William Maley

William Maley Staff Writer - CheersandGears.com October 26, 2012 This week hasn’t been good for Ford’s factory workers in Europe. The blue oval announced the closure of three plants; two in United Kingdom and one in Belgium. We’ll start with Belgium. On Wednesday, Ford announced the closure of the Genk Assembly Plant in Belgium. The Genk Assembly builds the current Mondeo midsize, and the S-MAX and Galaxy MPVs. The closure will affect about 4,300 jobs when it happens in 2014. "This (closure) wasn't the plan. Initially we had committed to build the next-generation Mondeo and S-Max and Galaxy at this plant, but the contract has a clause for significant decline in market conditions," says Ford of Europe spokesman Mark Truby to USA Today. One of the reasons Genk will be closed down is the lack of capacity. Ford Europe Chairman Stephen Odell told Reuters that the plant was running under 50% capacity. Production will move to a plant in Valencia, Spain. "After the announcement there were some rough scenes. There was some pushing and shoving but we managed to calm it down. It was aimed at the management but they left quickly. It was also among each other as people were very angry and frustrated," said Luc Prenen, the head of the ACV union after the announcement was read. The closure also affects the production of the next-generation Mondeo (i.e. the new Fusion). According to What Car?, production has been delayed till the end of 2014. Next: That’s not all the closures though. Yesterday Ford announced two more closures, both in the U.K. Transit van plant in Southampton Dagenham stamping plant This will cause another 1,400 jobs to disappear. So why is Ford shuttering plants? To conserve as much cash as they can. Losses at Ford’s European branch are estimated to be around $1 to 1.5 billion. Ford says the closure Genk alone will save around $300 to 500 million. Analysts say though the closure could cost around a billion. The closure will also cut down on the overcapacity that European automakers are currently dealing with. At the moment, Europe has the capacity to build 22 million vehicles. Last year, about 18 million new vehicles were sold. This year, analysts are forecasting about 14 million vehicles. Source: Reuters, 2, USA Today, What Car?, The Detroit News, 2William Maley is a staff writer for Cheers & Gears. He can be reached at [email protected] or you can follow him on twitter at @realmudmonster. View full article

And its up http://www.cheersandgears.com/_/articles/chevrolet-news/chevrolet-sonic-falls-into-dusk-r1068

William Maley Staff Writer - CheersandGears.com October 25, 2012 Chevrolet is showing the dark side of the Sonic with the new Dusk. Originally shown as a concept last year at SEMA, Chevrolet is showing off a production model that will be in dealerships in 2014. The Dusk package is available on the Sonic sedan and adds ground effects, a rear spoiler, 18-inch aluminum wheels in a Pearl Nickel finish, and several matte exterior-trim pieces, including the upper and lower grilles, door handle inserts and rear license plate trim. Inside, there are Jet Black leather-trimmed seats with suede accents and Mojave tan inserts. The Mojave color is also used in the accent stitching along with tan door panels and instrument panel accents.Chevrolet's MyLink infotainment system with touchscreen is also included. Those who were hoping for a power bump will be disappointed The Sonic Dusk will stick with the 1.4 turbo-four producing 138 HP and 148 lb-ft of torque. Source: GM William Maley is a staff writer for Cheers & Gears. He can be reached at [email protected] or you can follow him on twitter at @realmudmonster. Press Release is on Page 2 From Concept to Reality: Chevrolet Announces Sonic Dusk Along with Sonic Dusk and Sonic RS, Chevrolet’s subcompact seeks to fit all lifestyles LAS VEGAS – Chevrolet today announced production of the Sonic Dusk sedan, designed to bring a higher degree of sophistication and refinement to the subcompact segment. The production intent Sonic Dusk will be displayed at the SEMA Show, opening Oct. 30 in Las Vegas and leads a diverse range of stylized Chevy small cars. “Just like we’ve done with Corvettes and Camaros, we’re taking another one of our core products and adapting it to our customers’ lifestyles,” said Chris Perry, vice president of Chevrolet marketing. “The reaction to the Sonic Dusk concept last year was overwhelmingly positive and proved customers are interested in a more-refined subcompact. We’re moving quickly to bring Sonic Dusk to Chevrolet showrooms.” The SEMA show vehicle features a production-intent package with ground effects, a rear spoiler and large, 