MX-6 of Michael O’Neill
2008 MX-5 Miata of Pierce Gokey
MX-6 of Michael O’Neill
2008 MX-5 Miata of Pierce Gokey
Q: I just purchased an ‚Äė88 Mazda 323 and installed the engine and transmission, I cannot get a spark to the plugs.. I have checked all the fuses, I have every thing hooked up. What are some things to check?
A: It could be no current to the ECU, the crank position sensor not working, or a bad coil pack. Each can be checked individual if you bring them in to auto shop.
Q: How much will it cost me to replace the suspension on Mazda CX-9? My car stopped on the road last night, had to tow it with a flat bed truck as the wheel was kind of coming out of the car, no chance to push it to the curb even, car wouldn’t move back or forth. Wondering how much the damage will be.
A: You didn’t list what broke. Let us guess. A lower ball joint broke and the CV-joint pulled out of the side of the transmission. If the lower A-frame didn’t tear loose from the flimsy sub-frame it will still cost a small fortune to fix. Hopefully the car is sitting at a Mazda door step so they can check the suspension pieces.
Q: The latest water trick from my 2006 MX-5 Miata is whenever it rains the trunk fills with water. I have identified the leak. It‚Äôs coming from where the rear of the soft top where it seals to the rear of the car. There seems to be a wiper seal that will divert the water to the interior drains behind the seats. Is there a adjustment I can make?
A: If you are talking about the black plastic trim that’s visible from outside the car, that’s not a seal. It’s there to keep the edge of the sheet metal and soft top from chafing against each other. There’s a rain rail / gutter system that collects whatever gets around the back edge of the soft top. The rain rail then carries any water to the drains you have already discovered. It’s a pain to get to the rain rail, as it requires removing the “parcel shelf” where the top sits when it is lowered. My guess is the rain rail is cracked.
by Ken Chester, Motor News Corporation
¬†The 2016 Mazda CX-3 was recently introduced. The new compact crossover SUV is the fifth model in Mazda’s line-up of new-generation vehicles that feature the full range of SKYACTIV Technology and KODO ‚ÄĒ Soul of Motion design. The CX-3 offers all the essentials people look for in a vehicle; a design of overwhelming quality and style, packaging developed solely with the customer’s ease-of-use in mind, and the responsive driving feel that Mazda strives for in every model.
In the all-new CX-3, the essence of KODO ‚ÄĒ the expression of life within a vehicle ‚ÄĒ has been evolved to produce a sharper form with an enhanced sense of speed. In the interior, meticulous attention to detail regarding the materials used has created a cabin environment of impressive sophistication and quality. In terms of driving performance, the CX-3 adopts the full suite of SKYACTIV technologies, carefully crafted to match human sensibilities. This realizes driving pleasure with faithful response as well as excellent environmental and safety performance.
The CX-3 is equipped with the automaker’s SKYACTIV-G 2.0L four-cylinder gasoline engine mated to the SKYACTIV-DRIVE six-speed automatic transmission. Providing drivers with a direct feel similar to that of a manual transmission, the automatic transmission also achieves excellent fuel economy while delivering smooth and powerful acceleration.
The available new-generation AWD system employs an active torque control coupling to achieve excellent drivability and vehicle stability. It employs a front wheel slip warning detection system, which employs sensor signals to accurately monitor the driver’s intentions and constantly changing driving conditions. In addition, the CX-3 uses a newly developed power take-off and rear differential that is compact and light in weight.
The CX-3 features the SKYACTIV-CHASSIS, which delivers reassuring confidence and greatly enhanced levels of comfort thanks to thoroughly revised suspension and steering functions. The chassis employs a lightweight torsion beam rear suspension system that features highly efficient packaging and dampers in the front and rear that optimize friction characteristics to deliver linear handling characteristics and ride comfort with a feeling of high quality. The steering system allows light and agile handling in the city, but feels stable on winding country roads and the highway.
The CX-3 also adopts Mazda’s SKYACTIV-BODY, which achieves high levels of performance in three seemingly contradictory areas: collision safety, weight reduction, and rigidity. Realizing an even simpler layout of Mazda’s SKYACTIV-BODY architecture, it combines effective positioning of high-tensile steel and optimized cross section shapes to produce a lightweight body that features high rigidity and a sense of positive damping characteristics.
