Automotive Einstein

The auto industry moves too fast to fully appreciate the cars it builds. We haven’t even driven the 580-hp Chevrolet Camaro ZL1, and the mere announcement of a 650-hp Ford Shelby GT500 has already hijacked the Chevy’s supercharged, eight-cylinder thunder. We typically wouldn’t take issue with such a competitive market that consistently leads to faster, more efficient, or simply better replacements, but when the Lotus Elise and the Mazda RX-8 left the U.S. market for 2012, there were no replacements. And that’s a problem.

Photo Gallery: Life After 8000 RPM: Lotus Elise and Mazda RX-8 – Automobile Magazine

Photo Gallery: Life After 8000 RPM: Lotus Elise and Mazda RX-8 – Automobile Magazine

When the CX-9 debuted in 2007, I remember being wowed by the fact that even though it was roughly the size of a Chevy Tahoe (same length and within a few inches in width and height), it looked much less massive or much more svelte than anyone thought a seven-passenger SUV could be. However, that styling does come at a price: while the cargo area may have 100.7 cubic feet of space, it is long and skinny, making the space somewhat difficult to pack without climbing in the rear doors. Wide items (like my dining room table) are out of the question, too, thanks to the third row armrests/cupholders hiding the rear suspension components. Maybe it’s a good thing – the CX-9 is always a surprise with its high fun-to-drive factor; you don’t want to end up tossing all that cargo around.

Photo Gallery: 2012 Mazda CX-9 GT AWD – Editors’ Notebook – Automobile Magazine

Photo Gallery: 2012 Mazda CX-9 GT AWD – Editors’ Notebook – Automobile Magazine

Despite visual similarities with its smaller sibling, the CX-9 is not simply a stretched version of the CX-7. Its long wheelbase leaves lots of room for passengers inside, and with twenty-inch wheels pushed far to the corners, the CX-9 has the handling moves to match its sporty looks. Best of all, the CX-9 is blessed with what is likely the best steering of any crossover, making this a good choice for driving enthusiasts who need space for friends and family. The CX-9 is powered by a smooth, 60-degree V-6 engine that displaces 3.7 liters and produces 273 hp and 249 lb-ft of torque. The standard six-speed automatic transmission is smooth and responsive, and all-wheel drive is optional. (Base models are front-wheel drive.) Blind-spot monitoring is an unusual option in this segment (though it’s now proliferating across Mazda’s entire lineup), but the usual luxury goodies are all present, including a touch-screen navigation system with real-time traffic information and a rearview camera, heated seats, Bluetooth hands-free integration, and a Bose high-end audio system. The CX-9′s third row isn’t quite as commodious as those of the biggest minivans, but this crossover remains a fantastic alternative to traditional vans and more boxy and upright SUVs.

The CX-7′s windshield is raked at 66 degrees–more than some sports cars. And with a slightly detuned version of the Mazdaspeed 3′s turbocharged 2.3-liter engine as an option, it has the moves to back up those sporty looks. The direct-injected four-cylinder produces 244 hp and 258 lb-ft of torque and is mated to a six-speed automatic transmission. For those who value fuel economy over speed, there’s also a normally aspirated 2.5-liter four-cylinder engine that’s available on front-wheel-drive models. The 2.5-liter is a little taxed with the weight of this two-row crossover and could benefit from the turbo’s six-speed automatic (it has to make do with a five-speed unit), but we’re glad Mazda gives buyers a choice. No matter which model you choose, the CX-7 has great steering and handling without any drawbacks in terms of ride or refinement. The CX-7 offers optional luxury features that you’ll find elsewhere in the company’s lineup, including a blind-spot warning system, a backup camera, keyless go, rain-sensing wipers, and, of course, the requisite Bluetooth integration. Wheels range from nice seventeen-inchers to aluminum nineteen-inchers that help to underline this crossover’s dynamic appearance.

The Miata is best enjoyed with a manual transmission bolted to its 2.0-liter four-cylinder. The engine produces only 167 hp and redlines at 7200 rpm, but it’s the way the power is delivered that makes the Miata so much fun: the sixteen-valver pulls hard all the way to its 7500-rpm fuel cutoff, with great induction noise piped directly into the cabin. The optional automatic transmission doesn’t kill the fun too severely, but it does drop power to 158 hp and reduces the redline to a more pedestrian 6700 rpm. The Miata offers a well-designed cabin made of high-quality materials, a usable–although not exactly spacious–trunk, and a soft top that you can flip up or down without getting out of the driver’s seat. In addition, an optional power retractable hard top that can be raised or lowered in twelve seconds makes the Miata a livable companion in foul-weather states. The Miata is a lot of fun to drive, despite the fact that its engine puts out a relatively modest amount of power. All-around independent suspension, disc brakes, and a finely tuned chassis further contribute to a pure and exhilarating driving experience. With the disappearance this year of the more hard-core RX-8, the Miata carries on as the only sports car in the Mazda lineup. We expect an all-new Miata next year. Would that stop us from buying a 2012? Most definitely not.

First, I must admit my bias: when people ask what my favorite car is, I tell them that it is my own car, a first-generation Mazdaspeed 3. I am predisposed to really like the Speed 3, given that I actually bought one with my own money. Because I own one, I was also able to drive the first- and second-generation cars back-to-back to see how the Speed 3 has grown in four years. On paper, the growth is mainly in the body and weight (it’s bigger and heavier), and that can be felt from behind the wheel. The 2012 Speed 3 feels heavier, softer, and more mature. The interior has better ergonomics, higher-grade plastics, and more premium features. What hasn’t changed, however, are the mechanicals: both cars use the same 263-hp turbocharged in-line four that sends its power through a fantastic six-speed manual gearbox to the front wheels. Thanks to unequal-length half-shafts and a torque limiter in first and second gears, torque steer is generally kept to a minimum during around-town driving. But if you nail the go-pedal, you’d better hold on, because the Speed 3 will happily remind you that it is one of the hottest hot hatches and will try to wrench the wheel from your hands with a nasty bout of torque steer. Thankfully, the addition of a boost gauge for the Gen II helps new drivers know when to expect the blast to come on. Where the first-generation Speed 3 was a wild thing that happened to also be practical, the second generation is a practical hatchback that happens to have a wild side. At least I know now that if I have to replace my car I’ll be getting … another Mazdaspeed 3.

Photo Gallery: 2012 MazdaSpeed3 Touring – Editors’ Notebook – Automobile Magazine

Photo Gallery: 2012 MazdaSpeed3 Touring – Editors’ Notebook – Automobile Magazine

Mazda has released photos of the alluring Takeri, a concept sedan that will make its official debut at the Tokyo Motor Show in late November. The car wears Mazda’s new Kodo corporate styling language, features several fuel-saving SkyActiv technologies, and just may preview the styling direction of the company’s next-generation midsize sedan.

Photo Gallery: Mazda Takeri Sedan Concept – 2011 Tokyo Motor Show – Automobile Magazine

Photo Gallery: Mazda Takeri Sedan Concept – 2011 Tokyo Motor Show – Automobile Magazine