18-inch aluminum wheels with a Pearl Nickel finish. Sophisticated touches lend the Ashen Grey Sonic Dusk a refined, contemporary aesthetic. The upper and lower grilles, door handle inserts and rear license plate trim are finished with a matte appearance, while stainless steel lower window moldings add an upscale accent to the body. Inside, Sonic Dusk features Jet Black leather-trimmed seats with suede accents and Mojave tan inserts. Mojave accent stitching and tan-color door panel and instrument panel accents were designed to enhance the cabin’s ambience. It is also equipped with Chevrolet’s MyLink infotainment system, which integrates a smartphone and stored media – via Bluetooth, plug-in outlet or USB – with the radio. “With a year under our belt, we’ve learned our Sonic sedan buyers are looking at exterior styling as a key purchase driver,” said Cristi Landy, marketing director of Chevrolet small cars. “While the RS hatchback is our sporty interpretation of Sonic, Dusk is a sophisticated, well contented option – both unique to this segment. It’s all about choices and personalization.” Sonic Dusk is powered by the Ecotec 1.4L turbocharged engine, rated at 138 horsepower (103 kW) and 148 lb.-ft. of torque (200 Nm) between 1,850 rpm and 4,900 rpm. The wide rpm range for the maximum torque – a specific trait of turbocharged engines – helps the engine deliver a better driving experience and performance. The engine is mated with a six-speed transmission – and production models offer a six-speed manual or automatic. The 2013 Chevrolet Sonic is positioned between the all-new Spark and the Cruze in Chevy’s small car portfolio. As the only subcompact built in America, Sonic comes with a segment-leading 10 standard air bags and leads in interior roominess. The performance-inspired Sonic RS hits dealerships in late 2012 and features Chevrolet’s exclusive infotainment system MyLink , with a seven-inch color touch screen radio capable of displaying smartphone-based music, videos, photos and contacts for hands-free calling. To learn more about Sonic, visit the Chevy Sonic Facebook page, follow on Twitter at @ChevyLife or check out letsdothis.com. View full article

William Maley Staff Writer - CheersandGears.com October 25, 2012 In a not surprising announcement yesterday, General Motors and PSA Peugeot-Citroen said they will be co-developing four new platforms that are part of the Global Strategic Alliance between the two. The platforms will primarily be for Opel/Vauxhall, Peugeot, and Citroën. Those four platforms are, A new low-emissions city car Midsize car (sedan, hatchback, and wagon) Small Multi-Purpose vehicle Joint program for compact MPV for Opel/Vauxhall and a compact CUV for Peugeot GM and PSA say the launch of the first models of this joint venture will happen in 2016. The two also announced the Global Strategic Alliance will establish a new joint purchasing operation, to help lower costs. This is currently on hold while two wait on antitrust regulatory approval. GM says the alliance could save about $2 billion in five years for the companies. Source: GM William Maley is a staff writer for Cheers & Gears. He can be reached at [email protected] or you can follow him on twitter at @realmudmonster. Press Release is on Page 2 PSA Peugeot Citroën and General Motors Confirm Key Steps in Global Strategic Alliance Four common vehicle platform development projects Next steps in joint purchasing organization Synergy target of $2 billion annually confirmed DETROIT/ PARIS/ RUSSELSHEIM – PSA Peugeot Citroen and General Motors today confirmed important steps toward the execution of their Global Strategic Alliance. Consistent with terms of the Master Agreement signed Feb. 29, the Alliance partners have selected four vehicle projects and confirmed the next steps in joint purchasing organization. Four Common Vehicle Platform Development Projects The four common vehicle projects selected to move to the next step encompass the following segment entries for both groups: A joint program for a compact-class Multi-Purpose Van for Opel/Vauxhall and a compact-class Crossover Utility Vehicle for the Peugeot brand. A joint Multi-Purpose Vehicle program for the small car segment for Opel/Vauxhall and the Citroen brand. An upgraded low CO2 small car segment platform to feed Opel/Vauxhall’s and PSA’s next generation of cars in Europe and other regions. A joint program for mid-size cars for Opel/Vauxhall and the Peugeot and Citroen brands. The Alliance aims to launch the first vehicles on these common programs by the end of 2016. All four projects will be developed combining the best platform architectures and technologies from the Alliance