Mazda has been without a performance halo since the RX-8 ended production in 2012. After more than a decade of hiatus, it seems the Japanese manufacturer is toying with the idea of a new RX-badged sports car.

Now, of course the automative landscape has changed dramatically since the last RX-8 rolled off the production line. The push for electrified and low emission vehicles means if Mazda was to bring out a new halo sports car today, it would have to have some sort of electrification, if not full electrification, to keep emissions in check.

We all know what the RX stands for and if the new model does not have a rotary Wankel engine then it can’t be considered an RX sports car. Well, according to sources the next generation RX-9 will still feature a dual-rotor Wankel engine, but unlike its predecessors the rotary engine will not drive the wheels directly. Instead it will be used as a range extender in a plug-in hybrid electric vehicle (PHEV) setup.

The details are scarce but Mazda claims the RX-9 is targeting a 370hp (275kW) power figure with double the torque output at 550Nm. This may not seem like a lot for a sports car in today’s standard, however the company is set to keep the weight down. If the earlier RX-7 model is of any indication, we can expect the RX-9 to tip the scape at around 1.4 tonne. With such light weight to pull that power output should be enough to bring sizzling performance.

To proof how serious it is about the new RX-9, Mazda has even dropped some fancy renderings of the concept which will morph into the RX-9. It’s called the Iconic SP concept and it comes with all the hallmarks of an RX sports car – sculpted panels, long bonnet, pop-up headlights (that will be a challenge passing pedestrian safety regulations), wide haunches and curved rear windscreen.

But we’re more interested in the yellow RX-9 rendering by Rotor & Shaft, as the design has a better proportion and is more likely to make it to production.

The post Is this the new Mazda RX-9? appeared first on ForceGT.com.

The first-ever Mazda CX-90 was today unveiled at its world premiere in Malibu, California – showcasing a new level luxury for the Mazda brand.

Built on the same front-engine, rear-biased all-wheel drive platform as the forthcoming Mazda CX-60, the wider and longer three-row CX-90 will be Mazda’s new flagship SUV when it arrives in global markets later this year.

Mazda CX-90 will be available in Australia with exclusively hybridised powertrains, comprising an inline six turbo-petrol MHEV and an inline six turbo-diesel MHEV that blend effortless performance with efficiency.

Welcoming the reveal of Mazda Australia’s newest flagship SUV, Managing Director Vinesh Bhindi commented: “Our second entrant into the new large platform family brings with it even more of everything – more power and performance, greater versatility and heightened luxury.

“The First-Ever Mazda CX-90 is the absolute pinnacle of Mazda premium; our most advanced model ever with exceptional levels of sophistication throughout that can be enjoyed not just by the driver, but the whole family.”

With seating for up to seven passengers in total, Mazda CX-90 can accommodate families and friends in all three rows. Cabin space, cargo capacity, safety features, and many amenities are optimised for their needs.

Available with an all-new 3.3-litre inline six-cylinder e-Skyactiv turbocharged engine offering 254 kW and 500Nm of torque, the new Mazda CX-90 becomes the most powerful mass production petrol car ever developed by Mazda.

This engine also is equipped with the M-Hybrid Boost 48V mild-hybrid system to provide efficiency without compromising on performance. The electric motor is placed between the engine and transmission, allowing the motor to directly power the SUV at low speed. Mazda claims the engaging powertrain provides the CX-90 with an “upscale feeling, a smooth-driving experience, enthralling sound and efficiency”.

The e-Skyactiv turbocharged diesel engine shares the same 3.3-litre capacity, inline-six configuration and MHEV technology as its petrol counterpart, with a power output of 187 kW and a substantial 550Nm of torque.

Both powertrains are paired with an all-new eight-speed automatic transmission, specifically designed for the electrified longitudinal powertrains and large platform vehicles.

As with all Mazda vehicles, the CX-90 is designed with the driver in mind. Elevating Mazda’s renown driving performance, the all-new SUV is equipped with Kinematic Posture Control, an innovation that was first developed for the Mazda MX-5, to suppress body lift on tight corners, enhance the grip and allow all occupants to maintain a natural posture. Focus was put toward optimising rigidity across the entire vehicle body, while meticulously designing the seats and suspension to provide better balance, control, and confidence in a range of driving situations.

The large platform of the CX-90 allows for a wider body and longer wheelbase, accentuating the luxury SUV’s strong stance and further emphasising its sense of performance. The body is designed to be sleek with crafted curves that give the exterior a sense of ever-changing expressions created by the reflections of lights and shadows. Newly developed 21-inch diamond-cut wheels featuring a black metallic finish complement its powerful presence.

Adding to the visual sophistication is Mazda’s latest Takuminuri colour, Artisan Red, whch was specifically designed to suit the CX-90 and other large platform product.

The premium design continues into the cabin. The interior gives an expansive impression from the dashboard, with the positioning of the vents and chrome trim extending to the doors for a modern, linear appearance.

High quality materials are used throughout to enhance the cabin’s luxurious feel, including Nappa leather, Maple wood, and tone-on-tone fabrics that all come together harmoniously.

One example is the distinctive fabric on the dash, connected using hanging stitches, which is specifically inspired by hand-bookbinding and an intricate Japanese weaving technique known as Kakenui. This method deliberately uses negative space to create a unique design for CX-90 that echoes its Japanese lineage.

Full pricing and specification of the Mazda CX-90 will be announced closer to local launch later this year.

The post All-new Mazda CX-90 revealed as new premium flagship appeared first on ForceGT.com.

Mazda’s push towards a premium brand will start with the company’s mid-size Mazda 6 sedan. The next-generation model will transition from a front-wheel drive format to rear-wheel drive, signalling Mazda’s intention to pit the 6 against the likes of Genesis G70, Lexus IS and to a certain extend the German trio of BMW 3 Series, Audi A4 and Mercedes-Benz C-Class.

