4 Skyactive turbo
• Horsepower: 227-250hp
• Torque: 310lb.-ft.
• Fuel Consumption: 20 MPG City/26 MPG Highway
• Price as Tested: $45,655
• Star Rating: 9 out of 10 Stars

Hypes: Best Manual Stick Shift on the Market
Gripes: Impeded Sightlines

The new Mazda RF’s folding hardtop does Zero-to-Closed in just 13 seconds. The MX-5 itself takes somewhat less time than that to complete the Zero-to-60 MPH run in just 7 seconds. No matter what performance parameter you examine with this Mazda, the operative word is quick. It transitions through corners with a quickness that would make any Porsche envious. And it does so at a stellar bargain base price of $32,620. That’s less than the options alone cost on many new Porsches.

The RF designation refers to the fact that this new model offers more than just a disappearing hardtop. RF stands for “Retractable Fastback” and the look of the car with the top up will leave no doubt about the “Fastback” part of the name. From the side windows forward, the RF looks virtually identical to the standard convertible version of the MX-5. However, on the RF, Mazda designers have appended a pair of flying buttresses to the sides of the cockpit which fare gracefully into the tops of the rear fenders.

This substantial modification lends an unexpectedly exciting visual twist to the Miata’s well known profile. In RF form, designers have exchanged cuteness for sleekness. From both side profile and rear view the RF looks substantially better than any previous Miata. In fact, first time viewers often fail to realize they are even looking at a revision of the world’s most popular roadster. I know that was my reaction when I saw an RF for the first time. To me, it recalls the caliber of design you once saw from Italian masters like Pininfarina, Bertone and Zagato. This Mazda looks so good it will transport you back to the classical Italian design period of the 1960s.

The folding top not only improves the looks of the MX-5, it also adds a note of improved civility to your time in this car’s confined cockpit. With the top erect, the level of noise inside the cabin is less than you would experience in a top-up roadster. The RF allows you to enjoy all of the MX-5′s precision reflexes, pin point handling, and driving joy while affording you better protection from the elements. Even with the top down, those fastback wings and rear window remain in place, affording you an extra measure of wind-free quiet.

But there is a one substantial price to pay for those protective buttresses. They inhibit side and rear sight lines. No longer do you enjoy the unmitigated 360 degree field of vision provided by the top-down MX-5 convertible. In fact, that immoveable structure next to your head prevents you from seeing what’s right next to you when you want to make a simple lane change.

In terms of added security, the erect hardtop is infinitely preferable to the protection of a cloth roof. No one is going to break into the RF without a power tool. In terms of handling dynamics, the added weight of the roof and its motor raising apparatus have had no appreciable effect. RF exhibits exactly the same breed of lightning reflexes that have long made the convertible Miata the benchmark sports car for handling. Our test RF’s 17 inch smoked pewter alloys came with top drawer Bridgestone S001 radials (205/45R17) that never so much as chirped during hard cornering. This Mazda is without question one of the best handling cars available from any manufacturer today. Mazda like to use a Japanese phrase in reference to the MX-5 that translates into English as “The rider and the horse are one.” The fact that our test sample was finished in Soul Red Metallic paint added to this mystique, since Mazda has chosen that same shade for its #55 IMSA Prototype racer which recently scored a podium finish at the 6 Hours of Watkins Glen.

For those of you who have grown tired of the Miata’s long standing proportions and appearance, the RF offers a fresh take on this sports car icon. I acquainted myself with the exceptional subtleties of the new design by slowly washing my test MX-5. It provided a great opportunity to appreciate the subtle beauty of the car’s carefully integrated design. Mazda calls this design dynamic “Kodo” or the “Soul of Motion.” That explains why you will never see an unnecessary scoop, louver or crease appended to any Mazda. Consequently, the appearance of their vehicles always matches the purity of their design creed.

