The popular 2017 Mazda3 scores in many areas, including driving fun, practicality and value for the money. The 2017 model ups the ante with revised styling, an upgraded interior and more refinement.
New safety features, either standard or optional, include blind spot monitoring, cross-traffic alert, lane-keep assist and radar cruise control.
New are a revised front design, upgraded interior with more storage space, better materials, added sound insulation new console with covered cupholders, and new “G-vectoring control” for better stability on subpar roads and during rain and snow.
I’m very familiar with Mazdas, which always seem to have a European flavor. I owned a quick 1974 Mazda RX-4 coupe with a smooth rotary engine and aircraft-inspired dashboard. However, my wife disliked its manual choke, so I sold it. I owned it during a national gas shortage, and it only got 14 miles per gallon in town. I envied a neighbor who owned a racy 1972 Mazda Cosmo rotary engine sports coupe. It cost $4,390 and now is valued at $115,500.
The 2017 Mazda comes as a compact four-door sedan or hatchback, with list prices going from $17,845 to $24,945. I tested the higher-line $23,145 Grand Touring four-door sedan, which costs $23,895 as a hatchback.
The Grand Touring sedan’s features include custom-design 18-inch alloy wheels with 45-series tires, leather sport seats, 6-way power driver’s seat, heated front seats, automatic climate control, push-button start (put awkwardly behind the optional heated steering wheel), 9-speaker Bose sound system, cruise control, some handy console controls and a rearview camera.
The roomy trunk has a low, wide opening, but reaching its back end calls for an extra-long stretch. The split folding 60/40 rear seatbacks easily flip forward and greatly increase cargo room, although the pass-through area from the trunk could be a little larger..
Mazda3s have a six-speed manual or six-speed automatic transmission. In keeping with the Mazda3’s sporting character, my test car had the manual gearbox, which shifted slickly but had a long-throw clutch that took getting used to. I recommend the automatic if you spend lots of time in traffic.
This Mazda comes with either a 2-liter 155-horsepower four-cylinder engine or a 2.5-liter 184 horsepower four-cylinder. My test car had the nice-sounding 2.5 engine. It provided strong acceleration, although fast 65-75 m.p.h. passing was best done in fourth gear.
The 2017 Mazda3 occasionally was going faster than I thought, so I had to slow down when, say, moving at 75 m.p.h. in a 65 m.p.h. zone. That was curious, as this car is quick, but no fireball.
Added sound insulation has made the interior quieter, but there’s a fair amount of road noise and also wind noise on very windy days at highway speeds.
My test car had a large tachometer, and the speedometer was a digital affair. There’s a mixture of small and large controls that are easy to use after some time is spent in the car. The multimedia system has a big center screen, but I never quite got comfortable with the infotainment system controls. A handy feature is available traffic-sign recognition, such as speed limits.
There are plenty of cabin storage areas, and the substantial fold-down rear armrest contains dual cupholders.
There’s a new thick steering wheel design, and the electric power-assisted steering is precise and nicely weighted. The ride is on the firm side, but is supple. Low-profile tires help handling, as do dynamic stability and traction controls. The brake pedal has a linear action, but–like the clutch–has a rather high engagement that takes getting used to.
Fuel economy is a long way from the RX-4’s figures: an estimated 25 miles per gallon in the city and 34 on the highway with the manual transmission and 27 and 36 with the automatic.
Yet, I miss the Mazda rotary engine. It powered Mazda to victory in the famous LeMans 24-hour race in France against the world’s best racers. And Mazda’s popular RX-7 sports car had a less gas thirsty rotary engine for years.
The newly designed front seats are supportive, and The 2017 Mazda3 comfortably handles four tall adults–or five in a pinch–in a generally roomy interior, although a tall occupant behind a tall driver may want a little more legroom.
Safety features include front side-impact air bags and front/rear side air curtains.
I suspect that many owners of the new Mazda3 are more likely than average car owners to check engine oil and other fluid levels, but will find the hood is heavy and held open with only a prop rod, instead of a hydraulic strut.
Still, the 2017 Mazda3, especially my test Grand Touring model, offers features seldom matched by rival compact cars.