Set to replace the current model of nearly 10 years in late 2022, the next-gen Mazda 6 will be introduced as a part of Mazda’s 5-year electrification road map, in which the company plans to launch no fewer than 5 part or fully electrified models.

According to a report by Japanese publication Clicccar, the new Mazda 6 will debut a range of newly developed 6-cylinder powertrains, each with some sort of electrification. A 3.0-litre in-line 6-cylinder turbocharged petrol engine will be paired with a 48V mild hybrid system to deliver high output without the associated thirst. For even thriftier fuel use, a 3.0-litre in-line 6-cylinder turbo diesel plus 48V mild hybrid will also be offered.

The pair of mild hybrid models will be later joined by a petrol plug-in hybrid variant with an electric-only range of around 60km.

Based on an all-new rear-wheel drive platform, the new 6 will see a change in design proportions. Rendered here by Clicccar, Mazda’s new rear-wheel drive sedan sports an elongated bonnet with a short front overhang, matched with prominent rear haunches for that unmistakable rear-drive proportion. Mazda’s corporate grille also appears wider and slimmer for a more sophisticated look.

Expect the first prototype of the new Mazda 6 to surface in the second half of 2022.

The post Next-gen Mazda 6 to go mild-hybrid, PHEV and rear-drive appeared first on ForceGT.com.

The last-generation Mazda BT-50 was often overlooked compared to its peers, especially the ever-popular Ford Ranger on which it is based. While Ford made continuous improvements to its star, Mazda sadly hasn’t been as diligent. The result is a dual-cab ute that feels its age and lacks behind the competition.

Happily, that is set to change with the 2021 BT-50. Based on the highly rated (read our review here) Isuzu D-Max but with Mazda’s unique design, the BT-50 takes a giant leap forward into modernity with an all new design and up-to-date technology.

There are no less than 19 variants to choose from, with prices starting from $36,550 for the XT 4×2 cab chassis automatic and tops out at $68,990 for the BT-50 Thunder 4×4 dual cab 6-speed automatic tested here before on-road costs. The 6-speed manual Thunder can be had for $3,000 less.

Not surprisingly, top-end utes are big business these days and sell in high numbers due to their versatility as a work horse and family hauler, and as such, buyers look for added equipment and luxury that makes them a little nicer to live with.

It’s also the first time Mazda has offered a more rugged variant of the BT-50 to take on the Toyota Hilux Rugged X, Ford Ranger Wildtrak and the closely related Isuzu D-Max X-Terrain.

Created exclusively by Mazda Australia for the local market, the Thunder is based on the GT dual cab 4×4 but adds a bold front end that includes an aggressive single hoop steel bull bar and Lightforce dual-row LED lightbar for extra toughness and night time illumination.

Along the sides, there are black wheelarch extensions filled by sinister 18-inch black alloy wheels (which can also be optioned on the BT-50), side steps to protect the side sills and make it easier to get in and out of the high-riding ute, as well as bold ‘THUNDER’ decals.

Moving to the rear, you’ll find a sports bar and an electric roller tonneau cover to round off the visual upgrades.

There are seven colours to choose from, including the Rock Grey Mica of our tester, all of which are no extra costs. Mazda Australia says all-up, the additional equipment adds over $13,000 in total value to the BT-50, too.

And while the BT-50 Thunder’s off-road credentials are strong, with a dual-range 4×4 system, switchable locking rear differential and 3,500 towing capacity (braked), this review focuses on the lifestyle perspective of the ute.

What is it like inside?

The BT-50’s interior is very much in keeping with the tougher outlook of the ute, and visibly more rugged than your typical Mazda SUV. The dashboard’s basic architecture is shared with the Isuzu D-Max but there are differences, notably to the upper half of the dash although we can’t say we prefer one to the other.

The contrasting brown leather trim certainly adds a touch of class to the Mazda’s interior and we prefer the looks of its steering wheel compared to the Isuzu’s.

Like the D-Max, and most other utes for that matter, there are no soft plastics on the upper dash although they don’t look cheap and nasty, either.

Keyless entry is standard on the Thunder, meaning no fumbling around for the key to unlock the doors as long as it is physically with you.

The seats are comfortable and come with seat warmers up front along with 8-way electric adjustment on the driver’s seat. Thanks to the reach and rake steering adjustment and dual-zone climate control air-conditioning, it’s easy to get comfortable, too.

Does it have enough room for my child seats?

Head and legroom are in abundance both at the front and in the second row of seats. The rear seats also come with ISOFIX points and two top tethers for easy installation of child seats.

There is a pair of central air vents at the rear to keep them comfortable, and those with teenagers will be pleased to know rear seat occupants are supplied with USB/5V charger for their personal devices.

Does it have smartphone connectivity and sat-nav?

The large 9-inch infotainment screen comes equipped with wireless Apple CarPlay and USB Android Auto, but the wireless connection was a little iffy on test, dropping its connection annoyingly on a number of occasions.

The simple solution is to simply plug the phone into the USB port which also charges your phone since the Thunder does not come with inductive charging.

We also noticed the row of buttons underneath the infotainment screen failed to light up at night on our test car unless you touch them. It’s a glitch we did not encounter in the D-Max despite both sharing essentially the same system. Strange, as they both come out of the same factory in Thailand.

Glitches aside, the screen is relatively responsive and crisp. The embedded sat-nav works well, too, with easy inputs and quick route recalculations. Sadly, despite the generous real estate afforded, there is no split screen functionality to allow the display of more than one app.

How safe is it?

