2008 Mazda CX-9 Grand Touring Sport Utility

Yes, I'm quite aware of the whole "apples versus oranges" thing when pitting a minivan against a crossover-utility-vehicle. But hear me out: new car buyers aren't necessarily respectful of today's razor-thin automotive product niches; or comparison-shop in a linear "apples to apples" fashion.

As minivans replaced station wagons in the 1980s, crossovers have done the same, supplanting minivans on the sales charts in the new millennium. So much so, one-time minivan makers such as Ford and General Motors have abandoned or are phasing out minivans.

But what if you're in the market to replace your old, boxy people mover? Anything-but-a-minivan image aside, do crossovers make a better buy when it comes to chauffeuring folks and their flotsam? And what about from that chauffeur's seat?

To find out, Wheels lined up seven-seat examples of both a minivan and a crossover.

The 2008 Honda Odyssey represents our minivan "apple." Refreshed in 2005, it's been a critical favourite since 1999. Our chosen crossover "orange," the 2008 Mazda CX-9, is no slouch either. Being heavily based on the Mazda6 sedan it's one of the more fun-to-drive crossovers out there.

SECOND PLACE

Mazda CX-9 GS

Right off the bat, the most glaring advantage any minivan has over a comparable crossover is pricing. In this case it's a 27 per cent premium for a base model $39,995 CX-9 GS versus a base $31,490 Odyssey DX.

Features-wise, both are very similar. Seats are cloth and steering wheels are plastic. Although over the Honda, the Mazda does come with an eight-way adjustable power driver's seat, auxiliary audio input, six-CD player, steering wheel-mounted audio controls and a hands-free phone system.

Like other crossovers, the CX-9's high rear hips and shallow windows almost makes its optional rear-view camera a must (only available with mandatory packages on the CX-9 GT for $51,595).

All-wheel drive is not available on the front-drive Odyssey (or most minivans for that matter, except the Toyota Sienna). Adding it to the CX-9 GS would expand the price differential another $2,000. Even so, unless you're planning on entering the family in the Monte Carlo Rally, a proper set of snow tires (and a winter driving course) will get you through most Canadian road conditions better than any AWD vehicle with all-season rubber – crossover, minivan, whatever.

The more expensive crossover isn't necessarily any safer. Both come with enough airbags, ABS, stability and traction controls, and rollover sensors.

The CX-9's sleek looks may scream, "I'm no castrated minivan!" But its coupe-like profile crimps cargo and passenger space. Comparatively, the Odyssey is an aircraft hangar. Aft of the crossover's third-row seats, there's less than half the cargo space of the minivan's 1,087 L. And total cargo room is only 2,860 – 1,303 less than the Honda.

As a crossover, the CX-9 is tight and rattle-free, whereas the Odyssey can emit some moans and groans from its cavernous interior. But out on the road, the Mazda's taut suspension makes this one stiff riding "orange."

The sole area the Mazda crossover decidedly dominates is straight-line performance. For 2008, its V6 has grown to 3.7 from 3.5. Output is now 273 hp and 270 lb.-ft. of torque. Add a quick-reacting six-speed automatic transmission and a relatively light curb weight, and it can scoot from naught to 100 km/h in 7.5 seconds. The Odyssey rolls by about a second and a half later.

WHY BUY? SUV image; acceleration; sporty chassis.

WHY NOT? Tight quarters; stiff ride; premium pricing.

FIRST PLACE:

Honda Odyssey LX

Compared to the Mazda, the Honda's slightly smaller 3.5 L V6 has 29 less horsepower and 30 less lb.-ft. But with a combined 10.9 L/100 km versus this Mazda's 11.1, the minivan isn't all that more economical at the pumps. Call it a draw. As is towing capabilities. Both the crossover and minivan can trailer either 1,588 kg of apples or oranges.

Beyond the Stoplight Grand Prix, there's not much to choose from between the Odyssey and the Mazda in the handling department. Both possess accurate steering with a surprising amount of feel for such large vehicles. With the advantage of a lower centre of gravity, there's minimal roll when cornering hard in the minivan. In truth, the Honda's more supple suspension allows it to ride more like a German sports wagon – calm, composed, and quiet – without fearing a twisty road after the kids have been dropped off for tae kwon do classes.

Despite the obvious price advantage, inside, the Odyssey matches the CX-9's high level of build quality and materials. From the driver's seat, the minivan has a distinct advantage when it comes to visibility. (Note: An Odyssey priced like the base CX-9 GS, say a $40,950 EX-L, gets you leather throughout, heated seats, and other luxury niceties like a backup camera.)

Getting in and out of the second and third row seats in a minivan is noticeably easier than any crossover. In the Honda, you can slide its two middle row seats to one side for even better access to the rear. The same manoeuvre in the CX-9 will test the flexibility of any elementary school grads. And we haven't even mentioned the convenience of the minivan's sliding rear doors.