Inside the passenger cabin, the interior gives a high-quality and sophisticated feel coordinated with the exterior design. Keen attention was paid to every detail, including the cohesiveness of the spatial designs and the quality of materials used.
The surrounding character line and relatively high beltline, along with the deeply sculpted three-dimensional form of the door trim, create a comforting sense of snugness and openness for the front seat space.
All information displays and control systems are positioned in accordance with a driver-oriented design based on Mazda’s Heads-up Cockpit concept. The soft material that covers the meter hood features a stitch-like finish on its front edge, producing an atmosphere of maturity.
Each individual part has been refined to provide the interior with a polished, high-quality feel. Examples includes the dark red accent color used on the door trim armrests and floor console kneepads, and the sharp form of the inner door handle bezels which look as if they were sculpted from solid metal. Fine piping carefully added where the different coordinated seat materials meet, such as the Parchment leather and off-black Lux Suede offering, produces a sophisticated environment.
The original Mazda 323 was a reliable entry level car. When the GTX came out, it had four wheel drive, an electronic gear lock for low traction, and a turbocharger that made 50 more HP than stock 323. Remember, there were no WRX or similar cars at the time. The GTX cost nearly twice as much as a stock 323 and only 1200 were ever imported.
Now, what could be more fun? Take the mild mannered 1600 cc 323 GTX with the coefficient of drag of a parachute, install a full cage, programmable fuel injection, variable cam timing, and water injection and make a rally car. No, wait, I‚Äôve got it, let‚Äô take the same car install a turbo the size of Texas, put 3 fire systems and parachute then run almost 180 mph on the Bonneville salt flats.
This is truly an interesting car. Remember when the AWD Audi rally cars were going so fast they plowed into crowds on weekends? They were 3 liter turbos. FIA did something about it and briefly changed the displacement of rally cars to 1.5 liters for about 3 years before settling of the current 2.0 liter AWD rally cars.
Mazda saw an opportunity for the 323 GTX in the 1.5 liter formula. A racing shop in Greenville, SC built 6, 323 GTX rally cars. I don‚Äôt know the rally result for this car but somewhere along the line the one I own was converted to a Land Speed Record Car. The car came with a full interior but also a full cage. The driver‚Äôs seat became a Kirkey. A very large turbo for high end performance was added (unbelievable turbo lag‚ÄĒunbelievable acceleration when it finally hit). The variable valve timing set up plus water injection and 25 lbs. of boost produced 450-500 hp out of 1500 ccs. The smaller 1488 cc engine ran 154 mph and the larger 1600 ran 177.301 at Bonneville. The car also set records in the Eastern Timing association until it swallowed a valve.
I bought the car several years ago with the idea of making it a rainy day road race track event car. I ran it at VIR raceway. One thing I forgot is that rally driver only uses brakes to slew the car sideways and to stop at the end of the session. Road racers need more even in the rain. Coming on to the straight, there were faster cars behind me as I had the foot to the floor trying to build boost. I would always get the move over flag but would try to wave it off because when boost finally hit it almost lit up four racing slicks – funny but not too drivable. I was also the only road race car on the track with a parachute on the back bumper.
It was apparent, that the T4 turbo had to go, the car has the race motor with a knife edge billet crank, I beam connecting rods, variable valve timing, racing pads, lowered suspension with coil overs and a 944 turbo that spins up fast to 8500. There is a programmable fuel system for the fuel injection. Ironically by lowering the boost to 15 lbs., reducing the advance and making a smaller turbo has produced an ultimate street sleeper(full cage gives some away) with a Dr Jeckyll and Mr.Hyde personality. The car has full liquid filled auto-meter gauges, variable boost, full fire system, water injection and is completely street legal. The car still has its official SCTA number for Bonneville and tech stickers.
The car has lots of personality, a real good sound above 7k rpm and lots of boost and traction. Probably the best use of the car is making Mazda‚Äôs reputation against turbo civics or WRX‚Äôs. The car is drivable as is but it could be put back to high boost but this time with no turbo lag. For right now, it attracts lookers and interest wherever it goes and people love the idea of seeing a Bonneville record car first hand. I probably won‚Äôt do rainy day road racing but is drivable enough to do it if I want. Right now it is fun to have one of the most unique low production Mazda‚Äôs in the world (only 8k miles).
