Mazda CX-3 2015

Over the years, it has come to define Mazda’s philosophy for its MX-5 Miata sports car and is a perfect distillation of the company’s efforts to entertain drivers. To Mazda, Jinba-Ittai represents the ideal mixture of handling, power, braking, and steering. No single element overpowers the other. They’re all balanced, harmonious, and easily exploited by the pilot. And the idea that Mazda even considered the notion when whipping together the CX-3 is reason enough for enthusiasts to stop and take notice.

In top-spec trims, the CX-3 wears large 18-inch wheels that fill out the fender openings nicely and impart the crossover with a powerful stance. The front and rear ends look essentially scaled down from the CX-5’s, which is a good thing given that there’s nothing wrong with the way Mazda’s larger crossover looks.

We’ll skip the horse references for the CX-3’s interior, since the only Jinba-Ittai situation that comes to mind is Luke Skywalker’s night spent inside of a Tauntaun on the frozen planet Hoth. The crossover’s cabin is very similar to the 2016 Mazda 2’s, which should come as no surprise given that the two share a platform. In fact, the CX-3’s Italianate three-vent dashboard and neat center stack appear to be the same exact pieces used in the 2. Like every recent Mazda product, there is style and substance to spare, with a high-resolution seven-inch touch-screen center display, a McLaren-aping three-pod gauge cluster, and one of the nicest infotainment control knobs this side of a BMW 7-series.


GET ACTIV
Beneath the CX-3’s slick body sits Mazda’s full suite of Skyactiv engine, transmission, and chassis technologies. Essentially a strict weight-control regimen blended with efficient-but-powerful engines, the Skyactiv ethos is intended to keep fuel economy in check without murdering Jinba-Ittai like a badly overused reference. The wheelbase measures 101.2 inches, exactly the same as the 2016 Mazda 2’s. Other CX-3 dimensions are slightly bloated relative to the global Mazda 2, including its 168.3-inch length (8.5 inches longer) to its 69.5-inch width (2.8 inches wider) to its 61.0-inch height (1.9 taller).

All 2016 CX-3s will be powered by Mazda’s 2.0-liter Skyactiv four-cylinder paired with a six-speed automatic. Although we lament the unavailability of a manual transmission, Mazda’s in-house automatic is among the better such gearboxes we’ve sampled. No further details have been provided for the CX-3’s engine, but the same mill produces 155 horsepower and 150 lb-ft of torque in the Mazda 3, specifications we expect will carry over nearly—or totally—unchanged. If that’s the case, look out, as a 2014 Mazda 3 with the same powertrain we tested hit 60 mph in 7.6 seconds.


Front-wheel drive is standard, and an all-wheel-drive system derived from the CX-5’s is optional. Choosing four driven wheels also brings extra bracing for the body around the spare-tire well and behind the rear seats. On the safety front, Mazda’s i-Activsense bundle of technologies is promised; that means blind-spot monitoring, lane-departure warning, rear cross-traffic alert, radar-based collision warning with automatic braking, and even adaptive cruise control should be offered on the CX-3.

Expect full specifications, features, and pricing to trickle out during the months leading up to the CX-3’s mid-2015 on-sale date. The most important missing detail, of course, is how the CX-3 lives up to its sporty promise. Mazda has successfully infused its most recent spate of products with plenty of dynamic ability and driving enjoyment, which has us eagerly anticipating our first turn behind the wheel of the CX-3.

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Mazda2 SKYACTIV

The fourth-generation Mazda 2 has a tough job on its hands; not only does it have to compete against the UK’s best-selling car, the Ford Fiesta, is goes up against the Vauxhall Corsa, VW Polo, Peugeot 208 and even the Audi A1 and MINI 5dr.

Taking cues from the CX-5, Mazda 6 and Mazda 3, it features a chiseled exterior and a plush interior with more space and a bigger boot than before – thanks to a 80mm increase in wheelbase. It’s great fun to drive, too, thanks to its low kerbweight, agile chassis and a range of brand-new SKYACTIV engines and transmissions.

• Best superminis on the market

A punchy yet efficient new 1.5 SKYACTIV-G petrol is available in three power outputs and with new six-speed manual or automatic gearboxes, while the new 1.5 SKYACTIV-D is only available with 104bhp and a manual gearbox, but returns incredible fuel economy and CO2 emissions of 83.1mpg and 89g/km – putting it among the cleanest cars in its class.

