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always5hineee · 5 years ago

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Hell and Back - Chapter 1: The Offer

Chapter warnings: none

Word count: 1496

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Y/N was sick and tired. Her everyday life was boring. Not the type of boring that everyone else had to deal with, though. Rather, she was faced with true, mind-numbing monotony on a daily basis. Of course, much of this was self inflicted. From a very young age, Y/N had convinced herself that her life was basically meaningless within the big picture. This was due to the nature of the world around her.

Everybody around her possessed abilities. Many fell into the same categories, like fire or water. Some people could move small objects with their minds, others could solve intense math problems with no calculator. No matter how trivial, everybody had one. Everybody except for Y/N.

Her family had always tried to convince her that this was what made her more unique than anyone with special powers. Of course, she never believed them. Surprisingly, uniqueness did not make it any less cool that the kid sitting next to her in class could summon hurricanes at will, or the kid playing on the seesaw had the strength to launch a plane into the sun. It just made her feel stupid, inadequate, unable to compare.

Thankfully, there was one respite from all the crushing weight of the world: EXO. At least, that's the dumb name her ridiculous group of friends had chosen to give themselves. It's what they wanted their band to be called- if they ever managed to become a real band with a real record label. For now, they were stuck just dreaming, constantly bringing up what they would do if they were famous.

Now, unlike Y/N, each of them had their own abilities, although some were more impressive than others. Suho, the sort of impromptu dad for the group, was able to control water to a certain extent. Similarly, Sehun was able to mess with the wind, Kyungsoo with the earth, and Chanyeol with fire. Moving past the four most common elemental powers, Baekhyun was able to control light, Xiumin had ice-like powers, Chen could use a lightning-like electric power, and Lay could heal. Out of all of them, though, the last few had the rarest and arguably most intriguing abilities.

Kai was able to quite literally teleport. He hadn't quite figured out exactly how far, but his range seemed pretty serviceable. Popping out and back into existence at will, he could be anywhere at any time. Luhan was able to move things with his mind. While this wasn't necessarily uncommon in terms of the greater population's powers, the extent to which he could perform with it and his precise abilities were what made him unique. Kris had the ability to fly, although no one quite knew how. He could both levitate and practically soar, likely using some form of energy or magic. He had never enlightened the group on the true nature of his abilities.

Finally, there was Tao. His power was practically unheard of. Not in the sense that it was rare or few people had it, but in the way that no one thought it was actually possible. He didn't know a single other person with his capabilities, and he tended to keep them under wraps. He quickly realized when he was younger what an asset he would be for testing, or the use he would provide to someone with less than pleasant motives. Tao could control time.

Forwards, backwards, pause, play, fast-forward, rewind- he could do it all. Life was his VHS player, and he could move around freely no matter what state time was in. Many people just didn't believe him when he did finally mention it. Thankfully, after a few proofs to his friends, they all seemed more than willing to accept his abilities. It was an unsettling talent that even he regretted possessing. He tried not to use it if at all possible, but it could be addicting at times. Still, he was unaware of the side effects, so he was mostly conservative with its use.

Surrounded by all this power, Y/N was understandably a bit frustrated at times. Everyone had some cool unique defining factor of themselves that she'd never understand. It was infuriating. Still, it didn't stop her from being friends with them. As annoying as it could be at times, they tried their best to never make her feel inadequate- at least for the most part. All in all, they were actually fun to hang out with.

They were always talking about their band. They were dead set on becoming famous for their little group. They even had all the positions picked out. Honestly, she thought they were all capable of filling out every position, but she wasn't going to argue. It was hard, though, as none of them had any audio-related or mind manipulative abilities, they were at a heavy disadvantage in the industry. They still had hope, though. They had offered her a spot into doing whatever she pleased, but she had politely declined, making up some crap about how one girl in a boy group was strange. Insisting that she be involved, they decided she would be their manager as soon as they made it big. Laughing, she agreed, convinced it was a pipe dream.

As she walked home from one of their ridiculously random band practices, she looked at her phone. Suho had offered to walk her, but she politely declined. She needed some alone time to think. Occasionally, someone would float overhead, or race by with their super speed, causing her to sigh. It really was awful. She tried not to be so cynical, to avoid thinking about it, but once she was no longer busy, all the thoughts came flooding back.

She had to avoid her mental marathon, so she pulled out her phone, scrolling through to clear notifications. She checked her social medias, text messages, everything with the little red bubble next to it. Seeing the boys still spamming their group chat, she smiled lightly and put them on mute. She'd go read through it later. Finally, she opened up her email.

Scrolling past all the promos and flyers from various products or companies she'd interacted with, she saw a few more interesting emails. The first was a jpeg that she had requested from Chen. It was a silly picture from practice. He was more outdated in technology than the others, so she just had to settle for an email rather than a text or an airdrop. She was just lucky he didn't print it out. Second was an email from an application for a new job she had applied for. They were still in the interview process, so it wasn't a decision. She would answer it later.

The last email was the strangest of the bunch. Opening it up, she thought it was spam at first. It was lined with black with an elegant silver logo located on the top. Written in clear white letters, there was a singular question with a text box below it.

What do you wish for?

Underneath the space to enter what she assumed was a wish, there was a brief explanation.

You have been given the opportunity to make a wish. The wish can be anything, quite literally. Do not underestimate our capabilities by making a trivial request. If we so choose, you may be invited to earn this wish. You are under no obligation should your wish be selected. You may only wish once.

"This is so stupid." She muttered, looking at it with a bit of annoyance. This was some sort of crappy prank, it had to be. Still, it couldn't hurt. As long as she didn't clink any links, she wouldn't get scammed, so she might as well. Whoever had sent it to her probably already knew what she wished for. Typing in quickly, she wrote, I wish I had superpowers.

After hitting the enter button, a buffering logo appeared for a moment, with a 'please hold' notification underneath. She watched with curiosity as it faded away, leaving a new message in its place.

Congratulations! Your wish has been selected. Please prepare a team to complete the trials. You may have as few as one person (yourself) or as many as fifteen. You will be contacted shortly to provide the details of your team. Thank you for your patience.

And with that, the entire email disappeared, completely gone from her inbox. She would be able to compete to gain superpowers? This could change everything for her! Not only that, but she had the perfect team backing her! But... would the boys be willing to help her with her wish? She had just made it for herself... They were always looking out for her, she was sure they'd be fine with it. Her heart rate increased as she jogged the rest of the way home, already texting the guys and asking for another group hangout the next morning.

Go to Chapter 2

#exo #exo x reader #exo fanfic #exo fanfiction #kai #kyungsoo #xiumin #luhan #kris #tao #chen #chanyeol #baekhyun #sehun #suho #lay #kpop #kpop x reader #x reader #kpop fanfiction #kpop fanfic

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mechagalaxy · 6 years ago

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Sten Hugo Hiller -627184: Niodehandling is a tricky business.

(By Sten Hugo Hiller -627184)

Niodehandling is a tricky business.

