Latest news with #CX-50
Yahoo
28-05-2025
- Automotive
- Yahoo
How Mazda made a 50+mpg super-SUV
Is Mazda losing its marbles? It's becoming increasingly more Honda-like, just when Honda itself is now turning away from being ICE-centric by default. Should we worry that this modestly-sized OEM is too eccentric, gambling with shareholders' money in a dangerously risky manner? Not at all. North-south engines, rear/four-wheel drive platform New (and forthcoming) models - such as the CX-80 pictured - which on the surface seem to be aimed at small niches, are in fact much bigger deals than some think. This large SUV, which, incidentally, does not come as an EV, was relatively cheap to develop. Plus its array of four- and six-cylinder engines, each fitted to a RWD-4WD platform developed from scratch, offers novelty in a same-same segment. This all sounds well and good but the sceptics will insist that a fresh line of straight-sixes is far from what buyers want in 2025. Not so. And, Mazda also offers its high output/low emissions 2.5-litre four-cylinder PHEV alternative in not just the CX-80 but related models. Here then is an entire family of cleverly engineered SUVs. The CX-30 and CX-50 are outliers in the firm's two-letters and two-digits line-up. The first is an older model and the second part of a JV with Toyota for North America. Then there's the CX-3 and CX-5, both legacy vehicles from an earlier era and therefore probably quite profitable. Demand for the CX-30, CX-3 and CX-5 remains good in many countries, while the CX-50 is new-ish and doing well in the US/Canada/Mexico. Four models, one engine family Above the four models just mentioned sit the CX-60 and its wider-bodied CX-70 brother - essentially the same in most other ways though engines can differ. At the top of the tree are the CX-80 and CX-90. These four (60-90) were developed as part of the same project so they share an architecture and powertrains. It being such a big market for the brand, Australia is about the only country where buyers can choose a 60, a 70, an 80 or a 90. Here in Europe the CX-70 and CX-90 would be too wide for a lot of parking bays and garages. For the same reason and despite being built there, they are similarly unavailable in Japan. Why does no other OEM copy this idea? Instead, we are so often saddled with unwelcome girth. The CX-80 is the same width as the CX-60 but taller and longer (with a 250 mm lengthier wheelbase), has three rows of seats and is mainly for Europe. AWD and an eight-speed automatic gearbox are standard, with layouts being either 2+2+2 or 2+3+2. The back doors are extended compared to the 60 and they also pivet to almost ninety degrees which is really handy for those who regularly use both rear rows. 'INLINE6' times two but not one 'DIESEL' badge The bountiful Aussie market, a place where Mazda closely trails second-placed Ford, is some of the reason why the six-cylinder engine programme happened. North America and the Gulf States are the major justification though, even if the 3.3-litre diesel is irrelevant and less relevant there, respectively. But there are certain other countries, and the UK is one, where the 'INLINE6' also works. That such badges feature on the CX-80's front wings show how proud its maker is of the diesel derivative. However, let's be honest: due to our taxation system, most examples sold to British buyers will be the I4 petrol PHEV. Which only makes the pricier-fuel alternate choice all the more interesting. Drinking from the black pump is nothing like the value proposition it used to be. Still, there will be people - I am one - who prefer the 3.3d to the 2.5 PHEV. Let's also discuss the way it sounds, and the way it goes. As tow-tastic as a TDI? Sure, this is no Audi SQ7 TDI but the noise which comes from below the bonnet and the back end is very nice. A low-revs idle, naturally, just the hint of turbocharger whistling, a lovely near-burble and the suggestion of immense torque. You can see why people who tow will want this engine in their CX-80. Outputs for the mild hybrid I6 are 187 kW (254 PS) and 550 Nm (406 lb-ft). Considering this is not a light vehicle - but equivalent EVs are several hundred kilos heavier - it hustles along and acceleration is great. Nor is there much nose diving under brakes or wallow in bends. Best of all? You can easily achieve more than fifty miles per gallon: quite something. That 3.3-litre six is a