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Used Vehicle Review: Mazda Tribute
Alexandra Straub » Canadian Auto Press
I love to share so I guess my mother taught me well! When I have good news, I want to share it with everyone. Or when I bake an amazing batch of oatmeal chocolate chip cookies, I want to give some to everyone and their dog. And even when I don't have a lot to share, I like to make sure that I give of my substance wherever I can. I'm pretty sure I'm not the only one who feels this way. So it's no surprise that whether I'm sharing my baked treats with the world or when two automobile makers like Ford and Mazda share technology, good things come of it. Who doesn't like cookies and cars?! An example of a 'good thing' that has spawned from a Japanese and an American auto manufacturer is the 2009 Mazda Tribute. Well, technically it was the 2001 Tribute as it was almost 10 years back that the two companies decided to put their heads together and debut their first joint venture SUV in 2000 at the Los Angeles Auto Show.
Arguably, the Tribute is essentially a re-badged Ford Escape/Mercury Mariner (or vice versa) as they look almost identical on the inside and out and are built on the same CD2 platform (meaning a front-wheel drive platform that has the option of all-wheel-drive). While both the Tribute and the Escape look very, very similar, they do have their own distinctive front-end styling. The Tribute's grille, front bumper, fenders and fascia differ from the Escape. On the inside, the dead giveaway that I was sitting in a Mazda was the logo on the steering wheel. In general, the Tribute reeks of Escape DNA. Now, reeking of 'eau de Ford' is not necessarily a bad thing as the 2008 model year of the Escape (and Tribute) included a major overhaul. Included in the revamping was a new interior made with higher quality materials, all-new sheet metal, a new front end (as mentioned above) and higher wheel arches. Styling-wise the 2009 Tribute is a carryover of the 2008 model, but Mazda doesn't stop there.
The 2009 Tributes come with a couple of revamped engines: a 2.5-litre I-4 producing 171 horsepower with 171 lb-ft of torque and a 3.0-litre V6 producing 240 horsepower with 223 lb-ft of torque. Having driven both the 2.5 and 3.0, it's a toss-up of which I liked better. It's nice to have the extra horses that come with the V6, but the four was plenty for the kind of driving I regularly do. It was also nice to have both Tributes come with the 6-speed automatic transmission. While the transmission is an option on the GX model, it comes standard with GT-V6 trim. I did have a little problem with the GT V6, however. A couple times during my test session the engine just shut down! It was quite bizarre. It only happened two times, but it was rather odd since it's never happened to me in a Tribute before. And the two times it happened I was braking for a red light! I'm not really sure what was going on under the hood in those instances, but I'm sure Mazda would cover it under warranty.
New engines aside, these crossovers also receive a 'sporty' new suspension with independent front strut-type and rear multi-link configuration with front and rear stabilizer bars. Throughout my time with the Tributes I found their rides to be quite agreeable, especially for city driving. Where each lacked was in cornering ability. The Tribute, no matter the trim level, didn't feel as firm as it did in previous models. That doesn't mean it was a total dud, but I was looking for the agility I had grown used to in Tributes. Both the GX and GT share the same 16-inch alloy wheels and 235/70R16 all season tires, which were quite grippy in both sunshine and rain.
And speaking of driving in the rain, the Tributes have a great set of safety features that help with traction in slippery situations. Dynamic Stability Control (DSC,) Roll Over Stability Control (RSC) and a Traction Control System (TSC) are standard features on all Tribute models, as is the Tire Pressure Monitoring System (TPMS), even on the base GX model which starts at $22,550. All trim levels across the board come with 4-wheel ABS too, plus Electronic Brake Force Distribution (EBFD) and front, power-assisted disc and rear drum brakes. Just why Tributes come with rear drum brakes must be a cost saving measure. While some say that rear drums are actually more functional for off-roading, most people who purchase a Tribute probably won't be taking it very far into the backcountry. But what you use your Tribute for is up to you!!