The Mazda 2 is packed with technology, too, including a head-up display, a seven-inch central touchscreen with excellent smartphone connectivity and safety kit including an auto brake function and lane departure warning.

Our choice: Mazda 2 1.5 SKYACTIV-D

Styling

Designed using Mazda’s ‘Kodo’ design language - also deployed on the CX-5, Mazda 6 and Mazda 3 – the new Mazda 2 is one of the sharpest-looking superminis you can buy. Short overhangs give it a squat, sporty stance, while the chrome wing running under the more prominent grille and into the (optional) full LED headlights has a more sculptural, three-dimensional look than any other model in the Mazda range.

Available with 15-inch steel wheels on entry-level models, and 15 to 16-inch alloys on higher-spec versions, there are 10 exterior paint colours to choose from. On the inside Mazda’s designers have created the most premium-looking cabin this side of an Audi A1.

Mazda 2 2015 side
The driver is presented with a deeply-sculpted instrument cluster, flanked by a pair of Audi-like bullseye vents. A seven-inch touchscreen display that can also be controlled with a rotary dial on the centre console, sits perched on top of the dash, while the climate control dials are the only switchgear on an otherwise completely uncluttered dash.

To go with the modern, minimalist look high-spec versions get stitched leather on the dash, seats and door panels which feels fantastic to the touch. Other models don’t fare so well with barely a soft-touch plastic to be seen – it looks great, but feels distinctly low rent.

Driving

Two all-new engines have been developed for the Mazda 2. The 1.5 SKYACTIV-G - available with 74bhp, 89bhp or 113bhp, and with a new six-speed manual or six-speed auto – does without a trendy turbo but has a compression ratio of 14:1 (the highest of any naturally aspirated petrol engine), a strategy that Mazda insists delivers better real-world economy. The figures certainly back that up.

The 1.5 SKYACTIV-D is only available with 104bhp and a manual ‘box – as with all supermini diesels, it’s difficult to justify the extra cost, but it offers decent performance and refinement.

The petrol engines really encourage you to drive hard, and you’ll be rewarded with near-hot hatch levels of performance in even the 89bhp version. The engine revs freely and has good response, but when you push it hard it sounds a bit uncultured and old-school. It’s perfectly civilised when cruising at lower speeds, though.

Mazda 2 2015 Rear
The diesel has an incredibly linear power delivery for a turbocharged engine and stays refined even when you ask it to rev.

The steering could do with some more feel and weight in corners but its direct and fast enough to let you string a series of corners together smoothly and with plenty of confidence. The manual gearshift, as with all Mazdas, is reminiscent of the MX-5s with a short, sporty throw and a satisfying click as you select each gear.

Hit a pothole in the version equipped with 16-inch wheels and you’ll know about it – as you’d expect with a car with this level of pizzazz, the ride is best described as sporty. But otherwise the driving experience is refined and comfortable enough to make the 2 an excellent long-distance car, not just an urban runaround.

Reliability

Mazda’s track record is excellent – the 3 claimed a top 25 finish in our 2014 Driver Power satisfaction survey, in particular praising its reliability and build quality. Although the 2 features all-new engines, we’d expect the new car to be as reliable as any other Mazda – there shouldn’t be any need to trouble the three-year warranty.


Euro NCAP hasn’t had a chance to crash test the latest Mazda 2 yet, but it has a good base to start from with a body that’s 22 per cent stiffer than its predecessor, while Mazda will be aiming for top marks thanks to a suite of hi-tech safety systems available to customers.

These include an auto braking function, blind spot detection, a lane departure warning system and high beam control that automatically dips the lights before you dazzle any oncoming traffic. The front, side and curtain airbags have been redeveloped to better restrain passengers; too, while the longer wheelbase means there’s a longer front-end crumple zone.

Practicality

By stretching the wheelbase by 80mm, Mazda has managed to boost interior space in every direction. There’s more room in the back than a Ford Fiesta, and while two six-footers will probably struggle to sit one in front of the other, you could just about fit five adults at a squeeze. The new Hyundai i20 just has it beaten on interior space, though. There’s a large glove box in the front, along with door pockets shaped to hold large bottles.

Mazda 2 2015 interior
The deep boot means you have to lower objects down into it, but the trade-off is much more space than before. There’s 280-litres with the rear seats in place, or 960-litres with the folded down (10 and 14-litres less than the Fiesta respectively, but 30 and 173-litres more than its predecessor). However, there’s a nasty step up in the boot floor when you fold the rear seats.