If you value easy access to plenty of cargo and seven-passenger room – plus a dash of luxury car ride and handling – it's hard to choose a crossover when a minivan as good as the Odyssey is available. Especially for nearly $9,000 less.

WHY BUY? Room with a view; value pricing; luxury sedan ride and handling.

WHY NOT? Relatively slow; soccer-guardian image.

One of the advantages of being a freelancer with some free time during the holiday season is you get invited to a lot of office Christmas parties.

One of the disadvantages (at least as a tee-totaling car guy) is you often get roped into being the designated driver.

With the busiest party week of the year ahead of me back in December, I was glad to be behind the wheel of Mazda's revised CX-9 crossover utility.

I chose the CX-9 not because it's particularly large or comfortable – though, according to numerous passengers, it was both – but because I was hoping to at least make my holiday-time obligations somewhat enjoyable from behind the wheel.

Having always been a fan of the way Mazdas drive, I had high hopes for the CX-9, despite its three rows of seats and bulky exterior dimensions.

Its pointy front end, reminiscent of the RX-8, and rising haunches, which call to mind the smaller turbocharged CX-7, promised performance.

Largely, the CX-9 delivered. For something this large (5,074 mm long) and heavy (2,062 kg), the Mazda is remarkably easy to drive: nimble, manoeuvreable and, thanks to big mirrors and decent rearward visibility, a cinch to thread through traffic.

It's fast, too: with a power boost for 2008 thanks to a new 3.7-litre V6 and six-speed automatic transmission. The CX-9 steps smartly away from stoplights and has no problem keeping up with freeway traffic.

You could even say it handles: the steering is quick, light and accurate, the ride is flat and composed through corners and the optional all-wheel-drive system provides plenty of traction through those massive 20-inch wheels.

Indeed, the best way to sum it up would be to say the CX-9 feels light on its feet – a major achievement for something in this class. While the Honda Pilot's V6 engine may pull as keenly (and more smoothly) than the Mazda's, its steering feels sluggish in comparison.

The big GM crossovers like GMC's Acadia ride more smoothly but their V6 engines never really come to life and there's little fun to be had by trying to drive quickly through corners.

Of course, there is a bit of a price to pay. While the CX-9 is busy pleasing its driver, passengers may be less impressed by the amount of engine and road noise that penetrates into that big cabin.

Over rough pavement, the ride can sometimes be bouncy; maybe the standard 18-inch alloys would be a better choice for urban driving. The transmission, which has a delightfully sporty feel when you're playing, can sometimes grab the next gear a bit more aggressively than you'd like around town.

Also, the feeling of lightness felt from behind the wheel is palpable in the weight of the doors – which slam in a slightly tinny fashion – and in some of the interior materials, which can feel hollow under your fingers.

Still, hollow pieces aside, this is a nicely made and comfortable cabin.

The first two rows of seats have plenty of space for full-sized adults and access is easy through doors that swing wide open. Long-distance comfort is excellent, thanks to nicely-padded bottom cushions and large side bolsters that hold you in place for corners.

The third row is comfortable for adults on short trips (hey, they'd be walking, right?) and there's a decent amount of cargo space, even with the seats up.

Best of all is the design, which is clean, contemporary and architectural. Unlike the big GM crossovers, there's plenty of glass for the second and third rows, so they don't feel like dungeons, and "spars" of wood and metal trim on the dashboard and door panels give the Mazda a very distinctive look.

With almost every option in the book, my CX-9 was packed with high-tech gadgets. It boasted a six-disc CD changer that played MP3s and WMAs (behind a powered screen, no less), a DVD-based navigation system, premium Bose sound system with 10 speakers, a rear-seat entertainment system, Bluetooth phone system and rear-view camera.

On the road, it's a veritable entertainment palace; you can listen to one thing in the front seats while your passengers watch a video in the back; you can dial your phone by voice and parallel-park almost anywhere thanks to that camera.

So what's the deal with the touch-screen interface for the radio and navigation system, which looks straight out of Windows 95, complete with the cloudy background?

GM's crossovers – and even Honda's Pilot, with its blocky-but-intuitive graphics – do better.

Like, say, the GMC Acadia, the CX-9 spans a wide range of prices; you can get into a very well-equipped one with front-wheel-drive for less than $40,000 or go hog-wild with the options and end up at almost $53,000 for a car like the one I drove.

The best balance is probably somewhere between the two extremes; I'd probably opt for all-wheel-drive and the luxury package (which brings the great stereo, keyless entry and start as well as a power tailgate) and stay away from the fussy DVD and rear entertainment systems.

For well under $50,000, you'd have a very well-equipped crossover that's also a lot of fun to drive.

Your passengers – inebriated or not – may not have quite as much fun as you'll be having, but they really won't be able to complain.

Thanks to the CX-9's space and versatility, at least they won't be taking the late bus home.