New Mazda MX-5 Miata Special Edition Unwrapped Ahead of Chicago Auto Show

Do you remember the MX-5 Sport Black Edition launched in Britain last summer or perhaps its twin from Japan, the MX-5 Black Tune Edition released this past October?
If the answer is yes, we would like to congratulate you on your excellent memory and tell you that the 2012 MX-5 Miata Special Edition that will be unveiled at the upcoming 2012 Chicago Auto Show is more or less the U.S. market version of those two models � hence the RHD pictures released by Mazda.

The Mazda CX-5 small crossover�previously seen as the Minagi concept earlier this year�will be unveiled at September�s Frankfurt auto show. (Well, at least the Euro-market version pictured here will be; our model should differ only slightly, if at all.) It will be the first Mazda to wear the company�s new Kodo styling language, which replaces the current, smile-intensive Nagare theme.

The CX-5 retains virtually all of the Minagi�s styling cues and body lines, and the look is nicely tailored and well executed. But stripping away the show-car glitz�specifically the aluminum-look accents to the grille, fog-light surrounds, and window line, and the shiny, black-painted molding�makes the final product look, well, bland and a bit less upscale in comparison.

Peeking inside, however, we find reason to get excited. The cabin is rich looking, with a very simple and well-laid-out design, and we especially like the uncluttered center stack. Expect to see an available navigation system that�s controlled by a console-mounted rotary knob and possibly a multifunction display located in the right-most section of the instrument cluster.

In Europe, the CX-5 will be offered with Mazda�s new Skyactiv-G 2.0-liter gasoline engine and Skyactiv-D 2.2-liter diesel in multiple iterations with various outputs. Both automatic and manual transmissions are on the menu, likely also of the Skyactiv variety. (The term is being widely applied to Mazda�s efficiency-minded powertrain components.) In the U.S., the Skyactiv-G will be installed in the 2012 Mazda 3, making 155 hp and 148 lb-ft of torque, and the company says it�s still on track to bring a diesel engine to our shores in 2012. While there�s no official word yet from Mazda confirming that the diesel will come in the U.S.-spec CX-5 and not the 3 or 6, we fully expect to see both engines available in our version, albeit each in a single tune, when it arrives next year. View Photo Gallery

2013 Mazda CX-5 Official Photos and Info car new and review

2013 Mazda CX-5 Official Photos and Info car new and review

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Mazda is using the New York auto show to formally introduce a raft of mid-cycle changes for its Mazda 3 sedan and five-door hatchback. We received a few initial details in February, but here now is the full scoop on the mechanical and stylistic changes.

SKY�s the Limit

While the current 2.0- and 2.5-liter MZR inline-fours�as well as the Mazda speed 3�s 2.3-liter turbo-four�continue on and remain unchanged for 2012, the big news is the addition of the new SKYACTIV-G 2.0-liter four. Available in both sedan and hatch, the SKYACTIV-G offers 155 hp at 6000 rpm and 148 lb-ft of torque at 4100 rpm, slight boosts over the MZR 2.0 (148 hp, 135 lb-ft). The new mill also achieves improved fuel economy courtesy of its rather lofty 12.0:1 compression ratio, new multi-hole fuel injectors, revised pistons, and dual sequential valve timing that Mazda says also helps reduce pumping losses.

Backing up the new engine are two SKY-themed gearboxes. The SKYACTIV-MT six-speed manual is slightly lighter than the standard six-speed and employs a shorter-throw shifter for a crisper feel. The optional SKYACTIV-Drive six-speed automatic sports a more aggressive lock-up clutch in its torque converter for improved efficiency. (Non-SKY models carry over with five-speed automatics and manuals, save 2.5 models, which get a six-speed manual.) Paired with the new automatic, SKYACTIV sedans are projected to achieve EPA ratings of 28 mpg in the city and 40 mpg on the highway, with five-doors at 28/38. That�s up from 24/33 for a 2011 sedan equipped with the 2.0 and five-speed automatic and 22/29 for an automatic five-door with the 2.5.

Sticking with the SKYACTIV-MT lowers the 2012 sedan�s figures to 27 city/39 highway, but that�s still a nice bump from 25/33 for a 2011 model with the 2.0 and five-speed manual. Hatchbacks will be rated at 27 city/38 highway, improving on the 2.5/six-speed-manual combo�s 20/28.

mazda 3

Additional nuts-and-bolts changes for 2012 include the adoption of electro-hydraulic power steering and retuned dampers all around, which Mazda says will give the fun-loving 3 a lighter, more nimble feel at low speeds and more feedback in the corners. Additional spot welds in the suspension crossmembers reinforce the body structure, as does the replacement of two braces under the floor with a single, stronger structure in SKYACTIV-G 2.0-liter and 2.5-equipped models.