partners. Next Steps in Joint Purchasing Organization The Alliance partners also confirmed the next steps in their joint purchasing organization. This collaborative effort will draw on the combined purchasing reach of both companies to realize purchasing synergies benefitting both companies. The joint purchasing organization will be subject to customary antitrust approvals. Synergies Confirmed Based on the above programs and the joint purchasing organization, both companies confirm the previously stated synergy target of $2 billion annually achievable within five years. With the common vehicle development projects and next steps in purchasing organization now confirmed, the teams will work to finalize the associated definitive agreements in addition to exploring other cooperation opportunities. View full article

William Maley Staff Writer - CheersandGears.com October 24, 2012 If you have been reading any of the comparison tests of the new Cadillac ATS and the competition, you would have notice a reoccurring complaint; the six-speed manual transmission stinks. Apparently Cadillac is taking those criticisms to heart. A source tells Motor Trend that Cadillac has stopped production of ATSs equipped with the six-speed manual to fix complaints of the six-speed being awful. The fix involves moving to a softer bushing setup in the transmission. The fix will will be made before any cars equipped with the manual make it into the hands of consumers, meaning no recall. Source: Motor Trend William Maley is a staff writer for Cheers & Gears. He can be reached at [email protected] or you can follow him on twitter at @realmudmonster. View full article

play

William Maley Staff Writer - CheersandGears.com October 24, 2012 Earlier this morning, General Motors debuted a brand new 6.2L LT1 V8 engine that will be in the seventh-generation Corvette.The new LT1 is full of new tech and comes with some impressive specs. The new 6.2L V8 will produce 450 HP and 450 pound-feet of torque. That can propel the C7 to 60 in under 4.0 seconds, which puts it within a hair of the 2012 Corvette Z06's 0-60 time of 3.7 seconds. Fuel economy is impressive, with GM claiming that the C7 will deliver up to 26 mpg highway. The new technology on the new LT1 V8 includes direct injection with “on demand” adjustable pressure, variable valve timing, a twisted-head design, and cylinder-deactivation. The new LT1 will also be claimed 40-pounds lighter and four inches shorter than BMW's 4.4L twin-turbo V8. The new LT1 V8 will be built at GM's Tonawanda plant, the same place where the first Chevy Small Block V8 was built in 1955. Press Release is on Page 2 All-New 2014 Corvette LT1 V-8 a Technological Powerhouse Advanced technologies including direct injection, active fuel management, continuously variable valve timing support advanced combustion system Preliminary output of 450 horsepower (335 kW) and 450 lb.-ft. of torque (610 Nm) Helps deliver estimated 0-60 performance in less than four seconds and best-ever fuel economy in the Corvette DETROIT – When the all-new 2014 Chevrolet Corvette arrives late next year, it will be powered by a technologically advanced, racing-proven 6.2L V-8 delivering an estimated 450 horsepower and helping produce 0-60 times in less than four seconds. The new Corvette LT1 engine, the first of the Gen 5 family of Small Block engines, combines several advanced technologies, including direct injection, Active Fuel Management and continuously variable valve timing to support an advanced combustion system. “Our objective for the development of the all-new LT1 was to raise the bar for performance car engines,” said Mary Barra, senior vice president, global product development. “We feel that we have achieved that by delivering a true technological masterpiece that seamlessly integrates a suite of advanced technologies that can only be found on a handful of engines in the world. “What makes this engine truly special is the advanced combustion system that extracts the full potential of these technologies. The art and science behind that combustion system make the Corvette LT1 one of the most advanced V-8 engines in the world,” said Barra. Output, performance, and fuel economy numbers will not be finalized until early next year, but the new LT1 engine is expected to deliver: The most powerful standard Corvette ever, with preliminary output of 450 horsepower (335 kW) and 450 lb.