As most Commanders will agree, to get enough Niodes to cover all the wants is a near impossibility, and even covering the needs can be a daunting task.

These needs are foremost to keep all, or at least most of the carefully selected N-Mechs one have decided to use up to date.

-That is; upgrading and equipping them.

Arming them can be done by winning prizes in the KotM tournaments, the Circuits, the wave challenges, in the missions and during the wars/raids.

a) The easiest of these is in general the missions, although the gained xp might cause you to scramble for more Niodes to cover yet another series of upgrades.

The missions might give you a leg up on the opponents if you manage to beat the big bosses. The prizes here might be Mechs, Weapons or Equipment. If you beat the boss on Yomi Reef you will even get a 20 x Upgrade, instantly upgrading one of the Mechs 20 levels (up to your lvl max). From time to time, you might also find Weapons, Equipment, Mechs and gifts in the mission zones.

b) Depending on how strong the formation you have is, avialiable time and the energy budget, not to forget the ceiling in your division, the circuit fights might net you some decent crystal weapons (in addition to some Crystal/Niodes) without any xp gain.

c) Same considerations hold true for the waves, and you wont gain Crystals here, but you just might get some pretty good Niode weapons without xp gain.

d) Then comes the KotMs.

Again, how strong the formation you have will have an impact, but the ceiling of the division also determines how strong opponents you will face. Having a broad selection of Mechs is a definitive advantage as these contests varies broadly from event to event. Then there is the question of whether it is a Chrono or a Sudden Death.

Provided you think you stand a decent chance, you should join up. As to when….

In a Chrono you should always join up immediately, or at least ASAP. Even if the gaming authorities say the scoring wont start for a while, there tend to be some unscheduled score rounds before they officially start. And gaining some points early give you a leg up on the Commanders who have not arrived yet. Chrono is not so much about getting points as it is of outscoring the opponents, and being some 100s in front when they arrive makes it harder for them to outscore you. That said, returning periodicallly to increase the standing on the mountain, preferably by knocking the closest competitors down, is almost mandatory to get one of the (good) prizes.

The downside to a Chrono (at least for some) is that all this fighting do generate quite a bit of xp, the upside is the prizes in general are better than for the Sudden Death.

If the event is a Sudden Death, (ends sometime in a given time window) the first question to ask is: Can I be present? If the answer is no, and the formation is not of the strongest, staying away might seem the wiser choice.

That is not neccesarily so. Signing up cost nothing, and if you get beaten out of the medal list, so what? You got no prizes, but you gained no xp either.

If on the other hand you can be present during the last frantic time, (up to half an hour) there is no need to rush the signup. Signing up just before the scramble start (having enough time left to battle your way toward the top) works fine and wont tip the opponents to what formation you are using.

Also, in many of the events there might be fewer contestants than prizes on some tops, and in some of the limited events quite a few opponents are using their main, making them easy targets for your correct formation.

e) Then comes the wars, and their accompanying raids.

To participate here you need to be a mamber of a clan having enough members to participate and having a lvl spread that is not too loopsided. The wars are a team effort, and how well the clan does battling other clans determines placement, prizes and how tough/rich the raid will be. Doing the raid is voluntarily, and none will get any prizes from it unless all the raid Mechs are destroyed.

If the raid is defeated, those who participated might win Mechs, Equipment, Weapons and upgrade packs.

How much in each category depends partly on the RNG gods, but to get rolls on the prize tables you need to personally have destroyed a set number of Mechs, the more Mechs destroyed, the more rolls.

Looking through all the prizes won, one need to determine what category they belong in; Useful always, useful later, useful now, useful for special occations or not useful.

The not useful category consists of crap Weapons/Equipment (especially those having kickback) and Mechs one do not plan to use. The Mechs could get their name changed to "Sell" or be sold, the Weapons and Equipment is sold right away. But if the Niodes one gains for selling Mechs is not immediately needed, they might be kept for a while. Who knows, that factory fresh Nerio could be the difference between a medal in an event and nothing.

Useful later are in general Equipment for heavier Mechs than you currently use, but also includes Mechs you cant control now, or that will need lots of upgrading to outperform those you already have in the lineup.

Useful for special occations is more of a catch all category, but do include weak crit weapons. While they might be to weak to fit in a normal lineup, having one formation using only crit weapons might be needed to break some of those monsterous waves some of the raids contain.

Useful now is what is good enough now, but might be outdated later. This category tend to be mostly weapons. Use them until you get better, then they might be sold.

Finally we arrive at the heart of the matter; Mechs and Equipment.

For most of the tonnage ranges, N-Mechs is clearly superior to the C-Mechs, and N-Equipment is better than the C-Equipment. There are some exceptions, chief among them is the Craftsmen Mechs; the 35 ton Zadok, the 40 ton Nifthel and the 45 ton Vizi.

Also, some of the C-Equipment have at least the basics (Precision/Dodge/Speed) almost as good as the N-Equipment.

But in general, the following is the ranking of the combos:

a) N-Mechs carrying N-Equipment.

b) N-Mechs carrying C-Equipment.

c) C-Mechs carrying N-Equipment

d) C-Mechs carrying C-Equipment

The main reason for this is the N-Mechs higher weapon aquisition rate, better development trees and additional Equipment slots.

C-Equipment are not to bad compared to N-Eequipment for the lower tonnages, but once you get into the 90+ tonnage range the C-Equipment tend to perform markedly worse.

Not saying you should buy N-Equipment for the lower tonnage Mechs, but keeping what useful prizes one win do not cost anything.

One could be tempted to stear away from low tonnage N-Mechs entirely, but that will put you in a situation of serious weakness when it comes to competing for the prizes in the KotMs/Circuits/Wars.

Also, even as you begin to outfit the formation using mostly the "SuperMechs", keeping a few of the low tonnage N-Mechs around for stiffening the spine of the tonnage based formation might be a prudent action.

The best of these, the 25 ton Novums, can not be bought, only found (extremely seldomly) while doing missions on Novum Dolurum. Do not get carried away when it comes to how many of these to keep, a dozen should be more than eneough for most.

If you do not find any of them, perhaps keeping a few Troopers to stiffen the 30 ton formations, a pair of Fides for the mid-weight and a handful of Spitfires for the 70-80 range can be within the budget?

If you do well in the KotMs/Wars. and win some craftsmen Mechs, they should give you an edge in the 35-65 ton range as well.

But you have gotten to the point where the first of the "SuperMechs" the Boreas is avialiable. If you have been careful of the Niode expidentures so far and have participated in all the KotMs/Circuits/Waves, done some missions and gotten some reasonable payouts in the war, a warchest of a few thousand Niodes should be avialiable.

Getting yourself a full line (5-6) and upgrading them will take some time, but eventually you can equip them and put them to good use.

The high inbuilt Precision of the Boreas, as well as the still good quality of Crystal equipment for the 95 ton class can let you use mostly C-Equipment. Sensor Arrays will almost guarantee a hit, and if you are willing to forego Dodge the Advanced Alloys will give you a nice Speed boost.

