Mazda Dealers Tacoma

Mazda of Olympia

used cars dealers Tacoma

Serving Olympia, Tacoma, Chehalis, Centralia, WA Mazda dealers

Since 1991 Mazda of Olympia has been serving Olympia and Tacoma, as well as the communities of Centralia-Chehalis, Aberdeen-Hoquiam , Puyallup and Shelton as well as all communities in Lewis, Grays Harbor, Thurston, Mason, and Pierce Counties. Always at the leading edge of our customer’s interests, Mazda of Olympia was one of the Pioneer MAZDASPEED dealers in Washington.

We are proud to be Thurston County’s only Mazda Dealer and are honored to serve you, our south sound customer.

In addition, since 1999, we have been privileged to be the leading Mazda dealer serving Washington’s south Puget Sound. Proudly selling Mazda cars, trucks and SUVs including:

Mazda Cars Tacoma

Mazda2 – Mazda3 – Mazda Speed3 – Mazda5 – Mazda6 – Mazda Miata MX-5 – Mazda CX-5 – Mazda CX-7 – Mazda CX-9

Pre-owned Cars Tacoma

Serving Olympia, Tacoma, Chehalis, Centralia, WA Mazda dealers

We also proud to carry a great selection of used, or pre-owned Mazda vehicles including Mazda Protégé – 323 – 626. We also are qualified by Mazda to offer Certified Pre-Owned vehicles. As these vehicles are required to meet the manufacturer’s rigid requirements of quality as well as a worry free title history, only a few dealers are willing to go thru the rigors of offering these quality Near New vehicles. We are proud to be one of these dealerships!

Mazda Vehicle Financing

Olympia, Tacoma, Chehalis, Centralia, WA

We also offer great flexibility in financing and leasing! We have access to literally dozens of lenders available so we can find financing to fit your needs. FORD MOTOR CREDIT and MAZDA ACCEPTANCE CORPORATION/CHASE offers great flexibility in financing and leasing for most customers needs. In addition, we offer many sources of Bank and Credit Union financing to make your purchase experience easy. As a member of the CUDL system, we have been accepted by most of our area Credit Unions to provide their financing services direct to you, the customer. Our mutual goal is to make your purchase experience as simple as possible.

2010 Mazda CX-7 i Sport Review

Mazda’s new non-turbocharged CX-7 has less zoom, but retains the crossover’s strengths… and weaknesses
By Ken Glassman, Jan. 29, 2010

Large gas-guzzling SUVs have been on the wane the past few years. Higher gas prices, (or the threat of increasing gas prices in the future), and the soft economy have taken their toll on that segment. More buyers have been turning to mid size SUVs and crossover vehicles as a logical replacement. Apparently, folks are eager to retain the higher seating position and increase cargo carrying capacity, but do it in a smaller and more fuel efficient package.

In 2006 Mazda introduced the CX-7 crossover as a sensibly sized vehicle with good power, excellent road manners, and high build quality. That vehicle was powered by a turbocharged 4-cylinder engine, which gave it the famous Mazda zoom-zoom, as well as a price tag that scared many shoppers away.

2010 Mazda decided to keep the turbo engine, giving it a bit more muscle and fuel efficiency, while adding two new trim levels and a naturally aspirated 4-cylinder to make the CX-7 more price friendly to buy, as well as more economical to operate.

Now there are two new base models called the 2.5 i SV, and the i Sport, and they are front wheel drive only. The i SV is nicely equipped with standard features such as keyless-entry, stability and traction controls ABS brakes, air-conditioning, cruise control, a power driver’s seat, 4-speaker stereo system with auxiliary jack, power locks, windows, mirrors, tilt and telescope steering wheel, and 17-inch wheels. The i Sport adds Bluetooth connectivity, a leather wrapped steering wheel and gear shift knob as well as tinted rear windows. Both base models come with the same 2.5-liter inline-four making 161-hp and 161 ft-lbs of torque.

The s Touring and s Grand Touring models, which are available in all-wheel drive, come with the turbocharged 2.3-liter engine and other luxury upgrades and cabin amenities. The turbo engine puts out 244-hp and 258 ft-lbs of torque.