-ft. of torque (610 Nm) The quickest standard Corvette ever, with estimated 0-60 performance of less than four seconds The most fuel-efficient Corvette ever, exceeding the 2013 EPA-estimated 26 miles per gallon on the highway. “The Holy Grail for developing a performance car is delivering greater performance and more power with greater fuel economy and that’s what we’ve achieved,” said Tadge Juechter, Corvette chief engineer. “By leveraging technology, we are able to get more out of every drop of gasoline and because of that we expect the new Corvette will be the most fuel-efficient 450 horsepower car on the market.” Advanced combustion system optimized with 6 million hours of analysis “The Corvette LT1 represents the most significant redesign in the Small Block’s nearly 60-year history – building on its legacy to make one of the world’s best engines even better,” said Sam Winegarden, vice president, Global Powertrain Engineering. “More than just great horsepower, the LT1 has been optimized to produce a broader power band. Below 4,000 rpm, the torque of the Corvette LT1 is comparable to that of the legendary, 7.0L LS7 out of the current Corvette Z06. The LT1 is a sweetheart of a power plant and drivers will feel its tremendous torque and power at every notch on the tachometer.” Increased power and efficiency were made possible by an unprecedented level of analysis, including computational fluid dynamics, to optimize the combustion system, the direct injection fuel system, active fuel management and variable valve timing systems that support it. More than 10 million hours of computational analysis were conducted on the engine program, including 6 million hours (CPU time) dedicated to the advanced combustion system. Direct injection is all-new to the engine architecture and is a primary contributor to its greater combustion efficiency by ensuring a more complete burn of the fuel in the air-fuel mixture. This is achieved by precisely controlling the mixture motion and fuel injection spray pattern. Direct injection also keeps the combustion chamber cooler, which allows for a higher compression ratio. Emissions are also reduced, particularly cold-start hydrocarbon emissions, which are cut by about 25 percent. Active Fuel Management (AFM) – a first-ever application on Corvette – helps save fuel by imperceptibly shutting down half of the engine’s cylinders in light-load driving. Continuously variable valve timing, which GM pioneered for overhead-valve engines, is refined to support the LT1 AFM and direct injection systems to further optimize performance, efficiency and emissions. These technologies support the all-new, advanced combustion system, which incorporates a new cylinder-head design and a new, sculpted piston design that is an integral contributor to the high-compression, mixture motion parameters enabled by direct injection. The LT1 head features smaller combustion chambers designed to complement the volume of the unique topography of the pistons’ heads. The smaller chamber size and sculpted pistons produce an 11.5:1 compression ratio, while the head features large, straight and rectangular intake ports with a slight twist to enhance mixture motion. This is complemented by a reversal of the intake and exhaust valve positions, as compared to the previous engine design. Also, the spark plug angle and depth have been revised to protrude farther into the chamber, placing the electrode closer to the center of the combustion to support optimal combustion. The pistons feature unique sculpted topography that was optimized via extensive analysis to precisely direct the fuel spray for a more complete combustion. The contours of the piston heads are machined to ensure dimensional accuracy – essential for precise control of mixture motion and the compression ratio. Race-proven legacy, state-of-the-art performance The first Small Block V-8 debuted in the Corvette in 1955. It displaced 4.3L (265 cubic inches) and was rated at 195 horsepower, drawing air and fuel through a four-barrel carburetor. Five years later, V-8 power helped Corvette secure its first victory at the 24 Hours of Le Mans. In 2012, the Small Block-powered Corvette Racing C6.R beat Ferrari, BMW and Porsche to sweep the drivers’, team, and manufacturer championships in production-based American Le Mans Series GT class. These championships make Corvette Racing the most successful team in ALMS history, with a total of 77 class wins, eight drivers’ championships, and nine manufacturer and team championships since 2001. “The engine requirements for a production car and a race car are remarkably similar,” said Jordan Lee, Small Block chief engineer and program manager. “In both cases, you want an engine that is powerful and efficient, compact and lightweight, and durable. That combination is what made the original Small Block so successful. Today, the introduction of state-of-the-art technologies and engineering makes one of the best