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Richmond Virginia Latest Rebuilt MazdaTransmission

Mazda Motor Corporation (マツダ株式会社, Matsuda Kabushiki-gaisha?) (TYO: 7261) is a Japanese automotive manufacturer based in Fuchū, Aki District, Hiroshima Prefecture, Japan.[2]

During 2007, Mazda produced almost 1.3 million vehicles for global sales. The majority of these (nearly 1 million) were produced in the company's Japanese plants, with the remainder coming from a variety of other plants worldwide.[3]

Mazda began as the Toyo Cork Kogyo Co., Ltd, founded in Japan in 1920. Toyo Cork Kogyo renamed itself to Toyo Kogyo Co., Ltd. in 1927. Toyo Kogyo moved from manufacturing machine tools to vehicles, with the introduction of the Mazda-Go in 1931. Toyo Kogyo produced weapons for the Japanese military throughout the Second World War, most notably the series 30 through 35 Type 99 rifle. The company formally adopted the Mazda name in 1984, though every automobile sold from the beginning bore that name. The Mazda R360 was introduced in 1960, followed by the Mazda Carol in 1962.

Mazda Cosmo SportBeginning in the 1960s, Mazda put a major engineering effort into development of the Wankel rotary engine as a way of differentiating themselves from other Japanese auto companies. Beginning with the limited-production Cosmo Sport of 1967 and continuing to the present day with the RX-8, Mazda has become the sole manufacturer of Wankel-type engines mainly by way of attrition (NSU and Citroën both gave up on the design during the 1970s, and prototype efforts by General Motors never made it to production).

This effort to bring attention to themselves apparently helped, as Mazda rapidly began to export its vehicles. Both piston-powered and rotary-powered models made their way around the world. The rotary models quickly became popular for their combination of good power and light weight when compared to piston-engined competitors that required a heavy V6 or V8 engine to produce the same power. The R100 and the famed RX series (RX-2, RX-3, and RX-4) led the company's export efforts.

During 1970, Mazda formally entered the North American market (Mazda North American Operations) and was very successful there, going so far as to create the Mazda Rotary Pickup (based on the conventional piston-powered B-Series model) solely for North American buyers. To this day, Mazda remains the only automaker to have produced a Wankel-powered pickup truck. Additionally, they are also the only marque to have ever offered a rotary-powered bus (the Mazda Parkway, offered only in Japan) or station wagon (within the RX-3 line).

Mazda's rotary success continued until the onset of the 1973 oil crisis. As American buyers (as well as those in other nations) quickly turned to vehicles with better fuel efficiency, the relatively thirsty rotary-powered models began to fall out of favor. Wisely, the company had not totally turned its back on piston engines, as they continued to produce a variety of four-cylinder models throughout the 1970s. The smaller Familia line in particular became very important to Mazda's worldwide sales after 1973, as did the somewhat larger Capella series.

Mazda RX-7 (first generation)Not wishing to abandon the rotary engine entirely, Mazda refocused their efforts and made it a choice for the sporting motorist rather than a mainstream powerplant. Starting with the lightweight RX-7 in 1978 and continuing with the modern RX-8, Mazda has continued its dedication to this unique powerplant. This switch in focus also resulted in the development of another lightweight sports car, the piston-powered Mazda Roadster (perhaps better known by its worldwide names as the MX-5 or Miata), inspired by the concept 'jinba ittai'. Introduced in 1989 to worldwide acclaim, the Roadster has been widely credited with reviving the concept of the small sports car after its decline in the late 1970s.

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Automatic and manual transmissions are both used to change a vehicle's gear ratio so that it can perform more effectively and efficiently. These systems work in very similar ways, with the primary difference between these two transmissions being the way in which the driver interacts with them. In addition to these two basic styles, it is also possible to find a semi-automatic transmission, which blends elements of both.

Cars need to change gear ratios to work properly. If a car is driven with a low gear ratio, it can only effectively function at low speeds, and acceleration would cause the engine to “redline,” or reach the point beyond which it cannot operate very well. High gear ratios are needed for high speeds, but a car can't be driven at a high gear ratio when it is going slowly. Hence, transmissions are needed to allow the gear ratio to be changed as needed.

In the case of a manual transmission, the driver of the car must change gears as he or she perceives a need to do so. Drivers rely on cues like the driving conditions and the tachometer to determine the best moment to change gears, and they change gears by engaging the clutch pedal, causing the gears in the car to disengage, and moving the gear shift to select a new gear ratio before disengaging the clutch so that the gears will re-engage. As all drivers who have learned to drive a car with a manual transmission know, this procedure can be challenging, and the learning curve on manual transmissions can be steep and very frustrating.

A car with an automatic transmission selects the correct gear for the driver, using a complex communications system which incorporates information about the speed of the car, whether the driver is accelerating or braking, and the revolutions per minute (RPM) of the engine. All of this work is done without the driver's participation: to go forward, the driver uses a lever to put the car in “drive,” and to go in reverse, the driver uses the “reverse” option. Automatics usually also have a “park” and “neutral” option, and some have overdrive for high speeds, along with low gears for special driving conditions like snow.

Semi-automatic transmissions blend these two systems. The driver is allowed to select the gear, as with a manual transmission, but gear selection is accomplished with a lever like that used in an automatic transmission. No clutch is involved, and the car will usually switch gears for the driver if he or she fails to do so and the engine appears to be in danger.

From the point of view of the driver, an automatic transmission is much easier to drive. It also requires more serious repairs if it fails, however, and a manual transmission tends to be more gas-efficient when driven by an experienced driver. Drivers who like to get more performance out of their cars may also prefer to work with a manual transmission.



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