2017 Mazda MX-5 RF

• Engine: Skyactive 2.0 liter inline 4, DOHC
• Horsepower: 155hp
• Torque: 148lb.-ft.
• Fuel Consumption: 26MPG City/33 MPG Highway
• Price as Tested: $33,885
• Star Rating: 10 out of 10 Stars

Hypes: Deftly Sculpted Shape, Refined Interior, Superb Handling
Gripes: Turbo Motor Would Be Nice

Unlike its flamboyant Japanese counterparts, Toyota and Honda, Mazda refrains from boisterous design in crafting their vehicles. They call their subdued style language “Kodo” which translates into “Soul of Motion.” Without getting too Zen about the concept, suffice it to say that Kodo style understatement infuses every aspect of the CX-5, from its sweeping and fluid side profile to its clean-lined dash and stark instrument binnacle. This integrity of design permeates the CX-5 crossover utility vehicle (CUV). The array of pleasing curves, lustrous finish and sublime comfort all go to define Kodo as the art of Speed Design.

Mazda has repeatedly shown the ability to build high quality, fun-to-drive vehicles at price points that defy logic. The CX-5 GT is no exception to that welcome tradition. With a base price of $29,395 and a delivered price of $32,785, the CX-5 provides substantial bang for the buck. Our test sample, finished in handsome, $300 optional Machine Gray Metallic – Mazda’s version of the Car in the Gray Flannel Suit – benefitted from a “1GT” Premium Package that added $1,830 to the base price. Included in this 1GT grouping are 2 position memory settings for the driver’s seat, 6-way adjustable front passenger seat, heated rear seats and steering wheel, active driving display, and wiper de-icer.

The Parchment leather trimmed interior seating surfaces, perforated to breathe, convey a richness beyond expectation in this price range. In fact, your initial positive assessment of quality never dissipates. The closer you look at the MX-5, the better constructed it appears to be. Consumer Reports (CR) corroborates this impression of sturdiness by conferring their coveted “Recommended” check mark on the CX-5. CR predicts this Mazda’s reliability will fare “Better Than Average.”

Since its founding as a cork maker in 1920, Mazda has always striven to ascend the next rung of the success ladder. Corks led to machine tool production, and finally to the design and fabrication of the company’s first motorized vehicle, the 3-wheel Mazda-Go in 1931. Since its inception, Mazda has been determined to make less do more than any other automotive concern. For example, they currently field a team of exceptionally fast prototype racers in the IMSA road racing championship that rely on small 4 cylinder power while the competition invariably resorts to large displacement V8 engines. At last year’s IMSA race – at Mazda Laguna Seca Raceway no less – the company’s less is more prototype took pole position. That kind of put-up-or-shut-up performance inspires confidence in Mazda’s mantra that “Every Detail Matters. Because Driving Matters.”

While the CX-5 will never be an MX-5 Miata, there are enough uncanny similarities between the crossover and the company’s hallmark sports car to make you wonder just how they managed to infuse so much racy feel in a five-door, 3,435 pound station wagon on stilts. Start with steering feel. Most crossover manufacturers favor the kind of nebulous feedback that would have felt about right in a Buick Roadmaster from 1956. Mazda takes a different approach. The front wheels respond to the most incremental commands you issue through the electric power assisted steering. This precision control system defines your most basic interface with the CX-5.

The reason steering response is so positive reaches far beyond the unit’s ratio or the number of turns from lock-to-lock. Rather, precision steering control depends on the fully integrated, top shelf components with which Mazda chooses to equip the CX-5: independent front and rear suspension, front and rear stabilizer bars, 19 inch alloy rims with 225/35R19 Toyo A36 mud & snow radials. These are not inexpensive components. A lot of manufacturers feel that a crossover utility doesn’t need an independent rear suspension system or a front and rear stabilizer bar because of the extra cost. Mazda refuses to stint on such components because they know that only such an ensemble of the right stuff will satisfy customers who believe that driving does, indeed, matter.