The BT-50 is one of the most advanced utes on the market today and the Thunder inherits the full suite of safety features from the GT. Key safety features include:

• Front parking sensors
• LED headlamps with auto leveling
• LED daytime running lights
• Auto High Beam
• Auto-dimming interior mirror
• Adaptive cruise control (auto only)
• Reverse camera
• 8 airbags including driver’s knee and centre airbag
• Autonomous Emergency Braking (AEB)
• Blind Spot Monitor
• Lane Departure Warning and Lane Departure Prevention
• Lane-keeping Assist System (auto only)
• Rear Cross-traffic alert
• Turn Assist
• ABS and Traction Control

How user friendly is the rear tray?

The ute tray measures 1,571mm long, 1,530mm wide and 490mm deep. There’s 1,120mm between the rear wheel arches, which is the narrowest bit of the tray.

You get a step in the rear bumper to help with retrieving things from the tray, while payload for the Thunder is 1,065kg.

The tailgate itself is quite heavy and does not come with gas struts to help. The electric tonneau cover is a neat touch but again, we ran into some quality issues here, as it got jammed after opening only a few centimetres and refused to open or close for the rest of the test.

What is it like to drive?

The Thunder, like the wider BT-50 range, is equipped with a 3.0-litre four-cylinder turbo-diesel engine making 140kW and 450Nm. It is connected to a six-speed automatic as tested here.

While peak power and torque are slightly behind segment leaders, the BT-50 Thunder feels effortless nevertheless, with peak torque arriving between 1,600rpm and 2,600rpm, right in the sweet spot.

There’s hardly any need to strain your foot with the throttle in daily driving as the ute just motors on lazily. The result is a fairly quiet cabin. The six-speed auto is smooth, responsive and matches well with the engine. Drivers can take manual control via the shifter, but there are no flappy paddles or drive modes to choose from.

Like its donor car, the BT-50 features independent front wishbone suspension and live rear axle with leaf springs. It handles relatively well for such a large and lumbering vehicle, with good balance and composure even on questionable road surfaces.

Its ride, while still firm and can be skittish over poor surfaces unladen, isn’t brittle or jumpy. It strikes a good balance between ride comfort and work ability. Add some weight to the tray and ride will settle down further.

Its electrically-assisted steering is light and give the illusion you’re driving a much small vehicle, while turn-in is decent, too.

Is it easy to park?

It will always be a struggle to find a park for a 5.47m long vehicle, especially in tight supermarket car parks.

The front and rear parking sensors, along with reversing camera the power folding exterior mirrors do help alleviate the problem a smidgeon but be prepared to park further away and walk.

You also won’t look forward to doing any three-point turns in due to the BT-50’s large turning circle.

What about the running costs?

The Thunder Automatic is rated at 8.0L/100km in combined fuel use, with real world testing, predominantly in city traffic and some freeway run, returning around 10.0L/100km after a week.

In terms of servicing, the ute requires a visit to the dealership every 12 months or 15,000km, whichever occurs first at an average cost of around $461 per visit.

Verdict

2021 Mazda BT-50 Thunder pricing and specification

Competitors: Ford Ranger Wildtrak, Toyota Hilux Rugged X, Mitsubishi Triton, Nissan Navara ‘Warrior’, Volkswagen Amarok

The post 2021 Mazda BT-50 Thunder Ute Review appeared first on ForceGT.com.

The Mazda CX-30 is a unique proposition in the compact crossover segment. Offering the perfect blend of upscale design, sporty handling and up-to-date tech, it quickly became one of our favourite city-sized SUVs since launch.

With a total of 9 variants to choose from, the CX-30 range is also the most comprehensive amongst all its in-class rivals. The strictly petrol-powered CX-30 is available with a pair of normally aspirated 4-cylinder options, displacing 2.0 litres in the CX-30 G20 and 2.5 litres in the CX-30 G25. Both powertrains can be paired with either front or all-wheel drive. The third engine option is the 2.0-litre 4-cylinder mild hybrid unit with a unique Mazda technology called Spark Controlled Compression Ignition (SPCCI). Badged X20 and available only in range-topping Astina grade and all-wheel drive, this is the model that has everyone asking: “is it worth the premium and is it better than the conventional 2.5L petrol in the G25?”

We set out to answer just that in this review.

Priced at $46,490 plus on-road costs, the CX-30 X20 Astina fetches a $3,000 premium over an equivalent CX-30 G25 Astina. And the only hint of its mild electrification attribute is in the SkyActiv-X badging on the tailgate. It might as well, as the clean, classy and elegant design of the CX-30 requires no unnecessary differentiation and cluttering.

Being a top-spec Astina grade, the X20 rolls on 18-inch alloy wheels and features LED exterior lighting all-around. It also gets all the bells and whistles on the inside, including full leather seats and a sunroof. There are also head-up display (HUD), digital radio DAB+ and Bose premium audio with 12 speakers. Apple CarPlay and Android Auto connectivity is supported, though it still works through a USB port and not wireless yet.

Safety wise, the CX-30 X20 is comprehensively fitted with Lane Keep Assist, Automatic High Beam, Adaptive Cruise Control, Forward Collision Warning, Autonomous Emergency Braking, Blind Spot Monitor and Road Sign Assist, Rear Cross Traffic Alert and surround view camera.

Like the exterior, the interior of this electrified CX-30 oozes class and sophistication that you don’t see in the rest of the mainstream segment. Materials are first rate, with those gloss black trim on the door cards and centre console beautifully deep and rich (although a magnet for fingerprints), and the leather upholstery superbly fine and soft. The wide 8.8-inch infotainment screen with built-in satellite navigation dispenses high-definition graphics and is simple to operate using the rotary dial in the console. This is a cabin that won’t look out of place in a luxury car costing much more.

The X20 offers the same interior space as the rest of the range, which means front occupants enjoy generous head and legroom, and 3 adults could just fit across the back seats. That said, the tapered roofline does carve out a smaller than typical rear door aperture and taller passengers might also struggle for headroom at the back.