While the GX and GT models have a lot in common, there are a few main differences between them. One is the engine; the 2.5L I-4 vs. the 3.0L V6. Another is FWD vs. AWD. And last but not least is the 5-speed manual transmission vs. the 6–speed automatic transmission (although, as mentioned, the 6-speed auto can be had with the four-cylinder). Fuel consumption also differs as the 2.5L I-4 with the 6-speed automatic transmission uses an estimated 10.1L/100km in the city and 7.2L/100km on the highway and the AWD-equipped V6 with the 6-speed automatic uses an estimated 12.1L/100km in the city and 8.3L/100km on the highway. But if you want the extra power from the 6-speed automatic-equipped V6 and the AWD, you can get them with the GX model for a few extra dollars. And by a few extra dollars I mean $1,295 for the 6-speed auto tranny complete with cruise control, $2,400 for the active torque split AWD, and $1,600 for the 240 hp V6 engine.
So if all three of the above options are available on the GX model, why upgrade to GT trim? Well, the GT has a few more bells and whistles other than the standard top-tier engine and transmission. The GT V6 is draped in plush, leather seating surfaces with a leather-wrapped steering wheel and heated front seats. Furthermore, it's got a great stereo system. Instead of the standard AM/FM CD player with 4 speakers, the GT has an AM/FM 6-disc in-dash CD changer with 7 speakers, automatic volume control, steering-wheel-mounted audio controls and Sirius satellite radio. It makes for a pretty decent audio experience. Furthermore, the GT comes with a power glass moonroof to let even more light into the nicely-finished cabin. The GT V6 also is more capable in the towing department with its 1,588 kilo (3,500 lbs) capacity in comparison to 680 kg (1,500 lbs). One common thread between the two Tributes is visibility. While it's easy to see out of the front windshield and blind spots, it's less favourable out the rear. The rear window is not very deep so it made parallel parking and reversing difficult. It was tough to gauge distances behind me, which made parking a little bit of a challenge. A rear backup sensor or camera would have come in very handy on either of the models. Otherwise driving the Tributes on a daily basis was rather pleasant. Of the two 2009 Mazda Tributes I drove, it's an easy pick which one I would want parked in my driveway. I'd opt for the GX. Why? Pricewise, it's $8,305 cheaper even with the optional 6-speed automatic transmission ($23,845) compared to the GT V6 at $32,150. And as much as I loved the luxury feel of the leather seats and the quality of the stereo system, the GX suits my life better. I would also add the AWD system to the GX just to give it more of an advantage in winter conditions. So, whether it's the base GX or top-of-the-line GT V6 Tribute that tickles your fancy, they're both great SUVs. It's a win-win situation.
Used Vehicle Review: Mazda3, 2004-2008
By Chris Chase
“Style on a budget”.
It could be a headline straight from the cover of some fashion magazine, but for small car shoppers, the same phrase defined the 2004 Mazda3 quite nicely. Finally, here was a terrific-looking car that was also practical, affordable and fun-to-drive.
The Mazda3 replaced the Protege as Mazda’s entry-level model in late 2003. The Protege was a fun little car, and the 3 carried on that tradition while adding healthy doses of slick styling and smooth refinement. Young, image-conscious drivers flocked to the 3: it was a car that just about everyone looked good in.
Not long after the car was introduced, it was so popular that you were in the minority if you didn’t know someone who owned one! (I know about a dozen people who own, or have owned one). In 2006, according to one source, the Mazda3 was the second-best selling car in Canada.
In this country, the first-generation Mazda3 sedan was sold in three trims: GX, GS, and GT. The first two used a 2.0-litre four-cylinder engine making 148 horsepower, while the GT got a 2.3-litre engine good for 160 horsepower. The Mazda3 Sport (aka, hatchback) was sold in GS and GT trim only, but both used the larger engine. A five-speed manual was the standard transmission in all cars, and a four-speed automatic transmission was optional with either engine. In 2006, a five-speed auto became the option in 2.3-litre models.
