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100k Mazda6 sedans recalled over tire-monitoring systems

A tire pressure monitoring system (TPMS) is, as you might have guessed, designed to monitor the air pressure in the tires, and alert the driver if pressure drops. But a problem found in the Mazda6 could keep the system from doing its job. According to the recall notice issued by the National Highway Traffic Safety Administration, the TPMS in the Mazda6 might not recognize a loss in tire pressure if all the tires slowly deflate at the same time. Under-inflated tires, it goes without saying, could increase the risk of a crash. As a result, Mazda is recalling 99,711 examples of the 2014-2015 Mazda6 to have the system's software updated. RECALL Subject : Tire Pressure Monitoring System/FMVSS 138 Report Receipt Date: OCT 27, 2014 NHTSA Campaign Number: 14V675000 Component(s): TIRES Potential Number of Units Affected: 99,711 Manufacturer: Mazda North American Operations SUMMARY: Mazda North American Operations (Mazda) is recalling certain model year 2014-2015 Mazda6 vehicles manufactured October 25, 2012, to October 10, 2014. If the pressures of four of the tires on an affected vehicle gradually drop at the same time, the tire pressure monitoring system (TPMS) may not warn the driver of the drop in pressure. As such, these vehicles fail to comply with the requirements of the Federal Motor Vehicle Safety Standard (FMVSS) No. 138, "Tire Pressure Monitoring System." CONSEQUENCE: A vehicle that is driven with under inflated tires may experience a sudden tire failure, increasing the risk of a crash. REMEDY: Mazda will notify owners, and dealers will update the TPMS software, free of charge. The recall is expected to begin on December 10, 2014. Owners may contact Mazda customer service at 1-800-222-5500. NOTES: Owners may also contact the National Highway Traffic Safety Administration Vehicle Safety Hotline at 1-888-327-4236 (TTY 1-800-424-9153), or go to www.safercar.gov.

Junkyard Gem: 1991 Mercury Capri

Ford has gotten a lot of use out of the Capri name in the United States. First, there was the Lincoln Capri in the 1950s, followed by the Ford Capri Mk1 (which was sold by Mercury dealers in the USA but never actually badged as a Mercury). Then came the 1979-1986 Mercury Capri, built on the very successful Fox Platform and essentially a clone of the Mustang. Finally, in 1991, the Australian Ford Capri came to the United States. Here is an example of this rare car that I spotted in a Northern California self-service yard not long ago. Mechanically speaking, the 1991-1994 Capri was a Mazda 323 under the skin, complete with a member of the same B-series engine family that went into such cars as the Miata and Ford Escort. So, for a few years in the early 1990s, car shoppers who wanted a sporty Mazda convertible could choose between a Miata and a Capri. The Capri had front-wheel-drive, but could be had with factory turbocharging. These cars were reliable and fun, but had a tough time competing with the Miata in the showroom battles. You'll see the occasional example now and then, but most of the 1991-1994 Capris have met the same fate that awaits this one. Related Video:

Mazda explains the thinking behind the MX-30's small battery pack

Mazda's first production-bound electric car, the MX-30, relies on a 35.5-kilowatt-hour lithium-ion battery pack for power. That's relatively small, but the Japanese firm argued it's exactly what the model needs to let motorists drive electric while keeping their environmental footprint in check. Christian Schultze, head of Mazda's European research and development center, told Automotive News Europe the MX-30's battery is responsibly-sized. He explained engineers took a variety of factors into account when debating kilowatt-hours, including how much energy is required to build the pack, how much electricity is needed for a full charge, and the environmental impact of replacing the battery, which Mazda expects could be necessary after the MX-30 has covered about 100,000 miles. Sticking with a smaller pack yields total CO2 emissions on par with a turbodiesel-powered Mazda3. In contrast, using a 95-kilowatt-hour battery (which is close to what Tesla's bigger models use) would have increased the MX-30's life-long CO2 output considerably by requiring more energy to build, and needing far more electricity to achieve a 100% charge. We're not quite sure that math or battery longevity assumption hold up under scrutiny. In any case, small is the direction Mazda decided to go. The trade-off is that the MX-30 (pictured) is expected to drive for about 124 miles between charges, and that figure was achieved on the hugely optimistic WLTP testing cycle; real-world mileage will be lower. That's hardly a jaw-dropping number, and the crossover doesn't qualify for the coveted long-range label, but Schultze told British magazine Autocar it's more than enough to cover the daily transportation requirements of the average European motorist, which stands at a total of 31 miles. That's significant, because Europe will be one of the MX-30's key markets. Deliveries are scheduled to begin in early 2021. Mazda hasn't announced whether it will sell the MX-30 in the United States, or if it will wait until it has a longer-range electric car to enter the segment.