Further back, the boot space of 317 litres (422 litres with under-floor storage combined) is also identical to the other variants. It leans on the smaller side compared to roomier rivals like the Mitsubishi Eclipse Cross, Honda HR-V and Kia Seltos. Folding the rear seats expand the space out to 1,319 litres.

Enough of the nitty-gritty and now let’s talk about how the mild hybrid CX-30 drives. But first, what exactly is a mild hybrid and how does the Spark Controlled Compression Ignition (SPCCI) work?

Called the M Hybrid, Mazda’s mild hybrid system captures energy that is normally wasted during braking or coasting and stores it in a lithium-ion battery. The stored energy is then used to power electrical systems and assist the engine, saving fuel in the process. Unlike a plug-in hybrid, or a conventional hybrid, no plug or charging is required.

SPCCI is even more innovative. It uses diesel-style compression ignition on low loads such as idling, light acceleration or cruising, and seamlessly switches to conventional spark ignition on higher rpm and high loads.

Most of the fuel saving comes while the engine is running on compression ignition where a lean fuel-air mix is compressed to a ratio as high as 18.0:1 to initiate combustion without the use of spark plugs.

All in all, the 2.0-litre petrol engine in the CX-30 X20 produces 132kW @ 6,000rpm and 224Nm @ 3,000rpm. Compared with the 139kW/252Nm 2.5L engine in the G25, the X20 makes about the same power but trails in torque. Granted, peak torque in the X20 does arrive 1000rpm sooner.

The figures are quite impressive for an atmospheric 2.0L, and the tech sounds interesting. Well, it’s one thing in theory and on paper, and another in the real world. But we are glad to report that the SkyActix-X M Hybrid engine delivers most of what it claims. One thing that becomes immediately obvious when you drive the thing is how smooth, refined and quiet the engine is. On idle, you can barely tell if the engine is running. Such muted and vibration free is the engine that the only sign it’s running is the tachometer.

That said, the idle stop start feature shuts the engine most of the time while the car is stationary, with it only kept running when temperature is low or the battery needs a charge. The engine restart is the most seamless we have seen in this class, with hardly a jolt to be felt when it kicks back in.

Accelerating normally from standstill (in compression ignition), the feel is rather unique, like a cross between a laggy turbo engine and a lazy eco-focused hybrid. Below 2000rpm, torque feels a little lacking and more revs are always needed to get things moving. It’s not weak per se, but feels just slightly less linear in its power delivery.

This is a bit unusual because compression ignition like in a diesel engine normally gives strong low down torque, though most diesel engines are backed by a turbo. The M Hybrid doesn’t have a turbo.

Nevertheless, once you get past that initial ‘vacuum’, the M Hybrid feels great. There’s more than enough punch for most proceedings, and typical of Mazda engines, it loves to rev and makes a good note in the process. As you hit the higher rpms (from around 4500rpm depending on loads) the engine switches to spark ignition and you can’t even tell. The transition is so seamless that the only way to know what ignition mode the engine is currently using is by looking at the energy flow page in the infotainment screen.

Another trick the M Hybrid engine uses to save fuel is cylinder deactivation, which shuts down two of the four cylinders under low load condition to burn even less fuel. This tech also works discretely in the background without you noticing. Its operation is also detailed in the energy flow page.

Like the rest of the CX-30 range, the X20 features a six-speed automatic transmission that is smooth and pairs well with the M Hybrid engine.

Has all the added weight of a generator and larger battery, which makes the X20 some 50kg heavier than the G25 (1594kg vs 1544kg), diluted the sharp handling that the CX-30 is renown for? Not the slightest.

The X20 still offers brilliant poise and composure that are very hatchback-like. The steering is smooth, accurate and perfectly weighted, while the brakes, which unlike other regenerative types, still feel progressive and consistent.

Around town, the X20 rides just as smoothly as the other CX-30 variants and is one of the more comfortable crossovers in class. The cabin is also very well insulated from road noise. With the benefit of all-wheel drive, grip in wet conditions is assured.

Now, onto what must be the most important point of consideration – fuel economy. How much more efficient is the X20 compared to the G25?

Mazda claims the X20 will return 5.4L/100km in combined fuel consumption. Our weeklong test saw the trip computer sitting at 7.3L/100km with about 70 per cent city driving, plus some enthusiastic blasts through country back roads. In comparison, the G25 is rated at 6.8L/100km, with our previous G25 road test returning 7.9L/100km.

So, the X20 is no doubt more economical than the G25 out in the real world, though not by much. And it certainly can’t compare with a proper hybrid which mostly sips around 5.0L/100km.

Looking farther into its ownership, Mazda currently offers capped price servicing for its current range of vehicles with prices starting from $315 for the CX-30. However, Mazda generally requires their vehicles to visit the service centre every 10,000km or 12 months, whichever comes first, as opposed to 15,000km/12 months of most of its rivals.

Verdict

2021 Mazda CX-30 X20 M Hybrid Astina pricing and specification

Competitors: Volkswagen T-Roc, Toyota C-HR, Honda HR-V, Hyundai Kona, Kia Seltos, Fiat 500X, Subaru XV

The post 2021 Mazda CX-30 X20 M Hybrid Review – is it better than the G25? appeared first on ForceGT.com.

Style and practicality – two very important criteria when buying compact passenger cars, but more often than not we can only have one or the other, not both. The Mazda CX-30 is no doubt a design triumph, but is it practical? The Mitsubishi Eclipse Cross offers impressive space, but is it at the expense of style?

We gather both cars for a comparison review to find the answers to those questions, plus more.

