Mazda crossover gets a needed facelift
UPGRADES: Automaker’s flagship CUV will arrive next year with a new turbocharged engine
TLOS ANGELES he rework of Mazda’s flagship crossover, the CX-9, was long overdue. It was introduced in 2006 and, with the exception of an engine upgrade in 2008, it had soldiered on pretty much unchanged. There were a couple of minor facelifts along the way, but it was beginning to feel dated.
The first thing that struck me about the 2017 model was the change in the CX-9’s proportions. While the wheelbase grows by 55 millimetres, which means better rear-seat room and easier ingress, the overall length has dropped by 30 mm, which gives it noticeably shorter overhangs front and rear. Throw in the sharp grille and LED headlights and the CX-9 possesses a strong face and purposeful stance.
The lines and smaller greenhouse impart a lighter, airier look, reinforced by the fact the work has taken up to 130 kilograms off the curb weight compared to the outgoing allwheel-drive model.
That first impression flows nicely into the cabin where the materials take a big step forward. The outgoing CX-9 was marked by its hard plastic; the new model has soft-touch panels, quality leather, rosewood trim pieces and real metal accents. More insulation and laminated side windows drop the extraneous noise by 12 per cent, which makes it whisper quiet compared to many of its peers. It also gives the new 12-speaker Bose audio system a decent studio in which to perform.
The centre stack has been reworked to accommodate seven- or eightinch touch screens that give fast and easy access to phone, media and navigation functions. What I did not like was the fact the screen’s touch sensitivity is only available when the car is stationary. Once moving, the driver must use the main controller and five hard buttons around it. Why? It makes things less intuitive in spite of the design’s simplicity.
The cockpit layout is logical, with a full-colour head-up display complementing the conventional instrumentation. It comes with the latest technologies, including blind-spot monitoring and lane-keep assist. The latter proved to be annoying, as it tugged at the wheel and sounded a rumble-like noise every time I strayed.
Slide rearward and there is more space, but the third row is still really only for kids or occasional use. When all rows are upright, the cargo space totals 407 litres. Dropping the third-row seats raises that to 1,082 L, and with both back rows down, the CX-9 has a generous 2,017 L of space. On the test mules, this was accessed through a power liftgate.
The biggest change to the CX-9 is the adoption of the first turbocharged Skyactiv engine. The new 2.5-L four-cylinder puts out a healthy 227 horsepower and 310 pound-feet of torque at just 2,000 rpm when burning regular gasoline. Premium gas ups the count to 250, but does not alter the torque, so it can run on regular all the time without adverse effect.
The difference this engine makes is enormous. Not only is the pull off the line strong and devoid of turbo lag, it sprints through the mid-range and on to speed smoothly. On the drive I was pleasantly surprised by the overall performance. It also brings a claimed fuel efficiency improvement of 20 per cent when compared to the outgoing 3.7-L V6.
On the tester, the power was relayed to all four wheels through a six-speed automatic transmission. A small switch on the oversized centre console toggles between Normal and Sport modes. Normal sees the transmission upshift early, while Sport stretches the shifts out to the point where it will reach upward of 3,500 rpm before upshifting. Unlike most sport modes it does not alter the throttle or steering.
The all-wheel drive (i-Activ) has been honed to respond more quickly to changing conditions. Using 27 sensors, it checks 200 times a second and adjusts the power split accordingly. In everyday use it powers the front wheels, but can send up to 50 per cent of the power rearward to prevent unwanted wheelspin. In practice, the system adjusts quickly and unobtrusively. The seamlessness is such it is difficult to tell when things are changing, which is a decidedly good thing.
The new body gives the suspension a solid base of operations. What surprised me was the composure of the set up over varying road surfaces. Normally, the large P255/50R20 tires on the tester would cause some harshness whenever the road is less than perfect. In this case, the suspension soaked up the roughness of Mulholland Drive without ceding anything in terms of the sense of nimbleness that filtered back. Likewise, the steering delivers a quick and true response to input, which made canyon-carving an enjoyable reality.
I also got the sense removing the old V6 and replacing it with the turbocharged four has reduced the mass over the front wheels. This brings more neutrality to the dynamics. In the end, the CX-9’s ride/handling balance is as good as anything in the segment, including those that cost significantly more.