2017 Mazda CX-5 GT FWD

• Engine: Skyactive 2.5 liter inline 4
• Horsepower: 187hp
• Torque: 185lb.-ft.
• Fuel Consumption: 24 MPG City/31 MPG Highway
• Price as Tested: $32,785
• Star Rating: 9 out of 10 Stars

Hypes: Faster Than It Looks
Gripes: Heavy Hood Needs Hydraulic Struts

The adage that you can’t tell a book by its cover also applies to cars. One glance at the Mazda6 will not leave you breathless in anticipation of driving it. The 6 is neither beguiling particularly looking nor palpitation inducing. Rather, it is handsome in a refined way, with pleasing proportions, sleek aero refinements, and a noble stance enhanced by 19 inch alloy rims. But this Mazda, which remains unchanged this year (after an interior facelift in 2016) is a top candidate for best midsize sedan honors. Everything about the 6, from value, to build quality to performance is top notch. If you can live without the adrenalin spike of a heart throb exterior, than the 6 will fill the bill in every other way.

On the value front, the base price here is just $30,695. That buy-in gets you all the basics, including a big displacement 4 cylinder engine producing 184hp and 185 lb.-ft. of torque administered through either a 6 speed manual or 6-speed automatic gearbox. While the Skyactive four banger’s output is not exactly earth shattering, you must factor in the 6′s comparatively light curb weight of 3,185 lbs to evaluate the car properly. Doing so reveals a lively power-to-weight ratio of 17.3 pounds/hp. When you flatten the go pedal here, the Mazda6 gathers speed with satisfying alacrity.

Our test car was equipped with the “Skyactive Drive 6-Speed Sport Mode” automatic, which utilizes a fat knobbed, floor mounted stick for control, plus a pair of paddles attached behind the rim of the steering wheel. You can manually control this transmission with either the floor stick positioned in the manual (left side) gate or simply bang your shifts via the twin paddles. In either case, the Mazda responds instantly to command inputs, making this sedan fun to operate with close supervision. The Sport Mode switch is found on the center console and when activated, transforms throttle response from average to instantaneous.

It should come as no surprise that Mazda has honed the responsive suspension of the 6 to a sharp edge. The beauty of Mazda engineering’s “Driving Matters” motto is that this company favors handling over any other automotive attribute. This dictum is as evident in the Mazda6 as it is in the company’s iconic sports car, the MX-5 Miata. The underpinning goodies start with standard front and rear stabilizer bars for a flat platform in the turns. Suspension geometry is close to ideal thanks to independent design architecture front and rear. Mazda finishes off the package with standard 19 inch alloy rims, unexpected on a sedan in this price range. Those rims carry Dunlop SP Sport 5000 radials (225/45R19) well suited to carrying speed through apexes on twisty back roads. As a sports sedan, the unheralded Mazda6 is the real deal.

But if you opt for the $2,500 GT Premium Package (Code ZPP), you can move the 6 into the near luxury class as well. In particular, the Nappa leather-trimmed upholstery upgrade converts the seats from utilitarian to plush. Our Machine Grey Metallic 6 ($300 extra color) looked particularly handsome with its Premium Package “Parchment Nappa Leather” seats. Both front and rear get the full treatment, with perforated seating and back support surfaces, set off by prominent side bolsters seamed in a contrasting shade of putty. The Premium Package also includes “Bright Finish Interior Trim” which is tastefully done alloy sheathing on the steering wheel spokes, door pulls, window button bezels, air vent surrounds and instrument rims. Also included in the optional package are a dark, soft texture headliner, plus a heater for the steering wheel and rear seats. Heated front seats are already standard.

Mazda thoughtfully provides a 125/70/17 Kenda spare time inflated to 60psi along with the basic tools you’ll need to perform an emergency roadside flat tire change. The enormous rear trunk (15 cubic feet) is covered with a useful, optional $75 cargo mat that is ribbed for package retention and waterproof as well. In the trunk you will also discover a pair of pull releases that allow you to flatten the rear 40/60 split seats for an even larger storage platform. In sum, the latest Mazda6 is not only entertaining to drive, but eminently practical and economical at 30 MPG in overall use.