Still Smiling

Part of the 2012 Mazda 3�s improved efficiency also comes from slipperier, slightly more refined styling�although the smiley face is still here. Although not a dramatic makeover, the revised front fascia is more sculpted than before, the fog lights are now rounded, and the underbody has been tweaked for less drag. There are new 16- and 17-inch wheel designs, too. Those opting for the SKY powertrain will see their 3s fitted with a new, blue-accented engine cover, blue rings around the headlight lenses, and SKYACTIV badging on the rump.

Changes to the interior are minor and are limited to black plastic in the instrument panel and a silver finish on the climate-control dials and audio head unit. Oh, and there�s white text in the information displays in place of last year�s red fonts. The 2012 Mazdaspeed 3 largely carries over, adopting similar styling revisions plus a new leather-wrapped shifter and parking-brake handle.

With a slight tick upward in output and lofty fuel-economy numbers, it seems buyers of the Mazda 3 will be able to have their sake and drink it, too. Well, so long as they shoot for the SKY.

2012 Mazda 3 / Mazdaspeed 3 Official Photos and Info - car new and review

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The stick-shifted Mazda 5 tested here isn�t dripping in evil black paint, it�s not especially powerful, and it doesn�t turn asphalt into pudding with its tremendous power. We still feel justified in calling it Lord Vader�s van, though, as long as we�re speaking Dutch, in which vader simply means �father.� What we mean is that the Mazda 5 with a six-speed manual transmission is the ultimate dad van.

More Power, More Ratios, More Refinement

A manual transmission goes a long way to ease the sting of what is, simply put, a dorky family vehicle. But dorks and nondorks alike will find much to appreciate about the 5. Although the 2.5-liter four�s 157 hp and 163 lb-ft are something to brag about only to friends who are still piddling around in Lancia Appias, when paired with the six-speed manual transmission, they proved enough for an 8.3-second run to 60 mph. That�s a significant improvement of 0.7 second over the time we got with an autobox-equipped 5.

Pulling off that 8.3-second sprint required an abusive launch that netted a bit of torque steer (surprising from a vehicle with only 163 lb-ft) and an immoderate amount of wheelspin. In driving with fewer clutch dumps, however, takeoffs are a breeze, although we did wish for more feel through the left pedal. Like the clutches in our recently departed long-term Mazda 3 and, to a lesser extent, our Mazda 2, the takeup in the 5 is vague and numb, making it too easy to overrev the engine. On the plus side, the shifter�s action is slicker than 1954, and we appreciated the addition of a sixth cog to the gearbox. Although the last-gen Mazda 5 offered a row-your-own transmission, it was limited to five forward ratios.

There�s more to recommend the 5�s driving experience. The suspension is compliant and comfortable, the smooth ride more reminiscent of the 6 sedan�s than that of the occasionally stiff 3 with which the 5 shares its underpinnings. The steering is precise�it certainly is more direct and provides more feel than you�d find in most small three-row crossovers or in a bigger van�and the 5 feels remarkably neutral, despite an unimpressive 0.78 g on our skidpad. Make no mistake, the 5 is bested by the 3 for smiles per mile, but it is way more gratifying than something with sliding doors has a right to be.

On the road, our enthusiasm for a mini-minivan with a stick resulted in zealous use of the gas pedal, which held our observed fuel economy to 22 mpg. That�s at the bottom of the 21 mpg city/28 highway EPA estimates for the 5 and one fewer mpg than we saw with the automatic-equipped 5.

A Van for Minimalists

As minivans transitioned from 1980s suburban zeitgeist to four-wheeled punch lines, everyone�even manufacturers�realized there�s nothing sexy about a box. So vans have been designed for the past decade to sell based on reason: Successful sellers like the Honda Odyssey and Chrysler/Dodge twins are gargantuan caverns. They reward spelunking families with flipping, folding, sliding seats, Big Brother�s telescreens, and cubbies galore. But the Mazda 5 eschews the kitchen-sink philosophy, instead offering a smaller package with fewer gadgets.