Getting top speed should be a priority however, and while you do not need the added Precision, the A-R and multiples form the Field Array Propulsin should leave most opponents in the dust. As for Shields....

To have any use for them, the opponents must first get some shots in your direction. The superior speed of your Boreases should make that an unlikely occurance, but if you used the Advanced Alloys, most such shots will tend to hit.

And even if they do not hit you, multidamage effects can not be guarded against by Dodge. One stopgap measure is to get some Heavy Grills and some C-Shields for those areas you are worst protected, but eventually a full set of N-Shields might be called for.

At that time it you might find yourself in search for some additional "SuperMechs"

While the fact that a Mech performs better using some weapon type than others, this do not neccesarily imply you should use only those weapons on said Mech. Any weapon might be put on it, and as long as it performs better than the competing weapon of the Mechs type, no problem.

But having Mechs that takes advantage of the weapon types is better, so keep that in mind when shopping for additional Mechs.

The Boreas is for Ice. Perhaps some Cyclops for Lasers, Notos for Fire, Reapers for Projectiles and Humbaba for Missiles will suit you?

Do not get carried away and purchase too many Mechs at a time, remember you have to get them equipped as well, and that is likely to drain the coffers of about twice as many Niodes as the cost of purchasing and upgrading the Mechs in the first place.

So unless you have oodles of Niodes, have one, or at most a handful of Mechs in the pipeline at a time.

Then comes the question of the Equipment.

Buying it now and earmarking it for the Mech you are upgrading might seem a fine idea, but keeping the Niodes in escrow might be better. (Just keep firmly in mind that those 3000 Niodes are earmarked for something, and should not be used for other purposes.)

Reason for this is that while it takes ages to upgrade said Mech, purchased Equipment arrives in no time. And who knows, perhaps the RND guys have unveiled some Equipment even better than what was avialible when you started the upgrading?

As your Licence keep increasing, and bigger Mechs becomes avialible, your formation size will also expand to make room for them. Try to keep to the principles listed, and you might one day face Dexter Berry on the field of battle without being a total embarrasment to your clan.

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fitnesshealthyoga-blog · 6 years ago

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New Post has been published on https://fitnesshealthyoga.com/the-benefits-of-a-moving-meditation-and-how-to-start-practicing/

The Benefits of a Moving Meditation and How to Start Practicing

Meghan Rabbitt focuses in on the benefits of moving meditation and how it helped her slow down.

I was lingering over a pasta dinner in Rome over the holidays this year, sitting back in my chair with one hand on my full belly and the other holding my glass of red wine when it hit me: I have to do this more often. Not the trips to Rome or even the pasta—although more of both would be nice. What I found myself craving in that moment was more of that kind of slowing down—giving myself space in everyday, non-vacation life to really experience and even savor what I’m doing.

Slowing down is a serious challenge for me. I’m a self-proclaimed productivity fiend: The more I can get done in a day, the better. My job, writing and editing for YogaJournal.com, stokes this natural instinct in me. In digital media, praise comes flying at you when you work quickly. I’m also a born-and-raised New Yorker, which means my go-to pace is almost always a little (OK, a lot) faster than those outside the big Apple.

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See also Meditation Has Proven Benefits: So Why Is It Hard to Commit?

So, when I returned home from Italy to Boulder, Colo., and was asked to practice moving meditation every day for 31 days, it seemed like a logical fit. I’d been sporadic with my usual, mantra-based meditation practice, solidly in a new habit of making a beeline for my computer—not my meditation cushion—after brushing my teeth each morning. Would moving meditation help me slow my roll, and infuse my life with more mindfulness? I wanted to find out.

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When practicing moving meditation, you must focus your attention on the sensation of your foot touching the ground with each step that you take.

What is Moving Meditation?

Last year, I was lucky enough to attend a day-long retreat in beautiful Red Feather Lakes here in Colorado with yoga and Tibetan Buddhism teacher, Cyndi Lee. The retreat was held at the Shambhala Mountain Center, high in the Colorado Rockies and home to the Great Stupa of Dharmakaya. My first experience practicing moving meditation was there, with Lee guiding me and the rest of the 20-some-odd group, on a walk to the Stupa.

See also Yoga Journal’s Meditation Challenge Will Help You Stick to a Steady Practice

Lee explained that just as in a sitting meditation, where your attention might be on your breath or repeating a mantra, in a moving meditation, you place your attention on the sensation of your foot touching the ground with each step. How does your foot feel in your shoe, or on the earth? What does it feel like as your heel strikes the ground before rolling onto the ball mound of your foot and then your toes? You get the drift. When you first start out, it’s recommended that you walk a little slower than usual, so you can really feel your feet with every step.

As we practiced this walking meditation on retreat that day, I felt awkward at first. With every step, a thought popped into my head: There’s my heel; What would an outsider looking in think of us walking in a line so freakin’ slowly?! Oooh, so that’s what my foot’s arch feels like when my weight rolls from the back of my heel toward the front; Ugh, how long is this going to take us?!

See also Try This Durga-Inspired Guided Meditation for Strength

Luckily, Lee normalized this common monkey-mind activity. “The idea is not that you’re going to have absolutely no thoughts,” she says. “What you’re doing is cultivating your ability to recognize that you don’t have to buy into everything that comes up. Part of the experience is recognizing that your mind will stray, so when it does, you bring it very gently with precision back to the feeling of your foot on earth. Step, step, step.”

Cyndi Lee normalizes the idea of moving meditation by stating that whenever your mind strays away, focus on the feeling of bringing your foot back to the earth. Step, step, step.

The Challenge: 5 Minutes of Moving Meditation Every Day

While I can’t say my first experience of moving meditation was profound, I was intrigued enough by its potential to help me slow down and be more mindful in all areas of my life that I committed to at least 5 minutes of moving meditation every day for the month of January. Before I got started, I asked Lee if I should continue my already-established (if sporadic) mantra-based practice.

“Will repeating my mantra while practicing moving meditation help me focus?” I asked Lee.

See also This 5-Minute Meditation for Parents Will Save Your Sanity

“No,” she replied. “When trying a new meditation practice, it’s best to stick to just one rather than dabble in many,” she told me.

I started out simple: From the Yoga Journal office, I took solo walks to the coffee shop around the corner and didn’t ask a co-worker to join, like usual. The typically 5-minute stroll took about 8 minutes at moving-meditation speed, and while my mind did wander—mostly to my long list of to-dos—I didn’t beat myself up about that fact. Instead, I kept coming back to the feeling of each step. I found myself noticing things I hadn’t before: the subtle feeling of my foot on a crack in the sidewalk; the sound of the wooden heel of my favorite pair of booties on a day-old snow-ice mix; the feeling of one part of my foot on pavement and another on grass.