performance car engines in the world even better.” As an example, the new LT1 engine is 40 pounds lighter than a competitor’s twin-turbo 4.4L, DOHC V-8 with similar output. That weight savings not only improves the Corvette’s power-to-weight ratio, but also contributes to a near-perfect 50/50 weight balance for enhanced steering response and handling. The new LT1 is also four inches shorter in overall height than the competitive DOHC V-8. That also improves handling by lowering the center of gravity while enabling a low hood line – contributing to the Corvette’s iconic profile, as well as ensuring exceptional driver visibility. The new LT1 is the third engine in the Corvette’s history to be so-named, with previous versions introduced in 1970 (Gen 1) and 1992 (Gen 2). All iterations of the LT1 – and all Small Block engines – have shared a compact design philosophy that fosters greater packaging flexibility in sleek vehicles such as the Corvette. “The power and efficiency of the Small Block V-8 are hallmarks of Corvette performance,” said Lee. “But, the compact size and great power-to-weight are just as important for the overall driving experience. The all-new LT1 will play a huge role in making the all-new Corvette a world-class sports car, in terms of technology, performance, and refinement.” Engine features and highlights All-aluminum block and oil pan: The Gen 5 block was developed with math-based tools and data acquired in GM’s racing programs, providing a light, rigid foundation for an impressively smooth engine. Its deep-skirt design helps maximize strength and minimize vibration. As with the Gen 3 and Gen 4 Small Blocks, the bulkheads accommodate six-bolt, cross-bolted main-bearing caps that limit crank flex and stiffen the engine’s structure. A structural aluminum oil pan further stiffens the powertrain. The block features nodular iron main bearing caps, which represent a significant upgrade over more conventional powdered metal bearing caps. They are stronger and can better absorb vibrations and other harmonics to help produce smoother, quieter performance. Compared to the Gen 4 engine, the Gen 5’s cylinder block casting is all-new, but based on the same basic architecture. It was refined and modified to accommodate the mounting of the engine-driven direct injection high-pressure fuel pump. It also incorporates new engine mount attachments, new knock sensor locations, improved sealing and oil-spray piston cooling. Advanced oiling system, with available dry-sump system: The LT1 oiling system – including oil-spray piston cooling – was also optimized for improved performance. It is driven by a new, variable-displacement oil pump that enables more efficient oil delivery, per the engine’s operating conditions. Its dual-pressure control enables operation at a very efficient oil pressure at lower rpm coordinated with AFM and delivers higher pressure at higher engine speeds to provide a more robust lube system for aggressive engine operation. Standard oil-spray piston cooling sprays the underside of each piston and the surrounding cylinder wall with an extra layer of cooling oil, via small jets located at the bottom of the cylinders. For optimal efficiency, the oil jets are used only when they are needed the most: at start-up, giving the cylinders extra lubrication that reduces noise, and at higher engine speeds, when the engine load demands, for extra cooling and greater durability. An available dry-sump oiling system promotes exceptional lubrication system performance during aggressive driving maneuvers and high cornering loads. It includes two stages: a pressure stage and a scavenge stage. The pressure stage includes the new, dual-pressure-control and variable-displacement vane pump. Dexos semi-synthetic motor oil, with a 5W30 specification, helps reduce friction to further enhance the LT1’s efficiency. New, tri-lobe camshaft: Compared to the Gen 4 Small Block, the camshaft remains in the same position relative to the crankshaft and is used with a new rear cam bearing, but it features an all-new “tri-lobe” designed lobe which exclusively drives the engine-mounted direct injection high-pressure fuel pump, which powers the direct-injection combustion system. The cam’s specifications include 14mm/13.3mm (0.551/0.524-inch) intake/exhaust lift, 200/207-crank angle degrees intake/exhaust duration at 0.050-inch tappet lift and a 116.5-degree cam angle lobe separation. New, cam-driven fuel pump: The direct injection system features a very-high-pressure fuel pump, which delivers up to 15Mpa (150 bar). The high-pressure, engine-driven fuel pump is fed by a conventional fuel-tank-mounted pump. The direct injection pump is