Range and pricing

The Mazda CX-30 is the newer of the two compact SUVs, having been introduced in early 2020 to bridge the gap between Mazda’s city-size CX-3 crossover and the CX-5 medium SUV. Sharing the same platform with the Mazda 3 small car, the CX-30 is available in front- or all-wheel drive, with price ranging from $29,990 to $43,490 before on-road costs. We tested the most popular model in the range – the $31,490 plus ORCs mid-spec CX-30 Evolve front-wheel drive automatic.

Like the CX-30, the Mitsubishi Eclipse Cross was also designed to be a gap-filler, slotting in between the smaller ASX and larger Outlander in Mitsubishi’s comprehensive SUV line-up. Recently updated for 2021, the Eclipse Cross is offered in front- or all-wheel drive, with prices stretching from $30,290 to $40,790 before on-road costs. The mid-spec Eclipse Cross Aspire front-wheel drive model tested here is priced at $34,990 plus ORCs.

On the outside

Both crossovers have taken vastly different approach to design. Mazda’s push toward the premium space has seen the CX-30 adopting a more upmarket design, with clean, sculpted surfaces characterising its classy look. And despite being the second least expensive variant in the range, the CX-30 Evolve tested here still features plenty of details such as the chrome Mazda corporate mesh grille, dynamic LED turn indicators and 18-inch alloy wheels.

As part of the 2021 update, the Mitsubishi Eclipse Cross has been given a facelift which saw its length increased by some 140mm, mostly around the longer rear overhang.

Contrary to the CX-30’s elegant design, the Eclipse Cross has taken on a more edgy styling. The revised cyborg look front fascia is an evolution of Mitsubishi’s ‘Dynamic Shield’ corporate family look, with it incorporating separate daytime running light and main beam clusters.

The front fascia sets the theme for the rest of the styling, with bold creases characterising the shoulder lines down the sides, culminating at the lift back rear design where the taillights and tailgate have been updated. The Eclipse Cross also rides on 18-inch wheels.

Deciding on which car looks better is subjective, but one thing certain is that neither cars have any bad angles. So, it all comes down to whether you prefer the refined and premium look of the Mazda or the contemporary and rigid design of the Mitsubishi.

On the inside

Mazda’s premium aspiration is even more evident on the inside of the CX-30. Based largely on the interior of the Mazda 3, the CX-30’s cabin oozes quality, sophistication and premium vibe that you don’t see anywhere else in the mainstream segment, and certainly not at this price point.

The layered dashboard is simple yet functional, with an 8.8-inch widescreen infotainment display elegantly perched in the centre and all controls within easy reach of the driver and front passenger. The steering wheel looks superb and is lovely to hold. The grey-blue two-tone interior colour scheme gives a cool ambiance, lifted by gloss black, chrome and silver highlights and trim inserts throughout the cabin.

While the CX-30’s interior execution is one that is refined and delicate, the Eclipse Cross’ approach seems a little heavy handed. The silver trim pieces in the centre console look quite chunky and the buttons and knobs are nowhere near as tactile as those in the Mazda.

Unlike in the CX-30 where the centre infotainment screen is remotely operated using the rotary dial in the centre console, the 8.0-inch display in the Eclipse Cross has now been updated to a touchscreen and the far-left side of the screen can be a bit of a stretch for drivers who don’t have long arms.

Elsewhere, the driver information display nestled between the driving gauges in the instrumentation cluster is also starting to look a bit long in the tooth. The spokes on the steering wheel feel a little bulky, but the aluminium paddle shifters – lifted straight from the now discontinued Lancer Evolution X spots sedan – look properly good and feel great to use.

Despite fetching a higher sticker price, the Eclipse Cross misses out on a few features that are fitted as standard on the CX-30, namely head-up display (HUD). LED headlights, built-in satellite navigation and wireless Apple CarPlay.

Both crossovers are matched when it comes to safety though, with the pair equipped as standard with automatic emergency braking, rear cross traffic alert, adaptive cruise control, blind spot monitoring and lane keep assist. The Eclipse Cross Aspire grade does go a step further with the inclusion of a 360-degree view camera and parking sensors, both are part of an $1,500 optional package in the CX-30 called the Vision Technology pack. Both cars are also built to the typically high standards of Japanese made cars, with flawless alignment and tight fit and finish.

As mentioned, style and practicality often don’t mix, and in the case of the CX-30 it’s more of the former and less of the latter. That’s not to say the Mazda is impractical, but in comparison to the Eclipse Cross the CX-30 has less legroom in the back. The overall vertical space of the cabin is also greater in the Mitsubishi thanks its taller dimension, affording more headroom and carrying capacity. It feels airier in the Eclipse Cross, too, due to those larger windows.

While rear passengers in the Mazda might have less space to stretch around, they do get the comfort of rear air con vents, which are missing in the Mitsubishi. The rear seats of the Mazda also provide slightly better support than the flatter benches in the Mitsubishi.

Further back, it’s again no surprise that the Eclipse Cross has the larger boot. At 405 litres, the boot is a good 88 litres larger than that of the CX-30, which measures at just 317 litres. Both cars can expand their boot space by tumbling the rear seats.

Under the skin

The CX-30 G20 variant tested here is powered by a 2.0-litre normally aspirated four-cylinder engine. Running Mazda’s SkyActiv high compression engine technology, it produces 114kW of power at 6000rpm and a healthy 200 Nm of torque at 4000 rpm. It’s paired with a 6-speed automatic transmission with power channelled to the front wheels.

The Eclipse Cross is motivated by a 1.5-litre turbocharged four-cylinder engine rated at 110kW at 5500rpm and 250Nm from 2000 to 3500rpm. It’s matched with a continuously variable transmission (CVT) automatic driving the front wheels.