The 2.5-liter engine works hard to move the 3,500-pound car at anything more than a leisurely pace. And under hard acceleration, you may want to crank up the radio to drown out the noise that the engine produces. Still, you won’t be beaten off the line by Vespa scooters and merging with traffic on highway ramps isn’t a real issue, even with a 0-60 mph time around the 10 second mark.

The upside to the sluggish performance is 20-mpg city and 28-mpg highway fuel economy. With a 16.4 gallon fuel tank, you will be able to spend long hours on the highway between fuel stops. I experienced 28-mpg on the highway at an average speed of 68 miles per hour, and just under the 20-mpg in suburban traffic.

We have to admit that this isn’t exactly class-leading fuel economy, more middling. And while the 7 is large for its class, you don’t get the added cargo room you might expect.

PREMIUM LOOK, INSIDE AND OUT

Long hours behind the wheel will not be a chore as the cabin has been upgraded for 2010. The look and feel of the curvaceous interior appointments is top notch, with soft touch materials on the door armrests, and dash, and comfortable wide seats for the front passengers that are covered in a handsome cloth. And with the $1,750 Convenience Package, those front cloth seats are also heated, which was a welcomed treat in the cold Chicago winter. Also included in that package are a power tilt and slide moonroof, a back-up camera system, 6-way power driver’s seat and automatic climate controls.

The cabin is roomy up front and offers plenty of headroom for tall drivers. The three-across rear seat is best for two passengers, and there is ample headroom and legroom, as long as the front seats are not pushed all the way back in their tracks. The rear seats fold forward courtesy of two convenient spring loaded releases located in the cargo area, opening up the space to a nicely finished flat carpeted floor and without needing to remove the rear seat headrests. You will find that most vehicles in the compact crossover class have more room for your gear than the Mazda, with 29.9 cubic feet behind the rear seats and 58.6 cu.-ft. with the seats folded flat.

Plenty of additional storage space is included, however, with a lockable and cavernous center console. The glove box is also large, and the door packets are generous as well.

The dash and center stack look very much like that on the stylish Mazdaspeed3, with controls that are well laid out for easy use. All the switches and gauges are brightly lit at night, including the control laden 3-spoke steering wheel. Like that on the Mazdaspeed3, controls for the optional navigation system are located on the steering wheel. The test car lacked the nav system, but those same controls operate the tiny 4.1-inch color information screen on the top of the dash, which gives you your fuel economy readouts and other system information. This screen also serves double-duty for the back-up camera.

The exterior styling has also been refreshed for 2010. The RX-8 inspired front end has received much larger side air intakes, revised fog light treatments and a larger five-point front grill that gives the CX-7 the same smiley face look that other Mazda models share. The rear bumper has also been restyled, and some character lines running along the side of the vehicle and the rising belt line and flared fenders make the whole vehicle look more sporty and aggressive, and give it a family resemblance to the rest of the Mazda line-up.

A NIMBLE HANDLER, EVEN WITHOUT THE ZOOM

It isn’t easy giving a vehicle of this size sporty handling characteristics, especially at this price, but Mazda has it figured out rather well. The suspension soaks up bumps and bad pavement quite nicely, yet can still provide good cornering characteristics. There is some body lean, but it’s well controlled. Steering response is quick and light, and steering effort increases with cornering forces. The brakes have a nice feel and provide good feedback. Overall, the cabin is quiet, but I did have an issue at highway speeds with a wind noise that seemed like it was coming off the windshield wipers.

THE VERDICT

The 2010 Mazda CX-7 i Sport has a base sticker price of only $22,340, and offers a lot of value at that price. If more power is necessary for you, take a look at the turbo models, as this one is no runner. As mentioned, fuel economy is much improved, but still not a strong point.

With the options on my test car, and delivery, the bottom line on the window sticker was still only $25,990. Other vehicles in this class will give you more cargo space, but this Mazda offers a more engaging drive, a more premium interior and a sportier look.

Best February Deals

Posted: Feb, 04 2010
by: Gary Hoffman | AOL Autos
http://autos.aol.com/author/gary-hoffman

The great “fire sale” of 2009 is over, but consumers are still finding great deals on dealership lots these days. Overall, the sizes of rebates and other incentives have been trending downward in recent months as the U.S. economy recovers and automakers continue to restructure their operations. U.S., Asian and European automakers are all trying to sell cars, trucks and SUVs totally on their merits – and not merely based on the available incentives.