mounted in the “valley” between cylinder heads – beneath the intake manifold – and is driven by the camshaft at the rear of the engine. This location ensures any noise generated by the pump is muffled by the intake manifold and other insulation in the valley. PCV-integrated rocker covers: One of the most distinctive features of the new engine is its domed rocker covers, which house the, patent-pending, integrated positive crankcase ventilation (PCV) system that enhances oil economy and oil life, while reducing oil consumption and contributing to low emissions. The rocker covers also hold the direct-mount ignition coils for the coil-near-plug ignition system. Between the individual coil packs, the domed sections of the covers contain baffles that separate oil and air from the crankcase gases – about three times the oil/air separation capability of previous engines. Intake manifold and throttle body assembly: The LT1’s intake manifold features a “runners in a box” design, wherein individual runners inside the manifold feed a plenum box that allows for excellent, high-efficiency airflow packaged beneath the car’s low hood line. Acoustic foam is sandwiched between the outside top of the intake manifold and an additional acoustic shell to reduce radiated engine noise, as well as fuel pump noise. The manifold is paired with an electronically controlled throttle, featuring an 87mm bore diameter and a “contactless” throttle position sensor design that is more durable and enables greater control. Four-into-one exhaust manifolds: The LT-1 uses a cast version of the “four-into-one” short-header exhaust manifold design used on the Gen 4 LS7 engine. The cast header passages enable consistent exhaust flow into the “wide mouth” collector at the converter. Cooling system, humidity sensor and more: Additional features and technologies of the Gen 5 Small Block include: A revised cooling system with an offset water pump and thermostat for more efficient performance Air induction humidity sensor ensures optimal combustion efficiency, regardless of the surrounding air’s humidity 58X ignition system with individual ignition coil modules and iridium-tip spark plugs All-new “E92” engine controller. General Motors’ investment in the Gen 5 Small Block will create or retain more than 1,600 jobs in five North American plants, including Tonawanda, New York, which recently received upgrades to support its production. William Maley is a staff writer for Cheers & Gears. He can be reached at [email protected] or you can follow him on twitter at @realmudmonster. View full article

William Maley Staff Writer - CheersandGears.com October 24, 2012 Back in August, I had the chance to drive the new 2013 Mazda CX-5 for a week. The CX-5 featured the whole suite of Mazda’s SKYACTIV tech; engine, transmission, and lightweight construction. But what happens when you only take two out of the three parts of SKYACTIV? Well, you get the 2012 Mazda3i which comes equipped with the SKYACTIV engine and transmission. Does having two parts of SKYACTIV make the 3i a competent compact car or not? The 3’s exterior looks pretty much the same as it was introduced back in 2009, a design that doesn’t go for the cliché of the month. Up front, the big grin grille has been toned down a little and the front headlights now have blue accent rings, quietly signifying that you’re driving a SKYACTIV model. Along the side, Mazda designers have embellished the front fenders and placed a set of sixteen-inch alloy wheels into the wheel wells. Inside the 3, the same story applies. The interior is draped in black trim and seats. Thankfully, Mazda has added some other colors to give some variation. This included some silver trim along the dash and adding variety of colors for the illumination of the gauges and center stack (blue, red, and white). Materials range from hard plastics on the dash to soft touch materials on the door rests. All of the materials feel like they should belong in a $25,000 vehicle. As for build quality, the 3i Hatchback passed with flying colors with no apparent gaps or loose pieces. The front seats are well-bolstered and provide a good amount of adjustments for both driver and passenger. Back-seat passengers will find a decent amount of headroom and legroom. Be forewarned though; the seats are really firm, meaning this isn’t really a good choice for long trips. Cargo space for the Mazda3 hatchback measures out to be 17.8 cu.ft. with the rear seats up and 42.8 cu.ft. with the rear seats down. This puts the 3 hatchback on the smallish side when compared with the Ford Focus Hatchback and Hyundai Elantra GT. The 3 I had in for review was the top of the line Grand Touring