2010 Mazda MAZDA6 Engine

There are only two possibilities Mazda Mazda6 in 2010, namely the central planning and a better driving experience. The most powerful option is the 2010 Mazda Mazda6 3.7-liter V6 engine to 272 hp and 269 pounds feet of torque produced. The V6 offers an impressive zero to sixty time of 6.5 seconds and really strong relatively light weight. Fuel economy suffers, however, with a larger engine and fuel consumption is estimated that only 17 miles per gallon in city design and 25 mpg on the highway. Only the transmission capacity available with the V6 engine is a five-speed automatic, which is associated both with the engine being tested.Groping for cheaper than the Mazda6, Mazda Mazda6 2.5 liter V4 engine in 2010, is the best option. Even if it produces 170 hp and 167 pounds feet of torque, the motor can be three types of changes, the driving experience will be tailored to the specific needs of the ordinary driver. better fuel economy on a smaller engine and gas mileage estimates are 21 mpg in the city environment, and an impressive 30 mpg on the highway.

Most drivers find that the engine 2010 Mazda Mazda6 2.5-liter V4 is very suited to your needs, but if someone really wants a strong and impressive, 2010 Mazda Mazda6 3.7-liter V-6 engine is the best choice for clear. While the fuel is not satisfactory, some consumers, the simple pleasure of driving a vehicle that has impressive power under the hood often.

Reviewing the 2010 Mazda CX-7

Reviewing the 2010 Mazda CX-7 There are at least two things about the Mazda CX-7 that make it stand out. One, it's got styling - and driving vivaciousness - above and beyond the more SUV-esque compact-to-medium-sized crossovers in its price range like the practical but dowdy-looking (and driving) Honda CR-V and Toyota RAV-4.

Two, its MSRP of just under $22k to start is happily affordable compared with similarly snarky entry-luxury sportwagons such as the $32,520 Acura RDX - as well as the Toyota Venza ($26,275 to start) and also the new Honda Crosstour ($29,670).

WHAT IT IS

The CX-7 is a medium-small five-passenger hatchback sportwagon available in either front-wheel-drive or all-wheel-drive versions and with or without turbocharged engine.

Prices start at $21,700 for the base i SV with front-wheel-drive and 2.5 liter (non-turbo) engine and run up to $33,035 for an AWD-equipped s Grand Touring with 2.3 liter turbocharged engine.

WHAT'S NEW FOR 2010

Significant tweaks for 2010 include a new nose piece, updated interior and improved fuel-efficiency from the optional turbocharged engine.

WHAT'S GOOD

Looks as sharp as an RDX - for $10k less. Handles more like a sports car than a heavy-footed crossover SUV. Really scoots when equipped with optional 2.3 liter turbo engine.

WHAT'S NOT SO GOOD

Isn't as practical as something like a RAV4, CR-V or Equinox. Base 2.5 liter engine underpowered for the weight of this vehicle. No manual transmission available; no V-6 offered.

UNDER THE HOOD

Base model CX-7s come equipped with a 2.5 liter, 161 hp four-cylinder and five-speed automatic. This engine comes only with a five-speed automatic - and only with front-wheel-drive. The optional engine is a turbocharged 2.3 liter four rated at 244 hp. It, too, comes only with an automatic but you do get a six-speed unit. All-wheel-drive is available optionally with the 2.3 liter engine.

When so equipped, up to 50 percent of the engine's power is kicked back to the rear wheels for improved grip in low traction snowy and wet weather driving conditions. Otherwise, close to 100 percent of the engine's output goes to the front wheels. The non-turbo CX-7 takes about 10 seconds to reach 60; the turbo-equipped model is much quicker, getting there in about 7.5 seconds (with FWD; the slightly heavier AWD-equipped model gets to 60 in about 7.7 seconds).

Fuel economy with the base engine is 20 city, 28 highway; with the turbo engine and FWD, it's 18 city, 25 highway. With AWD, that drops slightly to 17 city, 23 highway. Max tow rating is 2,000 lbs. (with turbo engine).

ON THE ROAD

The CX-7 is a typical Mazda product; it looks fun - and it is fun. Think of it as an RX-8 wagon rather than a "crossover" - let alone an "SUV." Higher-speed handling is pretty tight for a vehicle with 8.1 inches of ground clearance, which ought to make it feel top-heavy but doesn't. There's give for potholes but grip, too. Excellent steering - direct, no lag time, not too boosted, not to heavy.

