VICTORIA, B.C.–Mazda wants to make one thing clear: this is not a case of "supersize me." Yes, the new CX-9 looks very similar to the company's CX-7 compact crossover utility vehicle, but it didn't just take that vehicle and stuff in a third row of seats. While some items come from the communal parts bin, the CX-9 stands on its own. This new mid-size CUV, available only as a seven-passenger, is Mazda's flagship. At $39,595 in GS trim or $43,955 in GT – and you can load it up just past $52,000 if you like – it's the priciest one in the stable. But the premium assets include upper-end materials and features like three-zone climate control and Bluetooth connectivity. CX-9 shares its basic architecture and suspension with the Mazda6 sedan. By contrast, CX-7 shares the 6's front suspension, but uses that of the van-like Mazda5 (itself based on the Mazda3) at the rear. The CX-9 is longer, taller, wider and has a longer wheelbase than the five-passenger CX-7. I was hoping the 9 wouldn't share the 7's turbocharged, 2.3-litre four-cylinder, which I found too eager and difficult to modulate. I got my wish: instead, there's a naturally aspirated 3.5-litre V6 sourced from parent company Ford, which also drops it into the new Ford Edge and Lincoln MKX crossovers. The engines are made in Ohio and shipped to Japan, where the CX-9 is built. The 263-horse V6 works extremely well here: it's powerful and quiet; throttle response is smooth and immediate. It takes regular fuel to the turbo's premium requirement, reducing operating costs. The only transmission is a six-speed Aisin automatic, with a manual shift mode. The shifts are smooth and well-spaced, and even on steep hills there's no hunting for a gear. Both trim lines come in front-wheel drive, but can be optioned to an all-wheel system for an extra $2,000. It's a slip-and-grip system, running exclusively in front-wheel until it encounters a loss of traction, whereupon it automatically sends up to 50 per cent power to the rear wheels. Mazda expects most buyers to go this route and may even make the CX-9 exclusively AWD if the sales balance tips too far. The firm prides itself on its sporty vehicles, and although it's a people-mover, the CX-9 reflects that thinking. Handling is sharp and the chassis is stiff, with almost no body roll around curves. The 9 feels like a much smaller vehicle to drive. However, the ride is very firm: it's smooth as long as the asphalt is, but get into broken concrete and you'll feel every bump and rut. It's certainly not enough to turn me off this crossover, since I like the handling enough to allow for it. But buyers who want the full luxury treatment should be aware that this is no marshmallow. The brakes have firm, confident feel. ABS with electronic brake force distribution is standard, as are dynamic stability control, traction and rollover stability control, along with side and curtain airbags. The curtains stretch across all three rows and stay inflated for six seconds, should a sensor detect an imminent rollover. The GS, far from being a truly base version, sports an eight-way power driver's seat, 18-inch alloy wheels, automatic headlamps and piano-black interior trim. You also get rain-sensing wipers which, as I've found on almost every vehicle, didn't work well in drizzle. The GT moves up to 20-inch wheels, and adds such things as xenon headlamps, leather interior, power passenger seat, power sunroof and heated seats. The toasty seats aren't even an option on the $40,000 GS – surprising, given that even economy cars offer heated cloth seats. Other than a moonroof and AWD, all of the option packages go strictly on the GT, including a navigation system, rear entertainment system and luxury package of six-CD stereo, power tailgate and keyless start. In both trim lines, the interiors are handsome and well-finished. Controls are big and intuitive, and there's plenty of small-item storage space, including a deep console box that contains a 12-volt power outlet and iPod jack. First- and second-row legroom is impressive; Mazda says there's more than in competitors such as Honda Pilot, Toyota Highlander and Volvo XC90. The comfortable second-row seats recline and slide slightly. Getting into the third row is easier than most: pull a handle and the second-row seat folds and slides forward to open a fairly wide passage. The back doors open very wide, a blessing for easy entry but a potential door-dinger in parking lots. There's a tall hip point on the third row, meaning that you sit like a real human being, instead of with your knees on your chin. But it's still a tight fit. As always, reserve this one for small children or adults on very short trips. Both rows easily fold flat for extra cargo space. Pull a handle on the second row, tug a strap on the third, and the seats drop without removing the head restraints. The CX-9 represents a considerable departure for Mazda. It hasn't had a true flagship vehicle in a while, and certainly never one that's been a people-mover. The quality and the driving dynamics are there, though, bridging the gap between sporty sedan and utilitarian hauler. Listen up, Mazda: put heated seats in the GS, and the 9's good drivetrain in the 7, and you'll have the top of the line covered.
Jil McIntosh, a freelance journalist (jil@ca.inter.net), prepared this report based on travel provided by the auto maker. |