The 2017 Buick LaCrosse is GM’s modern take on a successful recipe. Mix big power with a big car with a smooth ride and add luxurious appointments. The modern twist is: make it frugal affordable and technologically advanced to boot. While the 2017 Buick LaCrosse would be considered small by 1960 standards, it still pays homage to a bygone era when luxury barges floated down the highway.
Power comes from a 3.6 liter V6 that makes 310 hp @ 6800 rpm and 282 lb.-ft. of torque @ 5200 rpm. It comes paired to an 8-speed automatic transmission that either feeds the front or all four wheels via an all-wheel drive (AWD) system. This is the same V6 that GM uses in the Chevrolet Camaro and it is, in my estimation, one of the best V6 engines offered in this country.
The 2017 Buick LaCrosse can get up to 31 mpg highway.
The suspension settings on the 2017 Buick LaCrosse are outstanding. The highway ride is comfortable and smooth while the rest of the vehicle handles remarkably well in the corners for its size. It helps that there is a five-link rear suspension out back as rear adhesion is great.
All of the interiors of the 2017 Buick LaCrosse are great to look at. Some of the switchgear could be easier to work with, but the seats are comfortable and the instrumentation is well laid out. Back seat space is good, but not as spacious as Buick’s Enclave.
The 2017 Buick LaCrosse is available at dealerships now with a base price of $32,065 for the FWD base model.
In this video, I put the 2017 Buick LaCrosse through its paces and I try to answer a question, why are crossovers and SUVs killing the big sedan market? Watch and enjoy!
This first question comes from a viewer who wants the least expensive car offered in the United States.
2016 Nissan Versa Sedan
Q:I know Roman does all of the expensive cars and Nathan likes cheap cars. Can you guys help me?
Can you tell me which car is the least expensive to buy? I see prices in the $17,000 for “inexpensive” new and used cars and I become depressed. I want something that is mine from the very begging and something that I only pay $200 or less every month! I like driving a stick and that’s all my grandmother drove in India. An automatic or CVT is fine too.
There has to be something I can buy. I start college soon and need something reliable that gets great MPG because I will be about 40 miles from campus. I live with my grandmother and I have no other overhead.
What do you think Nathan?
S.A.
A: Greetings!
Great question
N
This next question comes from a fan who wants a fun off road buggy (side-by-side), but he has limited finances.
Q:Greetings from Utah Nathan, I desperately want to buy an off road toy take to the hills.
I blew all of my money on a 2011 Chevrolet Silverado 2500 HD and I love it. I love it so much, I don’t want to take it off road because I used it as my only transportation and work truck. I love 4X4 side by sides like what Honda and Polaris build, but they are SO EXPENSIVE! I was looking at used ones that have a capacity for four people and even the used prices are high!
I can scrape together enough for a used, cheap Chinese knock-off two-passenger side by side, but it would be slow, 2X4 and I still want that back seat. I saw one for sale back east for eight grand and it needed a new engine. I’m pretty good with a wrench, but replacing a motor on something that costs that much makes no sense.
Any suggestions? I would be most definitely grateful.
Go Broncos!
Matt
A: Hi Matt!
Excellent question and one that I have thought about for some time. I have an unusual answer for you; why not buy and build-up a Suzuki Samurai? Seriously, they have a similar footprint to many side-by-sides, they are super cheap to buy and rebuild, they hold four people and the Suzuki Samurai is legal to drive on the road in all 50 states.
I looked one up here in Colorado and a tin-top (non-convertible) in good shape with lots of new parts ran about $3,500.
N
This last question comes from a viewer who wants a replacement for his 2001 Nissan Pathfinder.
Q: Dear Nathan, I am interested in replacing my 2001 Nissan Pathfinder.
I want something with similar capability, what would be your top choice (used), along with millage/year target to avoid major reliability issues.
Thanks Brian
A: Howdy Brian!
You can’t go wrong with a Toyota 4Runner. The 2005 – 2012 Nissan Pathfinder (R51) is pretty beefy too, great vehicle.
Either vehicle is affordable and are known for their toughness. Finding an affordable model that has less than 100K miles might be a challenge.
Look for rust and try to avoid overly modified ones as they may have led a harsh life.
Best of luck!
N
Here’s the last pre-recorded video episode of “Ask Nathan!” After this, “Ask Nathan” will be live on TFLnow (on YouTube) either on Monday, Wednesday or Friday at 10 a.m. MST. We will upload the recorded live broadcast and replace the pre-recorded, studio shows with the recorded live one. Stay tuned!