great engine in so many ways. Personally I find the proportions of this sub-five metres car to be near-perfect. Even when you know the wheelbase is an extraordinary 3,120 mm it still looks right. The overhangs at both ends are short and that amazing length between the wheelarches means abundant space for each of the six or seven occupants. Intelligent design There are many luxury-brand appointments throughout the cabin. Mazda really is becoming ever more premium. There is quite convincing chrome-effect trim, some rather beautiful light-coloured wood-effect panelling, padded surfacing seemingly everywhere and a not-too-large screen. On the move, the visual display is controlled by a lovely-feeling little wheel rather than stabbing prods (touch works only when the vehicle is stopped). Each time it clicks you think Japanese Precision. Remember when every Audi, Benz, Lexus, Range Rover and Volvo was like this? Now it's oversized screens demanding one's attention, fingerprints, laggy software, endless presses and long periods of being forced to look left rather than ahead. As bongs assail you for having eyes off the road. High-end from Hiroshima versus pestiferous past masters, in other words. Summary The big Mazda, just like any Genesis - I've been driving one of these recently too - shows how to do a luxury SUV. And yes, it does seem a little odd to use the l word for vehicles made by the maker of the Scrum Wagon and MX-5. But we should. The CX-80 isn't inexpensive yet it's priced fairly considering all the gear which comes as standard. Not forgetting an air of understated prestige and a fantastic USP: that smooth-as 3,283 cc engine. Not even BMW does a six-cylinder diesel as characterful and fuel-sipping as this quirkiness the secret to Mazda's profits? "How Mazda made a 50+mpg super-SUV" was originally created and published by Just Auto, a GlobalData owned brand. The information on this site has been included in good faith for general informational purposes only. It is not intended to amount to advice on which you should rely, and we give no representation, warranty or guarantee, whether express or implied as to its accuracy or completeness. You must obtain professional or specialist advice before taking, or refraining from, any action on the basis of the content on our site.
Miami Herald
19-05-2025
- Automotive
- Miami Herald
Motormouth: Fix it or risk it?
Q: I have a 2003 Porsche 911 Carrera Cabriolet with 72,000 miles. It's a beauty, in perfect condition and fun to drive. I hear the IMS bearing can go out and ruin the engine. It can cost as much as $5,000 to replace the bearing. Should I bite the bullet and fix it now, wait till the clutch needs replacing and save money doing them both at the same time, or gamble and buy $5,000 of Tesla stock? When it doubles, I can fix it on Elon's dime! R.N., Los Altos, California A: Not replacing the intermediate shaft bearing is a big gamble. If your risk tolerance is high, your car may go well over 100,000 miles. Bearing replacement is expensive, so many owners wait for some other repair to take advantage of overlapping labor costs. Like any auto technician, I make mistakes occasionally. Do-overs are, unfortunately, part of the repair business. My knowledge of the securities industry is next to zero. You don't get do-overs in the stock market. Bottom line? It's a crap shoot and the dice are in your hand. Q: I have a 2025 CX-50 that I enjoy, however every once in a while, after going over potholes or train tracks, I get a brief wind chime tone in the car. My wife and I have heard this many times, however we couldn't get the dealer to reproduce. Any ideas? R.K., Chicago A: Mazda issued a technical service bulletin to fix rattles in the sunroof, but I am not aware of any others. The carmaker recommends removing the trim pieces and checking if all the bolts and plastic clips are properly installed. Dealers may also add sound-deadening material in some other places to eliminate rattles. Q: I read your reply to S.B. regarding his Kia Optima, and I was shocked that 1,000 mile loss of a quart of oil is accepted. Is this what is considered acceptable industry standard for Kias, for most automobiles, or what? I have a 2015 Honda Accord with 126,000 miles. I typically change the oil when the reminder hits 30% oil life left. I check my oil every time I fill up, which is usually around 400 miles. Rarely do I need to add any oil