2017 Mazda6

• Engine: 2.5 liter DOHC inline 4
• Horsepower: 184hp
• Torque: 185lb.-ft.
• Fuel Consumption: 27 MPG City/35 MPG Highway
• Price as Tested: $34,530
• Star Rating: 10 out of 10 Stars

By David Colman

Hypes: The Only Formula Racecar with a Trunk
Gripes: Relocate Infotainment Dial

25 years ago, here’s what I had to say about the 1992 Mazda MX-5 Miata in my Edmund’s book 20 Best 1992 Cars: “Miata makes blissfully few concessions to practicality because it is designed to do one thing better than anything else. That one thing is to give you a thrill a mile when you drive it.” Over the intervening quarter century, the MX-5 has changed substantively. With its current SKYACTIV 4 cylinder engine, horsepower has climbed from 116 to 155hp. Weight has also climbed by 10 percent from 2,189lbs. to 2,335lbs. Despite the gain in girth, the horsepower-to-weight ratio of the original Miata (18.87lb/hp) is significantly better in the current version (15.06lb/hp) That improvement insures that the basic tenet of Miata motoring hasn’t changed one iota from 1992. The smile per mile quota is better than ever.

Mazda has introduced a swath of new colors for 2017, including three whiter shades of pale called Ceramic Metallic, Crystal White Pearl and Arctic White. Our test Miata sported an intriguing off white finish (Ceramic Metallic) that brought to mind the Hot Wheels “Color Changers” which respond to different light levels by changing color. In the case of this Mazda, Ceramic Metallic morphed from silver through gray to bright white depending on the light and time of day.

The big news in Miata Land for 2017 is the introduction of the retractable fastback (RF) model. This disappearing hardtop makes the Miata look like an Italian show car from the 1950s when the top is up. With top retracted, its looks mirror the conventional MX-5 roadster we drove. Frankly, I can’t see why you’d want to saddle the lightweight MX-5 with a complex, electrically operated top mechanism when the fabric top of the standard Miata is such a pleasure to operate. While seated in the driver’s seat, you can detach the top from the header in one second, flip the top back in another second and slam it home into its storage well in a third second. The Miata even facilitates the process by dropping both side windows half way. Top erection is the reverse of this sequence, featuring an easy catch header latch of brilliant design.

The placement of the Miata’s dial control for the infotainment system – just aft of the stick shift on the transmission tunnel – is not quite so brilliant. This dial, which among other chores selects radio stations, constantly fell afoul of my right elbow as I changed gears. I lost count of the number of times I inadvertently swapped bands from XM Satellite to FM or AM. But that concludes my very short complaint list, because the MX-5 is otherwise just as perfect as can be. Its handling, for example, is beyond reproach. Twitch the stubby steering wheel and the Miata instantly twitches in the same direction. No other car responds with the immediacy of the Miata. This immediacy is due largely to the ultra responsive tire patches provided by Bridgestone. The S001 radials (205/45R17) provide enough lateral grip for track duty.
Standard front and rear stabilizer bars, stiff spring rates and well snubbed shock absorbers all conspire to provide a resiliently precise ride that will have you carving apexes with glee. Simply put, this Mazda outdoes a legion of much more expensive offerings from Porsche and Corvette, all the way up to Ferrari, and Lamborghini. None of them can match the MX-5 for unalloyed driving pleasure.

An important part of the Mazda magic formula derives from unimpeded sightlines from the cockpit. Although Miata now offers Blind Spot Monitoring with Rear Cross Traffic Alert and a Lane Departure Warning System, you don’t really need them in a car where you can see everything all the time from the driver’s seat.

Over the past quarter century, the Miata has matured into a comfortable little grand tourer. Our sample boasted a wonderful sound system with 9 Bose speakers spread through the cockpit, including inside each headrest. Despite its diminutive 5 cubic foot size, the Miata’s trunk will swallow an amazing amount of stuff so long as you keep the contents in soft shell bags. You would be hard pressed to find a better sports car today – at any price – than this $31,000 steal of a deal.