See also YJ Tried It: 30 Days of Guided Sleep Meditation

After each of my walking meditations during my first and second weeks of this challenge, I had to try hard not to brush off the seemingly insignificant sensations I was having. How would it serve me to know exactly what it feels like to simultaneously have my heel on pavement and the ball of my foot on grass? I stuck to the practice on my walks to the coffee shop and abandoned them en route back to my desk.

A simple 5-minute stroll can help you practice moving meditation. If your mind starts to wander, focus on the steps that you are taking.

The Ah-Ha Moment: When I Knew Moving Meditation Was Working

The third week in to my moving meditation experiment, I had a game-changing therapy appointment which, it turns out, would alter the way I thought about my new, mindful walks.

I was talking to Leah, my therapist, about my near-frenetic pace and its impacts on my life. It was making me more gruff and less compassionate. It was inspiring me to race through my writing and editing, which meant I was more careless with my words. It was making me less present with my boyfriend, friends, and worst of all, myself.

See also Pranayama 101: This Moving Breath Practice Will Teach You to Let Go

“So, what’s the antidote?” I pleaded, practically begging her for an assignment I could add to my to-dos. “If I can’t move to Tuscany, how can I finally slow the heck down?”

Leah shot me a knowing smile.

“You don’t need another to-do,” she said. “I’m not going to tell you to meditate for 20 minutes every morning in order to get more present. You can show up more fully, and in better alignment with who you are and how you want to be in the world, by doing what I call ‘one eye in, one eye out.’”

Think of this concept as the epitome of taking your practices off your meditation cushion and yoga mat and into the world, Leah continued. When the practices are working, the world is your mat. One eye in helps you stay in alignment with your central channel—the place from which you move with your heart, not a head full of fear. One eye out helps you interact with others and field all of the things that will inevitably come flying at you, many of which will be completely out of your control.

See also This Napa Valley Vintner’s Ritual for Inner Calm is a Meditation

“The secret to experience this kind of embodied presence is noticing your physical sensations,” Leah told me. “Try it now. Feel your feet on the ground. Feel your thighs on the couch. Feel your back supported by the cushion behind you. Now, can you do all of that and simultaneously talk to me?”

Of course, I thought to myself, smiling at how messages often show up a few times for them to finally sink in. This is what moving meditation is also about. One eye in to feel the sensation of my feet on the ground; one eye out to help me get where I’m going, only more mindfully.

During my final week of this moving meditation challenge, I started looking forward to my daily walks—which became longer than 8 minutes—and found myself tuning in to how I take up space in my body and in the world. Sometimes, this meant that even my 15-second walk to the office printer became an opportunity to clue in to the physical sensation of my feet on the carpet and my hip flexors and thigh bones initiating the movement of each leg. Other times, it meant simply taking a few seconds to feel my finger pads on my keyboard before I started typing.

See also Yoga Journal’s March Meditation Challenge

Best of all, little hits of my newfound sense of embodiment started happening even when work and this moving meditation challenge were the last things on my mind. One night, I sat down to dinner with my boyfriend, Brian, at home. Before I dug in to the grilled salmon and roasted broccoli I’d raced to Whole Foods to buy and then cook for us after a busy day, I consciously felt my feet on the ground, my thighs and back supported by the dining room chair, and I and connected to my heart space—all of which happened in what felt like milliseconds.

And it felt even more satisfying than that belly full of ravioli and glass of Chianti in Tuscany over the holidays.

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jesusvasser · 6 years ago

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The 2019 Chevrolet Blazer Is the Optimist’s Camaro

SAN DIEGO, California—Who needs a two-row midsize SUV? No one, really, because a one-segment-down, compact two-row like the Toyota RAV4, Ford Escape, or Chevrolet Equinox will carry nearly as much, very likely be priced lower, and probably get better fuel mileage. It’s that category that is rapidly replacing midsize sedans as the vehicular appliance of choice. If you something larger, it’s likely because you need that third row for kids and their friends, or even the extra cargo space with some or all of the seats dropped flat—things that two-row midsizers don’t offer.

But the people that buy such SUVs definitely want them; they’re a lifestyle choice. They’re generally sold in higher trim levels, with more optional equipment, compared with three-row family SUVs. They mostly offer V-6s or at least powerful turbocharged four-cylinders, and sometimes even V-8s. And they tend to be more expressive and more stylish than other SUVs, although that often isn’t saying much given the struggle companies face in distinguishing their tall, slab-sided, two-box models from everyone else’s.

In short, even if they have four doors, those without cynicism could call them the SUV age’s answer to the Ford Mustang and Dodge Challenger. Indeed, GM wants you to see the 2019 Chevrolet Blazer, a late-ish entry into this hot segment, as a Camaro analog. Aesthetically, it has enough style to make Bill Mitchell proud, with a bit of Coke bottle to its shape and a pointy grille, and it is possessed of the same general look that made the reborn Camaro the bestseller in its segment for a while a few years ago. The parallel continues inside, with Camaro-style round HVAC vents punctuating the Blazer’s dashboard.

Lest I take this Camaro story too far, note that there is no hotted-up SS version, as Chevy’s latest crossover is available in L, Blazer, RS, and Premier spec. Both of the latter versions’ interiors are nicely finished with quality materials, punching above the Blazer’s price class inversely to the impression one gets from Cadillac’s SUVs. Outside, the RS has black trim instead of chrome, with a black grille and bowtie.

Both the RS and Premier come standard with a naturally aspirated 3.6-liter V-6 making 308 horsepower, just 27 shy of the Ford Edge ST’s 2.7-liter EcoBoost turbo V-6, though the Blazer’s 270 lb-ft can’t compete with the Edge’s EcoBoosted 380.

Even with this deficit, though, the new Blazer feels plenty powerful and offers a smooth, steady launch from a stop—though without the Edge ST’s kick in the backside. Our friends at Motor Trend recorded a zero-to-60-mph time of 6.1 seconds in the all-wheel-drive Ford, and Chevy estimates the Blazer V-6 can hit the same speed in about 6.5 seconds with front-wheel drive. Paradoxically, the all-wheel-drive version is estimated to be a couple of tenths slower; this won’t matter much to its consumers, but most vehicles are quicker with four driven wheels owing to more off-the-line grip.

The standard Blazer engine is a naturally aspirated 2.5-liter inline four-cylinder, which I did not get to sample. With this four available only on the lowest L trim level, the basic L ($31,190) and 2.5L ($34,690) seem likely to be relegated to rental lots. The four is rated for 193 horsepower and 188 lb-ft of torque and is available with front- or all-wheel drive. Since our spec chart refers only to the two versions I drove, the RS and the Premier, I’ll add that the mid-level Blazer V-6 with cloth seats starts at $35,690 and the Blazer V-6 Leather at $39,890.

That leaves the Premier and RS to start in the $40Ks and compete, both in price and in content, with the Cadillac XT5. This competition according to Chevy includes the Nissan Murano, the new Honda Passport, the aforementioned Edge, and—although it’s a bit of an outlier—the Jeep Grand Cherokee.