between changes. Is what I experience exceptional? H.R., Hanover Park, Illinois A: Although being down a quart of oil at 1,000 is an acceptable industry standard, it doesn't happen commonly. What you, and most motorists enjoy, is the norm. Q: I recently purchased a 2022 Ford Escape SEL with a 1.5-liter engine with 10,000 miles on it (leased vehicle). At lower speeds, mostly under 25 mph, it jerks quite a bit. Took it to the dealership and they said everything checked out. Any answer to why it does this? C.W., Red Wing, Minnesota A: Nope, but it sounds like they may have given your car the "sunshine treatment." Q: have a 1995 Chevy Cruze and have power steering warning lights showing up on the dashboard. The steering angle sensor is defective. GM has stopped making and stocking this part. Any suggestions on what to do? Thanks for your help. B.W., Chicago A: I am not in the business of locating obsolete parts, but in your case, I made an exception because I was curious and had time on my hands. I usually turn to auto parts recycling centers (formerly called junk yards when I was a kid). I may not have dug deeply enough in recycling places, but did discover one new part at Genuine Chevrolet Parts, Stingray Chevrolet. Google it. Copyright (C) 2025, Tribune Content Agency, LLC. Portions copyrighted by the respective providers.
Miami Herald
19-05-2025
- Automotive
- Miami Herald
Tired of Touchscreens? These 6 Cars Offer the Best Physical Controls
If carmakers' return to physical controls isn't evidence enough that screens are distracting, there is also mounting outcry from car buyers, as well as push from safety regulatory bodies like Europe's NCAP (European New Car Assessment Program for the return of essential physical controls. In today's automotive market, big touchscreens and digital interfaces dominate the cabin experience, often at the expense of usability and safety. While these features offer a high-tech aesthetic and access to a virtual library of fancy features, they also increase the time to execute the most basic automotive operations, like adjusting climate and audio. Fortunately, a few automakers still understand the value of intuitive physical controls-dials, knobs, and buttons placed within easy reach of the driver. We laud certain manufacturers in 2025 for their commitment to driver-focused ergonomics, blending modern tech with excellent switchgear that makes life behind the wheel simpler and safer. From compact SUVs to versatile pickups, these vehicles strike an ideal balance between innovation and intuitive operation. The Mazda CX-50 ($30,500) offers one of the most attractive and driver-centric interiors in the industry. Mazda continues to focus on great physical controls, even for its latest vehicles, because at the end of the day, the brand is still about the driving experience. While many automakers are moving toward tablet-style screens and capacitive buttons, Mazda has held the line on usability by preserving a rotary infotainment controller and a smart, well-organized dashboard layout. The CX-50 is a standout, not because it's got the fanciest cabin in the Mazda stable but because its physical controls are nearly peerless. The CX-50 exemplifies how physical controls can enhance the driving experience without sacrificing modern tech. Physical Control Highlights: Rotary Dial for Infotainment: The CX-50's rotary Commander controller, located on the center console between the front seats, allows users to navigate menus without reaching for the screen. It has satisfying action and can be operated without a touchscreen, which Mazda tends to eschew in order for drivers to focus on the road. The knob is right-sized and knurled for easy gripping and operation. There's also a convenient audio knob parked right next to it. Dedicated Climate Control Panel: The CX-50 has grippy temperature adjustment knobs and a simple line of physical buttons for dual-zone climate settings that remain easily accessible on the center stack. They're also precise and well-placed for easy reach while driving. Steering Wheel Controls: Buttons are located above and below toggle switches, and they control audio, cruise, and phone functions without confusion or accidental activation. They're well-placed and hard to mash accidentally, a big bonus. It was high time Toyota built the three-row Grand Highlander ($40,860). It's big, attractive, and tremendously practical. It even comes in a hybrid variant. We continue to marvel at the Grand Highlander's cabin, not just because of its space and comfort but also because it has some of the best physical controls for a 7-passenger family SUV. Toyota's Grand Highlander isn't just a larger variant of the popular Highlander-it's a three-row SUV that impresses with thoughtful design and real-world functionality. In fact, its physical controls are even better than the regular Highlanders. Despite offering a massive 12.3-inch touchscreen in higher trims, Toyota wisely keeps the most essential functions tied to physical controls, and the result pays off for the driver. Toyota's approach is simple: keep tech available, but never let it become a barrier to core vehicle operations. That makes the Grand Highlander a top pick for families seeking ease of use. Physical Control Highlights: Big Climate Controls: The central climate command controls are 100% physical. Two large temperature adjustment knobs are front and center. The row of switches between them manages the remainder, and they're all easily accessible and and Ventilated Seat Buttons: The climate control knobs are flanked by seat heat/ventilation buttons instead of being parked behind layers of menus on the touchscreen. Additional climate control buttons and toggles on the panel make adjustments a cinch. A Simple Audio Knob: A staple feature that Toyota retains, making quick audio adjustments seamless. It's right on the frame of the infotainment screen, adjacent to the driver's right hand. Of course, you can also use the steering wheel audio control, but it's nice to see a physical audio knob right where it belongs. The 2025 Toyota RAV4 ($29,250) is about to get redesigned for next year, but the current model is still a bastion of ergonomic brilliance. It remains one of the best-selling vehicles in America, and part of that success lies in its highly functional cabin with some of the best physical controls in any crossover at any price. The moment we used the rubberized, turbine patterned audio knob grips, we were in love. Though not as luxurious as other entries on this list, the RAV4 delivers consistent, intuitive control placement across all trims, including hybrid and plug-in hybrid versions. Whether you're commuting or road-tripping to the country, the RAV4 ensures you don't have to guess which part of the screen adjusts your fan speed. Physical Control Highlights: Rubberized Climate Knobs: Large, textured knobs with integrated temperature displays make them easy to operate-even with gloves. They're large and protrude dramatically for no-brainer grip. The set temp is clearly displayed right next to them with hot and cold bars for easy interpretation. A great traditional shift knob: We love that there's no shift buttons for the transmission. Instead, Toyota keeps a right-sized physical shift knob that's not too stubby nor too tall. It's still doesn't take up a lot of real estate, so there's room for the drive mode selector. Physical Drive Mode Selector: No screen controls here. Just a large, easy-to-use drove mode control knob that toggles between Eco, Normal, and Sport modes. Push the center of the knob to go back to Normal without even looking. The sixth-generation Honda CR-V ($30,100) is a marvel and not just for its handsome exterior and wonderful hybrid variant. Honda's latest CR-V cabin redesign embodies the same great thinking behind its sheetmetal with one of the best-executed interiors in its class. The look, the feel, and the ergonomics just make sense. The interior is refreshingly analog in the best way, offering an ideal mix of screen-based features and physical switches. While we wish the infotainment system was better, the physical controls shine through. It seems like nothing escaped scrutiny because it's echelons better than its predecessor. The CR-V interior feels familiar and functional, which is a welcome change in a market drifting toward overly complicated interfaces. Physical Control Highlights: Separate HVAC Controls: Real knobs and push buttons govern the climate system, laid out cleanly beneath the central honeycomb patterened vents. The triple knobs that are well-sized and nicely spaced control temperature and fan speed. They don't require any interpretation when driving, and they actuate with precision. The line of climate buttons occupies the lower row, and they're big and simple, just the way we like 'em. Tactile Audio Controls: On the left portion of the infotainment screen frame lies physical audio controls: a volume knob, tuning buttons, and a home and back button for easy operation. .Conventional Gear Selector: Unlike its own Pilot and Passport stablemates, the CR-V gets a real PRND shift lever. It's much more intuitive than the pushbutton setup in other Honda SUVs, and you don't even have to look at it to shift. It's so simple, it's brilliant. The redesigned 2025 Hyundai Kona ($24,550) bears almost no resemblance to its predecessor. The second-generation model has taken a huge leap forward in style and technology, yet it retains an emphasis on tactile control to the same degree, but with way better looks. Even in higher trims with dual 12.3-inch screens, Hyundai balances the digital with superb analog controls, making the cabin accessible for drivers of all ages and tech comfort levels. The center stack is awash with clean knobs and buttons, as is the center console. We think it's even better than the revised interior of the pricier Tucson. The Kona's success lies in not overwhelming the driver with unnecessary complexity. It provides just enough buttons to make control intuitive without feeling cluttered. Physical Control Highlights: Dedicated HVAC Panel: A panel of actual buttons controls temperature, airflow, and fan speed independently of the infotainment. The Kona's climate buttons are simple, easily reached, and fuss-free. Superior Audio Controls: The clean line of audio controls is spaced perfectly above the climate control panel. The contoured buttons and backlit knobs provide quick control of audio functions, and they look as good as they work. Intuitive Column-Mounted Shift Lever: Hyundai uses a stalk for gear shifts. While it doesn't move up and down like an old-school version, it's large grooved rectangular shape rotates forward for drive, back for reverse, and pushes in for park. Easy peasy. It's way better than most column-mounted versions. Who would've imagined Ford would revive an old nameplate from a '70s compact car and turn it into a hot-selling compact pickup truck? The 2025 Ford Maverick ($28,145) is everyday practical with its 54-inch bed length, great storage choices, and up to 42 mpg city from the hybrid model. It also has some of the easiest physical controls found in any truck, and Ford did them right by not making them complex or overwrought. Although the 2025 Maverick upsizes its formerly 8-inch infotainment screen to a much larger 13.2-inch version, it still makes use of great, knobs and buttons to control climate and audio. Whether you're hauling lumber or navigating city streets, the Maverick's physical controls allow you to focus on the task at hand without fiddling with screens or menus. Physical Control Highlights: Simple HVAC Interface: There are two large climate control knobs, one for fan speed and the other for temperature with an easy readout embedded within. Between those knobs are buttons for seat temperature and other climate adjustments. They're right below the big center vents and within easy reach. They're also big just like a proper pickup truck's should be. Easy Audio Control: Parked just below the infotainment screen are excellent audio controls. Knobs and a line of buttons make for quick audio adjustment. The fact that they are angled upward toward the driver makes operation that much easier. One of Best Rotary Shifters: Some might malign non-traditional shift knobs, but the rotary version on the Maverick is one of the best. Its easy-trip trim and satisfying click make it intuitive to shift gears without even looking. The center park button is also a cinch to use. Final thoughts In an era of increasing digitization, physical controls offer a tactile and distraction-reducing alternative to fully touchscreen-based interiors. The Mazda CX-50, Toyota Grand Highlander, Toyota RAV4, Honda CR-V, Hyundai Kona, and Ford Maverick prove that automakers can-and should-strike a balance between innovation and usability. These six vehicles demonstrate that physical controls still play an essential role in making driving safer, easier, and more enjoyable. We can't wait to see what other automakers will bring to the table when they return to physical controls of their own. Copyright 2025 The Arena Group, Inc. All Rights Reserved.
Yahoo
14-05-2025
- Automotive
- Yahoo
Is quirkiness the secret to Mazda profit?
A pick-up from Isuzu, powerful PHEVs, a fresh range of six-cylinder petrol and even diesel engines, SUVs for different regions, EVs made in China: highly profitable, medium-sized Mazda behaves like a major OEM, albeit, a most unusual one. Such examples are only a sample from what is a complex global strategy for ongoing success. Consider too innovative propulsion systems and a general continued reinvention, all of which help to keep the Hiroshima-based company thriving. Will US tariffs clobber Mazda? Mazda is even doing well in the PRC. The same applies in the USA where April sales volume was 37,660. Locally-built models comprise a mere 19% of that total, however, so tariffs could become a big issue. As ever though, the company will find a way to keep on keeping on: witness its initiative to have Toyota manufacture the CX-50 at a JV plant in Alabama. This was an inspired move, saving the huge cost of erecting its own plant. Playing to innate strengths and leveraging multiple cleverly chosen partnerships seems to be the overall approach. Why then does hardly anyone pay attention to who runs Mazda? Successive CEOs should be famous, in the style of Akio Toyoda. It ought to be a source of amazement that the likes of GM, Ford, Stellantis and now equally share price-obsessed Volkswagen fail to have Japanese nationals atop their companies. And why would that be novel? Until recently Volvo Cars was run by a Scot, Nissan once more has a foreigner as chief executive, and so on. Is it indelicate to ponder if any of the extravagantly remunerated bosses of big US- or Europe-based OEMs has ever established and maintained a successful business in China? Now consider Toyota and Honda. They sell lots of cars there and make massive profits. How? Quietly and consistently, always adapting, with a long-term focus. Quirkiness as a strength The Mazda approach is just like that of TMC: never be complacent, keep reinventing everything. And should things become challenging, is there is a loud, publicly aired panic followed by violent cost cutting? Hardly ever. Analysts might for example fret about spending on the likes of rotary and diesel engines then downgrade their outlook. Mazda quietly carries on, as it did a few years back when that was happening. All the quirky things help set this company and its cars apart. What some don't see is the strategic choices being made. I've just been driving a CX-60 and soon, a CX-80 too. Each looks premium, is priced that way, has powertrains which stand out and was developed with target markets in mind. The wider-bodied and differently powered CX-70 and CX-90 don't come to Europe yet they're part of the same family. Mazda spent big and spent once. Now it's reaping the benefits. Betting that plug-in hybrids would be the best worldwide bet - and it was right - a single engine and transmission combination was developed. This 2.5-litre system also happens to be the company's most powerful ICE. It works perfectly as a marketing strategy in every country, fuel consumption is low and so are emissions. Double the sales of Honda in Europe This brand knows what it's good at, there is a homogenous image - look how upscale dealerships have looked for a decade or more now - a modest number of models and never a push for volume over margins. Glance at the ACEA registrations data any month and you'll see Mazda towards the bottom of the by-the-numbers rankings. Then look closer. In March, share of the EU-UK-EFTA region was 1.3%, which is fairly normal, as were sales of 21,323 vehicles. Yet that's more than Suzuki, Mini or JLR, not far off SEAT, double Honda's volume and four times Mitsubishi's number. Also, might Elon Musk now wonder why he has a factory in Germany when Tesla is only doing about 7,000 cars a month more than a certain Japanese brand? Which sells hardly any EVs. April data were yet to be released as at the time of publication but national sales figures have been: they show what happened in Q1 is continuing. Do ICE SUVs make more sense than EVs? Some would ask if it makes any sense to be offering petrol and diesel SUVs to Europeans? It does. I'll talk about the even more seemingly strange notion of a big SUV with a six-cylinder diesel engine soon but ask yourself this question: which makes more money, the ICE and hybrid CX-80 or, say, the electric-only Volvo EX-90? I don't know the detailed answer to this question but I do know that one of these two companies went all-in on EVs when it had no reason to. And it's the same one which recently announced a big loss and now, its staff will have to suffer savage cost cutting and a sudden shift in strategy. Mazda believes that net zero is possible via a mix of methods. Even the Wankel engine has a future if it can burn naturally generated hydrogen. This being the same fuel which the Japanese government wishes to steadily shift the majority of the country's energy needs to. In that context, a matrix of propulsion systems for present and future vehicles is understandable. And so back now to Mazda's one-size-fits-all 2.5-litre PHEV system. 'SkyActiv PHEV' branding & badges The CX-60 was the first model to feature the company's four-cylinder and motor combination. It's a high-output powertrain, the numbers being 241 kW (100 kW from the motor alone) and 500 Nm. The battery, which has a capacity of 17.8 kWh, can be replenished fairly rapidly. You can even drive on ions at speeds well beyond the UK legal limit. And while the quoted maximum is 87 mph in that mode, zero to 62 mph takes a brisk 5.8 seconds. Official CO2 emissions are 33 g/km. Range in EV mode is 37 miles, so here, many rivals do better. But you can bet that Mazda will already be readying battery and software evolutions to add more distance, matching or beating that of competitor models. Another example of the kaizen approach, along with a spend big when needed then keep tweaking philosophy. In certain countries there are multiple other drive systems but the 2.5-litre plug-in hybrid is the only one which can operate as an EV. The alternatives include a non-PHEV 2.5-litre I4, a 3.0-litre I6, a 3.3-litre I6 and a 3.3-litre diesel I6. Many of these are mild hybrids, while every CX-60 has an eight-speed automatic transmission sending drive to the rear or both axles. All build takes place at Hōfu H2, one of two main Mazda plants in Japan's Yamaguchi prefecture. CX-60, 70, 80 & 90: all close relatives This was the first of a group of new SUVs, debuting back in 2022. Which not only means that any future powertrain and other updates will soon enough also find their way to the CX-70, CX-80 and CX-90. For now though, it's just the CX-60 which is having a few 2025 model year changes. The revisions include a new leather covering for the seats in Homura trim level variants as well as a slightly altered dash panel. Engineers have also worked on the handling and comfort, specifying softer springs but firmer dampers for the rear suspension. Stability systems have been recalibrated accordingly, Mazda notes. Aside from one new paint option, that's the full extent of the update. Safe safety systems It seems shocking to say this but I prefer the CX-60 to many allegedly 'true' premium brand rivals. Never do the ADAS become overbearing: you won't be loudly berated for daring to glance over a shoulder when changing lanes, nor is the lane-assist way too sensitive. HVAC functions are all lovely buttons and even the lack of touch operation for the screen is safety-minded: twirling an i-Drive type of controller means your eyes stay on the road. The 2.5-litre engine and its electric boost provide great performance, the steering is about eight tenths there compared to a BMW X3 while in Sport mode, body lean is well controlled. Comfort is also really very good, passengers have lots of space and that applies to the boot too. Oh, and soft surfacing is the default for the dashboard and door trims, complemented by dark wood-effect trim. Even better, the fingerprint-seeking 'piano black' plastic loved by so many OEMs is nowhere to be seen. Conclusion As long as you can get your head around a Mazda being quite expensive, then there is no reason not to consider this as an equal for traditional luxury make alternatives. And it does seem that very many British buyers agree: sales in the first four months of 2025 are up by 39.2 per cent to 12,537 cars and SUVs."Is quirkiness the secret to Mazda profit?" was originally created and published by Just Auto, a GlobalData owned brand. The information on this site has been included in good faith for general informational purposes only. It is not intended to amount to advice on which you should rely, and we give no representation, warranty or guarantee, whether express or implied as to its accuracy or completeness. You must obtain professional or specialist advice before taking, or refraining from, any action on the basis of the content on our site. Error in retrieving data Sign in to access your portfolio Error in retrieving data Error in retrieving data Error in retrieving data Error in retrieving data
Miami Herald
13-05-2025
- Automotive
- Miami Herald
U.S. Tariffs Create a Dramatic Shift in Mazda's Strategy
According to Automotive News, Mazda CEO Masahiro Moro stated during a May 12 presentation on the fiscal year ending March 31 that the automaker requires more time to assess how tariffs might affect its operations. "We will work toward maintaining global sales volume at levels close to the previous year to the greatest extent possible," Moro said. "Regarding the outlook for the current fiscal year, considering the uncertain business environment, including U.S. tariff policies, we are not yet in a position to provide a forecast." Sales in North America, Mazda's biggest market, jumped by a substantial 24 percent to a record 617,000 vehicles during the fiscal year that ended on March 31, driven by all-time-high deliveries in both Mexico and the U.S. In 2024, Mazda's U.S. sales grew by 17% to a record 424,382 vehicles, the best sales year for the brand since 1986. As recently as February, Mazda executives predicted that it would have another year of record U.S. sales, leaning on the success of a redesigned CX-5 to help it move 450,000 vehicles in 2025. However, Mazda CFO Jeffrey Guyton now predicts that U.S. demand will fall due to tariff-induced price increases. Mazda's CEO claimed that tariffs cost the company ¥9 billion to ¥10 billion (~$60.1 million to $66.8 million) in April alone, however, the company intends to combat by pushing Mazdas in other key regions like its native Japan, Southeast Asia, and China, as well as aggressive cost-cutting. "We can imagine there will be some risk to our U.S. sales in the coming year," Guyton said. "And our intention is to find sales opportunities among all the other countries." One caveat behind the numbers is that Mazda heavily relies on vehicle imports on a larger scale than contemporaries like Toyota, Honda, and even Nissan. In 2024, Mazda imported 235,738 vehicles from Japan to the U.S., including models like the CX-5 crossover and the CX-70 and CX-90 SUVs, which make up roughly 55% of its U.S. sales. In addition, Mazda also imports the compact Mazda3 and the CX-30 crossover from its plant in Mexico, which are compliant with the United States-Mexico-Canada Agreement. Mazda Toyota Manufacturing, U.S.A., the automaker's only stateside factory, is a jointly operated site in Alabama where Mazda makes the CX-50 and Toyota makes the Corolla Cross on different assembly lines. Although the CX-50 is made there, Guyton says it will have to pay tariffs on imported parts used in its assembly, which will range from $2,000 to $4,000 per vehicle. Mazda CFO Guyton noted that the automaker will try to push more vehicles that move quicker from dealership lots instead of costlier vehicles that have higher margins. "In service of keeping production maximized, we need to make sure that we're focused on fast-turn product," Guyton said. "That doesn't mean purely entry grade. But higher value and more core models are what we're looking at." In addition, Mazda will try to curb its incentive spending as car prices increase. Over its past fiscal year, Mazda says that incentives took away over 124.9 billion yen (about $833.9 million) from its operating profits. According to data from Motor Intelligence, Mazda's incentives averaged $3,224 per vehicle from January-March 2025, a 36% year-over-year increase. Overall, Mazda saw a 26% dip in operating profit and a decline in its operating margin from 5.2% the year before to 3.7%. Mazda CEO Moro said that the company expects to give an earnings outlook when it announces its fiscal first-quarter results, which typically happen in August. However, as political leaders from Tokyo and Washington, D.C. negotiate some amendments to the tariffs, Moro maintains that clear guidance won't come unless something gets ironed out between the respective trade representatives. "At the moment, the Japanese government is still negotiating with the U.S. government. So, I don't think we should provide guidance based on an uncertain outlook or an uncertain premise," Moro said. "As the situation is highly volatile, we cannot come up with an estimate at this moment in a rational manner, and so our guidance is undecided." Mazda's withdrawal of its outlook guidance is the latest in a line that includes big names like its former Dearborn parent, Ford, and German luxury automaker Mercedes-Benz. Though Moro stated that it's unable to get clear guidance until the U.S. and Japan work out a trade deal, such a deal is unlikely to come very quickly. According to a May 11 Bloomberg report, Japanese Prime Minister Shigeru Ishiba will not accept any trade deal that excludes an accord on auto imports. Japanese media outlet NHK also reported that the Japanese government proposed expanding auto-related investment in the US as part of its concessions. However, they predict that any agreement will likely be reached in early July, around the time Japan announces a national election. Copyright 2025 The Arena Group, Inc. All Rights Reserved.