Fortunately for consumers, they haven’t reached that point yet. Models like Kia’s Forte feature fairly substantial incentives to assure a nice reception in the market. This month, Ford has a number of deals associated with local auto shows that can boost your total take by as much as $1,500. Mazda is postponing the initial monthly payment by as much as three months on some of its models. General Motors has added a $500 cash rebate to an already sweet 0% deal on its 2010 Malibu. (And it features a whopping $2,500 rebate option that is a throwback to gloomier times). There are also plenty of 2009s still on dealer lots. In many cases, their rebates are even bigger than those for 2010, even if the vehicle has hardly changed in the new model year. All things being equal, however, the resale value on the 2010 will be higher -- perhaps as much as $500 to $1,000.

Editor's Pick: 2010 Mazda3

The From a marketing standpoint, Mazda has pulled out the stops for its Mazda3. It’s true the model has been a perky, fun-to-drive vehicle since it was introduced in 2004. But now its designers and engineers have totally redone its interior and exterior. That alone ought to have been enough to generate some decent sales for the automaker. But Mazda is evidently leaving nothing to chance. It has come up with an approach that is absolutely tailored to the slow U.S. economy (and perhaps intended to terrorize the competition in the process.) The payment schedule doesn’t kick in for 90 days, meaning that buyers can postpone their first payment until late spring. And if that were not enough, the company is offering 0% financing over five years -- with an extra $500 rebate on top of that. And we won’t even go into its 33 mpg highway fuel economy. The 2010 Mazda3 comes with a choice of four trim levels, loads of high-tech options, and a 148-hp 2.0-liter four-cylinder engine or a 167-hp 2.5-liter four-cylinder.

2010 Kia Forte SX vs. 2010 Mazda 3 s Sport, 2010 Volkswagen Golf - Comparison Tests

Three Ducks Not in a Row: A not entirely random comparison of three import money makers that are big on fun.

BY AARON ROBINSON, PHOTOGRAPHY BY MARC URBANO
March 2010

A sedan, a five-door hatchback, and a three-door hatchback? What gives? Oh, it’s just the Car and Driver Random Comparison-Test Generator at work.

Lately the damn thing’s been acting up. The other day it advised us to compare the BMW 335i with an Epson fax machine and a Shetland pony. We installed new firmware—and it threw the Honda Accord Crosstour into a three-way with a Cinnabon franchise and Meryl Streep. So we called the help line and spoke with an accented fellow named “Rick.” After a virus detox and a full system reboot, it put the Ferrari California head-to-head with an IRS Form 4563, a bowling-ball polisher, and the sprinkler system at the Houston Astrodome.

We beat it with staplers, and that almost fixed it but not quite—the machine spit out the comparison test you see here, which isn’t completely, entirely random.

To be sure, our three competitors—the brand-new Kia Forte SX, the slightly less new Mazda 3 s, and the sixth-generation Volks­wagen Golf, new for 2010—represent three distinct body styles. That may be a first for a Car and Driver comparison test. But these three also have close pricing, eerily similar performance, and identical aspirations to deliver driving amusement to folks on limited budgets, which is why we ordered all of them with sticks.

The freshest sheetmetal adorns the Kia Forte, launched in the twilight of ’09 as a rousing replacement for the forgettable Spectra. The compact Forte—there’s also a coupe called the Koup and a five-door hatchback that will be added later this year—from Hyundai’s subsidiary is sharpened, beveled, and scalloped into a decent facsimile of the former Acura TSX. It’s not an unwelcome association considering how we adored that old Acura. A Forte can be had for the lowest starting price by far, $14,390, or $3850 less than the Golf’s bottom dollar. But the ­loaded-up SX with its larger engine (2.4 liters), 17-inch wheels, and numerous power amenities is $19,890 after opting for leather ($1000) and a sunroof ($700).

The happiest car in America is the Mazda 3, judging from its freakishly grinning yap. Laugh at adversity, say the prophets, and the 3 does, the wattage of its smile amping up considerably in the 2010 model’s restyle despite the car’s being asked to carry the burden of Mazda’s U.S. sales (more than half of all Mazdas sold are 3s). With its 167-hp, 2.5-liter four, the 3 has the steepest price here. The starter hatchback, the s Sport, is $20,290, and we’ve got it, adding only $430 for satellite radio.