Al Durham, owner
With the upgrades to the Mazda6 midsize sedan and Mazda3 compact hatchback and sedan complete, the time has come for an update to Mazda’s popular and iconic roadster, the MX-5 Miata. The reveal of the next-generation car is expected to come soon, according to a report from Britain’s Autocar, with the debut believed to be at next month’s Chicago Auto Show.
Mazda initially targeted an ambitious curb weight goal of 2200 lb for the next-generation car, but indications are the final curb weight will come in closer to 2400 lb, a weight savings of between 150-200 lb compared to today’s car. Due to affordability considerations, the body is believed to be primarily steel, but with strategic lightening of specific components to keep weight low.
Initial reports suggested a turbocharged engine for the new Miata, but it now looks like naturally-aspirated I-4 engines of 1.5 liters and 2.0 liters will be offered in various markets. As with past Miata models, the focus will be more on balanced performance and andling rather than outright power.
The next-generation Mazda Miata is expected to be slightly longer than today’s car for a roomier interior, as well as making space for the Skyactiv engines, which have a long and bulky exhaust manifold design to enable their high fuel efficiency. Efficiency gains are expected to be in the neighborhood of 30 percent, which would translate to roughly 27 mpg city and 36-37 mpg highway, over the current Miata’s 21/28 figures.
The popular power retractable hardtop will continue on the new model, with a new design that preserves more trunk space. A canvas-top will still be offered.
by Doug Gutrie
Last summer, I drove the 2013 Mazda CX-5 and thought, huh?
The compact crossover SUV was well regarded, a finalist for the Detroit North American International Auto Show Truck of the Year award. Yet the 2.0-liter four-cylinder engine was weak and buzzy-sounding.
Since then, Mazda upgraded the 2014 CX-5 lineup by adding 2.5-liter, four-cylinder engines with 29 more horsepower and 35 more pound-feet of torque to its upper level Touring and Grand Touring models.
¬†The new engine is more than more powerful. It is plush because the increased power peaks at lower rpm than the small engine in the Sport model. It‚Äôs working harder while making it feel and sound like less effort. More moxie and a meatier sound from the engine bay completes the CX-5 package while sacrificing little fuel economy in front-wheel-drive or optional all-wheel-drive configuration.
Introduced last year, the CX-5‚Äôs price was competitive, its handling nimble, fuel economy class-leading and looks unique. Despite the small engine that forces its transmission to do a lot of shifting to deliver power on demand, CX-5‚Äôs abundant good qualities made it an instant success.
CX-5 replaced CX-7, a vehicle dating back to Mazda‚Äôs Ford partnership. It had shared underlying architecture with the boxy previous-generation Ford Escape. Three years after the breakup, CX-5 is completely new. It immediately became Mazda‚Äôs second best-selling vehicle, behind the compact Mazda3 sedans and hatchbacks.
CX-5 is roomy. There‚Äôs more legroom up front than in Ford Escape, Honda CR-V, Hyundai Tucson, Kia Sportage, and VW Tiguan. Rear legroom is better than CR-V, Sportage, and Tucson. It equals Escape and Tiguan. Only CR-V has more total passenger space.
The CX-5‚Äôs long hood and forward-leaning looks come from Mazda‚Äôs latest interpretation of ‚ÄúKodo Soul of Motion‚ÄĚ design. There‚Äôs a lot in common here with the new Mazda6 sedan. The badge-shaped grille is a better direction than the grilles that looked like smiley faces.
From the inside, the windshield and hood feel low, giving good visibility forward. Not so good aft, through the small lift gate window. The seating position is high and commanding; the suspension is taut and handles well in the curves.
The practicality of the crossover is the big cargo space that gets bigger with the back seats folded down.
The interior of CX-5 isn‚Äôt as nice as Mazda6. It has similar styling with leather-like soft touch materials on the dash and doors, shiny piano-black horizontal accents give the cockpit a wide appearance. But where there is metal trim in the sedan, there is hard, undisguised plastic in the crossover. The area surrounding the shifter looks cheap.