A third row of seats is present, but it�s for in-a-pinch accommodations only. Legroom is nonexistent in the way back, the bottom cushion is mounted on the floor, and the headrest comprises most of the backrest as well. For the love of good joint health, put no one but your neighbor�s kids back there. Similarly, upfront storage bins are limited, and the two second-row passengers have to make do with a small console. That�s not to say the 5 feels like a stripped-out vehicle, but those expecting a plethora of bins in which to ditch empty Capri Sun pouches will be disappointed.

Because few folks actually buy Mazda 5s with manual transmissions, the company limits the stick�s availability to the entry-level Sport trim. This means the seats are cloth and the steering wheel is rubbery plastic. Also conspicuously absent from the options sheet are a sunroof, Bluetooth connectivity, iPod integration, a USB jack, a trip computer, and xenon headlights. As a result of the slim features list and short menu of extras, the entry-level 5 is actually cheaper than the least-expensive five-door Mazda 3. To its $19,990 base price, the van we tested featured a stunning $50 rear bumper guard, making it a steal at $20,040.

To get into a full-size van like the Dodge Grand Caravan, shoppers have to pony up another $5000 or so. For the money, they get more space, much more power, and more features. But you won�t find one thing on the options list for any other sliding-door vehicle in the U.S.�the 5�s manual transmission. Dads, rejoice.

mazda 3

2012 Mazda 5 Sport Manual - car new and car review photo info

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We could all live without another compact SUV. The dozen or more already on the market suit every imaginable purse and purpose. So what�s the Mazda CX-5�s reason for existing? The simple answer is that Mazda�s new bouncing baby bear is a smaller, cheaper model intended to round out the brand�s set of SUVs�well, and that the small-SUV category is a sales mine and no company can afford to sit it out. But proving that nothing is ever as simple as it first seems, the CX-5 embodies two ulterior motives: This is not only our first look at two major Mazda initiatives, but it�s also an accurate preview of other models scheduled for near-term introduction.

Before we delve into that grand plan, consider the key parameters that define the CX-5. It�s a compact SUV designed fresh from the ground up with no hand-me-down components. It lives at the large end of its sprawling class and casts a shadow only slightly smaller than Mazda�s middle-child CX-7. So the CX-5, a close size match to the Kia Sportage, rides on a 106.3-inch wheelbase (exactly two inches shorter than the CX-7�s), and it has length and width dimensions of 178.7 and 72.4 inches versus the CX-7�s 184.3 and 73.7. In lieu of the CX-7�s sleek, swoopy, smiley-faced envelope, the CX-5 has a much boxier, more practical wrapper. The two Mazda siblings are about the same size inside, with comfortable room for four occupants and a third seatbelt in back for an occasional fifth passenger. (Although we spent a day driving four CX-5 prototypes in Iceland, final details regarding interior room, power, mileage, and price won�t be released until the U.S. introduction at December�s L.A. auto show.) In keeping with the CX-5�s unpretentious role as the most diminutive and wallet-friendly SUV in Mazda�s lineup, it will hit the deck with but one engine�a 2.0-liter inline-four rated at about 160 hp�and four driveline choices: front- or all-wheel drive with a six-speed manual or six-speed automatic transmission.

Fun, Lively, and Oh, So Good

The CX-5 doesn�t drive like any other existing compact SUV. It�s more lively, more involving, more steeped in the sports-car character that Mazda harps on about in its Zoom-Zoom advertising. The steering is quick and crisp, body motions are held tightly in check, and the ride is purposely firm underfoot. This is the SUV for those who promised they�d never stoop to driving one. This is where fun-to-drive lives when there are kids to convey, dogs to deliver, or a long weekend�s worth of camping gear to haul.

The first clue that the CX-5 is something different is revealed by its fresh exterior design. The previous Nagare (�wind-driven flow�) theme that gave us more ear-to-ear grins than we really needed is heretofore supplanted by Kodo�a less flamboyant, more tasteful �soul of motion� appearance. Where the CX-5 goes stylistically, other Mazdas will follow.

The same is true of the CX-5�s inner workings. After a serious bout of introspection, Mazda�s top management mapped a path to the future consisting of a menu of essentials such as lower emissions and higher gas mileage, as well as desirables such as added safety features and new creature comforts. Thankfully, a fun-to-drive temperament also made the cut as a core Mazda virtue. The slightly inscrutable name for Mazda�s mix of fun and function is Skyactiv Technology, and it reaches deeply into every nook and cranny of the body structure, chassis, and powertrain.