The VW Golf is one dwarf we’ve always enjoyed tossing. For 2010 the look is all-new, more sleek and lapin-like than when the Golf was briefly called the Rabbit again (model years 2007 to 2009). The unconventional 170-hp, 2.5-liter five-cylinder carries over unchanged. Unencumbered by logic, however, VW’s product planners deemed the three-door Golf the only gasoline version worthy of a manual. Five-door Golfs get a six-speed automatic—unless it’s a ­diesel (TDI), which is also available with a stick or the DSG dual-clutch automated manual. Our zero-option Shark Blue Metallic Golf cost $18,240.

You’re saying, “Why not a Toyota Corolla or a Nissan Sentra or a Chevy Cobalt?” They’re not new or exciting. “Why not the Mazda 3 sedan?” It can be fitted with a smaller, 2.0-liter engine and had for as little as $16,045, but the Car and Driver Random Comparison-Test Generator deems the hatch the best, most ink-worthy version of the 3. These days, ink is precious, though the C/D RCTG is not and has recently embarked on an exciting new career as a jack stand.

2010 Mazda 3 s Sport - Comparison Tests

First place: Three Ducks Not in a Row.

Highs, Lows, and Verdict

Highs: Delightful steering, suspension, and brakes; high-spec interior; large cargo space.
Lows: The engine lacks verve, the back seat blows, and wipe that grin off your face.
The Verdict: We’re smiling from ear to ear.

We gleefully tramp around with that more spirited street punk, the Mazdaspeed 3. Is its less angry brother too subdued?

Not really. See the Mazda man, and you’re in for a price premium—but also a stiff body with doors that make a solid whump. The basic 3 has RX-8–like steering with the best signal-to-noise ratio here; a corner-killing suspension; and the firmest, most trust­worthy brakes in this group. You buy a Mazda for these traits, and this little wagon knuckles down and ticks off curves with esprit.

Yeah, but what if your commute doesn’t happen to include the first 157 turns of the Monte Carlo Rally? For the top price here, you get tons of buttons and flash—audio controls on the wheel, a cabin pollen filter, fog lights, an LCD dash screen with a trip computer, Bluetooth, and so on. Deeply bolstered and highly comfortable bucket seats with high-tech cloth and fine French-stitched accents add an upscale touch.

The LCD will supply navigation for $1195, but to get it you must buy the $1395 sunroof and Bose stereo pack. What, are we made of money?

There’s less enthusiasm under the hood, where the 2.5-liter sounds rote and has a narrow power band compared with the big-torque Volkswagen. With its short ratios, the Mazda’s tall six-speed shifter wants constant shoving. It needs two shoves to hit 60 mph in 7.3 seconds, and you’ll have to allow for at least one downshift during an uphill climb and two for overtaking—maybe three if you’ve just jumped out of a Speed 3. Our 10,500-mile test car also suffered a late-grabbing clutch that made smoothness ­elusive. Perhaps the Mazda man could fix that, although we’ve noticed this in brand-new 3s as well.

As with most Mazdas, the 3 telegraphs more road noise and pavement texture into its cabin. We’ve always considered this brand trait the price of sportiness. Not so with the cramped back seat. How does grinding your knees and shins into the forward seatbacks improve the Zoom-Zoom? Most companies fix such shortcomings with a redesign, but Mazda carried over the 3’s hard points almost untouched with the face lift for ’10, along with the package’s deficiencies.

Still, you do get the largest cargo area here (17 cubic feet), and, at 24 mpg, observed fuel economy tied the Kia’s, though the Kia has better EPA ratings.

Back seat aside, the 3 is utilitarian; it’s decently equipped at its base price; and when you open the door, a businesslike interior of tubes and mood lights and splashes of metal-finish plastic implies that you paid more. Indeed, you can—if you go heavy on the options—as it’ll top $26,000 without looking all that different.

In this group, the 3 is the most fun for the bucks. Next month, we’re planning to see how it stacks up against a walk-in freezer and a didgeridoo.