Ergonomics are spot-on, too; the range of adjustment for the front seats and steering wheel is superb, while the pedals are nicely positioned without any offset. As it’s only-offered as a five-door model, getting in and out of the rear seats is simple.


Running Costs

Mazda likes to think of itself as an honest car company, more interested in giving customers real-world fuel savings than focusing on spectacular results in the official EU economy cycle. That’s why its strategy is based around high-compression naturally-aspirated petrol engines rather than following the turbocharged, downsizing trend.

As a result its engines aren’t the cleanest in the class, but they are pretty close. The entry-level 74bhp version of the 1.5 SKYACTIV-G returns economy and CO2 emissions of 60.1mpg and 110g/km. Our pick and likely to be the most popular model is the 89bhp version, which returns 62.7mpg and 105g/km with the five-speed manual gearbox or 58.8mpg and 112g/km with the six-speed auto.

The range-topping 114bhp petrol is only available with a six-speed manual gearbox and returns 57.6mpg and 115g/km. The cleanest model in the range, and by quite some distance, is the 104bhp 1.5 SKYACTIV-D, capable of 83.1mpg and 89g/km – identical to the 104bhp VW Polo 1.4 TDI.

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Extreem Suzuki Vitara

We can called Suzuki Vitara as a The First Compact SUV or The First Mini SUV in Indonesia, but in Japanese this rock SUV is fabulous. With 5 seater and 4x4 is so easy to installed a bigger machine or costum shock absorber. This mini SUV is ready to rock every single road, here a quick video for modified Suzuki Vitara First Gen.

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Throttle Body Mio J 2012

Cerita bersambung nich.....

Mio J tahun 2012 hari ini 20/12/2014 masuk waktu servis di 17906km bongkar total tuch throttle body unit,,ada injector, ada ISC ( Idle Speed Control ) buat dibersihin di BERES Yamaha...Total kena Rp 105.000. Untuk menyelesaikan masalah mesin yang suka mati sendiri ( mendadak ) kalo lagi jalan 60km/jam terus di rem sampai berenti...walaupun jarang kejadiannya..

Throttle bodynya bersih....injectornya jg bersih....karena dari baru udah mnum Pert***x / Sh*** Super...tapi ISC lumayan kotor...Fungsi ISC itu mengatur stasioner mesin (putaran mesin Mio J ada di 1500 - 1600 Rpm)

Ngobrol2 sama mekanik tentang mesin suka mati dan kalo dihidupkan pke kick stater "ngelos"...Kalau kata mekaniknya Mio J ngelos kala di kick stater masalahnya lemah di "Klepnya"...bahannya kurang bagus?? karena mio J, Soul GT, Fino FI, yang mesinnya sama persis...katanya lemah di Klep...makanya kalo mesinnya mati suka ngelos...tunggu 4menitan baru bisa di kick!!

Apa karena klepnya floating (istilahnya klep berubah bentuk krn overheat??) padahal ane paling kenceng 60km/jam gak pernah lebih!

Kalo ISC, throttle body + injectornya udah bersih trus mesin masih mati trus ngelos di selah kick stater patut dicurigai klepnya....Kata mekaniknya lagi harus di servis besar..buat ngeliat salah di klepnya yg udah "Lemah"?? salah di pistonnya kah?? atau ring pistonnya kah???

Nah pake klep apa yang bahannya bagus dan bisa awet?????dalam artian ukuran klep sama persis, ukuran standar tanpa ganti klep yang lebih besar ukurannya....still searching money dulu before servis besar hehehe.....

Klep apakah itu namanya???dan berapa harganya??

Fyi oli belum ganti dari tgl 6 Nov di km dr pengen liat gmn oli fastron techno bekerja....dan sempet minta disetting CO jadi +5 (standar CO 0) sama mekanik BERES pakai Diagnostic Tool, hasilnya blm ganti oli akselerasi jadi ringan...cukup colek gas dikit udah lari....tanpa ganti knalpot, tanpa pasang ECU Stand alone.....alias masih STANDART Pabrik... +1 nambah debit bensin 0,005cc ke injector... katanya jadi boros dikit konsumsi bensinnya...(namanya lagi eksperimen aja) sebelum eksperimen itu dilarang lewat Jalan Sudirman-Thamrin.....hehehe

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