The Chevy Blazer’s 3.6-liter V-6 is more spirited than, say, the version of the engine found in the Traverse partly because of its elevated 11.5:1 compression ratio, says Larry Mihalko, the vehicle’s performance manager. Despite the higher ratio, which it shares with the GMC Acadia, it runs on regular unleaded gasoline. A non-defeatable stop-start system adds about 1 mpg in city driving, Chevrolet estimates.

Mihalko attributes the Blazer’s ride-handling acumen to its wide front and rear tracks, high-rate springs, and large-diameter anti-roll bars. The Blazer RS has its own damper tuning that is 40 percent stiffer up front and 15 percent beefier at the rear, and it can be fitted with optional 21-inch wheels. The RS also has direct-acting anti-roll bars that are said to increase roll stiffness in order to deliver a sportier, flatter cornering attitude. The multilink rear suspension is fully isolated from the body, and the rear dampers “are larger than necessary,” for whatever that’s worth. The cross-axis ball joints used here are four times stiffer than rubber bushings, Mihalko says, and “turn easily, but are stiff laterally.”

Mihalko is a gregarious, enthusiastic boffin who tends to geek out about engineering solutions he helps discover. It occurs to me during his outline of the Blazer’s chassis and drivetrain particulars that we have come full-circle since the 1980s, when interlopers like Honda and Toyota proved to GM and its domestic rivals that family sedans don’t have to handle like land yachts. Now automakers both foreign and domestic are trying to figure out how to overcome the laws of physics by making heavy, tall vehicles with 20- or 21-inch wheels handle and ride like cars.

I started in a loaded 2019 Chevrolet Blazer Premier AWD, and while San Diego traffic prevented me from pushing too hard, the suspension is tuned to allow for some body roll and a compliant ride without any wallowing. With 270 lb-ft of torque, the front wheels want to steer themselves a bit under throttle at mid-range rpm, though most aren’t likely to induce the behavior very often. If you’re wondering about torque steer in an all-wheel-drive vehicle, it happened while we were in FWD-only “Normal” mode—the AWD system never engages automatically. Instead, there’s a center-console dial in all-wheel-drive Blazers that is used to call up 4×4 or Sport modes and their attendant full-time AWD. The latter delivers less yaw control via the dual-clutch torque-vectoring rear-differential fitted to RS models (non-RS AWD Blazers have a single-clutch rear differential). There’s also an optional tow/haul feature that engages AWD.

I stuck with the Normal mode, thinking I’d wait to try the AWD system on the RS during the second day of the drive program. Darn the luck, I ended up with a FWD RS instead.

The RS comes with a quicker, 15.1:1 steering ratio versus other Blazers’ 16.1:1 setup. The electrically assisted power steering is a belt-driven rack-mounted system, and while it’s precise with surprisingly good feedback, it never felt particularly quick even in RS-spec. The RS feels more neutral and slightly stiffer while cornering, although its dynamic improvements are incremental and not monumental, mostly because the base suspension is very good. Neither suspension is the least bit harsh—with the caveat that we were on tabletop-smooth roads—and no Blazer is reluctant to turn-in. I did particularly like how the RS fervently holds a lower gear all the way through a corner when in Sport mode.

Is Blazer the new Camaro? Not for enthusiasts who drive cars like the Camaro the way they’re meant to be driven. But mainstream consumers who purchase such crossovers to break out of midsize-sedan or compact-SUV monotony will discover enough Camaro in the Blazer’s design—if not its handling—to find some equivalency. And I’ll admit it is more fun to drive than most utilities. There are a couple of issues surrounding Chevy’s new baby that can’t go unmentioned: Its name first and foremost, because it once belonged to a truck-based Bronco competitor, and that it is being assembled in Mexico, as GM plans to close up to five U.S. factories. These concerns aren’t likely to affect the 2019 Chevrolet Blazer’s success on the sales charts.

2019 Chevrolet Blazer RS/Premier Specifications

ON SALE Now PRICE RS, $41,795; Premier, $46,795 ENGINE 3.6L DOHC 24-valve V-6; 308 hp @ 6,700 rpm, 270 lb-ft @ 5,000 rpm TRANSMISSION 9-speed automatic LAYOUT 2-door, 4-passenger, front-engine, FWD or AWD SUV EPA MILEAGE 18–20/25–26 mpg (city/hwy) L x W x H 191.4 x 76.7 x 67.0 in WHEELBASE 112.7 in WEIGHT 4,017–4,246 lb 0–60 MPH 6.5–6.8 sec. (mfr) TOP SPEED N/A

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eddiejpoplar · 6 years ago

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The 2019 Chevrolet Blazer Is the Optimist’s Camaro

I stuck with the Normal mode, thinking I’d wait to try the AWD system on the RS during the second day of the drive program. Darn the luck, I ended up with a FWD RS instead.

2019 Chevrolet Blazer RS/Premier Specifications

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jonathanbelloblog · 6 years ago

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The 2019 Chevrolet Blazer Is the Optimist’s Camaro

I stuck with the Normal mode, thinking I’d wait to try the AWD system on the RS during the second day of the drive program. Darn the luck, I ended up with a FWD RS instead.

2019 Chevrolet Blazer RS/Premier Specifications

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jesusvasser · 6 years ago

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The 2019 Chevrolet Blazer Is the Optimist’s Camaro

I stuck with the Normal mode, thinking I’d wait to try the AWD system on the RS during the second day of the drive program. Darn the luck, I ended up with a FWD RS instead.

2019 Chevrolet Blazer RS/Premier Specifications

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eddiejpoplar · 6 years ago

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The 2019 Chevrolet Blazer Is the Optimist’s Camaro

I stuck with the Normal mode, thinking I’d wait to try the AWD system on the RS during the second day of the drive program. Darn the luck, I ended up with a FWD RS instead.

2019 Chevrolet Blazer RS/Premier Specifications

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jonathanbelloblog · 6 years ago

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The 2019 Chevrolet Blazer Is the Optimist’s Camaro

I stuck with the Normal mode, thinking I’d wait to try the AWD system on the RS during the second day of the drive program. Darn the luck, I ended up with a FWD RS instead.

2019 Chevrolet Blazer RS/Premier Specifications

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eddiejpoplar · 7 years ago

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First Drive: 2019 Mercedes-Benz A220 4MATIC

SEATTLE, Washington — Pity the poor sedan. Cheap gas and shifting market demands mean that consumers who once loaded up the family four-door for that summer road trip are now packing crossovers and SUVs up to their panoramic sunroofs in people, gear, and pets. That’s bad news for automakers pushing smaller, lower three-box vehicles, so much so that Ford recently announced its decision to stop selling sedans altogether. Other automakers may soon follow.

But not Mercedes-Benz, who is banking on the success of its new entry-level model in sedan form. The new A-Class sedan will join the small CLA “four-door coupe” and GLA CUV in its U.S. showrooms starting early next year, completing a trio of sub-compact, premium vehicles targeted at bringing new young, mostly urban buyers into the Mercedes-Benz family from competing brands. The CLA, launched in 2013 and the previous Mercedes entry point, did this in droves, with over 50 percent of its buyers being first-time Benz owners that the German brand hopes will move up into its larger, more expensive products when they outgrow the A-Class lineup.