Mazda has simple three-knob environmental controls and a nice, deep padded pocket at the base of the center stack for cell phones. The seats appear to be the same comfortable, well-bolstered units in Mazda6.
The 5.8-inch color touch screen, standard with a backup camera in the Touring model and above, is surrounded by redundant buttons. It‚Äôs a good thing, because the optional TomTom navigation system is slow and requires you to follow rigid complicated voice commands.
The most popular model has been the Touring edition, which comes standard with Bluetooth hands-free connectivity for wireless phones and music players. It‚Äôs a $400 option on the base Sport model.
All models come with push button start. Options include blind zone alert and something Mazda calls the Smart City Brake System that can detect a pedestrian or a dog ahead and bring the CX-5 to a halt when operating at less than 15 mph.
Grand Touring gets leather and 19-inch alloy wheels that look sporty, but add more tire rumble to the already noisier than average cabin. The ride was more comfortable and quieter with the higher profile tires on 17-inch alloy wheels that are stock on all other models. The competitors in this class come with standard steel wheels and hub caps.
The nimble character of a $30,340 Grand Touring model I tested had me pushing the gas pedal hard and often. So the 25.9 mpg performance I saw in a mix of city, highway and twisty country roads wasn‚Äôt bad. The vehicle is EPA rated for 25 mpg city, 32 highway and a combined average of 27 mpg.
If you are looking for maximum mpg, a front-wheel-drive Sport model with a standard, five-speed manual transmission gets an EPA rated 26 mpg city and 35 highway. That‚Äôs the best fuel efficiency in the compact SUV class. With all-wheel-drive fuel economy drops to 25 city and 31 highway.
The larger engine is a better match for the bulk of the SUV, earning a rating of 25 mpg city and 32 highway with front-wheel-drive. The all-wheel-drive version gets 24 city and 30 highway. Mazda claims CX-5 can travel 400 miles on a tank of gas.
With the end of the Ford partnership, Mazda had to find new ways to build its cars, launching a holistic engineering approach. Mazda hasn‚Äôt gone the hybrid or turbocharger route. Skyactiv technology improves every element of vehicle performance through attention to detail and maximizing system potential. The cars are lighter and their structures stiffer. The engines have higher compression ratios coaxing power and efficiency from lighter weight engines.
Diesel engines in the Mazda6 are next, the first offered by a Japanese manufacturer in North American. How long it will take before the high mileage diesels find their way into Mazda‚Äôs SUVs depends on how well they sell in the midsize sedan.
For those of you who are keeping track, yes, I said the same 2.5-liter engine failed to put any real zoom into the new Mazda6 when introduced in March. But that‚Äôs a larger, midsize car. The new diesel engine option with its powerful torque is on the way soon for Mazda6.
Adding the 2.5-liter engine put CX-5 on par with the power of its well regarded competitors. It now matches CR-V‚Äôs horsepower and is stronger than any competitor‚Äôs engines that aren‚Äôt turbocharged.
Sometimes you have to be patient before you can, as the Mazda ads say, Zoom Zoom.
Even Mazda, which has enjoyed such incredible success in the roadster market, isn‚Äôt resting on its laurels. The new fourth-generation Mazda MX-5 is currently being developed in conjunction with Alfa Romeo so that the two companies can share the initial investment and boost profits. The project will also spawn a new Alfa Spider ‚Äď but there are no signs that the MX-5‚Äôs winning formula will be diluted in any way.
As our exclusive image shows, the styling falls into line with the current Mazda model range thanks to the large, shield-shaped grille and hawk-eye headlights, as well as bodywork that swoops tightly around the rear-wheel-drive chassis beneath.
Besides the basic steel structure, the Mazda MX-5 won‚Äôt share very much with the Alfa. The new MX-5 will be powered by unique 1.3 and 1.5-litre turbocharged engines with just enough performance to let the chassis‚Äô talents shine through. With high-strength steels used throughout, engineers are aiming to strip at least 100kg from the current MX-5‚Äôs kerbweight, with 1,050kg the target figure. And a sub-¬£20,000 price tag will help the car retain its reputation for value.