That means the CX-5 has a stiff, light foundation made mostly of high-strength steel. (Aluminum and more exotic materials were avoided to contain cost.) Mazda says the steering and suspension gear were designed with agility, linearity, and concise driver feedback as the goals, and from our encounter, it feels like the company is telling the truth. The cockpit was laid out to provide better-than-average outward visibility, a natural relationship to all controls and instruments, and a seat capable of supporting an aggressive driver�s boldest commands.

Tech-Heavy Skyactiv Four Delivers

What the 2.0-liter engine lacks in raw muscle�it will make 163 hp in the 2012 Mazda 3�it more than makes up for with a willingness to please. To deliver adequate acceleration with exemplary gas mileage, this powerplant stretches the bounds of efficiency with a 13.0:1 compression ratio, direct injection, variable intake- and exhaust-valve timing, and a carefully tuned four-into-two-into-one exhaust manifold. The Atkinson cycle allows use of an extra-long expansion stroke for maximum mileage with no need for premium gasoline. Compared with Mazda�s best current four-cylinder engines, the new Skyactiv design is 10 percent lighter, 30 percent lower in friction, 15 percent more fuel efficient, and 15 percent more energetic at low and midrange rpm. The only negative we observed was a boomy soundtrack above 4000 rpm, a concern that may be resolved as NVH characteristics are fine-tuned before production.

Although the CX-5 is unlikely to accelerate to the head of its class (we estimate that this 3300-pound package will accelerate to 60 mph in about eight seconds), it might delve into uncharted gas-mileage territory. Compared with the high-teens to mid-20s mpg ratings common to compact SUVs, the CX-5 is expected to crest the 30-mpg-combined barrier in its most efficient front-drive, manual-transmission trim. One interesting data point: In Mazda�s testing, the Euro-spec model we drove delivered 23 mpg at a cruising speed of 84 mph.

While they were at it, Mazda engineers developed a 2.2-liter twin-turbo diesel four-cylinder that produces 170 hp at 4500 rpm. That engine will be a mainstay in Europe, but we won�t see it in the U.S. for at least 18 months. It�s currently under consideration for our market as an option in the next Mazda 6 sedan.

Showing the Way to Future Mazdas

The true significance of the Skyactiv Technology initiative is that it will reach beyond the CX-5 to serve as the blueprint for next-generation Mazda 3 and Mazda 6 models. Based on the first impressions of what Skyactiv Technology can deliver, it�s looking as though anyone with an appetite for driving pleasure will find his or her hunger sated at Mazda.

Leading the fun-to-drive pack, the CX-5 goes on sale early next year as a 2013 model. Although no pricing has been announced, expect the window sticker to start at about $20,000. The interior trim wasn�t in final form in the models we drove, but the plastic materials we inspected were of high quality and showed attractively painted, textured, or grained surfaces. There�s a minimum of brightwork inside and out, and leather wrappings for the steering wheel, shifter, and hand-operated parking brake likely will be standard. Both cloth and perforated-leather seating surfaces will be available.

Mazda took this opportunity to significantly upgrade its safety and infotainment equipment. A 5.8-inch touchscreen is standard fare and can be commanded by a round multifunction controller located on the console. Bluetooth and the essential USB and auxiliary connections are provided. The list of optional equipment includes dual-zone automatic climate control, a rearview camera, lane-departure warning, and automatic headlamp-beam control. A new system called �smart city brake support� uses an infrared sensor to identify objects in the path ahead and automatically stop a vehicle traveling at speeds of up to 15 mph and to significantly diminish closing velocities above that speed.

Not only is the rear seat roomy enough to carry two strapping adults or three children without complaint, but the backrests are also configured with a 40/20/40-split arrangement to accommodate long or bulky cargo. All three portions can be released from the 17-cubic-foot cargo hold, which also offers some underfloor stash space.

No preview of coming attractions would be complete without a few gripes. We noticed ample wind noise in these early prototypes in addition to the aforementioned boomy engine. (In contrast, the diesel demonstrated model behavior except for some idle rattle.) The front headrests are mounted in annoyingly close proximity to your head to ensure that they protect against whiplash in a severe rear collision. And although we were impressed by the tenacious grip of the V-rated 19-inch summer tires fitted to the all-wheel-drive CX-5 prototypes, a slight downgrade to four-season rubber will be inflicted on U.S.-market models. (The base front-drive version rolls on 17-inch wheels and tires.)

So the CX-5 is not only a major stride forward for Mazda but also a compelling reason for die-hard SUV haters to reconsider whether fun and function can co-exist in one vehicle.

2013 Mazda CX-5 - car new and car review photo info

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