Riding on an all-new chassis with a short 107.4-inch wheelbase, the A220 is the U.S.’s first taste of a small traditional, three-box A-Class sedan. Equipped with MacPherson strut front suspension and a four-link rear suspension, the new chassis was optimized over the current CLA/GLA platform to provide improved noise, vibration, and harshness characteristics as well as more positive handling. This same chassis will underpin the new CLA and GLA models when they launch in the coming years and it’s all but certain that the sedan’s new 2.0-liter, 188-hp, 221 lb-ft turbocharged four-cylinder engine will also be shared with its siblings as the base engine in the United States, paired to the brand’s 7G-DCT dual-clutch automatic gearbox.

Inside, the A220 looks every bit the premium car Mercedes-Benz wants it to be, with turbine-styled climate control vents and a free-standing, fully-digital instrument panel and display that is similar in appearance to the E-Class sedan. Both digital IP cluster and display are 7.0-inches in base configuration, or 10.25 inches if you select the $2,100 Premium Package, which also includes auto-dimming mirrors, Blind Spot Assist, and keyless start and entry among other features. Center stack switchgear and gloss black trim looks every bit as swanky as on MB’s more upscale models and the perforated and grained soft-touch plastic dash materials are very nicely fashioned.

Bigger news is the implementation of the brand’s new MBUX infotainment system, which makes its debut on the A-Class sedan and will go on to replace the current COMAND setup across the full line-up (next up to receive MBUX is the 2019 GLE, we’re told). The MBUX system does away with the old center-console mounted rotary controller in favor of a touchpad in its place and a touchscreen display on the center stack. That said, Mercedes is expecting that MBUX’s new voice command interface will ultimately be what most A-Class sedan owners use to input their demands. Similar to other “smart” tech products, users call up the voice command system by saying “Hey, Mercedes…” and then giving a command in plain, conversational speech. Brand engineers say the artificial intelligence-enabled system is designed to understand more complex commands than your typical automotive interface. “Hey Mercedes, what is the meaning of life?” yields a thorough and thoughtful response from MBUX’s robo-woman voice and asking “Hey Mercedes, find an Italian restaurant in Seattle with at least four stars that is open at 9:00 pm,” as you might ask your iPhone’s resident personal assistant, Siri, is a viable request. What MBUX can’t change by voice is vehicle drive settings, such as ESC or active safety features, as a function of safety. We found the system to work reasonably well in practice, though we’d like to spend a week with MBUX so that it better “learns” our voice and speech patterns before arriving at a final conclusion. That said, you quickly learn that while you could task MBUX with simple commands such as turning down the radio volume or turning up the climate control temperature, it’s often faster and easier to just do such menial tasks yourself and save the more complex stuff for the computer.

Other advanced system features include some nifty navigation tricks. For example, using the front-mounted camera to project an image of the road ahead on the center display, MBUX can superimpose a turn arrow as you approach the street it asks you to turn on, helping to clarify exactly where the navigation system is directing you. It can also superimpose building addresses on each side of the street as you approach them and the names of cross streets. This is technology that is more than just flashy, it’s also extremely useful and is clearly the way forward for manufacturer-integrated navigation systems and possibly future versions of Apple CarPlay and Android Auto. We were also impressed with the 10.25-inch system’s sharp resolution and its tablet-like functionality, with swipe and multi-touch gestures available. The steering wheel controls were also useful, with tiny pads for swipe functionality and individual controls for instrument panel and center displays on the left and right wheel spokes, respectively.

Move to the rear seats and you’ll find a more spacious rear cabin than in the CLA or GLA, though this is still a small car with limited room for those over six-feet tall. Really, rear seating is best kept to shorter trips for average-size adults, though smaller children will find plenty of space.

During the drive program, we logged miles on the city streets of Seattle, twisty mountain roads that circle Washington’s Mt. Rainer, and stretches of highway further east towards Yakima. Our tester was a pre-production A220 4MATIC (designating all-wheel drive) equipped with 19-inch AMG wheels on low-profile summer tires and the AMG Line package with the lowered sport suspension (adaptive suspension is also an available option), drilled brake discs and various AMG trim items. We found the ride to be on the firm side, as expected from such a setup, though still compliant enough that we don’t feel passengers would be unduly uncomfortable. We’re confident that opting for the base suspension and 17-inch wheels would provide a more compliant ride though we weren’t able to experience a car so-equipped.

The new 2.0-turbo engine is impressively smooth and linear in its response, eager to run to its 6,500-rpm redline and with full torque feeling like it arrives arrive low in the rev range (Mercedes was unable to give us peak hp and torque rpm, leading us to conclude that final tweaking is still underway before the car’s launch in the first quarter of 2019). This is the A-Class’s base engine, and if 188 hp doesn’t sound like much, it doesn’t feel like it either and output is unfortunately significantly less than the CLA 250’s 208-hp, 258 lb-ft 2.0-liter turbo-four. The 7-speed dual-clutch transmission is up to the task, with quick, smooth shifts whether in automatic mode or using the wheel-mounted paddle shifters. While the A220 is more than capable of keeping up with fast-moving traffic, the chassis is talkative and lively enough (especially with its sport options) that we couldn’t help but think what a future AMG version might be capable of.

Mercedes used a new electric power steering setup on this A-Class which provides good feel and excellent weighting and precision, stiffening up nicely when the car is switched from Comfort to Sport mode, which also sharpens throttle tip-in, holds the seven-speed DCT’s gears longer before upshifting, and allows a little more slip before the ESC reins in the fun. An Individual drive mode is also available to mix and match sport and comfort settings.

Is the sedan segment dead? We certainly hope not if manufacturers can still bring fun-to-drive models to market like the A220. In our time with the car we came away very impressed and itching for more time in a full production version as we get closer to the A-Class sedan’s launch early next year. Mercedes is mum on pricing, though you can expect the A220 to start at roughly the same amount as the current CLA, or around $34,000 including destination fee, while the upcoming all-new CLA moves slightly upmarket.

2019 Mercedes-Benz A220 4Matic Sedan Specifications

ON SALE Spring 2019 PRICE $34,000/$45,000 (base/as tested) (est) ENGINE 2.0L turbocharged DOHC 16-valve I-4/188 hp @ N/A rpm, 221 lb-ft @ N/A rpm TRANSMISSION 7-speed dual-clutch automatic LAYOUT 4-door, 5-passenger, front-engine, FWD/AWD sedan EPA MILEAGE N/A L x W x H 179.1 x 70.7 x 56.9 in WHEELBASE 107.4 in WEIGHT 3,600 lbs (est) 0-60 MPH 7.0 sec (est) TOP SPEED 130 mph (est)

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jonathanbelloblog · 7 years ago

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First Drive: 2019 Mercedes-Benz A220 4MATIC

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jesusvasser · 7 years ago

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First Drive: 2019 Mercedes-Benz A220 4MATIC

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jesusvasser · 7 years ago

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2017 Mazda CX-5 Grand Touring Four Seasons Wrap-Up

Despite all the wistful reminiscing about the demise of the Great American Station Wagon by enthusiasts too young to recall their mid-century heyday, truth be told most of those wagons weren’t really all that special. The average kids of the era were being shuttled about in ubiquitous land barges like the Ford Country Squire and Chrysler Town & Country. Few would have had any interaction with big block-powered rarities like the Mercury Colony Park or Chevrolet Kingswood Estate, let alone an Oldsmobile Vista Cruiser with a stonking Rocket V-8, four-on-the-floor with a Hurst shifter jutting out from the floor in front of the bench seat, and its slick glass roof.