Waiting for VIDEO
Nathan and The Fast Lane Car team are here to answer your (reasonable) questions. Interesting and/or entertaining emails will be posted to this column. If it’s relevant in the automotive universe, there’s a chance we may know something about it. The author’s email address and name will be omitted – leaving your initials or nickname, your preference.
From day one, The Fast Lane Car has made it our policy to answer as many questions and comments as we can. We get thousands of emails and comments and feel that,as part of a tight-knit automotive community, having an open dialogue with you keeps things fresh and exciting.
The 2017 Mazda MX-5 RF is as close to a two-door Mazda coupe as you can buy today. The RF stands for ‘Retractable Fastback’ and Mazda designers did their best to make the 2017 Mazda MX-5 RF (that’s a Miata) for all us Americans look like a hardtop coupe.
By adding flying buttress to 2017 Mazda MX-5 RF they designed the sexiest Miata ever to come out of the factory in Japan. The flying buttress makes the car look longer and more swept back as it was designed with a permanent hardtop instead of a retractable softtop.
There’s a slight penalty to pay for looking so sexy. The hardtop convertible is 113 pounds heavier than the softtop version of the same car. Otherwise, the cars are almost identical. Horsepower and torque remain the same from an identical 2.0L normally aspirated 4 cylinder. What you gain in weight you more than make up for in the security of having a hardtop as well as more noise reduction when cruising with the top up.
Watching the hardtop fold away is like watching a live Japanese origami ballet (watch below). The choreographed motion is subtle, yet sophisticated at the same time. It takes 13 seconds to raise or lower the hardtop top. It can be done at up to 6 MPH. Mazda says that 6 MPH is when they found that a person’s hair starts to ruffle so that’s why they allow the operation of the roof only up to this speed.
I recently had the chance to drive and review the 2017 Mazda MX-5 RF in San Diego, California. Check out my first drive review below, and let me know in the comments if you agree that this is the sexiest Miata ever made.
Rancho Santa Fe, CA – Aston Martin was founded in 1913 by Robert Bamford and Lionel Martin. The company originally going by ‘Bamford & Martin Ltd.’ became known as Aston Martin the following year (1914) following one of Lionel Martin’s successful runs at the Aston Hill Climb in Buckinghamshire, England. Unfortunately the company went bankrupt in 1924 and again in 1925. By 1926 both the original founders had left. The company changed hands two more times, producing small numbers of stunning sports cars until 1947, when it was purchased by Sir David Brown (of David Brown Limited ) an agricultural and engineering entrepreneur answering a newspaper advertisement for just over £20,500. ($25,209.) Brown was a tractor manufacturer, who purchased Aston Martin along with Lagonda for the purpose of getting into the road car business. Ever since David Brown’s initials have adorned the top-of-the-line Aston Martin vehicles – the DB cars. More recently, Ford Motor Company sold Aston Martin for $925 million to a consortium led by Prodrive founder David Richards, Aston Martin collector John Sinders, and Investment Dar and Adeem Investment Co, two international investment companies headquartered in Kuwait, marking a substantial appreciation in value. The latest iteration Aston Martin to launch is the spectacular standard bearer for the company – the 2017 Aston Martin DB11.
The first Aston Martin to carry the DB nameplate was the DB2, which was powered by a 2.8-liter Lagonda inline six-cylinder engine that cranked out 105 horsepower – an impressive figure for the era. The Aston Martin DB2 and DB2/4 reigned from 1950-1957, with the latter based on the DB2, but featuring modest design and styling modifications.
Enough of Aston Martin’s past history and on to the next chapter of the iconic company’s second hundred years. The DB11 is the first of several new products to come as part of the company’s ‘Second Century’ plan. It marks the beginning of an all-new generation of cars, and is the most powerful and at the same time, the most efficient DB production model in Aston Martin’s history.