Mazda's supension tuning is just excellent. Among the best available, even when you don't take price into account. Which is why it'd be nice if a manual six-speed were available - and really ought to be, given the CX-7's let's go! personality. An available manual transmission would also go a long way toward improving the base car's less-than-inspiring straight-line feel. There is adequate power for normal driving but the CX-7 is such a sporting vehicle that "adequate power" is less than ideal. 161 hp and a five-speed automatic - that's it - doesn't fit rest of the car's demeanor, or its handling capabilities. A six-speed would also help mask the power deficit (161 hp is marginal in a 3,496 lb. vehicle) and make an already very appealing car even more so.

Of course, there's always the optional 2.3 liter turbo. No worries here, as far as power or performance goes. In fact, the Mazda's 2.3 liter engine is 4 hp stronger than the 2.3 liter, 240 hp turbo four found in the otherwise very similar - but bucketloads of cash more expensive - Acura RDX. A manual transmission option would be nice with the turbo engine, too - but the 83 hp bump in output makes up for many things, including the absence of a clutch pedal.

AT THE CURB

Appearance-wise, the CX-7 is closer to the RDX, Crosstour, Venza and other sporty wagons than SUV-esque competitors in its price class like the RAV4, Equinox and CR-V. It is sleek where they are boxy; lithe where they are chunky. There's nothing wrong with either look, of course. It's just a question of which you prefer. To Mazda's credit, they tried something different rather than produce a Mazda knock-off of the SUV/crossover template. Some reviewers have critiqued the CX-7 for sacrificing practicality (in the form of roominess and cargo capacity) to style, but this is only partially fair.

Yes, the interior is cozier than in something like the Equinox. Realistically, the CX-7 is a four-person vehicle. You can carry five (adults) if absolutely necessary, but not very comfortably. But this is also a True Fact about most if not all "five passenger" compact and mid-sized crossover wagons and light-duty AWD-equipped SUVs.

On the other hand, the Mazda has almost as much cargo room (59 cubic feet) as the seemingly more sizable Equinox (64 cubic feet), almost exactly as much as the luxury-priced RDX (61 cubic feet) and more than the Honda Crosstour (51 cubic feet). The Venza (70 cubic feet), CR-V (73 cubic feet) and RAV4 (also 73 cubic feet) do have considerably more cargo room, but (to turn things around a bit) sacrifice looks/sportiness to deliver it. So, again, it comes down to which look you prefer - and what your needs are.

Some worthwhile mentions about the CX-7's design/layout include a nearly foot-deep center console well that will swallow a standard laptop computer, the multiple tie-down points in the rear cargo area - and an amazingly spacious engine compartment, at least in 2.5 liter equipped models, that should make basic DIY service such as oil and filter changes a snap.

THE REST

If you go by the stats - general layout/available power/performance/features - as well as subjectives such as styling and driving zip, the CX-7 should be compared to cars like the RDX, Crosstour, Venza and other sporty wagons like that -rather than models like the CR-V, RAV4 and Equinox. But most reviewers don't make that comparison because of the huge price difference between the $21k to start CX-7 and the pushing $30k to start (and more) RDX, Crosstour and Venza. But that doesn't mean you shouldn't look at it this way. Because on so many important points, the CX-7 is very arguably the best "entry luxury" sport wagon on the market - even if its not official.

The only area where I found a slight cheap-out that betrayed some cost-cutting efforts was the jamb area that's exposed when the rear liftgate is opened. It wasn't clear-coated (though the door jambs were). It's a very, very small thing in my opinion - and nothing I'd worry much about given the thousands of dollars in your pocket if you bought the CX-7 over an RDX or Crosstour, etc.

All major current safety features (front seat side-impact air bags, curtain air bags for both rows, ABS, traction and stability control) are standard. A back-up camera is available optionally. The standard comprehensive warranty is three years or 36,000 miles; five years or 60,000 miles on the powertrain. No great shakes there.

THE BOTTOM LINE

Despite a few small flaws - including the not-so-great warranty (a consideration for potential buyers of the turbo version, especially) the CX-7 is still a breath of fresh air in a pretty stodgy segment - and a great value-priced alternative to a pricey (and arguably, overpriced) Crosstour, Venza or RDX.