Imagine now for a moment how today’s sport/utility vehicles will be remembered some half-century hence. Ford Explorers and Jeep Grand Cherokees will be thought of as the Country Squires and T&Cs of the day, but thanks to the wealth of fire-breathing M and AMG-badged monsters, 707-horse Trackhawks and the like, the modern equivalent of the musclecar-era super wagon won’t be so rare. This leaves fun and engaging outliers like Mazda CX-5, which lines up well with the Vista Cruiser.

Yes, we know, their powertrains are wildly different, but stay with us here. The new CX-5 has been styled to help it stand out in a veritable sea of look-alike crossovers, much like the Olds wagon did. And it has decent road manners and ride quality, without trying to be a tall, five-seat MX-5 Miata, just as the Vista Cruiser wasn’t trying to be a family-size 4-4-2.

We actually had the past in mind when we chose to add a 2017 Mazda CX-5 Grand Touring to our Four Seasons fleet, though we weren’t thinking as much of classic wagons as we were of the 2013 CX-5 we also had in for a long-term evaluation. That first-gen CX-5 wowed us with how enjoyable it was to drive for a midsize crossover, and it never gave us a bit of trouble (though it spelled plenty for an unfortunate deer that struck it head-on). We wanted to see if the second-generation CX-5 could repeat the feat.

One feat the midsize Mazda crossover has been pulling off almost singlehandedly is levitating the fortunes the small, independent Japanese automaker. At one point during 2018 the CX-5 outsold Volkswagen’s Atlas, Tiguan, and Touareg combined. We don’t need to remind you that Mazda’s mainstream SUV sales help ensure a future for cars like the MX-5 Miata.

And while we adore the Miata, an area where we’ve had some issue with it as well as the CX-5 is in the motivation department. The naturally aspirated 2.5-liter four with 187 horsepower and 185 lb-ft of torque under the hood of the CX-5 sounds good on paper and likely offers more than adequate power for most of its intended customers. But we’re not most buyers. We wanted more go.

��Mazda is outperforming its competitors on every front when it comes to look and feel at a given price point,” senior editor Nelson Ireson says. “The only thing that’s not leading the game is powertrain tech, and that’s pretty obvious once you get behind the wheel.

“It’s not that it lacks power so much as it lacks low-end torque, requiring a good thrashing to make the hustle of a quick merger or short on-ramp,” Ireson continues. “That, in turn means engine noise and vibration, which spoils the polished, controlled, sorted vibe found in every other aspect of the CX-5.”

At around 8.6 seconds to 60 mph, the CX-5 gets up to speed acceptably, but as Ireson and others on staff found out, it lacks some giddy up in situations where you could use more of it.

“My biggest complaint is that the car’s dynamic proficiency highlights its lack of power, especially for passing on the freeway,” social media editor Billy Rehbock says.

Some editors wondered whether the 227-horse turbo four from the CX-9 would fit under the CX-5’s hood, perhaps as some sort of Mazdaspeed version (remember those, Mazda fans?). There is one other engine option coming soon (or at least we keep hearing it is) for the 2019 model year, however, in the form of Mazda’s long-awaited 2.2-liter turbodiesel four, which is tentatively rated at 173 horsepower and 310 lb-ft of torque. It should add the low-end grunt Ireson was looking for while marginally increasing fuel efficiency over the gas-powered engine.

Speaking of mpg, during our time with the CX-5 we recorded an average fuel economy of 24.5 mpg, which limboed under the EPA’s 26 mpg combined figure. It’s not all that surprising though considering how much we normally keep the hammer down around town—all in the name of evaluation, mind you.

“Could it use more power?” editor-in-chief Mike Floyd asks. “Of course, but then you start to sacrifice miles per gallon, and that’s a bad idea from a selling point perspective.”

Feelings throughout the staff were basically reversed when the subject turned to the CX-5’s dynamic chops. Although some thought it a bit softer than the first-gen model given its bigger dimensions and tuning that seemed more toward the comfort end of the spectrum, the new CX-5 was lauded for its precise steering that offers more feedback than most of its segment competitors, and overall poise on all manner of pavement.

Ireson sums up our thoughts well: “Ride quality is a careful balance of snappy handling and bumpy-road comfort. The steering is the crossover equivalent of extremely sporty, which is to say, not like you’d find in a sports car, but much closer to that ideal than the usual pile of mashed potatoes served to crossover drivers.”

The sentiment was much the same when the topic turned to the CX-5’s exterior style, which featured a killer Soul Red Metallic sheen on our test vehicle and attractive 19-inch rims. Praise was nearly universal for the Mazda’s sheetmetal, a design that takes some chances but generally speaking works instead of sticking out for the wrong reasons. It’s one of the key differentiators between the CX-5 and the rest of the midsize crossover crowd.

“Mazda continues to be at the forefront of design in the segment, and the new evolution of this design language is even cleaner,” associate editor Conner Golden says. “The CX-5 also looks a fair bit more expensive than it really is.”

That premium feel at an affordable price point philosophy extended to the interior. Materials had a near luxury look to them, and yet weren’t so precious as to worry about the effects of the sort of family travel for which this two-row SUV is intended. Given the comfortable cabin seating was swathed in a bright “parchment” white, keeping it clean was a bit of an issue, but thanks to a proper detailing it looked pretty much good as new when we turned it in.

It wasn’t all roses when the inside was mentioned. The familiar Mazda family of controls, including the rotary center dial that scrolls through audio, navigation and the like, received mixed reviews. ““There are some wonky things about the rotary dial infotainment setup,” Floyd says. “But it works. Screen seems a bit small given the competitive set [7-inches].”

At least one editor was unimpressed with the tiny sunroof. But for just north of $34,000 all in, the Grand Touring model was praised for its generous list of standard equipment and impressive suite of safety tech. Says Floyd, “I was impressed with the full-stop adaptive cruise control, and the head-up display also has a blind spot warning that’s pretty cool looking.”

The L.A. staff mostly used the CX-5 as a daily commuter, weekend errand-runner, and for the occasional short trip, but it got a cross country workout thanks to yours truly, who drove it north by northeast, through Reno, Nevada, and on to Jackson Hole, Wyoming, before heading back to the Motor City.

