Mazda CX-7 2006 Review

What we liked
>> Smooth, powerful drivetrain
>> Agility and high speed suspension control
>> Sporty looks with high safety levels

The CX-7 is derived from a category of vehicles popular in most markets except Australia known as MAV or multi-activity vehicles. These are typified by the Renault Scenic, Opel Zafira and Mazda Premacy. Under Australian import tariffs, these fuel and space-efficient family vehicles were priced out of contention by all-wheel drive crossover models that exploit a token all-wheel-drive system to win duty concessions originally aimed at genuine four-wheel drives.

The CX-7 is the latest in a long line of these discounted duty packages. In its primary market in the US, the CX-7 is a slick front-drive sports wagon at all levels with all-wheel drive as just one of the many options available. In Australia, it is positioned as a compact SUV with all-wheel drive at both levels with auto only. When it spends most of its time in front-drive, with the all-wheel-drive system cutting in only as a traction aid when required, the presence of this system doesn't translate into extra offroad capabilities.

A manual is under development for Europe and will be considered for local release at the end of 2007. As the Mazda6 diesel shares the same front architecture, a diesel model is also a realistic addition down the track. 

CarPoint's early pre-launch report anticipated that the CX-7 would be a $45-50,000 proposition based on its relativity to other Mazda models in other markets. Yet the CX-7 arrives here as an unexpectedly compelling choice when it appears to offer Mazda6 MPS mechanicals and AWD in a larger, sportier alternative for little more than the base Mazda6 wagon.

There is a hidden cost. When the latest Japanese market Mazda5/Premacy 2.3 on which the CX-7 is based weighs only 1510kg with a seven-seat capacity, the five-place AWD weighs in at 1745-1771kg. This ultimately must impact on performance and fuel economy.

This is in addition to the standard AWD, DSC active stability control, beefy 18-inch alloy wheel package, and the same turbocharged direct-injection petrol engine with six-speed auto as the upper level.

For an extra $5650 ($45,560), the CX-7 Luxury adds leather trim, glass sunroof, eight-way power driver's seat adjustment, heated front seats, nine-speaker 240W BOSE sound system that has been specifically engineered for the CX-7 interior, heated side mirrors and single-zone climate control.

The sunroof and leather alone would normally add $5000 in such a large vehicle. Not surprisingly, Mazda expects 60 per cent of its projected 550 sales per month to be Luxury models when the CX-7 is aimed at discretionary buyers attracted to the style and sporty feel.

Mazda anticipates 20-30 per cent of these sales will come from former Tribute owners. Mazda6 buyers, especially wagon and hatch owners, will also add to the mix. 

MECHANICAL
The standard powerplant is an advanced direct fuel-injected inline DOHC four-cylinder petrol engine with turbocharger and intercooler that requires a minimum 95 RON PULP.

Unlike a normal port fuel-injected engine with injectors that operate at 40psi, this one squirts and atomises fuel directly into the cylinders at 1600psi like the latest diesels. On contact with the air inside the combustion chamber, the fuel instantly vaporizes and soaks up heat generating a denser charge which allows a higher compression ratio and extra turbocharger boost.

The extra compression delivers extra torque before full boost and therefore minimises lag. To cope with the extra stresses, the aluminium head and block are made via a special process. They also feature extra cooling passages around the valves and cylinder liners. The crankshaft and connecting rods are made from forged steel, not the more usual cast items. Pistons and bearings are optimised for strength.

It is a state-of-the-art 2.3-litre powerplant and delivers 175kW/5000rpm and 350Nm/2500. While these are lower than the 190kW/380Nm from the peakier version in the Mazda6 and 3 MPS, the CX-7 engine is more tractable, smoother and probably less thirsty to cover its wider application and extra weight.

The four is mated to an Aisin-sourced Activematic six-speed auto with full manual control that will hold a gear as selected by the driver. The gated manual selection mode is closest to the driver with BMW-style upshifts back, downshifts forward.

Together, they deliver a combined fuel figure of 11.5lt/100km. While this is good for an SUV, it is more than a litre higher than the best local six-cylinder passenger cars with similar power outputs and weight.  