In 2006, the 2.0-litre got variable valve timing (previously only used on the larger engine), which boosted horsepower to 150. 2007 models got a few cosmetic updates inside and out, but the most important change was the addition of standard front-seat side airbags, and side curtain airbags, neither of which were available, even as an option, in previous years.
Halfway through the 2008 model year, Mazda added a basic GX model to the Sport hatchback lineup; these were sold as 2008.5 models with pricing and options that more or less mirrored those of the GX sedan including the smaller 2.0-litre engine.
A turbocharged version of the Mazda3 Sport – the MazdaSpeed3 – was introduced in 2007, but that car will be covered in a separate review.
In 2004, fuel consumption was average for the class: 8.7 L/100 km (city) and 6.5 L/100 km (highway) for a 2.0-litre model with manual transmission. The thirstiest powertrain was the 2.3-litre/automatic combo, which was rated at 9.8/7.5 L/100 km (city/highway).
The addition of variable valve timing in 2006 helped bring the 2.0-litre’s (with manual transmission) ratings down to 8.4/6.1 (city/highway), while the also-new 2.3-litre/five-speed auto combo’s consumption dropped to 9.5/6.9 (city/highway).
The 3’s reliability has been good, but the car has not proven as trouble-free as some of its Japanese competitors.
On the minor problem side of the ledger, the radio display is a common trouble spot; when it goes, it will either show jibberish, or nothing at all.
More serious is a corrosion issue that has been well documented in this thread at TorontoMazda3.ca. Only 2004 and 2005 models appear to be affected, but it remains to be seen if that’s because Mazda fixed the problem for 2006, or if those cars simply haven’t been around long enough for the problem to manifest.
The rust issue is noted in Consumer Reports’ reliability data in their “paint/trim” category, and the publication also notes “minor engine” and fuel system problems.
There don’t appear to be any serious transmission issues, either automatic or manual, but automatic cars may exhibit “shift flare” (where the engine speed increases briefly as the transmission shifts) when moving from first to second gear in cold weather. This is apparently not serious. The alternative scenario is a rough 1-2 shift in cold weather, before the car has reached normally operating temperature. This too, is “normal.”
A Mazda3 that won’t start may have a loose wiring contact at the starter; details can be found here.
If Consumer Reports’ information is accurate (it generally is), then early Mazda3s are the ones to avoid. A 2006-or-newer model might be your best bet, as it appears that most of these common issues were corrected by that time. However, only the 2004 modes score less than above-average in CR’s reliability ratings (the ’04s scored average), and the car also makes the magazine’s Best of the Best used vehicle list.
Two recalls were issued, one in 2004 and another in 2005, both to deal with problems with the airbag system.
The Insurance Institute for Highway Safety (IIHS) gave the Mazda3 its “good” rating in its frontal offset crash test. However, cars without side airbags (in Canada, this means anything before the 2007 model year) scored “poor” in the organization’s side impact tests.
In National Highway Traffic Safety Administration (NHTSA) tests, the 2004 Mazda3 earned four stars each for driver and front passenger protection in frontal impact tests, and three stars each for front and rear side impact protection.
The NHTSA has tested a 2008 Mazda3 Sport with side airbags, but curiously, didn’t conduct side impact tests on that particular car.
Resale values are strong, but not quite on the same level as those for a Honda Civic, for example. According to the Canadian Red Book, used values for the Mazda3 range from $8,125 for a 2004 GX sedan, to $20,200 for a 2008 GT sedan or hatchback.
If you read this column regularly, you’ll know that I don’t always prefer the newest version of a vehicle, particularly if a newer generation of a car has proven less reliable than its ancestors. The Mazda3, however, appears to be a victim of some early production bugs that make later model year cars better choices, even if that means higher prices.
My advice is to look for a Mazda3 from 2007 or newer, for two reasons: you should avoid many of the common issues that seem to afflict older cars, and you’ll get side airbags, which are a nice bonus in an affordable car like this. You can expect to pay at least $16,000 for a hatchback model (my personal choice), or as little as about $12,500 for a GX sedan.