Once there, the Mazda CX-5 often had its back seat folded, with sheets, blankets, and doggy beds protecting the interior from a surfeit of collie hair. (There were frequent stops at powerful car wash vacuum stations.) My wife and I also used it to help relay an adopted dog to his new owner. Thanks to the CX-5 and Above and Beyond Transport, an English setter named Murphy had a comfortable ride from Detroit to Marine City, Michigan, his last 50 miles of a journey that began in Goochland, Virginia. We also used it for a couple of 360-mile round trips to our “Up North” cabin with the big dog in the family, a 100-pound rough collie.

During its 19,000 plus mile stay in our care, the CX-5 proved absolutely trouble free, with the only maintenance being a couple of oil changes and switching on and off a set of Bridgestone Blizzak winter rubber that we sourced from our friends at Tire Rack.

Rehbock nailed the team’s thoughts on our overall experience with the 2017 Mazda CX-5 well: “Perhaps no other affordable crossover fulfills our magazine’s mantra of ‘No Boring Cars.’ The CX-5 was never a punishment to drive. It boasts precise steering, well-tuned suspension and good throttle response,” he says. “I liked Mazda’s easy-to-navigate infotainment system. The white leather chairs were comfortable, supportive and stylish. The metallic red paint is one of the best colors on sale, and it’s a shame more cars don’t wear it.”

Chalk up at least one young enthusiast who will have fond memories of this family wagon some four or five decades hence.

Our 2017 Mazda CX-5 Grand Touring

AS-TESTED PRICE $34,435

ENGINE 2.5L DOHC 16-valve I-4, 187 hp @ 6,000 rpm/185 lb-ft @ 4,000 rpm

TRANSMISSION 6-speed automatic

LAYOUT 4-door, 5-passenger, front-engine AWD SUV

EPA MILEAGE 23/29/26 mpg (city/highway/combined)

L x W x H 179.1 x 72.5 x 65.3 in

WHEELBASE 106.2 in

WEIGHT 3,655 lb

0-60 MPH 8.6 sec

TOP SPEED N/A mph

OUR CAR

ODOMETER START/END 563/19,345

GALLONS OF FUEL USED 756.36

OBSERVED FUEL ECONOMY 24.5 mpg

TOTAL FUEL COST $2,403.66

AVERAGE COST/GALLON $3.18

MAINTENANCE 3x Oil change/inspection, $209.17

RECALLS AND TSBS None

OUT OF POCKET 4x Bridgestone Blizzak winter tires, mounting and balancing, $765.70 Remount original all-season tires, $95.00

OUR OPTIONS

Premium Package, $1,830 (Head-up display with traffic sign recognition, power passenger seat, driver seat memory, heated steering wheel, heated rear seats, windshield deicer); Soul Red Crystal Metallic paint, $595; Rear bumper guard, $125; Retractable cargo cover, $250

The post 2017 Mazda CX-5 Grand Touring Four Seasons Wrap-Up appeared first on Automobile Magazine.

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jonathanbelloblog · 7 years ago

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2017 Mazda CX-5 Grand Touring Four Seasons Wrap-Up

“Mazda is outperforming its competitors on every front when it comes to look and feel at a given price point,” senior editor Nelson Ireson says. “The only thing that’s not leading the game is powertrain tech, and that’s pretty obvious once you get behind the wheel.

At around 8.6 seconds to 60 mph, the CX-5 gets up to speed acceptably, but as Ireson and others on staff found out, it lacks some giddy up in situations where you could use more of it.

“My biggest complaint is that the car’s dynamic proficiency highlights its lack of power, especially for passing on the freeway,” social media editor Billy Rehbock says.

“Could it use more power?” editor-in-chief Mike Floyd asks. “Of course, but then you start to sacrifice miles per gallon, and that’s a bad idea from a selling point perspective.”

Chalk up at least one young enthusiast who will have fond memories of this family wagon some four or five decades hence.

Our 2017 Mazda CX-5 Grand Touring

AS-TESTED PRICE $34,435

ENGINE 2.5L DOHC 16-valve I-4, 187 hp @ 6,000 rpm/185 lb-ft @ 4,000 rpm

TRANSMISSION 6-speed automatic

LAYOUT 4-door, 5-passenger, front-engine AWD SUV

EPA MILEAGE 23/29/26 mpg (city/highway/combined)

L x W x H 179.1 x 72.5 x 65.3 in

WHEELBASE 106.2 in

WEIGHT 3,655 lb

0-60 MPH 8.6 sec

TOP SPEED N/A mph

OUR CAR

ODOMETER START/END 563/19,345

GALLONS OF FUEL USED 756.36

OBSERVED FUEL ECONOMY 24.5 mpg

TOTAL FUEL COST $2,403.66

AVERAGE COST/GALLON $3.18

MAINTENANCE 3x Oil change/inspection, $209.17

RECALLS AND TSBS None

OUT OF POCKET 4x Bridgestone Blizzak winter tires, mounting and balancing, $765.70 Remount original all-season tires, $95.00

OUR OPTIONS

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eddiejpoplar · 7 years ago

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2017 Mazda CX-5 Grand Touring Four Seasons Wrap-Up

At around 8.6 seconds to 60 mph, the CX-5 gets up to speed acceptably, but as Ireson and others on staff found out, it lacks some giddy up in situations where you could use more of it.

“My biggest complaint is that the car’s dynamic proficiency highlights its lack of power, especially for passing on the freeway,” social media editor Billy Rehbock says.

“Could it use more power?” editor-in-chief Mike Floyd asks. “Of course, but then you start to sacrifice miles per gallon, and that’s a bad idea from a selling point perspective.”

Chalk up at least one young enthusiast who will have fond memories of this family wagon some four or five decades hence.

Our 2017 Mazda CX-5 Grand Touring

AS-TESTED PRICE $34,435

ENGINE 2.5L DOHC 16-valve I-4, 187 hp @ 6,000 rpm/185 lb-ft @ 4,000 rpm

TRANSMISSION 6-speed automatic

LAYOUT 4-door, 5-passenger, front-engine AWD SUV

EPA MILEAGE 23/29/26 mpg (city/highway/combined)

L x W x H 179.1 x 72.5 x 65.3 in

WHEELBASE 106.2 in

WEIGHT 3,655 lb

0-60 MPH 8.6 sec

TOP SPEED N/A mph

OUR CAR

ODOMETER START/END 563/19,345

GALLONS OF FUEL USED 756.36

OBSERVED FUEL ECONOMY 24.5 mpg

TOTAL FUEL COST $2,403.66

AVERAGE COST/GALLON $3.18

MAINTENANCE 3x Oil change/inspection, $209.17

RECALLS AND TSBS None

OUT OF POCKET 4x Bridgestone Blizzak winter tires, mounting and balancing, $765.70 Remount original all-season tires, $95.00

OUR OPTIONS

The post 2017 Mazda CX-5 Grand Touring Four Seasons Wrap-Up appeared first on Automobile Magazine.

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