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Asian automakers still reluctant to use more aluminum

There's a logical progression of technology in the auto industry. We've seen it with things like carbon-ceramic brakes, which use to be the sole domain of six-figure sports cars, where they often cost as much as an entry level Toyota Corolla. Now, you can get them on a BMW M3 (they're still pricey, at $8,150). Who knows, maybe in the next four a five years, they'll be available on something like a muscle car or hot hatchback. Aluminum has had a similar progression, although it's further along, moving from the realm of Audi and Jaguar luxury sedans to Ford's most important product, the F-150. With the stuff set to arrive in such a big way on the market, we should logically expect an all-aluminum Toyota Camry or Honda Accord soon, right? Um, wrong. Reuters has a great report on what's keeping Asian manufacturers away from aluminum, and it demonstrates yet another stark philosophical difference between automakers in the east and those in the west. Of course, there's a pricing argument at play. But it's more than just the cost of aluminum sheet (shown above) versus steel. Manufacturing an aluminum car requires extensive retooling of existing factories, not to mention new relationships with suppliers and other logistical and financial nightmares. Factor that in with what Reuters calls Asian automaker's preference towards "evolutionary upgrades," and the case for an all-aluminum Accord is a difficult one. Instead, manufacturers in the east are focusing on developing even stronger steel as a means of trimming fat, although analysts question how long that practice can continue. Jeff Wang, the automotive sales director for aluminum supplier Novelis, predicts that we'll see a bump in aluminum usage from Japanese and Korean brands in the next two to three years, and that it will be driven by an influx of aluminum-based vehicles from western automakers into China. Only time will tell if he's proven right. News Source: ReutersImage Credit: Sean Gallup / Getty Images Plants/Manufacturing Honda Hyundai Mazda Nissan Toyota Technology aluminum

eBay Find of the Day: 1990 Mazda Miata with just 27 original miles

Some cars have low mileage, and others have close to no miles at all. This 1990 Mazda Miata, currently listed on eBay Motors and located in Kingman, Arizona, falls into the latter category with only 27 miles on the odometer, according to the seller. But we have to wonder: how did one of the best-driving, most influential sports cars of the past two decades sit without being driven for 24 years? Consider it the seller's loss on this one.
The seller says he bought the car with 20 miles on it, and explains 6.9 miles were added when the car was towed home on a car dolly. It was never registered. Furthermore, the seller says the car didn't come with a set of keys, so he had to have a set made. Though the paint is clean and shiny, the Miata didn't escape minor cosmetic damage over the years, with scratches on the hood, the trunk and the factory hardtop that is included with the car. The front, right fender has a small dent as well, which can be seen in a picture. The seller says the car was stored in a building with windows, so the paint is faded a bit in some places. It's missing its antenna and the battery, and the only non-original parts on the car are the windshield wipers. The clear-title car comes with all paperwork, according to the seller, but, besides the owners manual, he didn't specify what other documentation would be included.
With bidding currently at $10,300 and the reserve not met, this Miata definitely isn't the deal of the century, and we have to question where the value is in this one. The way we see it, it's hard to justify the money if it can't be driven as-is (come on, no battery?), has questionable history, isn't rare and sat in storage for its whole existence. The "weather cracked" tires are probably just the first rubber parts on the car that need to be replaced before it can be driven, but at least the spark plugs were removed and the cylinders were filled with Marvel Mystery Oil prior to storage, which helps to prevent rust and corrosion from forming in the engine.

2019 Mazda CX-5 Turbo First Drive Review | Two-row crossover perfection

Listen: If you're shopping for a crossover, and by all accounts most Americans are, there is no better option on the market than the 2019 Mazda CX-5. When we test drove the all-new 2017 CX-5, we were astounded by its marked improvements over the already-great previous generation. We noted then its biggest drawback was its average 187 horsepower. The CX-5 didn't feel slow, and it certainly made up for it in other ways, like by delivering superior road-hugging abilities. But, it was probably enough to turn off buyers who do their shopping by analyzing spec sheets. For 2019, Mazda addressed that exact issue with a vengeance. With an all-new 2.5-liter SkyActiv Turbo good for 250 horsepower, the CX-5 not only leapfrogs bestselling rivals like the Honda CR-V and Toyota RAV4, but lands squarely in the realm of luxury stalwarts such as the Audi Q5 and BMW X3. When we drove the 2017 CX-5, we likened the handling to that of a Porsche Macan. Now it has the power to match. Among its direct competition, only the 2019 Toyota RAV4 breaks the 200-horsepower mark, ringing in at 203 (and the Hybrid makes an even more impressive 219 ponies), while the Honda CR-V, Subaru Forester and VW Tiguan all sit between 180 and 190. Now, to get the full herd you must fill the tank with 93 octane premium, but if you don't mind leaving a few ponies in the stable you can pump 87 octane for a slight dip to 227 horsepower. The engine adjusts with no ill effects. Even better, torque stays the same no matter what, and the stump-pulling 310 pound-feet of torque comes quick at just 2,000 rpm. The SkyActiv turbo is full of clever engineering tricks, too. There's an exhaust port restrictor, for instance, a narrower channel used only at low engine speeds. Mazda engineer Dave Coleman likened it to a thumb over a firehose, making more exhaust pressure at idle to spool up the turbo, and thus delivering more oomph when you take off from a standstill. Mazdafarians will recognize the mill as the same one that debuted on the 2018 Mazda6. It powers the CX-9 too, Mazda's highly acclaimed three-row crossover. The 3,825-pound CX-5 has 558 fewer pounds to shuffle around than its larger stablemate, making it downright snappy. However, that extra pep does come with a fuel economy penalty, 22 city and 27 highway mpg versus the naturally aspirated version's 24 city and 30 highway mpg.