Rewing the 2010 MazdaSpeed3

John Z. DeLorean is credited with having invented the muscle car concept - which basically involved taking an affordable/budget-oriented "normal" car, hopping it up with a go-fast engine and selling the thing at a price young people (and the young at heart) could still afford.

John Z's ghost must be working at Mazda these days - because the Speed3 is the most faithful modern-day incarnation of a 1964 GTO Tri Power you'll find.

WHAT IT IS

The MazdaSpeed3 is a hopped-up, high-performance version of Mazda's entry-level, compact-sized hatchback sedan. It features a 263 hp turbocharged and intercooled, direct injection engine and six-speed manual transmission - for a budget-minded base price of $23,340.

Main rivals include the $25,495 Subaru WRX hatchback wagon, the $27,950 Mitsubishi Lancer Sportback Ralliart, the $24,290 VW GTI (sedan) and similar "hot hatches" and wagons.
WHAT'S NEW

The 2010 Speed3's bodywork and interior are all new; the underlying suspension and chassis have also been tweaked to be more compliant over potholes and rough roads without compromising all-out handling tenacity.

The 263 hp turbo engine is mostly the same as last year's though.

WHAT'S GOOD

A lot of bang for the buck. 263 hp through the front wheels! Tony interior and exterior styling; a sharp looker. Hatchback layout adds everyday usefulness.
WHAT'S NOT SO GOOD

No coupe or sedan bodystyle available. Clutch take-up can be a bit abrupt. No longer as dominating a presence in its class as it used to be.
ENGINES & PERFORMANCE

Part of what makes the MazdaSpeed3 a modern muscle car is its lowball price; the other part of it is its more-than-you-expected powerplant - a turbocharged, intercooled 2.3 liter four that produces almost exactly as much power as the significantly more expensive Subaru WRX's 2.5 liter engine (265 hp) and substantially more power than the nice but pushing $28k Lancer Ralliart (just 237 hp from its turbo 2.0 liter engine) or the $24k VW GTI sedan (200 hp).

The Speed3's engine is teamed up with a six-speed manual transmission only. An automatic is not offered.

Neither is all-wheel-drive (both the Subaru WRX and the Lancer Ralliart come standard with AWD and are available with automatics; the GTI is FWD and does offer an available - but really expensive - automatic).

The updated 2010 model is about 100 pounds heavier than the '09 Speed3 (3,245 lbs. vs. 3,153 previously), which probably explains the slight but noticeable increase in the car's 0-60 time to about 6.2-6.3 seconds from solidly under six seconds before.

It's still quick, just no longer exceptionally quick compared to what's now available. A six-second-ish 0-60 time is no longer standout.

Published fuel efficiency numbers are the same as before: 18 city, 25 highway. The Speed3's high-performance turbo engine drinks only premium unleaded.
DRIVING IMPRESSIONS

Piloting the Speed3 is a hard-right counterpoint to its chief rivals, the Subaru WRX and Lancer Ralliart. Both cars are quick, fast and superb-handling street machines. The difference is that driving the Mazda is a more involved experience, just as it was back in the day when you were behind the wheel of a V-8 brawler from the Motor City.

Turn off the traction control, grasp the six-speed's shifter. Blip the throttle - and dump the clutch. It's all on you, now. Hang on - and wrestle with the wheel as the front end tries to cope with the power you're putting down.

It is an experience totally unlike what you'd encounter behind the wheel of AWD performance cars like the WRX and Lancer Ralliart. About the same power on tap (in the Soobie, anyhow) but it's modulated through the AWD system instead of dumped through the front wheels like an F-18 going vertical with both afterburners lit.

Putting 263 hp through the front wheels is the kind of thing that would have made John Z. smile.

Mazda does fit the little beast with an electronic torque limiter that dials back some of the Berserker fury, but the experience is still much more raw - and arguably just more fun - than running the more civilized Soobie or the AWD Ralliart all-out.

You take satisfaction in manfully handling the torque steer that sometimes crops up (especially at the moment of a hard 1-2 upshift) ... in keeping it all under control.

And with 60-plus more hp available than the GTI's engine gins up, the Speed3 launches harder and pulls stronger.

