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Kamis, 05 Juni 2008

Mazda 6 s


There are about 1.5 million mid-size sedans sold every year in this country. Although most of them are quite capable, they are often unexciting to look at and mediocre performers to boot. So when Mazda announced it was replacing its less-than-thrilling mainstream sedan, the 626, with something more stirring, we felt that the company's "zoom-zoom" advertising might be more than just hype.

The replacement was the Mazda 6, which we previewed and then road-tested in 2002. The sportiness of its tightly stretched skin gave it a muscular look, and its straight-line performance and over-the-road agility were quite impressive—good enough to earn the 6 s a spot on our annual 10Best Cars list for 2003. So the only question that remained was, how would it stack up over the long haul, 40,000 miles' worth?

In early May 2003, we welcomed a shiny new Glacier Silver Metallic Mazda 6 s sedan, the most athletic model in the lineup, to our Hogback headquarters here in Ann Arbor. The 6 s starts at $21,620 with the 220-hp, 3.0-liter DOHC 24-valve V-6, variable intake-valve timing, and a five-speed manual transmission. Being big sports, we opted for the 1SE Sport package, which added 17-inch wheels, husky 215/50R-17 tires, electroluminescent gauges, titanium colored switch panels, fog lights, a rear spoiler, side cladding, "sport type" front and rear bumpers, and oval exhaust tips. A pretty good deal for $860. Living in the refrigerated section of the U.S. as we do, we also bagged the $220 Comfort package, which includes heated seats and exterior mirrors. Leather upholstery was $860, a power sunroof $700, a Bose audio package ran $635, and we had to cough up $450 for the side and curtain airbags and a final 100 bucks for the ULEV option (the Ultra Low-Emission Vehicle standard required in California, New York, Massachusetts, Vermont, and Maine), in which the engine-control computer is recalibrated. The bill came, finally, to $25,445.

Within two weeks of its arrival, we ran the 6 out to the track for its first performance tests. It ripped to 60 mph in a quick 6.4 seconds. It covered the quarter-mile in 15.1 seconds at 93 mph and circled the skidpad at 0.84 g. Stopping from 70 mph required only 178 feet. The last 626ES manual we tested took a leisurely 7.6 seconds to get to 60 mph, covered the quarter in 15.9 seconds at 88 mph, and pulled only 0.79 g on the skidpad. For once, the advertising wasn't sugar-coating the reality: it was zoom-zoom and then some.

Lucky editors and staffers are free to take these long-term cars on extended trips, and we started racking up big odo numbers almost immediately. In rapid fire, the Mazda 6 was in Canada, then Vermont, then Florida, and finally across the country to Arizona to the winter digs of Patrick Bedard. The staff praised the 6's ability to pass easily and its agility in traffic and on twisty roads. Sue Mathews noted, as did many others, that "this car maneuvers in and out of highway traffic flawlessly. Great pick-up speed when you need it as well. Steering very smooth." Although quick at the track and at speed on the highway, some drivers noted the engine's lack of low-end grunt, which made us wonder whether the continuously variable intake-valve timing system was really helping. Wrote one: "Not much happens with this motor until 3500 rpm."

Sprinkled in among all the zoom-zoom praise was a complaint that would be repeated throughout the 6's stay with us, and that was the high level of road noise and tire howling that annoyed almost everyone, enough in some cases to sour otherwise pleasant road trips. Less-aggressive tires and more sound-deadening material would have helped the problem.

Noise aside, the Mazda's catlike reflexes and Velcro grip made it fun to drive. But the ride quality was less than a joy, particularly for rear-seat passengers. The stiff suspension and the low-profile tires turned cracks in the road into canyons; taut handling for the driver turned into a jarring ride for passengers. One of us complained about thin seat padding and a short bench and added, "Spent eight hours in the back seat and found it to cause some sleepy keister spots, although visibility is good."

Hyundai Genesis 4.6


Hyundai established a beachhead in the U.S. market with affordable economy cars in 1985. Over the years, the number of models offered increased, and steady improvements in quality resulted in steady gains in the market. Now Hyun­dai is headed upmarket, and the full-size Genesis sedan is its first entry. It has rear-wheel drive, an optional V-8 engine, and all the indulgences one finds in a big luxury car but at a price significantly lower than the Germans or Japanese charge.

Sounds like a remake of the Toyota story line of 1989, when that Japanese au­tomaker launched the Lexus luxury brand with the big LS400 sedan. At least Hyundai wants us to think it’s the same story. That Lexus changed the automotive landscape, and we’ve seen plenty of imitators try to repeat that feat, but none with the Lexus effect. Moreover, the price range the Gen­esis plays in—base price is $33,000 for the V-6 and $38,000 for the V-8—is both more crowded and more competitive than it was in 1989. And the Genesis doesn’t enjoy a new brand and dealer network as Lexus did. So, is the Genesis the second coming of the LS400 or just another heroic but failed attempt at redefining luxury?

The LS400 earned its fame not just for of­fering its luxury for two-thirds the price of Mercedes or BMW equivalents, but for re­finement, attention to detail, and a superb dealer experience. All of these qualities persist throughout the Lexus lineup and have been adopted by the German competi­tion as well. From an engineering stand­point, the Genesis makes a strong case for being considered an equal in that crowd. Take, for example, what Hyundai has done to cancel out cabin noise. More than 275 feet of structural adhesive (that’s glue) is applied to the body shell to damp vibra­tions and improve stiffness. The roof panel alone has six anti-vibration pads, and the floor is covered with them, too. Even some of the open space inside the body pillars is stuffed with insulation. The windshield and door use double-paned glass for more sound insulation. If the Genesis isn’t quiet, it’s not for a lack of trying.

The suspension, as well, is as sophisti­cated as they come. The four main links on the two front corners are each attached to the hub with a ball joint. This arrangement locates the steering axis much closer to the center of the tire’s contact patch than it would with a conventional unequal-length control-arm suspension, which should im­prove steering feel and reduce bump steer. It’s an expensive setup, made more so by the use of lightweight aluminum for the links, knuckles, and brackets, and fur­ther evidence that Hyundai is making a serious effort here. That front suspension setup also hints at a yet-unannounced four-wheel-drive version because that arrange­ment reduces torque steer. The rear sus­pension knuckles are aluminum as well, connected to the chassis with five links. The power steering is hydraulically assist­ed, but an electric pump supplies the fluid pressure, which Hyundai says increases fuel economy by 2.7 percent.