The DB11 was launched at the 86th International Geneva Motor Show as the most significant new Aston Martin since the DB9’s introduction in 2003. Based on
a brand new bonded aluminum platform combining strength, lightness and increased interior space, the DB11 sets a new benchmark for luxury sporting Grand touring machines. The styling is instantly recognizable as penned by Aston Martin designers, yet it is a distinctively different marriage of form and function. Familiar elements have evolved dramatically. Up front is the iconic, but reinterpreted grille with accentuated lines, the front-hinging clamshell bonnet and distinctive LED headlights. In profile, the gracefully arched roof strakes flow without interruption from the A to C-pillar. Front-end lift is reduced by a gill-like Curlicue that releases high-pressure air from inside the wheel arch via a concealed vent within the modified side-strake. Clean lines continue at the rear, with a sloping decklid that smoothly blends into pronounced sculpted tail-lights creating a new, unmistakable graphic. Rear-end lift is minimized by Aston Martin’s AeroBlade™; a virtual spoiler fed by discreet air intakes located at the base of each C-pillar. Air is ducted through the bodywork, before venting as a jet of air from the aperture in the rear decklid.
The DB11 surpasses anything that 007 James Bond has driven on the silver screen in the past. Sean Connery drove the first DB model – the DB5 in the 1964 film Goldfinger. To date, an Aston Martin has appeared in ten Bond films.
The heart of every Aston DB is its engine, and the DB11 is powered by a 5.2-liter, DOHC, 48-valve, twin turbocharged V12 longitudinally mounted front engine with dual variable camshaft timing, intelligent bank activation and an electronically controlled exhaust. It is the most powerful DB production engine in Aston Martin’s history producing 600 horsepower at 6,500 rpm (115 bhp per litre @ 6,500 rpm), while also developing516 pound feet of torque from 1,500 rpm. The engine’s motive force is delivered to the rear wheels by a rear mid-mounted ZF eight-speed automatic transmission with electronic shift-by-wire control system, through a carbon fibre propeller shaft and Limited Slip Differential. The 5.2-liter biturbo V12 replaces the old naturally aspirated 5.9-liter mill and comes from Ford’s Cologne, Germany, plant, Gaydon Headquarters in Warwickshire,
England. The DB11 is capable of accelerating from 0-62 mph in a scant 3.9 seconds and can reach a top speed of 200 mph.
The chassis, suspension, steering and electronics have all been revised and enhanced, providing adaptive damping and multiple driver-selectable dynamics including a GT mode, a Sport mode and a Sport Plus mode. The latter intensifies suspension settings, steering responsiveness, shift mapping and the Torque Vectoring system.
The DB11 rolls on Bridgestone S007 255/40 ZR20 x 9” front / 205/35 ZR 20 x 11” mounted on 10-spoke directional Silver Diamond turned alloy wheels (there are also two other optional wheel designs) and suspension componentry consists of Independent double wishbone, coil springs, anti-roll bar and adaptive dampers up front and Multi-link, coil springs, anti-roll bar and adaptive dampers aft.
The interior reflects old world craftsmanship delivering superbly elegant fit and finish. A full-colour 12” TFT LCD display, and all-new instrument cluster presents primary vehicle information with absolute clarity, while a second, centrally-mounted 8” TFT screen focuses on infotainment. Controlled via an intuitive rotary control, with an optional touchpad offering character recognition, multi-touch and gesture support, the new satellite navigation and audio system are more effective than ever, sounding better and easier to operate. A newly implemented auto-park assist feature and 360-degree birds-eye view camera assists in providing safe maneuvering at slow speeds and is also operated via the car’s infotainment system.
Safety features include ABS, DSC, EBD, EBA, TC, HBA, PTC and Active Torque Vectoring.
My test 2017 Aston Martin DB11 two-door coupe with 2+2 seating wore an elegant exterior coat of Fiamma Red metallic, while the interior was executed in Black leather with Red accents. The base price was set at $211.995. and the final sticker came to $214,820.
SUMMARY: The 2017 Aston Martin DB11 is an exemplary exercise in emotion stirring elegance. The ultimate focus of its engineering was to provide maximum doses of exhilaration from static elegance to dynamic levels of performance.
This newest gem from Aston Martin is a genuine luxury 2+2 grand Touring Coupe. The increase in wheelbase allowed positioning its mighty 5.2-liter V12 further aft providing a nearly perfect weight distribution and balance. Door openings are larger, headroom is increased for both the front and back seating positions, and the legroom has been increased as well. There are ISOFIX points for securing two child seats, and the boot or luggage compartment is capable of storing two golf bags, but who wants to play golf when driving the DB11 is so much more fun.