Not surprising, the turbocharged Eclipse Cross wins hands down in outright engine performance thanks to stronger torque that also arrives much earlier in the rev range, delivering quicker acceleration off the line. But that’s about the only victory for the Mitsubishi in this department, as the Mazda is more refined, and its 6-speed auto is without question the more engaging gearbox here.

On the road

Mazda has been churning out some of the best driver’s cars we have tested in recent years and the CX-30 is no exception. It handles with the kind of poise and composure that you wouldn’t have come to expect from a high-riding crossover. The steering is smooth, precise and perfectly weighted, while grip from the tyres is excellent. The combination of those affords the driver a confidence inspiring and sporty drive.

The Eclipse Cross isn’t far behind in terms of handling, delivering sharp turn-in responses and good body control, let down only by the overly light steering wheel that doesn’t quite firm up with speed and slightly more roll around the bends.

Both cars are comfortable around town, soaking bumps and ruts with aplomb. The Eclipse Cross does have a bit more wind and road noise, though.

In the long run

Both the CX-30 and Eclipse Cross come with the standard warranty of 5 years, with the Mazda not capped by kilometres while the Mitsubishi is limited to 100,000km. Eclipse Cross Owners do have the chance to have their warranty period extended to 10 years and 200,000km if they have all scheduled services done through the authorised Mitsubishi dealer network.

The Mazda requires a service at 10,000km or 12 months, while the Mitsubishi is not due for one until 15,000km or 12 months.

Both cars are offered with capped price servicing, with the CX-30 capped at $316 per service for the first 5 years or 50,000km, and the Eclipse Cross asking $299 for each dealer visit for the first 5 years or 75,000km. This makes the Mitsubishi the cheaper car to maintain in the long term.

That said, the CX-30 fares better at the bowser with a tested average fuel economy of 7.6L/100km, compared to the Eclipse Cross’ thirstier 8.4L/100km. On paper, both cars are respectively rated at 6.5L/100km and 7.3L/100km. Both cars also chew on less expensive RON 91 unleaded petrol.

Verdict

Here are two compact crossovers playing in the same segment but are vastly different cars. The Mazda CX-30 is all about style, upscale interior presentation, the latest tech and a premium and refined driving feel. The cabin might be a bit tighter, but that’s about all the faults you could find with it.

The Mitsubishi Eclipse Cross, with its spacious cabin, is no doubt the more practical offering of the pair. That combines with punchy turbo power makes the Eclipse Cross an easy choice for those wanting a no-fuss small SUV.

But the CX-30 is simply too hard to not fall in love with, for it offers a richer, more luxurious and more all rounded driving and ownership experience. And for that, the CX-30 takes the win in this compact crossover shootout.

Pricing and Specifications

The post 2021 Mazda CX-30 vs Mitsubishi Eclipse Cross Comparison Review appeared first on ForceGT.com.

The Mazda 3 has progressed over the years from a mainstream model to its current semi-premium offering. A strong seller in the small car segment, the fourth-generation Mazda 3 stands out with its sporty and sophisticated design, premium interior, and balanced driving feel.

Pricing starts from $24,990 for the entry-level G20 Pure, stretching to $36,990 for the range-topping G25 Astina tested here. This places the Mazda 3 in direct competition against key semi-premium rivals like the Volkswagen Golf and Peugeot 308.

The Mazda 3 G25 gets the larger of the two available engines. Like its nameplate suggests, it’s powered by a 2.5-litre in-line 4-cylinder SkyActiv-G petrol engine with 139kW at 6,000rpm and 252Nm at 4,000rpm. It drives the front wheels via either a six-speed manual or six-speed automatic. The latter is a $1,000 option is fitted to our test car.

There is no shortage of tech on offer, with the G25 fitted with a classy and crisp 8.8-inch widescreen infotainment display, projected head-up display, built-in satellite navigation, Apple CarPlay and Android Auto connectivity, and DAB+ digital radio. A 7.0-inch screen nestled neatly in the instrument cluster is also standard. The range-topper also gets you a punchy 12-speaker Bose Sound System with sub-woofer in the boot.

Safety in the Mazda 3 G25 is taken care of with a suit of driving aids and active safety features including lane keep assist, blind spot monitoring, rear cross traffic alert, 360-degree view camera, automatic emergency braking and adaptive cruise control. For extra peace of mind, 7 airbags including driver’s knee airbag are fitted.

As with all Mazda models the 3 is covered by a 5-Year unlimited kilometer warranty and 5-Year Roadside Assist.

For the full review, watch our detailed full-length video review above.

2021 Mazda3 Hatch G25 Astina pricing and specification

Competitors: Audi A3, Honda Civic, Holden Astra, Hyundai i30, Kia Cerato, Lexus CT200h, Peugeot 308, Renault Megane, Skoda Octavia, Subaru Impreza, Toyota Corolla, Volkswagen Golf

The post 2021 Mazda 3 Hatch G25 Astina Video Review appeared first on ForceGT.com.

There was a time when the humble sedan was the quintessential family hauler. It was a common sight on most driveways, as well as shopping mall car parks. In the last two decades though, the sedan has been gradually replaced by the Sport Utility Vehicle, or SUV as it is most commonly called. But despite the SUV offensive, the sedan managed to persist and defend its place in the ever-changing automotive landscape.

Is there still appeal in the sedan? To answer that we took a sedan out on a weekend getaway, stuffing it with things and driving it on less frequented trails like how we would normally use our SUV for, in a bid to find out if we really need to be buying SUVs instead of sedans.

And this week, we were given the keys to just the right car for it – a 2021 Mazda 6 sedan. It is hard to believe the 6 has been around for nearly a decade, but continuous improvements have kept it fresh. It is still one of the best-looking medium sedans on the market, and Mazda’s increasingly upscale approach to design has now made the 6 a semi-premium offering, but without the premium price-tag.