NASCAR betting picks
At one stage this season Jimmie Johnson looked an absolute certainty to win NASCAR 2013, with a huge points lead over everyone else, but those who chose to put their outright bets on Johnson may be sweating just a little bit, as recent weeks have seen his lead get whittled down. It should be acknowledged at this point that he is still the bookies top pick to win the 2013 Sprint Cup Series, at 8/5, it is just that he is no longer quite the sure thing that he seemed to be a little while back. So who are the other drivers that could be worth a punt?
Well although the standings show him as being well off the pace ‚Äď eighty two points behind to be exact ‚Äď Matt Kenseth is down as one of the favourites with the bookmakers at 6/1; so why is that? Well he has won four events this season, which is actually more than Johnson has managed, which suggests that he just needs to secure better placings in the events he doesn‚Äôt win. Kyle Busch, with two race wins and one hundred and ten points deficit is another possible (if more risky) pick at 8/1, while Carl Edwards at 15/1 should also not be forgotten. He hasn‚Äôt had the wins, but is just thirty two points behind Johnson in the standings. What this goes to show is just how much there is to take into account with NASCAR betting, and why some motor racing fans play online casino games like Motor Slot Speed Machine instead.
With games like this five reel, twenty pay line slot game you don‚Äôt have to worry about points versus race wins and other issues ‚Äď you just put your money in and you‚Äôre away. There is also the little matter of the $50,000 jackpot, which is a sum few are likely to win by betting on NASCAR 2013, while the game involving a race between three motor bikes of different colours that you trigger when you score 1000 points is one of the major bonuses of this game for racing fans. The video graphics bring this scenario to life vividly, and let you feel like a racer as well as a gambler, which is surely what every motor sports fan secretly dreams of.
by James Raia of The Weekly Driver
Now in the second year of its debut generation, the 2014 The Mazda CX-5 continues the carmaker‚Äôs third-time‚Äôs-the-charm good fortune. The compact, five-passenger sport utility vehicle follows the not-to-successful Tribute and CX-7, and it‚Äôs proven popular in a crowded segment with its modern look, clean styling, efficiency and economy.
The Mazda CX-5 debuted as a 2013 model at the Los Angeles Auto Show in November 2012. For 2014, there are only minor tweaks to the car‚Äôs first year with increased horsepower in the top-two trims, a collision warning system option and advanced radio technology services.
The Weekly Driver Test Drive
One week after test-driving a high-tech, high-priced, ill-conceived BMW crossover, the 2014 Mazda CX-5 arrived just in time. I test drove the Grand Touring model, the most detailed of the three available trims.
The CX-5 was a refreshing change because unlike the BMW, Mazda offers a lot of features, comfort and logically smart technology without crossing into the land of accoutrement overload and high-tech wizardry.
In addition to a health offering of standard features, the CX-5 Grand Touring edition features 19-inch wheels, automatic headlights, automatic wipers, heated mirrors, dual-zone automatic climate control, an eight-way power driver seat, heated front seats and leather upholstery.
For 2014, the CX-5 Touring and Grand Touring models have power boosts with their 2.5-liter, four-cylinder engines now producing 184 horsepower, 29 horsepower more than last year. My weekly driver was front-wheel drive, but there‚Äôs also an all-wheel drive option. A six-speed automatic transmission is standard with the front-wheel drive calculated at 25 mpg (city), 32 mpg (highway) and 27 mpg (combined). The AWD option is EPA estimated at 24/30/26 mpg.
Comfortable, well-positioned, spacious front and rear seating.
Pull-down rear window screen should be the standard for other manufacturers. It‚Äôs sturdy, latches and unlatches with precision and remains out of the way against the window yet hide the cargo well.
Strong gas mileage averages for SUV segment.
Simple, intuitive dials, controls, buttons, etc.
With the rear seats folded, there‚Äôs 65 cubic feet of cargo space, which is more than sufficient for lots of stuff.
Good overall driver visibility.
The Tom-Tom navigation system isn‚Äôt bad. But it‚Äôs far from the best in industry, with lack of screen clarity quite noticeable.
The sound system is only adequate.