The acceleration is instantaneous and the electric power steering with its 13:1 ratio is a speed dependent rack and pinion affair featuring 2.4 turns lock to lock for a precise, spot on responsiveness. Bringing the DB11 to a halt is just as impressive.
The seats are highly supportive and comfortable at the same time, holding occupants in place during even the most spirited maneuvers.
Should one wish to abandon the sweet sound of the engine’s growl and melodious exhaust note, the standard Aston Martin Audio System admirably delivers one’s favorite tunes or one may choose the optional Bang and Olufsen Premium sound system. There is an impressive list of standard features and equipment, as well as a lengthy inventory of available options for both the interior and exterior for personalization.
On a sojourn from California’s Rancho Santa Fe to Mount Palomar, encountering virtually every road scenario from congested inner city travel to challenging, twisty mountain roads with some high speed freeway stints thrown in for good measure, as well as weather conditions from sun to fog to rain to hail and snow, this latest DB Grand Touring Coupe delivered nothing short of the grandest touring imaginable. Passing other vehicles was effortless, even in minimal situations, and maneuvering back and forth over the sharply twisting curves along the way, came across as smooth and “Ballet-like”.
As a final commentary, the 2017 Aston Martin is an exercise in elegant craftsmanship and design execution that provides sensory satisfaction on all levels without compromise. It is destined to become a revered classic, joining Aston Martin’s other iconic crown jewels. James Bond would certainly be proud to own the DB11- I know I would.
SPECIFICATIONS: 2017 Aston Martin DB11
Base Price: $211,995.
Price as Tested: $214,820.
Engine Type and Size: 5.2-liter, DOHC, 48-valve, twin turbocharged V12 with dual variable camshaft timing, intelligent bank activation and electronically controlled exhaust.
Transmission: Rear Mid-mounted ZF eight-speed automatic with electronic shift-by-wire control system and column mounted paddle shifters.
Drive Train: Longitudinally mid-mounted front engine / Rear-wheel drive with carbon fibre propeller shaft and Limited Slip Differential.
Suspension: Three-stage Adaptive Damping System (ADS) – GT,
Sport & Sport +
Front – Independent double wishbone, coil springs,anti-roll bar and adaptive dampers. Rear – Multi-link, coil springs, anti-roll bar and adaptive dampers.
Brakes: Power-assisted four wheel ventilated discs
6-piston calipers front / 4 piston calipers rear. / DSC, ABS, EBD, EBA, TC, HBA, PTC and Active Torque vectoring.
Tires: Bridgestone S007 255/40 ZR20 x 9” front / 205/35 ZR 20 x 11”. Mounted on 10-spoke directional Silver Diamond turned alloy wheels.
The 2017 Santa Fe Sport is right in line with the large, continuing move to crossovers and mid-size SUVs. We’ll call it a “crossover” here.
The Sport is smaller than the regular Santa Fe and thus less roomy, but it provides a sportier driving experience and provides comfortable room for four tall occupants.
Folding rear seatbacks greatly enlarge the cargo area, and my test Sport had a convenient power hatch.
The Sport is a four-door hatchback offered with front-wheel drive (FWD) or all-wheel drive (AWD). Hyundai says nearly 350 individual parts have been updated.
List prices range from $25,350 for the base FWD Sport 2.4 with a 2.4-liter four-cylinder 185-horsepower engine to the $38,250 Sport 2.0T Ultimate model with AWD and turbocharged 2-liter 240-horsepower engine.
Don’t want FWD? The entry AWD Sport costs $27,100. The 2.0T Ultimate with FWD is $36,500 for those who don’t want AWD.
My test Sport 2.0T Ultimate AWD’s turbo engine provided fast acceleration off the line, with no turbo larg, and quick passing maneuvers on highways.
Steering was precise, and handling was secure. The ride was supple, and the brake pedal’s linear action helped allow smooth stops.
However, the turbo engine’s estimated fuel economy is just a so-so 19 miles per gallon in the city and 24 on highways. The Sport with best fuel economy is the base FWD non-turbo model, at 21 city and 27 highway.
Engines work with a responsive six-speed automatic transmission. The automatic has a good manual-shift feature.