Front suspension is by MacPherson struts lifted from the Mazda6/Mazda5/Premacy while the rear is based on the latest Mazda 5/Premacy which in turn is based on the Mazda 3. It is a proper multi-link rear-end that brings the same accuracy in handling as the Mazda3 along with other tendencies noted below.  Both are beefed-up for the CX-7.

The large turning circle of 11.4m is typical for a front-drive model.

Mazda's Active Torque Split all-wheel-drive system is a variation of the MPS system set up here to deliver 100 per cent torque to the front wheels then automatically adjusts the split to a maximum 50:50 front to rear as required.

Large disc brakes (296mm front and 302mm rear) are ventilated.

Wheels and tyres are 7.5 x 18-inch with 235/60 R18 tyres.

The spare in initial deliveries is a temporary skinny spacesaver. Production from early 2007 will feature a full-size 205/80R16 spare tyre and a revised cargo floor that will be a free retro-fit for owners of 2006 deliveries. Because the later spare tyre still won't match the exact size of the other wheels, it is required under ADRs to carry a speed limit but is a far more realistic alternative for long distance, fully-loaded situations.

These differences generate proportions that are quite unique. The 2750mm wheelbase confirms that Mazda started with the Mazda5/Premacy platform, stiffened it considerably and reinforced the suspension adding extra weight low in the chassis.

Many of the body sections are foam filled to reduce noise paths.

Where the Premacy sits three rows of occupants in an upright position, Mazda replicated the MX-5's semi-reclined driving and front seat position for the CX-7. This in turn dictated an extended dash and a radical windscreen slope of 66 degrees to bring the glass and centre pillar back to the driver.

With the occupants seated semi-reclined, Mazda could then reduce the depth of the bodywork and drastically trim the roof height for a much lower centre of gravity. There is adequate legroom and seat cushion depth and height in the rear for full-sized adults.

The raised ride height, big wheels and flared wheelarches not only generate a dune buggy look with the chopped body height, they deliver an unusual driving position: a semi-reclined sportscar pose elevated to a height where you can actually see beyond the car in front of you. This is the most seductive quality of the CX-7 when it delivers the best of both worlds.

The only drawback is the lack of steering column reach adjustment; an omission Mazda claims is consistent with the MX-5. The instrument pod and centre control panel are positioned for an intimate driving environment that is very different to the front passenger seat. The centre division delivers more storage than usual, the most noteworthy of which are tall bottle holders that don't interfere with the centre shift lever.

The base cloth seats are more than good enough but only come with manual driver's seat height adjustment. Drivers requiring tilt adjustment will need the Luxury level and its eight-way power driver's seat adjustment.

By avoiding a third-row seat, Mazda has provided a rear load area that is 1013mm long, or big enough for three full-size golf bags while maintaining full seating. Drop the back seat and there is 1758mm of load area with a lip to prevent luggage sliding forward. Long enough to sleep in, it will easily carry a mountain bike or two without dismantling.

The 2007 Australian spare wheel specification will generate a slightly raised floor but there is still plenty of extra storage in the rear compartment. A centre child restraint tether strap will not cut into this space under the new design. The floor itself is reversible with a hard plastic backing for carrying soiled or wet items.  

Despite the generous cargo space and fun driving position, its packaging is a lot less efficient for such a large vehicle compared to an SUV or MPV designed to be a family carryall. As an all-purpose family sportscar that offers comfort for everyone, it earns a four in packaging. As a proper SUV it earns a three, hence the overall score of 3.5.

SAFETY
For the money, this is where the CX-7 kicks even more goals. An advanced body structure with its single tailored blank side frame and strategic high-strength steel in key areas (which you can feel as soon as you drive it) contributes to a highest possible five-star rating in the US NHSTA tests in frontal and side-impact crash tests. Mazda's frame sections are large and as straight as possible which capitalise on the extra size for extra protection. 

It falls back to four stars in its rollover rating, not unexpected given the raised ride height.  The fuel tank is guarded by substantial members for rear crash safety.

Six airbags including frontal and side for front occupants plus side curtain for all outboard seating positions are standard on both levels. A rollover will activate the curtain airbags.

Lap-sash belts and head restraints are fitted to all seating positions. Front seating positions get pretensioners and load-limiter mechanisms.  The brake pedal is designed to break away in a severe crash.

