Stoped for Mazda's RX-8

Tis the end for Mazda's rotary-powered RX-8 sports car that has fallen victim to low sales and more importantly, stricter emissions standards. According to a report from Automotive News, production of the RX-8 stopped in early July while the remaining inventory will be sold by the end of this year.

The demise of the RX-8 was something we expected since Mazda stopped offering the car in Europe last year, after failing to meet the more strict EU emission standards. Last year, the Hiroshima-based company managed to deliver just 1,134 units, a 49% decrease compared to 2009, while sales in the first half of 2011 decreased by a further 21%.

In the States, dealers reported a stock of 300 units on August 1, which equated to a 118-day supply.

The front-mid-engined rotary sports car was launched by Mazda in 2003, and its best sales year was 2004 with 23,690 units. It was the last in the line of rotary-powered sports cars that started in 1971 with the RX-2, continued through the years with the successful RX-7, which lasted for three generations, and finally ended with the, much-admired for its driving characteristics, RX-8.

So is this really the end of the world's last mass-produced rotary-powered sports car? As we recently reported, there’s been a lot of discussion within Mazda about producing another rotary-engined sports car.

Kiyoshi Fujiwara, the brand’s executive officer for product planning and powertrain development, revealed that the company was indeed considering the cancellation of some projects due to economic reasons, and the successor to the RX-8 was one of them.

However, Fujiwara claims no final decision has been taken yet. “I have always said that rotary engines are part of our soul," said Fujiwara. "We have to continue the rotary evolution”. He also added that its future depends largely on the success of the newly introduced gasoline and diesel SKYACTIV engines: if they sell in big numbers, then Mazda will have the funds to go ahead with the project.

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Mazda’s Rotary Engine: Reports of its Demise Greatly Exaggerated?

Much has been said and written about Mazda’s rotary engine. The Hiroshima-based company is the last mass manufacturer who insists on using and developing Felix Wankel’s internal combustion engine that has done away with pistons for close to five decades.

However, Mazda will discontinue the sole model that is powered by a Wankel engine, the RX-8, at the end of 2011.

According to a report from Ward’s, the Japanese firm's executive officer for product planning and powertrain development, Kiyoshi Fujiwara, said that “there is a huge discussion” within the Japanese company about whether to continue its development or not.

Fujiwara admitted that economic issues have made some of the executives start looking for programs to cancel – and the rotary engine may just be on that list. But the reasons behind their decision could be more than just about cutting down on costs.

Even though admired for its sophistication, its low center of gravity and its high-revving nature, the Wankel still has some inherent problems including, increased fuel and oil consumption, questions about durability and high CO2 emissions.

Fujiwara told Ward’s that, even though the engine’s development has been put on hold for the time being, that doesn’t necessarily mean it is the end of the road for the Wankel. In fact, he is one of the project’s supporters: “I have always said that rotary engines are literally part of our soul. We have to continue the rotary-engine evolution”.

He also admits that although there are three major problems with the rotary engine (probably the ones we mentioned…) Mazda has already solved two of them, but he refused to elaborate.

So what if Mazda finally decides to abandon the rotary engine after more than four decades of evolution? Will a version of the new SKYACTIV range of engines be its replacement?

Ironically, according to Fujiwara, the future of the Wankel does indeed depend on the success of the SKYACTIV gasoline and diesel engines that will eventually power almost all of Mazda’s mainstream models: “If the SKYACTIV is profitable, we get money to invest in the rotary engine”.

So far, things are looking good: 70% of sales of the facelifted Mazda2, which exceeded sales projections by more than 100% in its first month of production in Japan, have been for the 1.3 SKYACTIV model, with buyers citing its extremely low fuel consumption and high technology as reasons for choosing it.

The SKYACTIV engines will also power the facelifted Mazda3 as well as the all-new CX-5 crossover, and if initial projections prove to be correct, Mazda will secure the necessary funds to continue the Wankel’s development.

After all, it is an important part of its DNA – it even powered the only Japanese car to ever win the 24 Hours of Le Mans. Plus, we can’t wait for a worthy successor to the RX-8: that Shinari concept looks quite an enticing candidate, doesn’t it?

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Honda Invest $800 Million in New Mexico Plant

Honda announced today that it will invest $800 million to build a new assembly plant in Mexico. The factory, which is expected to be operational in 2014, will employ around 3,200 workers producing up to 200,000 vehicles per year.

The plant will be built near the city of Celaya, 210 miles east of the Japanese company’s two existing factories where cars, auto parts and motorcycles are produced. It will be Honda’s eighth plant in North America.

Honda has not specified yet which models will be assembled at the plant, stating only that it will manufacture subcompact cars.

The two prime candidates, which are already available in the US, are the Fit/Jazz and the CR-Z hybrid coupe, with the larger Insight hybrid also being a possibility since all three cars are based on the same platform architecture.

With this move, Honda joins other Japanese carmakers including Nissan and Mazda that are trying to relocate production away from their home market due to the high yen and the increased labor costs.

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Official Pricing for 2012 Mazda Mazda5 Starts at $19,990

Mazda may have treated the 2010 Mazda 5 to a rather extensive makeover, but the revisions apparently don't carry a significant price hike. Buyers can bring a 2012 5 home for as little as $19,990 (including destination), roughly $595 more than a comparable 2010 model.

That figure nets shoppers an entry-level Sport model. No option packages are available, but even base 5s receive the larger 2.5-liter I-4, ABS, stability and traction control, 16-inch aluminum wheels, a six-speaker audio system with an auxiliary input, three-row side curtain air bags, and cruise control. A six-speed manual transmission is standard and available only on the Sport trim, although a five-speed automatic is optional, running buyers roughly $1100.

Mazda5 Touring models, which start at $21,990, receive a glut of additional standard features, despite seeing a price hike of $500. The touring trim throws in features like the five-speed automatic, 17-inch wheels, fog lamps, side sill extensions, rear spoiler, a leather-wrapped steering wheel and shift knob, and Bluetooth phone and audio connectivity at no extra charge. A Moonroof and Audio package throws in Sirius satellite radio, an in-dash six-disc CD changer, and a power moonroof for an extra $1140.

Those features, however, are standard on the 2012 Mazda5 Grand Touring model, which stickers for $24,670. Other standard features include a xenon HID headlamps, automatic headlamp control, heated door mirrors and front seats, leather seating trim, rain-sensing wipers, and leather-trimmed seating.

Despite the 2012 model year connotations, expect the new Mazda5 to arrive at Mazda dealer nationwide in January 2011.

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