To make the comparison against the SUV more interesting (and fair), we were going to be driving the range-opening Mazda 6 Sport, which retails at a very family-friendly $34,490 plus on-road costs. This is a medium sedan that costs $3,000 to $4,000 less than an equivalent medium SUV. The sedan has the upper hand from the outset.

With the Australian summer in full swing, we decided to head down to the coast and the region that presents the best mix of open country roads, winding coastal routes and unsealed adventure trails is none other than the Otway Ranges in Victoria’s South West. From our base in Melbourne, the 250km drive would take us westwards toward Geelong and onto the famous Great Ocean Road, passing through the coastal townships of Anglesea, Lorne and Apollo Bay, before ending in picturesque Glenaire where we would be putting up for the weekend.

A common perception amongst car buyers is that the boot of an SUV is larger than that of a sedan. Well, the Mazda 6 has a 474-litre boot, some 32 litres larger than that of the Mazda CX-5, which shares the same platform as its sedan sibling. The boot in the Mazda 6 is deep but it may not have as big an aperture as the CX-5. For big and bulky items, an SUV may still be the better option, but for pure carrying capacity, most sedans actually fair better.

With a medium and a small suitcase stored in the boot, there was still room for our beach gear which included two beach chairs, a beach umbrella, and a camping tent. If the space is not enough, there is always the option to drop the rear seats down for added space.

With takeaway coffees filling the cup holders, it is time to embark on the drive. But first, we had to get out of Melbourne’s notorious urban traffic, which is a good way to test out the Mazda 6’s city manners and daily driveability.

The 2.5-litre normally aspirated four-cylinder engine may lack a turbo (reserved for the upper-spec GT and Atenza models) but it runs Mazda’s SkyActiv technology, which is a fancy name for high compression. At 13:1, the higher than usual compression ratio helps deliver greater torque, which at 252Nm, is pretty impressive for an atmospheric four-pot. But the fact that it only peaks at 4000rpm means the engine needs a fair bit of work before it starts to produce any reasonable pull, not that its 140kW of power is much to shout about either. On the road this translates to quite a bit more revving than a turbo engine would require to get going, which is just fine because the SkyActiv engine loves to rev and is not trashy by any means. And once above 3000rpm the power delivery is strong and linear all the way to the 6500rpm cut off.

The six-speed auto has ratios that are well spaced out to make the most of the engine’s torque, but at times it felt like it could do with one or two more gears to keep operating in the engine’s powerband.

At 4865mm long, the 6 is longer than most mid-size SUVs, which makes squeezing into the city’s tight parallel parking spot a bit of a challenge. But the myriad of parking aids helps, this includes a rear-view camera, rear parking sensors and rear cross traffic alert.

On the go, there are also driving aids to make life on the road much easier. As a base model, we were not expecting much but the fact that the Sport came with all the bells and whistles was a surprise. Fitted as standard are Adaptive Cruise Control, Lane Keep Assist, Lane Departure Warning, Blind Spot Monitoring and Automatic Emergency Braking (forward and reverse). Also equipped are Head-Up Display and Automatic High Beam. The 8-inch infotainment display is about 2 inches smaller than today’s norm, but it does come with Apple CarPlay and Android Auto as well as satellite navigation, and the Mazda MZD system is still one of the most user-friendly in the segment. The screen can be operated by touch while stationary, or via the rotary knob in the centre console.

This is a sub-$35k medium sedan and the exhaustive list of safety features and driving tech makes it exceptionally good value. Its value proposition is further boosted by an interior that does not look and feel anything remotely base trim. There is leather on the dash and door, which, despite being synthetic, feels appropriately high quality. Those gloss black trims in the centre console and around the door controls are deep and rich, and the aluminium-look trim inserts around the cabin look fine and delicate. Elsewhere, all knobs and controls have a finely tuned haptic feedback to them. Even the standard 6-speaker stereo is more than up to the task of bringing your favourite tunes to live.

Granted, the seats are fabric and not leather (as you would expect for a base model) but they, too, have neat contrast stitching and hardly look ‘poverty pack’ at all. Good support from the seats, couple with generous legroom make the Mazda 6 a supremely comfortable cruiser, though the slopping roof line does impede on headroom in the back.

With the city traffic behind us, we were finally making good progress down the Princes Freeway towards Geelong. Quickly became apparent was how much thriftier the car was in fuel use on the freeway. With a boot full of luggage and the air-con constantly at work to keep out the summer heat, the Mazda 6’s trip computer hovered around just 6.0L/100km, down from the already efficient 9.0L/100km average we saw earlier in congested city driving.

The freeway fuel economy is better than what we have seen in many SUVs, simply because the low slung, sleeker silhouette of a sedan inherently has less drag than an SUV at high speeds, which can help save fuel.

A swift exit from the Princes Freeway just after Geelong signalled the end of our freeway run, and after a similarly leisurely 20 kilometres along Anglesea Road, a right turn at a roundabout brought us to the start of the famous Great Ocean Road. Stretching from Anglesea to Port Campbell, it is a 170km scenic route that hugs tightly to the coastline, presenting plenty of opportunities for us to assess the Mazda 6’s dynamic abilities.

The 6 remains one of the best handling cars in the mid-size sedan segment, with lively response to steering inputs from the chassis, excellent composure, and plenty of grip. It is no sport sedan, but the 6 can still be quite an entertainer on winding roads. Precise and perfectly weighted, the steering, especially, is such a joy to operate.

You would think ride comfort would be compromise for handling, but no, the Mazda 6’s suspension is pretty well sorted, firm enough to keep it planted through the bends, yet still nicely compliant to smooth out bumps and ruts on broken roads.