Another high point: Despite pretty aggressive suspension tuning and a standard high-performance 18-inch wheel/tire package, the Speed3 is remarkably everyday friendly in terms of its ride quality while also being fully capable, at the drop of a hat, of breathing hard on a WRX - and mauling a less potent (but still stiffer riding) car like the Lancer Ralliart.

The GTI's ride quality is probably the best of them all - but there's that 63 hp deficit... .

The FWD Speed3 will suck in the snow, of course - an area where the AWD-equipped WRX and Lancer Ralliart have a clear advantage.

STYLING & UTILITY

The Speed3 only comes one way - 5-door hatchback wagon, six-speed manual. The WRX, meanwhile, is available as both a sedan and a hatch. The GTI comes as a sedan or coupe. And you can order an automatic with either car.

What you're looking for will determine whether these facts are Speed3 positives - or negatives.

Utility-wise, it's hard to argue with the Speed3's hatchback wagon layout; you get a decent amount of interior space (43 cubic feet of total cargo capacity with the back seats down; 17 with them up) and with it, everyday usability. I was able to pick up a set of two fairly large bedroom end tables and carry them home in the Speed3; it also handled two large bales of animal bedding and a couple of big bags of cat food, too.

Styling-wise, of course, some people just don't like the hatch/wagon look - in which case, the sedan-available Soobie (or the coupe and sedan available VW) have an ace up their sleeves.

The Lancer Sportback Ralliart is more wagon-like, but like the Speed3, it's a take-it-or-leave-it bodystyle - with no other choices available.

It's a similar deal with the Speed3's take-it-or-leave it six-speed manual - and the FWD-only layout. Some (the hardcore gearhead types) will like the lack of an available automatic transmission. It adds to the car's macho aura - and it also helps keep the price reasonable (automatics can add $1,000 or more to the price of a car).

On the other hand, AWD makes a car (especially a powerful car equipped with aggressive, high-performance tires) a bit more manageable in the rain and at least somewhat feasible in the snow - which matters to people who live in areas where it rains (or snows) a lot.

Same with the stickshift; tons of fun - when you can drive the thing. Not so much fun when you're stuck bumping and grinding along in rush-hour traffic jams. The Speed3's clutch is also a little bit stiff, with "take-up" that can be abrupt - at least until you get used to it.

That's the subjective stuff. Objectively, the Mazda is beautifully finished, to an extent that belies its almost-econo-car MSRP. The GTI is its equal here, but again, there's that 63 hp deficit... .

The revised interior of the '10 Speed3 features an in-dash GPS system (replacing the previous pop-up unit) and there's now a turbo boost gauge in between the tach and speedo that registers to 15 psi.

However, it's an LED bar graph unit; arguably an analog gauge would be better. Bar-graph readouts can be jumpy and probably aren't as accurate. Also, you're limited to the max readout of 15 psi; a gauge would leave room for the inevitable mods that turbo'd cars like the Speed3 usually receive.

The revised exterior styling - with Mazda's new "big mouth" look - features a more subtle, molded-into-the-hood scoop that ducts outside air to the intercooler. It's racy but not kiddie; the absence of a gigantic wing on the trunk and IMSA-replica bodykit make this car an adult-friendly ride.

Another nice touch for 2010 is the elimination of the previous multiple trim packages (Sport, Touring, etc.) The '10 comes in just one well-equipped trim - Sport - which includes the 18 inch rims and summer/performance tires, leather interior trim, climate control, cruise and power everything, six-speaker stereo with Bluetooth wireless.

The big ticket option is a Tech Package that bundles in-dash GPS, Bose surround sound stereo and keyless push-button ignition.
QUALITY & SAFETY

Mazdas (all of them) seem to sweat quality from every pore. You can root around the entire thing in a vain search for an obvious cheap-out. Parts not immediately visible to the driver (and prospective buyer taking his first look) are as polished and carefully put together as the stuff that's in line of sight. Climb in the back seats and notice how nothing seems lower-rent than it is up front. Open the hatch and observe the level of detail given the fitment of panels, cubbies, carpet and trim.

Then go back and look at that sticker price: Just over $23k ... for all this.

ABS, traction and stability control, front seat side-impact air bags and head/curtain air bags are all included.
THE BOTTOM LINE

For the $23k-ish Mazda asks for the steroidal little Speed3, it's still nothing short of awesome. Somewhere, John Z. is smiling.