2017 Mazda MX-5 Miata GT

• Engine: 2.0 liter SKYACTIC in-line 4
• Horsepower: 155hp
• Torque: 148lb.-ft.
• Fuel Consumption: 27MPG City/36 MPG Highway
• Price as Tested: $31,325
• Star Rating: 10 out of 10 Stars

By David Colman

Hypes: Japanese Balance of Utility and Beauty
Gripes: Redo the HVAC Controls

Introduced in 2016 as a completely new model, Mazda’s CX-9 moves into its second year of production in Hiroshima, Japan virtually unchanged. In the multinational automotive world, it has become increasingly difficult to detect where your vehicle is produced. But those who value traditional Japanese craftsmanship can rest assured that the body, engine and transmission of the CX-9 are all constructed in Japan. This heritage shows in the vehicle’s neat overall design, attention to interior surface detail, and lively turbocharged engine. Although the CX-9 weighs in at more than two tons (4,280lbs.), Mazda’s first ever use of a turbo on their Skyactive engine line boosts output of the 2.5 liter straight four to a gratifying new level: 250hp and 310lb.-ft. of torque. Couple this punch to a 6-speed automatic capable of manual gear selection and you’ve got yourself a potent straight-line performance package.

Nor does Mazda drop the ball when it comes to suspension layout. Fully independent design front and rear endows the CX-9 with the ability to soak up bumps and road imperfections with aplomb. Ride comfort is uniformly excellent. Standard front and rear sway bars inhibit lean in corners. Generous 20 inch alloy rims plant grippy Falken Ziex C750 radials (225/50R20) at each corner. The Tread Wear 300 rating of these tires prioritizes handling, so it’s fair to say that Mazda infuses even this 7 passenger bus of an SUV with the sports car responsiveness of the company’s milestone MX-5 Miata.

The CX-9 includes three rows of seating for 7 passengers. Front row occupants enjoy exceptionally comfortable and well tailored lounge chairs complete with 3-stage heaters. Mazda has fitted the driver’s seat with a 2 position memory setting. The second row consists of a 40/60 split bench good for 2 or 3 passengers, while the knee-room restricted tail bench is best suited to small fry. Both back rows can be instantly converted to semi flat floor configuration good for 34 cubic feet of storage.

I found that dropping the third row bench flat, along with just one of the second row chairs, created enough room to stow an adult bike inside the CX-9. However, the upper cab taper of this SUV makes the handlebars a tight fit through the electrically activated tailgate. While rearranging the interior seats, I discovered a large flat storage bin thoughtfully hidden behind the third row seats. Under that bin lies a deep well housing a temporary spare tire (bonus points to Mazda) and the tools to deal with it. However, the spare wheel houses a huge Bose subwoofer which is bolted in place. You might want to rehearse the drill of removing the subwoofer before you need to do so on some dark and stormy night.

If the CX-9 has a shortcoming, it lies in the layout of the controls for the HVAC system, and to a lesser extent, the infotainment logic of the “Mazda Connect” interface. The HVAC controls (Mazda calls them “Automatic Climate Controls”) are inconveniently situated on a small panel located out of your line of sight, just above the center console. Commands for fan speed and air flow position are scattered along the bottom of this panel, with pictographs so minute that their operation diverts your attention from driving. Likewise, the system used to install “favorite” channels from SiriusXM is unnecessarily complicated. Each time you are prepared to install a favorite channel, the system presents you with a dialogue box inquiring whether you want to relocate the existing channel to another position. We finally gave up on this nonsense after about 10 minutes and stuck with just one channel (’50s on 5′) for our whole week with the CX-9.

This Mazda is well suited to towing moderate (3,500lbs.) trailer loads. Most importantly, it has the engine strength to get the job done, even over the Sierras. Mazda has provided standard trailer stability assist, plus an 8 inch full color dash top display for the view out the back. This will ease your anxiety when backing the CX-9′s optional hitch onto a tiny trailer ball. In fact, this spacious and comfortable Mazda is just about perfect for towing your ski boat, sail boat, formula race car or tiny camper. It provides all the comfort and convenience features you could possibly desire, and does so with an efficiency rating of 24MPG (overall) that rivals much smaller but less useful sedans.

2017 Mazda CX-9 GT FWD

• Engine: 2.5 liter inline 4, turbocharged
• Horsepower: 250hp
• Torque: 310lb.-ft.
• Fuel Consumption: 22MPG City/28 MPG Highway
• Price as Tested: $41,810
• Star Rating: 9 out of 10 Stars