With the car’s Driver Attention Alert prompting for a break, we might as well. After a quick bite in the popular summer coastal holiday hotspot of Apollo Bay, we were on our way again. Heading further west toward the Great Otway National Park, we decided to make a quick diversion to visit the Beauchamp Falls near the sleepy town of Beech Forest. With an unsealed track leading to the falls, the SUV would be the most natural fit for such terrain, but it is far from daunting in a sedan like the Mazda 6. The lack of all-wheel drive may not afford as much traction on overly loose surfaces, but it was still very manageable overall.

Back on the black top, we pressed on toward Glenaire, our final destination. The Great Ocean Road now breaks out of the lush rainforest of the Otways and onto the vast plains of Hordern Vale, where the picturesque landscape would make for a great postcard photo.

As the road winds around farmlands, the Mazda 6 once again show its edge over an SUV, with it delivering a more fluidic and connected drive.

The road snakes uphill at the end of the plains, with a right turn at the crest bringing us to the Glenaire Cottages, our accommodation for the weekend. Time to disconnect from the world and indulge in nature.

Verdict

2021 Mazda 6 Sport sedan pricing and specification

Competitors: Ford Mondeo, Honda Accord, Holden Commodore, Hyundai Sonata, Kia Optima, Skoda Superb, Toyota Camry, Volkswagen Passat

The post 2021 Mazda 6 Review – Otways Adventure with the Midsize Sedan appeared first on ForceGT.com.

The updated 2021 Mazda MX-5 range has expanded to include a new track-focused model: the Mazda MX-5 GT RS.

Available in soft-top Roadster and hard-top RF forms, the new MX-5 GT RS is a model exclusive to the Australian market that promises even sharper dynamics and response.

Powered exclusively by the 135kW 2.0-litre, four-cylinder engine and driving the rear wheels through a six-speed manual transmission, the MX-5 GT RS is designed for club motorsport use or a spirited Sunday drive, while retaining everyday functionality and comfort.

On the front axle, Mazda engineers have installed a Brembo brake package consisting of opposed four-piston aluminium caliper arrangement on each corner, clamping a 280mm x 22mm front ventilated disc brake. The internal disc cooling fins have been designed in a ‘pillar’ arrangement to further assist brake cooling.

A high-performance brake pad specification offers stronger pedal feedback while improving fade resistance by 26 per cent. All-up, the Brembo front brake package reduces unsprung mass by 2kg, further sharpening the lightweight sport car’s handling dynamics.

For increased road presence and further weight reduction, the MX-5 GT RS models also feature a model specific 17-inch forged alloy wheel design by high performance wheel manufacturer, BBS. The lightweight alloys are wrapped in high grip Bridgestone Potenza S001 tyres, measuring 205/45/R17.

Augmenting these upgrades are heavy duty Bilstein gas-pressurised dampers that are designed to handle track work, while still compliant enough to smooth off the road edges in day-to-day driving.

Lifting the bonnet also reveals a solid alloy strut tower brace, linking the front suspension struts for improved rigidity and steering response.

Both MX-5 GT RS Roadster and RF models also gain black mirror caps for further aesthetic appeal.

All Mazda MX-5 GT RS variants also benefit from the overall range updates including wireless Apple CarPlay in addition to existing support for wired access to Apple CarPlay and Android Auto systems.

A new Deep Crystal Blue paint finish joins Snowflake White Pearl, Jet Black, Machine Grey Metallic, Soul Red Crystal Metallic and Polymetal Grey Metallic on the external colour palette.

On the inside, Pure White nappa leather upholstery is now available on the range topping Mazda MX-5 RF GT Black Roof model.

The 1.5-litre MX-5 Roadster and 2.0-litre powered RF also gain black-finished external mirror caps.

• READ MORE: Mazda MX-5 RF Review
• READ MORE: Mazda MX-5 Roadster Review

2021 Mazda MX-5: model line-up and pricing at a glance

The post Track-focused Mazda MX-5 GT RS heads updated line-up appeared first on ForceGT.com.

Following a recent report that the next-generation Mazda 6 will adopt a front engine, rear-wheel drive platform shared with the new Toyota Crown, news have surfaced that the 2022 Mazda CX-5 will also ride on a rear-biased all-wheel drive platform adapted from the one that will underpin the new Mazda 6.

As previously reported, the move is part of Mazda’s future road map in which the car company plans to transition from a mainstream manufacturer to a luxury brand. The next-gen Mazda 6 sedan and CX-5 medium SUV will spearhead the initiative, switching to a rear-wheel drive luxury sedan and rear-biased premium crossover respectively.

It’s been said that Mazda and Toyota are also collaborating on a new-generation longitudinal in-line six engine that will power both the new Mazda 6 and Toyota Crown. The new engine is also expected to motivate the new Mazda CX-5, pairing with its rear-biased AWD to offer a sportier and more premium driving experience.

Currently, the CX-5 is offered in either front-wheel drive or on-demand all-wheel drive forms, powered by a range of four-cylinder petrol and diesel engines, with the range-topping GT and Akera variants packing a 2.5-litre turbo petrol unit.

The new in-line six engine in the next-generation CX-5 will likely displace 2.5 litre or 3.0 litres, with the latter offered in a high performance, top-spec grade. Like the new Mazda 6 and Toyota Crown, the CX-5 is expected to also feature an Aisin-sourced eight-speed automatic transmission.

Further down the track from its speculated 2022 debut, we can expect the new CX-5 range to expand to include a 48V mild hybrid variant, with a plug-in hybrid also a possibility.

By elevating to the luxury space, the 2022 Mazda CX-5 will aim to rival the likes of BMW X3, Audi Q5 and Lexus NX. The new Mazda 6, meanwhile, will play against nameplates like the BMW 3 Series, Audi A4 and Lexus IS.

Source: BestCarWeb

The post 2022 Mazda CX-5 to go upmarket with rear-biased AWD and in-line sixes appeared first on ForceGT.com.