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Mazda's mission for the 2017 CX-5: Smooth out the NVH

NVH: the dreaded noise, vibration, and harshness. According to current Mazda CX-5 owners, as well as those who decided against becoming owners, NVH was its biggest area of need. Traveling in the CX-5 was just too loud, so Mazda's engineers made sure that the redesigned, second-generation model would offer its occupants a more serene environment in keeping with quieter competitors. To reduce wind noise, more aerodynamic parts were strategically placed about the exterior, while extra efforts were made to reduce low-frequency noises on coarse surfaces. According to Mazda engineer Dave Coleman, the new CX-5 is nearly as quiet as its platform-mate, the 2016 CX-9. Actually, to be very accurate, all Mazdas apart from the CX-3 and 2 (aka Toyota iA) now share that platform. Another reason compact SUV buyers opted to skip the CX-5 was its comparatively firm ride. So, while the CX-5 remains "head and shoulders above the segment for handling," according to Coleman, the ride was improved. One of the primary ways of achieving that was the adoption of rigid steering mounts, which allowed for the suspension to be less stiff without a loss in handling precision. View 12 Photos Of course, handling remains a key reason to buy the CX-5, and it's improved for 2017 courtesy of an increase in body rigidity, the adoption of liquid-filled front suspension bushings, and Mazda's G-Vectoring Control. Under the hood, every CX-5 now comes standard with the 2.5-liter Skyactiv-G four-cylinder, with output figures to be announced at a later date. The 2.0-liter, previously standard on the Sport trim, has been exiled to other markets. However, finally making its appearance on these shores is Mazda's 2.2-liter Skyactiv-D diesel engine. Although Mazda did its darndest to make it certifiable in the United States without a urea injection system, it was ultimately unable to do so without resorting to an ultra-sluggish throttle response that engineers deemed was anathema to what was expected of a Mazda. Therefore, the diesel-powered CX-5 will indeed have a DEF tank that will need to be periodically topped off to not run afoul of emissions regulations. Otherwise, the 2017 CX-5 is very much an evolution of the SUV it replaces. Customers thought its size was just right, so its passenger and cargo area remain in the same ballpark.

Mazda just restored the 787B's forgotten older brother

Among Mazda's many racecars, none is as famous as the 787B, and for good reason. The 787B remains the only Japanese car and the only rotary-powered car to win overall at the 24 Hours of Le Mans. It wasn't Mazda's only successful endurance racer, though. Before the 787B, there was the 767B. Mazda's 767B racecars competed in the IMSA GTP class at endurance races throughout 1989. They featured 630-horsepower four-rotor engines and were very successful in their class. This newly restored car took first and second place class finishes in five of the six races it participated in, and each finish was in the overall top ten. The one exception was a DNF in which the transmission failed. Twenty-five years after the 767B's glory days, Mazda initiated a complete teardown and restoration of the aged car. The work was done by Downing Atlanta and supervised by former Mazda racers Rick Engman and Jim Downing. (Fun fact: Downing was one of the designers of the HANS device.) The shop has also restored other racecars for Mazda, including one of the 787Bs. The car went through a two-year rehab and will make its track re-debut at the Monterey Motorsports Reunion. The event takes place next weekend at Mazda Raceway Laguna Seca where the track will once again feature the angry shriek of a competition-grade rotary engine. Related Video: Image Credit: Mazda North American Operations Motorsports Mazda Automotive History Racing Vehicles Pebble Beach

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: