Ready - Set - H2Go!

Ready - Set - H2Go! Ran out of power? Need batteries? NO?? Just add water - What? That's right, it is finally here, the car that runs on water!

This car will not only run on water, it can use solar power as well. The only downfall, it's a toy. That's right, your kids get to have all the fun. Or should I say, the kid inside you can cut loose with this little gem!

A model of a real working prototype, this car extracts the hydrogen from water to provide an energy source to power the car. Using fuel cells for cruising and super-capacitors for speed this remote control car can scream! And even better, the included remote does not even need batteries!

The best part is, that in using the car, the user learns the basic science of hydrogen fuel cell technology. A fuel cell produces an electrical current that can be directed outside the cell to do work. This can include powering an electric motor or illuminating a light bulb or a even a city. The behavior of electricity returns the current to the fuel cell, thus completing an electrical circuit. A chemical reactions to produce this current key to how a fuel cell works.

There are many different types of fuel cells, and each operates a bit differently. basically, hydrogen atoms enter a fuel cell at the anode where a chemical reaction strips them of their electrons. Hydrogen atoms are "ionized," and carry a positive electrical charge. Negatively charged electrons provide the current through wires to do work. Also, If alternating current (AC) is needed, the Direct Current (DC) output of the fuel cell is routed an inverter which is an AC/DC conversion device.

Oxygen enters the fuel cell at the cathode and, in some cell types, it will combine there with electrons returning from the electrical circuit and hydrogen ions that have traveled through the electrolyte from the anode. Some other cell types allow the oxygen to picks up electrons and then travel through the electrolyte to the anode, where it combines with hydrogen ions.

Electrolyte, the medium used to transport the ions, plays a key role. It permits only the correct ions to pass between anode and cathode. If free electrons or other substances were to travel through the electrolyte, they would spoil the chemical reaction.

So who said learning can't be fun. Ready, Set, H2Go - Get the car of tomorrow... Today!

Future Fantasy Cars and Trucks

 

2021 Mazda2/Mazdaspeed2
The Mazda2 hits the entry-level market with a freshly molded composite body that helps hold the curb weight at less than 2000 pounds. Strong development and competitive pricing in the aluminum market means the little Mazda's chassis and suspension is mostly aluminum, with high-strength steel and some small magnesium castings thrown into the mix. A revised and efficiently packaged MacPherson strut design continues to guide and drive the front wheels, while the refined torsion-beam rear is again summoned for service. Shades of 2011, anyone?

Now offered as a three- or five-door hatchback, the '2's lone engine is the recently debuted all-aluminum SkyActiv 1.4-liter double-overhead-cam inline-four developing 140 horsepower and 140 lb-ft of torque. The engine is easily capable of 50 mpg highway with either a throwback six-speed manual or economy-optimized seven-speed automatic. A radically shaped piston crown works in conjunction with precision-calculated ignition and timing control to empower Mazda's spray-guided direct injection, promising the engine series' greatest thermal efficiency yet.

Although the 2021 Mazda2 can run a stratified charge deep into the powerband, it's also a perfect candidate for the now-standard i-stop auto stop-start feature. Inside, there's the option for unconventional gel seats that weigh around 5 percent less than comparable cloth buckets and feature limited firmness control.

But the big performance news comes in the form of a five-door hot hatch ably called the Mazdaspeed2. In response to overwhelming owner and dealer requests, and with favorable market research to back the outstretched hands, Mazda has thrown the enthusiasts a small bone. The SkyActiv 1.4-liter was given a lower compression ratio before it was turbocharged in the Mazdaspeed spirit. A quick-spooling, variable-geometry turbo teams with retuned injection and additional engine friction reduction to produce 205 horsepower. The six-speed stick with limited-slip is the only transmission choice, and it's assisted by a lightened flywheel.

Handling-wise, higher-rate titanium springs supplant the stock Mazda2 pieces. There's added damping to control suspension movement; a lower center of gravity; and sharper electric steering. Standout 16-inch magnesium wheels (the regular Mazda2 has 16-inch aluminum alloys) provide an advantageous footprint for handling excellence. - Benson Kong

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2021 Mazda MX-5 Miata
A light weight and high efficiency will be key in the design of the fifth-generation Mazda MX-5 Miata, as the brand's purest sports car builds on the success of the upcoming, back-to-basics fourth-generation car. Weight will be pared down from the fourth-gen's 2200 pounds to an even ton, and a small 1.4-liter turbocharged four-cylinder engine will be found below the hood. Don't let the diminutive size fool you, this Miata will push out just over 200 horsepower in top spec.

To keep weight down, thin-gauge high-strength steel will be employed by the chassis and aluminum will be used in greater quantities than ever before (both in suspension components and body panels), helping to push the Miata's sticker price up into the $30,000 range. Still, the Miata will be among the more affordable cars on the road, especially when taking into account starting prices for competing sports cars. While Mazda will continue to offer a manual transmission in what will continue to be one of the purest sports cars on the market, a paddle-shift-equipped dual-clutch gearbox will replace the conventional automatic transmission, bringing the car firmly into the new century.

We expect new trim levels that go beyond those currently available. Mazda will finally capitalize on the Miata's broad appeal by offering a car for the daily driver and weekend track junkie - along with a few stops in-between. A Mazdaspeed variant will return as the flagship model and will be tauter and stiffer than base models. Opt for the track package and one-piece race seats, a roll bar, and a hard top will all be included, giving a factory option to those who want to race on Sunday, but still commute to work on Monday. - Rory Jurnecka

2013 Mazda CX-5 First Drive

We've sampled Mazda's Skyactiv-G 2.0-liter gas engine before: in the 2012 Mazda3 sedan, and in a Euro-spec version of Mazda's latest and greatest crossover, the CX-5, through the wilds of Iceland. Recently we got another crack at the all-new 2013 Mazda CX-5 -- this time in U.S.-spec, pre-production guise -- and got our Skyactiv zoom-zoom on.

Skyactiv technologies are a holistic approach to improving all future Mazdas through what the automaker bills as "optimized internal combustion and lightweight engineering." To that end, the Hiroshima-based automaker is focusing its efforts on engines, transmissions, body, and chassis development to achieve performance and efficiency goals. The 2013 CX-5 is the first offering with Mazda's entire suite of Skyactiv technologies in one vehicle.

The CX-5's Skyactiv-G 2.0-liter gas engine differs slightly from the unit installed in the Mazda3. It boosts the compact sedan and hatch's already lofty 12:1 compression ratio to 13:1, courtesy of a new 4-2-1 exhaust manifold made possible by designing the engine and chassis at the same time - part of the aforementioned holistic approach. The same manifold would not fit with the engine in the Mazda3 without removing the air conditioning unit or completely reengineering the firewall, something the automaker says will be remedied on the next-generation car.

The direct-injected engine makes the same 155 horsepower as in the Mazda3, and peak torque is up 2 lb-ft, now at an even 150. The compression ratio bump is good for more midrange torque around the 3000 rpm range -- important in the 356- to-574-pound heavier crossover. And impressively, it does it all on 87-octane fuel. Front-drive CX-5s can be had with a six-speed manual transmission or a six-speed automatic. All-wheel-drive models are available only with the automatic.

We first jumped into a CX-5 Grand Touring AWD rolling on 19-inch alloy wheels shod with 225/55 all-season tires. The U.S.-spec suspension tuning felt composed on the winding switchbacks of the Angeles Crest Highway north of Los Angeles. The ride was smooth, even over neglected sections of the two-lane road. The all-wheel-drive model felt slower than actual road speeds, a testament to the vehicle's refinement and confidence. Mazda claims 61 percent of the chassis is made of up some form of high-strength steel, giving it more rigidity and lower weight -- two main ingredients in fun-to-drive cars. Even the preproduction interior trim didn't rattle on bumpy or pitted road surfaces. Slicing through curves at 60 mph felt like 40 mph. The CX-5's chassis begs you to go faster than you should, an unusual trait in a compact crossover.

That said, the engine seemed to struggle to push the car up the hills at times, requiring lots of downshifting to keep the power coming. Things also got a bit buzzy at the high side of the rev band, but nothing too surprising or off-putting given the engine size and power.

Mazda engineers say they spent lots of time designing the A-pillars and side mirrors for good visibility and low wind buffeting, and their hard work seems to have paid off. The careful design of the body, combined with chassis stiffness and suspension tuning, contributed to a comfortable and quiet ride in most normal commuting situations.

Next we climbed into a Touring FWD model mated to the same automatic transmission. Sport and Touring models ride on a 225/65/17 all-season tire and alloy wheel package. Acceleration in this configuration felt a little spunkier and the steering feel a shade lighter, no doubt attributed to the two-wheel drive, lighter overall weight, and smaller diameter wheels.

Mazda also made a big deal about driver seating position, and it shows. Visibility all the way around is good, which helps in placing the vehicle where you want it, and the center stack's switch and knob layout is logical and easy to access. The soft-touch dash and interior are attractive and the seats are well-bolstered and comfortable. Interior choices are cloth, premium cloth, or leather. Black and black with sand are the two interior color choices and piano black trim and satin-chrome trim help set off the interior. Rear-seat legroom is good for six-footers and features power 40/20/40 folding rear seats.

Mazda aimed for best-in-class acceleration and fuel economy with the CX-5. The automaker says the front-drive, manual trans-equipped models will hit 60 mph in 8.8 seconds, with the automatic only one tick slower at 8.9 seconds. Al-wheel-drive models will take 9.3 seconds to reach 60 mph. Mazda also targeted 26/33 city/highway mpg with the manual transmission. Automatic, front-wheel-drive vehicles should achieve the same city mileage and drop just one highway mpg. All-wheel-drive versions are projected to get 25 mpg city and 30 mpg highway. These claims are still pending EPA verification.

Mazda officials were mum on whether the Skyactiv-D 2.2-liter diesel engine will be available later in the CX-5, only saying the engine will be coming stateside in the future. We hope the 300-plus lb-ft of torque turbo-diesel will be available in the U.S.-spec CX-5 (and Mazda6 sedan) -- especially in all-wheel-drive form. Mazda brass wants to know that enough Americans want the diesel to make a business case for the torque-laden oil-burner. Our own Todd Lassa, in his Iceland preview drive, stated unequivocally that the diesel is the engine to get.

No pricing or official on-sale date has been announced, but Mazda said prices would fall into the thick of the compact SUV field. We estimate in the $22,000 to $28,000 range.

2011 Mazda2 Touring Verdict

If we rated our long-termers yearbook-style, the 2011 Mazda2 Touring would be voted Most Bang for the Buck and Most Likely to Make You Smile. It was far from the fastest, biggest, or most well-appointed car in our garage, but in its 12 months and 18,000 miles, the peppy green hatch won the hearts of almost everyone on staff.

The '2 piqued Motor Trend staff interest enough at 2011 Car of the Year testing to be invited back to El Segundo for a yearlong stay. We ordered a Spirited Green specimen in Touring trim, which includes black cloth seats with red piping, foglamps, 15-inch alloys, a six-speaker stereo, a rear spoiler, and chrome exhaust tips. Other trim items were a leather-wrapped multifunction helm, a trip computer, and cruise control. We added a $295 compass/autodim mirror with a Homelink function that didn't get used, and a $40 cargo net for the very small 13.3-cubic-foot trunk that came in handy after many a Target trip. Total sticker price: a very wallet-friendly $16,520.

Built on the same platform as the Ford Fiesta, the '2 weighs 319 pounds less, tipping the scales at 2233 pounds, and it's 4.6 inches shorter, at 155.5 inches. Those lost pounds and inches made a difference, as the Mazda feels slightly sprightlier from behind the wheel than its Ford brother. Staffers praised the eager five-speed manual transmission, which tries hard to make up for the car's paltry 100-hp, 98-lb-ft, 1.5-liter I-4. We clocked a 0-60-mph time of 8.8 seconds and a 16.8-second quarter mile at 80.8 mph. In city driving, the lack of power doesn't matter much, but merging up a hilly freeway on-ramp ahead of a semi that's going 65 mph is a nail-biter. The gut-jiggling suspension and preponderance of road noise make it a better city driver than long-hauler; it's great for a high school or college student who doesn't need to drive far or fast. In just that sort of commuter driving, we tallied a 32.9 mpg average -- that's within its EPA-rated 29/35 mpg city/highway and higher than most MT long-termers achieve.

While the green goblin's lack of speed isn't ideal, the weighty electrically assisted steering and crisply satisfying shifter earned plenty of compliments, though by the end of its stay, slotting into reverse took a couple of tries. When moving forward, the '2 was a cornering delight. Its subcompact footprint and tight steering made it easy to parallel park on crowded city streets, or circle through cramped parking structures.

The exterior styling is aw-shucks cute, with rounded lines and a smiley-faced front grille. The color -- imagine Kermit the Frog dusted with sparkle powder -- separated the MT men from the women. The girls thought it was fun and cheerful, but the guys were less impressed. Associate road test editor Carlos Lago dismissed the hue as "ripe like radioactive sludge."

The unadorned, modern interior is totally without pretense. The three-circle tach display is simple but sporty, and hard plastics abound. The center stack controls are large and easy to read and operate, and the heating/cooling system is surprisingly powerful. Another surprise: the front seats. For an economy car, they're well-bolstered and comfortable, and the driver's seat position was easily adjustable to fit our shortest editor at barely over 5 feet tall, to a 6-foot-3, 250-pound art director. We wished a navigation system and satellite radio were options on our 2011 '2; the Chevy Sonic and Ford Fiesta offer both. You can plug an iPod into the auxiliary jack and listen to music through the stereo, but you still have to select songs on the gadget itself, which is tricky and potentially unsafe while driving.

What is bad is the lack of rear-seat and cargo room. Those seats supposedly accommodate three grown-ups, but two kids or tiny adults with stick-thin legs is a more realistic estimate. The cramped space also proves the point that this would be a great car for a high schooler: Nobody is getting lucky in that back seat without being well-versed in the art of contortionism. The seats fold 60/40 for a total of 27.8 cubic feet of cargo space -- enough for hauling small boxes, but not visiting Ikea.

Inside and out, the Mazda2 held up well over its stay, with no exterior dings or scratches, and the black carpet and upholstery showed nary a sign of wear. Mechanically, our '2 played like a champ. We took it in for three scheduled oil changes/tire rotations, for a total maintenance outlay of $144.91, with zero service issues or recalls. All in all, we thoroughly enjoyed the honest, cheerful little Mazda2. For what it sets out to accomplish -- fun driving characteristics, decent fuel economy, and an affordable price tag -- it succeeds very well. We'll miss it.

Protecting Children From “Backover” Accidents

Mirror integrated rear camera displays and other back up cameras are now required in new vehicles by the year 2014 thanks to the Kids Transportation Safety Act. Find out more about these back up cameras and find out which one is best for you.

(NAPSI)—Backing up a motor vehicle is inherently difficult and potentially dangerous. That’s why Congress recently passed the Kids Transportation Safety Act. It requires that automakers install backup cameras and related video displays in all new vehicles in the U.S. by September 2014.

Such systems help prevent pedestrian injuries and deaths from accidents that happen when a vehicle is reversed. Young children are especially vulnerable to such accidents as they are often too short to be seen. As it stands today, the regulation requires the rear camera display to turn on in two seconds or less from the time the vehicle is put in the reverse gear, and the brightness of the display must be at least 500 cd/m2. However, not all rear camera displays are equal, say the experts.

When it comes to choosing a rear camera display, go for:

• Mirror Integrated.
The mirror appears to be a safer location for the display, likely because it is in the driver’s natural line of sight, can be viewed while maintaining a heads-up posture and is in a logical, intuitive and ergonomic location that the driver is already accustomed to viewing regularly—especially when backing up. Recent independent studies reveal that displays in the rearview mirror are more effective in helping drivers to detect obstacles and avoid backover accidents when compared with drivers using in-dash displays. Having the display in the mirror also prevents sunlight from washing out the display, which may be a problem with dash-mounted designs.

• Faster.
Mirror-integrated rear camera displays tend to turn on faster than those sharing a display with the navigation or infotainment system, as those systems can require significant time to boot up. Gentex Corporation (NASDAQ: GNTX), the leading supplier of automatic-dimming mirrors with integrated electronic features, provides automakers with rear camera displays that respond in two seconds or less.

• Brighter.
Gentex display mirrors are bright, too--300 to 500 percent brighter than in-dash displays. The mirror display consists of a bright, high-resolution display that works with a video camera to provide a view directly behind the vehicle when backing up.

• Cost effective.
Mirror-integrated displays also tend to be less expensive than those mounted in the dash or center console. The mirror’s “plug and play” design allows automakers to avoid the significant expense of tooling each vehicle’s dash to accommodate a display. In addition, they allow consumers to purchase the feature without having to also pay for expensive navigation or infotainment systems.

2012 Mazda3 Skyactiv-G First Test

Mazda is about to face an interesting dilemma. It just released the slightly less smiley mid-cycle refresh of its C-segment sleeper, the Mazda3. How important is the 3 to Mazda? In the U.S., the little sedan/hatch accounts for fully 40 percent of Mazda's sales. Worldwide, one out of every three Mazdas sold is a 3. In fact, the best-selling car in Canada (of all places) is the Mazda3. As you can see, messing with the 3's formula could very well prove perilous for Mazda's bottom line. But the Mazda3 is better than ever, and you can now get it with the all new and technically intriguing Skyactiv engine and transmission(s). What's the dilemma then? Keep reading.

As of 2012 you can buy the Mazda3 in six flavors. Two versions (the i SV and i Sport) come with the standard, carryover 148 horsepower MZR 2.0-liter I-4; two versions (i Touring and i Grand Touring) with the fancy new 155 hp Skyactiv-G motor, one with the big-bore (ha!), carryover 167 hp MZR 2.5-liter I-4 (that's the s Grand Touring); and one last version -- the mighty Speed3 -- with a turbocharged 2.3-liter four-banger with an impressive 263 hp and a whopping, diesel-like 280 lb-ft of torque. It gets even more confusing when you start factoring in that some engines only come with the four-door body style, but let's not get bogged down with that. For now, let's worry about SkyActiv and why Mazda felt the need to come out with an engine that makes just 7 horsepower more than the 3's entry-level mill. Especially as Mazda claims this new engine will account for more than 50 percent of all Mazda3 sales. Hence the dilemma.

What then is Skyactiv, aside from a word hated by spell checkers and copy editors everywhere? Mazda claims it's a whole new way of thinking. A new automotive philosophy, if you will. Let's look at the new six-speed Skyactiv automatic transmissions to illustrate their point. Starting with a "blank slate and an open mind," Mazda engineers listed the ideal attributes of an automatic transmission. Quoting the PowerPoint slide, they are: high efficiency; direct connected feel; quick, responsive and smooth shifts; easy low-speed control; and smooth, powerful launches. Then they looked at which types of transmissions give you those attributes. Without getting too deep into their marketing matrix, dual-clutches are heavy, inefficient, and jerky at low speeds; CVTs are inefficient at high speeds; and traditional autos feel like mush.

The idealized Mazda transmission turned out to be a little from column A and a little from column B, namely a multi-plate clutch and a torque converter. And since each is smaller than they would be in a conventional automatic transmission, Mazda is able to pack in a larger damper that cuts NVH. Working in unison, this combo nets 7 percent greater fuel economy, more direct shifts, and much quieter operation. In conjunction with the new Skyactiv-G engine and some aero tweaks, the 2012 Mazda3 automatic is 21 percent more efficient than the car it replaces (the manual equipped car is only 18 percent more efficient because manuals are quite efficient to begin with). Meaning the four-door Mazda3 with Skyactiv technology can achieve 40 mpg. Of course, that's what Mazda claims. Here's what Frank Markus, my colleague and director of all things technical at Motor Trend, found:

"To put the new Skyactiv's lofty 40-mpg highway fuel economy number to the test, we loaded up a Mazda3 i Grand Touring model with long-weekend gear for two people and drove from Detroit to Boston. The route included 1500 miles of mostly expressway driving posted at 65 mph, and we maintained pace with the left-lane traffic at 10 over. While in Boston we probably racked up 20 miles worth of frustrating maneuvering around the horse-era network of mainly one-way (usually the wrong way) streets and tunneling freeways.

Our mid-October timing meant the fall colors were at their peak and the temperatures were crisp enough to leave the A/C switched off. Steady speeds, minimal accessory loading, and mostly dry pavement make this trip a pretty ideal test. The onboard computer read 37 mpg at an average speed of 57 mph for the entire trip, and after the final fill-up our off-board calculator spit out a figure of 35 mpg. OK, maybe the difference is attributable to the roughly 7 additional horsepower we expended per mile by running above the limit. Perhaps 40 mpg demands greater driver patience."

Perhaps. Though it must be pointed out that an observed 35 mpg at mostly 75 mph with a little bit of city thrown in is pretty dang decent, and probably on par with what you'll get in the real world from the 3's high-mileage competitors. And by "high-mileage competitors" I mean the Honda Civic HF as opposed to the regular flavor Civic. The Chevy Cruze Eco instead of the standard Cruze. See what I'm getting at (and what Mazda pointed out a few different times)? Mazda's mainstream volume player that will account for more than 20 percent of all Mazdas sold in the U.S. will achieve the same mileage as special high-mpg variants from the big players. In terms of total American Chevrolet sales, what percentage will the Cruze Eco represent? A teeny, tiny drop in the proverbial sales bucket, that's what. Only the mainstream Hyundai Elantra claims such big mpg numbers for a regular product.

Now, my driving experience was a bit different from Frank's. In my estimation, there are only two volume manufacturers in the world that go out of their way to bake sportiness into every product they make. One is Porsche, and the other is Mazda. As such, Mazda planned a ridiculously complex drive route for us that just happened to be over and across some of my favorite Southern California canyon roads to prove the Mazda3's sporting nature. Keep in mind this car is one step up from Mazda's bottom-rung sedan and hatchback. That said, the chassis was composed, the handling was neutral, and even though I was driving the automatic transmission, I was having fun. The engine, while not overwhelming in a straight line (0-60 mph happens in 7.8 seconds), was torquey enough to keep the speed up into and around fast corners. I kept thinking to myself, "Why would anyone bother with the 2.5-liter?" And, true to what Mazda claimed, the automatic did shift pretty quickly in manual mode. About as fast as a DSG-equipped Volkswagen, by my estimation.

Then something odd happened.

My driving companion's wife had a baby seven days earlier. A fellow L.A. native, he figured the baby slept all day anyway, and a man's gotta work. There we were, lost up in the Angeles National Forest, and he gets a message: something's wrong, wife and newborn are headed to the emergency room. There's a brief moment of silence before I offer that of course I'm willing to bail out on the program and get him to Pasadena. We set off and I call a Mazda engineer to explain why I'm aborting their program. For the next 40 miles I don't go below 80 mph, and once we got out of the canyons and onto the freeway I rarely went below 100 mph. The good news? His wife and son are totally fine (just a scare) and the Mazda3's trip computer showed 26.7 mpg.

We should talk engine, as the totally rethought Skyactiv-G engine is the second part of the Skyactiv puzzle in the 2012 Mazda3. In its purest, European form, the Skyactiv-G 2.0-liter features an almost impossibly lofty 14:1 compression. How does Mazda achieve this without near-constant knocking and/or black soot shooting out into the atmosphere? Like the new automatic transmission, plenty of good old engineering. Or should I say good new engineering? First, the fuel is delivered into the cylinders via direct injection at 2900 psi. Yes, for a non-diesel, that is quite high. Moreover, the Skyactiv direct injection fires not one, but two blasts of fuel into the cylinder (once during the intake stroke, once during compression) per cycle. The initial squirt of 91 octane cools the cylinder to prevent knock.

Did I say 91 octane? So yeah, over in fancy pants Europe you can get a Skyactiv-G that takes 91 octane. However, here in America, Mazda sees premium fuel as a barrier to sales. Therefore the Mazda3 with Skyactiv-G we get runs on 87 octane. Meaning that Mazda had to lower the compression ratio to 13:1. Er, whoops, that's not true. That's going to be true on the upcoming CX-5 with its trick 4-2-1 exhaust header. But since that header would require altering the Mazda3's firewall, engineers had to use the exhaust system that's already there and lower the compression ratio to 12:1. Now, before you start freaking out, I'd like to point out that the Ferrari 458 Italia also has a 12:1 compression ratio (fine, 12.5:1). Thing is, 12:1 on 87 octane is pretty remarkable. And that's the really cool thing about this whole Skyactiv program -- we ain't seen nothing yet. Back to Frank:

"This initial Skyactiv fitment seems to work well and whets my engineer's appetite for the next generation, which promises to include a homogeneous-charge compression-ignition (HCCI) combustion system. The idea is to combine the lower cost architecture and simpler emissions of a gasoline engine with the unthrottled compression-ignition efficiency of a diesel by shutting off the spark plug under steady-state low-load operating conditions while burning gasoline the whole time. It's a combustion-control electronics nightmare, but when these hurdles are overcome, the technology promises to rival the performance and economy of a more expensive downsized turbo. The more ways there are to skin that cat, the better."

Hard to disagree with that. Moreover, Mazda claims that unlike the refreshed 3, going forward all their new products will feature Skyactiv (remember, that means clean sheet design) technology across the board. Engines, transmissions, suspensions, you name it. Why the big push? Unlike the aforementioned volume players like GM and Honda, Mazda simply doesn't sell enough cars for hybrid technology to make any economic sense. Remember, hybrids account for a tiny fraction of the overall car market, so Mazda would be chasing a fraction of a fraction. Instead, its cars are going to be more fuel-efficient using mainstream though totally improved technologies. Speaking of which, they won't say which model specifically, but within 15 to 18 months, Mazda will have a diesel passenger vehicle on sale here in America. We're betting it's the CX-5 with Skyactiv-D. Here's to more and more innovation from our friends at Mazda.

Beware This Problem That Stops Your Car Cold

Gasoline out of the pump to most drivers is like water out of the spigot. They assume that water is water and gas is gas, and that, in both cases, some regulating body has made sure that what is going into our stomachs and in our gas tanks is the right stuff.

Not so fast. Just as we find contaminated water from time to time, we also find contaminated gasoline. And just like bad meal can play havoc on the human digestive system, so too can bad gas cause expensive, unpleasant problems for your vehicle.

WHNT-TV out of Huntsville Alabama recently reported on a Trinity, Ala. couple whose car was acting terribly after gassing up, and then wouldn't start at all the next morning. Celestra Gordon and her husband were told by their mechanic that the fuel injectors were ruined after processing gasoline that had been contaminated with water.

After discovering the vehicle's warranty would not cover the damage, the Gordons contacted the gas station. The station shut down the pumps, and is reimbursing the Gordons for the repairs, reported WHNT.

The Gordons were lucky. It's not easy to prove a case of contaminated gas, as Clarence Davis of Texas found when he faced about $700 in repair bills and related costs.

Davis gassed up his car at a Bedford, Texas Kroger station last year. Afterward, his engine sputtered and died. A mechanic diagnosed it in writing as having water contaminated gasoline. Davis, reported the Dallas Fort Worth Star-Telegram, reported it to the Kroger as well as Texas Department of Agriculture, which regulates gas and gas pumps. The state inspector certified that Kroger's gas met state standards, and the Kroger disputed Davis's claim that it had water in its tanks, asserting that gas is tested multiple times a day and that there is a shutoff built in to the pumps if bad gas tries to circulate.

Going to court

Davis had saved a milk-jug of the gas taken from his vehicle with a notation from his mechanic. But a small claims court ruled in favor of Kroger because Davis's gas sample did not get properly tested by a third party, and also because it did not satisfy the standards of "chain of evidence." Water, in theory, could have been added to the milk-jug. Without the state inspector on Davis's side, it was going to be a tough battle.

The chances of getting bad gas in your car are small, but it does happen. The most likely time it could happen is when the tank at the gas station is near empty. Why? Gasoline is lighter than water. If there is water in the station's tank, it will be collected at the bottom of the tank.

The only thing Davis could have done differently was have his gas tested at a third party lab after it was given to him. That would cost around $300 at most labs. And even then, an opposing lawyer could charge that the gas was not taken from the Kroger pump.

There isn't much to do to guard against this problem. But one thing experts agree on is this--it's better not to fill up from a pump that is attached to a tank that is being filled up by a tanker truck. That was the case when Davis fueled up at the Kroger. It is at this moment that the tank is low, exposing possible water, and also the time that water, if it's in the tank, is sloshing around with the gas before it settles.

DEMO BLOWOUT

 
Kings Mazda in Cincinnati, OH< has more than 20 demo vehicles available for purchase and price to sell NOW!

Offer expires: 07/31/2012

# 5

Read the car purchase contract carefully. Decide if you agree to the terms listed, including the terms of warranty and whether that warranty will be transferred to your name. Negotiate, and make sure every clause agreed to is in the contract, in writing, before you sign it. Make sure a notary public validates the signatures.

Read more: Steps Needed for Buying a Car | eHow.com http://www.ehow.com/how_7575477_steps-needed-buying-car.html#ixzz1yTLLh2hX

# 4

Look at the car carefully yourself. Get a second opinion by bringing a car mechanic friend or someone knowledgeable on car quality. Take the car for a test drive. Pay attention for any unusual noises. Pick a mechanic you trust to inspect the car before agreeing to sign a contract. Take the VIN to the local Department of Motor Vehicles office. Find out whether the car has a lien on it and confirm the person selling it to you is the rightful owner.

# 3

Investigate a car by its history. Get the Vehicle Inspection Number (VIN) of each car you are considering as a purchase option. Find the number on the car title or sometimes under the windshield on the dashboard. Look up a company that provides vehicle history reports, such as CARFAX, eBay Motors and AutoCheck. Feed the numbers to your company of choice and find out the history on the vehicles. Read these reports for any reported previous damages to the car and whether those were repaired; odometer history to make sure that it has not been reset; inspection histories and how the car has been used, such as for taxi or personal use.

#2

Do the research on the car you wish to purchase. Pick a model and year and read reviews by people who have bought and dealt with that car. Compare several models and decide which car has the sturdiest, lowest-maintenance design. Since no car is perfect, decide which set of problems you would rather have with your car, such as deciding which models cost less to maintain. Go to a car lot with these considerations in mind, looking for what you have already decided is a good buy before you step on the lot.

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Instructions #1

Figure out your budget for buying and owning the car. The budget should include many factors: the price of buying the car; a car loan with an interest rate and payment schedule that you can manage; a fund for car repairs and maintenance; a fund for gas that matches the car's gas mileage and an allotment for insurance based on the car and the insurance status of the person driving it. Young drivers or those who have had accidents before will have a higher insurance premium. Also, sports cars tend to raise insurance prices compared to economy cars.

How to Budget for Car Maintenance

Owning a car requires you to spend a little money periodically on maintenance. Since maintenance typically occurs randomly on your car, it can be difficult to save enough money for this cost. If you can effectively budget for your car maintenance in advance, you can avoid many of the financial problems that people have when a car repair bill comes up. Once you determine how much you need, you can set aside a certain amount of money every month for your auto maintenance.

Instructions
 

1. Add up the total amount of money that you spend on car maintenance over the course of year. For this process, you may need to get a copy of your bank statement to determine how much you have spent in this area. Add everything that you can think of such as oil changes, new tires, wiper fluid and tag renewals. Try to be as detailed as possible so that you can avoid any surprising expenses that you have forgotten. If you had any major repairs done over the course of the last year, you may want to still include the amount of the repairs in your figure. It is always a good idea to overestimate because you never know how much you will have to spend in car repairs in any given year.
2. Divide the number that you came up with by 12 so that you can see how much money you spend per month on average. If you wanted to break it down even further, you could divide it by 52 so that you can see how much you spend every week on car maintenance. By doing this, you can determine how much you need to set aside on a regular basis to get enough money for your car maintenance.
3. Open a savings account with your bank or with an online bank. Now that you know exactly how much you need to set aside on a regular basis, you can get in the habit of transferring enough money into this account. The easiest way to do this is to set up an automatic transfer with your new bank account. For example, if you determine that you need $100 per month for car maintenance, set up a $100 transfer from your main bank account to your new savings account every month. If it is more convenient, you could set up two $50 transfers per month so that it does not take as much money out of your account at once.

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Battery

As long as you are careful not to leave the light or any other battery-operated extras such as the stereo turned on when your engine is not running, your Mazda's battery should last approximately five to six years. When approaching the five- to six-year mark, be sure to have it inspected. It is better to be prepared than to have your battery die unexpectedly when you need to be somewhere.

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Inspection

If you bought your Mazda new, follow the service guidelines recommended in the owner's manual. This will keep you from accidentally voiding your warranty in any way.
According to the Mazda online owner's manual, your new Mazda should be serviced at 12 months or 12,500 miles, again at 24 months or 25,000 miles, and a third time at 36 months or 37,500 miles.

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