My test Sport was well-equipped, but Its $38,250 list price jumped to $41,355 with a $895 freight charge and mostly worthy options including automatic emergency braking with pedestrian detection and lane departure warning.
The Sport 2.0T has a quiet cabin with a panoramic sunroof, an easily read electroluminescent gauge cluster with a color LCD Multi-Info display, push-button start, heated front/rear seats and steering wheel, leather seating surfaces and multi-view camera system.
Shorter folks will appreciate the power height-adjustable driver and front passenger seats, and everyone should like the dual automatic temperature control. Besides folding, rear seats slide and recline to help relieve the strain of long drives.
An 8-inch touchscreen navigation system can help you find your way, and ears are treated to Quantum Logic Surround Sound and Clari-Fi Music Restoration Technology.
With a Chevy Corvette you “fall in” to enter. With the Santa Fe Sport, you must take a moderate step up to get in a seat. The bonus here is that occupants sit a bit higher than regular auto traffic.
Safety items include parking sensors, vehicle stability and traction control systems, air bags and side curtains.
The new Sport looks sharper. Its redesigned front fascia has a brushed-appearance front grille and new headlight design. An enhanced rear fascia features new taillights and a new dual exhaust outlet design.
There also are newly designed 17-, 18- and 19-inch alloy wheels and a new rocker panel rim design with integrated silver accents.
However, the rear-end styling hinders rear vision, so the outside mirrors help a lot here–although they stick out a little too much from the Sport’s body.
With the growing crossover/mid-size SUV markets and Hyundai’s increasing recognition among vehicle buyers, the new Santa Fe Sport is in a good position to benefit.
How does the new 2017 Mazda CX-5 differ from the outgoing model? What components stay the same? The answer is fairly straight-forward. The 2.5L four-cylinder engine and the 6-speed automatic transmission stay mostly the same. Yes, Mazda tweaked the pistons and a few other components to make the high-compression SkyActiv engine a little more responsive and slightly more powerful (187 horsepower @ 6,000 rpm and 185 lb-ft of torque @ 4,000 rpm). The transmission remains largely the same. Dimensions of the compact crossover also stay about the same (the 2017 CX-5 is a little longer and a little lower).
Nearly everything else has been changed. Mazda focused on improving the driver and passenger experience. They started with extensive work to make the cabin quieter. They worked on making the suspension a little more compliant without losing handling characteristics. The car has all new style inside and out. Design borrows elements from the successful CX-9, and adapts it to CX-5’s smaller chassis.
Fuel economy numbers are: 24/31/27 MPG for the front-wheel-drive model, and 23/29/26 MPG for the AWD version. Curb weight for the AWD CX-5 is stated at 3,655 lbs.
Pricing for the 2017 CX-5 Sport starts at $24,045 before the $940 destination charges. The Grand Touring AWD model goes for $30,695 before destination. There is a GT premium package that costs an additional $1,830. When all is said and done, a fully loaded 2017 CX-5 could be pushing $35,000 MSRP.
In general, Mazda is aiming the brand is a more premium direction. They say it’s not really about pricing the car higher, although the staring price for the 2017 model is significantly higher than the outgoing 2016.5 model’s $21,795 starting price. The company is aiming to make the overall driving experience more premium.
Have they succeeded? Please come back next week (after the driving impressions embargo lifts on March 13th, 2017). We will have a full review of the crossover then.
In the meantime, here is a sneak peek review of the new CX-5.
Here is the latest image of what appears to be a 2018 Jeep Wrangler Rubicon (aka. JL) caught driving on a highway in Michigan. Thanks to Jeff F. for submitting the image.
The latest news from Jeep says that the next generation of the Wrangler will not be unveiled at the 2017 New York Auto Show (or the 2017 Easter Jeep Safari). Instead, Jeep will unveil the 2018 Jeep Grand Cherokee Trackhawk in New York, and more Jeep Compass editions and other Jeep concepts at the Safari.
The JL generation of the Wrangler is said to be at least as off-road capable as the outgoing JK generation. It should have several engine options (including a gasoline turbocharged unit) that are all focused on better fuel economy. The JL is expected to utilize several light-weight components, made out of aluminum.
The Chrysler Pacifica Grizzly Peak leans into the #vanlife movement with mods that jazz its all-wheel drive minivan up a bit over your stock family hauler.
