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2017 Mazda CX-9 Prototype First Drive

If you read our coverage from last week's Los Angeles Auto Show, you'll note that we were extremely fond of the new Mazda CX-9. We like the look of the thing, inside and out, and it promises to be the best-driving entry in the three-row crossover class. We agree wholeheartedly with that claim. You see, we already drove it. Full disclosure: Our test of the camouflaged CX-9 prototype you see here was short, and while we were able to get a good handle on the CX-9's basic driving dynamics, it'll take more than a 30-mile session around the outskirts of LA to uncover the finer details. What's more, these vehicles are not production ready. In fact, according to our handlers at Mazda, the CUV we tested was actually at the stage before pre-production – so basically, a pre-pre-production car. That said, all the details about the engine, transmission, suspension, and steering are "largely final." As you can see in the gallery, the cars we tested were heavily camouflaged both inside and out. As for styling, we love it – see the undisguised pictures from the LA show for more views. And as for inside, we can say leather seats of our Grand Touring model were comfortable and supportive, and the smallish steering wheel felt natural in the hand. Even in pre-pre-production state, the CX-9 was impressively quiet. An extra 53 pounds of under-floor sound deadening, thicker windows, and active noise cancellation all contribute to what Mazda claims will be "among the quietest vehicles in its class." It's worth noting that the good sounds, like the throaty, whooshy noises of the turbocharged engine, found their way into the cabin just fine. The 2.5-liter, turbocharged four-cylinder engine – Mazda's first force-induced Skyactiv engine – is an excellent piece. The 2.5-liter, turbocharged four-cylinder engine – Mazda's first force-induced Skyactiv engine – is an excellent piece. It uses a variable geometry turbocharger, which the company calls a Dynamic Pressure Turbo. Here's how Mazda explains it: Imagine a normal garden hose. Put your thumb over the nozzle, and the force of the water increases dramatically. That's the DPT at low rpms. It features three small exhaust ports to direct exhaust gases into the turbo, making for 17.4 quick-spooling PSI at low rpms. As the revs climb, a flow control valve opens up, redirecting the gases to a trio of larger ports – removing your thumb from the hose, if you will – and keeping the boost up.

The 2017 Mazda CX-5 is new, and oh so very red

After examining the teaser photo and poring over spy photos, we knew that the 2017 Mazda CX-5 would adopt some design features from the larger CX-9 and Chinese-only CX-4. What we didn't know, though, is that the CX-5 would look like a miniature version of the CX-9. From the outside it's obvious the design is all new. The front of the SUV looks nearly identical to that of the CX-9's. Gone is the cutesy, roundish face in favor of a more angular theme. The headlights are slimmer, while the grille ditches the horizontal bars for a mesh pattern. Mazda calls the design theme Kodo - soul of motion, and the original 2013 CX-5 was the first production model under this mantra. View 12 Photos The changes at the back are less drastic than on the CX-5's new beak. The black trim that underlines the rear fascia is less prominent and the taillights looks leaner, but it's harder to tell the differences between the old and new model. Mazda says the CX-5 will be available with two engines here: the Skyactiv 2.5-liter gasoline engine and the Skyactiv-D 2.2-liter diesel (the Skyactive-D 2.0-liter, currently only used on Sport models, has been dropped for our market). We don't have specifics on power and torque yet, but in the old CX-5 (and current Mazda 3) the 2.5-liter four-cylinder generates 184 horsepower, while the diesel makes 173 hp and 310 pound-feet of torque. We expect front- and all-wheel-drive options, and of course we're hoping that the six-speed manual (previously on the base, front-drive model only) stays around as an alternative to the six-speed automatic. The interior follows the template of recent Mazdas, with the infotainment screen sitting on top of the dashboard with a control knob located aft of the shift lever. We'll have more information on the 2017 CX-5 at the vehicle's debut later today at the 2016 Los Angeles Auto Show. Related Video:

2021 Mazda3 Turbo First Drive | A fun luxury alternative

After seven years and an entire generation, there is finally another turbocharged Mazda3. But Mazda will be the first to tell you that it’s not, by any means, a successor to the rambunctious Mazdaspeed3, hence the lack of the name. Having driven it, weÂ’ll be the second to tell you the same: this is definitely not a Mazdaspeed3. ItÂ’s an altogether different beast, but itÂ’s still a good drive, and helps make the 3 a credible, budget alternative to an entry-level Audi or Mercedes. The turbocharged 2.5-liter engine is mostly the same one that Mazda has used in the CX-9 and turbocharged CX-5. It makes the same 227 horsepower and 310 pound-feet of torque on regular fuel (or 250 hp and 320 lb-ft of torque on 93 octane), but it's been tweaked to fit in the Mazda3Â’s smaller engine bay. The biggest change is the use of an air-to-water intercooler integrated with the intake manifold that reduces the amount of plumbing. As a bonus to helping the engine fit, Mazda notes that the overall intake piping length is shortened, which should improve responsiveness. While we canÂ’t speak to the improvement, the engine's response and power delivery is incredibly smooth. It feels about as close as a turbo engine can get to being like a supercharged or naturally aspirated engine. ItÂ’s easy to dial in exactly how much power you want, and thereÂ’s never an unexpected rush of turbo boost. All that torque is available low in the rev band, too, so it provides effortless acceleration, especially considering how much less mass the 3 has compared with its turbocharged crossover siblings. The smooth, relaxed acceleration is in keeping with the upmarket aim of the Mazda3 Turbo, and even compares favorably with powerplants from Audi and Mercedes. Those engines are similarly responsive, but deliver their torque in a fast rush, rather than the more gentle deployment of the Mazda. The turbo engine doesnÂ’t lose much in efficiency, either. Overall fuel economy drops by just 1 mpg from the naturally aspirated all-wheel-drive Mazda3s. The sedan gets 27 mpg overall and the hatchback gets 26. The engineÂ’s only real downside is that itÂ’s a little noisy under acceleration, emitting a low growl. Arguably the smooth power delivery takes away some excitement often associated with small, turbo cars, but as we said before, this isnÂ’t meant to be a Mazdaspeed successor. Like the engine, the drivetrain is closely related to other existing Mazdas.