Improved reliability and safety may come at a price here, but the good looks? Those are standard.
Used Vehicle Review: Mazda6, 2003-2007
The Mazda 626 joined the company’s line-up as a mid-sized sedan in the late 1970s. Through more than 20 years, the car established itself as a sporty alternative to other mid-size competitors, notably the Honda Accord and Toyota Camry. While Mazda opted to drop the 626 name in 2003 in favour of its new naming convention, the Mazda6 replacement carried on Mazda’s reputation for building fun-to-drive cars. Engine choices were two: a 2.3-litre four-cylinder (160 hp) and a 3.0-litre V6 (220 hp); transmissions were a five-speed manual available with either motor, or a four-speed automatic for four-cylinder cars and a five speed auto with the V6 engine. In 2005, the five-speed auto was replaced by a six-speed gearbox. The Mazda6 was around first, but its styling and performance foretold the compact Mazda3 that would debut in 2004. While the Mazda6 was smaller inside than many of its competitors, it was sportier, even in basic form. Interestingly, the 2006 Ford Fusion was based on the same platform and mechanicals as the Mazda6 but got a roomier interior courtesy of a longer wheelbase. Fuel consumption for four-cylinder, five-speed manual models was rated at around 10 L/100 km in the city and 7 L/100 km on the highway. With the V6, ratings consumption increased to 12.2 L/100 km (city) and 8 L/100 km (highway). Opting for an automatic transmission only affected ratings by a few ticks either way.
Reliability has been average, if Consumer Reports is to be believed. It appears the four-cylinder engine is the more robust of the two; the publication notes minor transmission troubles, but doesn’t offer specifics for manual and automatics. It might be worth noting, though, that Mazda recommends a very specific type of transmission fluid for the six-speed automatic. Read about that here. Also in the transmission department, many owners of automatic cars note a rough shift between first and second, or second and third.
In the U.S., Mazda issued a service bulletin for 2003-2006 V6 models to replace the radiator fan control module. These have tended to go bad because of internal soldering problems. Read about this issue here. This page lists a number of threads at iMazda.com detailing how to address some minor issues. Mazda issued a technical service bulletin to address problems with throttle bodies at low speeds and small throttle openings. Many owners also say they’ve had the battery in their car become run down so that the car would shut off without warning, sometimes while driving.
In 2003, side airbags were standard in GT (four-cylinder and V6) models and not available in the base GS models. They became standard in 2007. Mazda6s without side airbags tested by the National Highway Traffic Safety Administration (NHTSA) scored five stars for front-seat protection in frontal impacts; and three and four stars, respectively, for front and rear seat occupant protection in side impacts. With side airbags, the side impact ratings improve to four stars front and rear. The Insurance Institute for Highway Safety (IIHS) gave the Mazda a “good” rating in frontal offset crash tests; without side airbags, the car was rated “poor” in side impact tests.
Mazda’s recent models have helped the company’s reputation at least in terms of desirability, and this has kept the Mazda6’s resale values on the high side. According to Canadian Red Book, a 2003 GS four-cylinder is worth $13,075, while a 2007 SportWagon is the priciest, at $31,550. Comparing apples to apples, the Mazda6 sedan’s values aren’t far off those of the ever-popular Honda Accord and Toyota Camry. Of course, the Mazda offers the added bonus of being available in three body styles. My personal favourite Mazda6 model is the hatchback, for its combination of looks and utility (I like the wagon, but think it looks ungainly from certain angles; the wagon also only comes with the V6). A 2004 GT four-cylinder model is worth $17,550: not a bad deal for a fun-to-drive car with a useful cargo area. The Mazda6’s apparently spotty reliability history is fairly troubling, especially when the Mazda3 (which shares some mechanical bits with its larger cousin) has fared much better overall. Still, as with many used cars, I think a Mazda6 would be a wise purchase if you find one that’s been well cared for. |
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