trim that comes equipped with heated leather seats, power driver’s seat, Bluetooth, sunroof, leather wrapped steering wheel and shift knob, 265-watt Bose CenterPoint audio system, color Multi-Information Display, and navigation. My biggest complaint with the 3’s interior deals with the screens on the dash and the navigation. For starters, the Mazda3i comes with two screens. The screen the left is where trip computer, information about what you’re listening to, and navigation. To the right is where another screen displays what input you’re listening to. I feel this layout is just somewhat redundant and confusing. Also, the left screen is on the smallish side. Taking a quick glance at the screen is somewhat of a joke. Then there is the navigation system, which resides in the left screen, meaning you have to deal with smallness. Plus, if you want to enter an address or destination, you have to you use controls on the steering wheel to do it. This is slow way to input a destination and made me wish for a touchscreen. Hopefully with the next-generation 3, Mazda condenses the two screens into one. Next: Power, Ride, and Verdict Powering the 3i is Mazda’s 2.0L SKYACTIV-G four-cylinder producing 155 HP (@ 6000 RPM) and 148 lb-ft (@ 4100 RPM). If you decide to get a 3i Grand Touring model, you can only equip it with a six-speed SKYACTIV-Drive automatic. Want a manual? You’ll have to drop to the 3i Touring model. Compared to the CX-5 with the same powertrain, the 3i's difference is night and day.The sluggishness and need to rev the engine in the CX-5 is non-existent in the 3. Instead, the SKYACTIV-G is very spritely and willing to get you up to speed quickly. The six-speed automatic delivered smooth and quick shifts. Also, I found the transmission to downshift much quicker than in the CX-5. What’s the reason for different engine behavior in the two vehicles? Weight. The CX-5 FWD Touring I had back August tipped the scales at 3,272 lbs. The Mazda3i Grand Touring Hatchback tips the scales at 2,969 lbs. That’s a difference of 303 lbs. The EPA rates the Mazda3i Grand Touring Hatchback at 28 City/39 Highway/32 Combined. My average for the week was a surprising 34 MPG on mostly rural and suburban roads. On the freeway, I averaged 40 MPG. Mazda’s are known for their fun to drive aspect in their vehicles and the 3 is no exception to this. Mazda employs Macpherson struts up front; a multi-link setup in the back, stabilizer bars, and a power-assisted rack-and-pinion steering system. All of these components make the 3 a joy to drive on your favorite road. The suspension keeps the vehicle in check and controllable when going into the turns. The steering is weighted just right and provides the right amount of road feel. With the 3 being lively on a fun road, it does fall short when on a day to day basis. The suspension doesn’t cope well with minimizing the impacts of bumps and imperfections on the road. There is also a good amount of road noise, meaning you’ll have to speak a little bit louder to your passengers. Going back to the question I asked in the first paragraph: Does having two out of three parts of SKYACTIV make the Mazda3i a competent compact car or not? The answer is a resounding yes. By adding the SKYACTIV powertrain package, Mazda has revitalized the 3 to better compete with the current crop of compact cars with improved gas mileage and some very impressive handling. There are some shortfalls with the Mazda3i which include a rough ride for day to day driving, a surprising amount of road noise, confusing screens, and some uncomfortable seats. But if you can overlook the problems, the Mazda3i Hatchback is possibly the best balance of fun and efficiency in the compact car class. Cheers: Fuel Economy SKYACTIV-G Engine Much More Lively Quick and Smooth Automatic Unique Styling Sporty Ride Jeers: The Two Screens on the Dash Seats Becoming Uncomfortable After Awhile Interior Cargo Space On Small Side Sporty Ride Not Pleasant on Rough Roads Road Noise Disclaimer: Mazda provided the vehicle, insurance, and one tank of gasoline. Year - 2012 Make – Mazda Model – 3 Trim – i Grand Touring Hatchback Engine – 2.0L SKYACTIV-G Four-Cylinder Driveline – Front-Wheel Drive, SKYACTIV-Drive Six-Speed Automatic Horsepower @ RPM – 155 HP (@ 6,000 RPM) Torque @ RPM – 148 lb-ft (@ 4,100 RPM) Fuel Economy: City/Highway/Combined - 28/39/32 Curb Weight – 2,969 lbs Location of Manufacture – Houfu, Japan Base Price - $23,150.00 As Tested Price - $25,345.00 (Includes $795.00 Destination Charge) William Maley is a staff writer for Cheers & Gears. He can be reached at [email protected] or you can follow him on twitter at @realmudmonster. View full article