When I first drove the 2013 CX-5 last year, I found it pleasant if a bit underpowered. That should come as no surprise. The original two-liter SKYACTIV gas engine was only good for 155hp and similar torque numbers. For 2014, Mazda has added a 2.5-liter SKY engine as an upgrade on the Touring and Grand Touring trims. At 184hp and 185lb-ft of Torque, this new mill makes the CX-5 power-competitive with the other non-turbocharged offerings within the class. It’s still not the clear leader in sheer grunt, but it brings enough hustle to keep it in the running in a class topped off by 250-horsepower Escapes and Sportages.
Author - Byron Hurd
I will be at Summit Point Motorsports Park this Saturday, May 18th to put Scion’s FR-S through its paces on the highly technical Shenandoah Circuit thanks to our friends at TrackDaze. Former SSLer, current TTACer and TrackDaze instructor Jack Baruth will also be there (and looking to set a lap record for Panther-platform Lincolns, I expect). Come see what HPDE is all about.
Thirty thousand units: it would represent a fantastic month for the Ford Fusion or Nissan Altima, but Mazda isn’t thinking in terms of months. That is the year-end sales goal for the 2014 Mazda6. Mazda sold 42,000 CX-5s in 2012—its abbreviated launch year—and more than 120,000 Mazda3s, but the number crunchers in Irvine are aiming for just 1.5% of what I’ve called the most important segment of the U.S. auto market, and one that represents more than two million sales in the United States each year.
Many will point to Alan Mulally and the “mortgage years” as the period during which Ford initiated its product renaissance. In my opinion, it started years before that—1998, to be exact—with the debut of the Mk1 Focus. The replacement for the decent-but-not-great Escort, the Focus charmed the automotive press, offering sophistication and refinement that had previously been exclusive to more expensive compact offerings. Volkswagen, at the time still building Jettas and Golfs on a chassis featuring a twist-beam rear suspension, took notice too, and decided to hire away some Ford suspension engineers to help them develop the rear multi-link setup found on Mk5 and newer compact Vee-Dubs.
In the U.S., those who normally disparaged anything domestic went to great lengths to downplay the excellent compact’s European heritage. “Just another F.O.R.D.,” they’d say. “Yeah, it has a neat suspension. So does the Neon.”
Photos courtesy of respective manufacturers.
For the past few model cycles, Lexus has made a push to revitalize its image with enthusiast shoppers. Like the folks at Cadillac, the Lexus marketing team likely sees sportiness as a means to attract affluent young buyers away from BMW and Audi. How effective that strategy is, I can’t really say, but if it means Lexus continues to build cars like the refreshed Lexus IS-F, then I think the real winner is the enthusiast buyer.
In this piece, we’re going to look at two flavors of the midsized Lexus: The GS350 F-Sport and the GS450h. If we’re going to evaluate the GS properly, we need to answer three big questions. First: In a vacuum, is it fun to drive? Second: Does it sacrifice luxury in the name of sporty driving? And third: How does it compare to its peers, specifically with its closest analog at Infiniti? Let’s get started.
Live in Texas? Like things that go stupid fast? Well, we’ve got just the event for you.
Zerin and I will be down in Beeville this weekend to help with social media support for the 10th anniversary running of the Texas Mile. The top speed crown currently lies in the Ford camp thanks to Mark Heidaker’s Hennessey-enhanced Ford GT, which set the bar at a whopping 263.3 miles per hour back in October. The KP Racing Camaro (pictured above) put up a heck of a fight, but came up just short at 263.2.
The full press release (which includes spectator information) is available after the jump. Hope to see you there!