Mazda's DSC version of ESP, ABS with Electronic Brake force Distribution (EBD) and Emergency Brake Assist are all standard.

COMPETITORS
Although Mazda cites the Toyota RAV4 and Honda CR-V as rivals, the CX-7 is not close to either.

The Toyota RAV4 and Honda CR-V with their relatively low output four-cylinder engines, boxy packaging and spare wheels hanging off the back are shameless SUV family trucksters. If you were buying a CR-V or RAV4 for an image boost as many buyers do, the CX-7 wins every time but running costs will be higher. The next Honda CR-V which is already released overseas will blur the line more with its radical styling and extra grunt.

The CX-7's Japanese development boss made a point of describing the CX-7 as a Keanu Reeves, not a Schwarzenegger or a Hugh Jackman, not a Russell Crowe, which suggests rivals with less of an offroad, carry-all focus.  

The fact that Mazda doesn't mention any Subaru models is significant. The CX-7 is actually closest to the Subaru Outback in price and positioning when both are lavish, elevated passenger wagons with mild SUV abilities and aimed at the driver.

Where the Outback is based on the plainer Liberty range, the CX-7 is a stand-alone premium model. It also outguns the Subaru's 2.5-litre four and all but matches the six for less money. In terms of ride comfort over all surfaces, all Outbacks make the CX-7 feel like a buckboard, however.

The CX-7 would have to be on the shopping list of Subaru Forester XT Turbo buyers. The CX-7 has a similar output turbo drivetrain, more stylish packaging and more room offset by extra weight. Forester XT prices carve a middle line through the CX-7 range.

The Nissan Murano is also under attack but is heavier and can't match the torque of the CX-7 engine at prices that are $4000-15,000 higher. The Murano is also a bigger, more imposing vehicle.

The Holden Captiva is a formidable and more practical all-rounder especially at its entry price of just $35,990. Holden suspension tuning delivers handling close enough not to matter without the high cost in ride comfort. The Captiva Maxx with its sportier suspension tune and European interior is a direct rival for the CX-7 at almost $3000 less. What it loses in style, it gains in practicality.

At entry level, the Ford Territory is so different with its smooth ride, clumsier feel, huge carrying capacity and conventional looks that it's hard to imagine the same buyers rating the CX-7 and Territory against each other. Yet at Territory Turbo level they are remarkably similar in what they achieve except at $65,490, the Territory Turbo Ghia is in another league in terms of refinement and carrying space as you would expect at the price.

Someone looking outside the square might also consider a Peugeot 407 Wagon that starts at $47,990, the VW Passat 3.2 FSI wagon and the new Land Rover Freelander. Matching CX-7 performance in the Euro league will usually cost you an extra $10,000.

To directly compare some of the above models using CarPoint's comparator click

ON THE ROAD
The CX-7 has a come hither look that makes you want to like it even before you get behind the wheel. Its big footprint with raised, low-profile body says drive me flat out over all surfaces. As it happens, the experience lives up to the invitation.

It starts with the intimate driving position that makes the CX-7 seem much smaller than it is. Yet in the passenger seat, it feels open and spacious. Mazda has been quite clever in meeting the different needs. The leather wrapped steering wheel and gear lever knob plus the textures and detailing immediately ahead of the driver add to the feel good factor. The instruments are clear and well-laid out despite the fussy surrounds.

The seats which look a little flat will quickly wrap around a large Aussie frame. Although there is no seat cushion height adjustment at the base level, the angle of the cushion was spot on for reasonable thigh support. While I would have liked to have fine-tuned the reach of the steering wheel, I could still find a reasonable driving position.

The driving environment with its panoramic view that is not destroyed by overly thick A-pillars as so often happens in today's models, engenders confidence ready to exploit the CX-7's capabilities.

The way the engine builds speed with barely a hint of a gearshift makes this one of the best drivetrains presented this year. Its smooth, torquey feel doesn't feel like it belongs to a four -- indeed, it doesn't even sound like one and has the punch of a high capacity six. Mazda's claim of a 0-100km/h split of 8.5sec seems reasonable.

The auto is outstanding because you are never aware of it doing its job. It always seems to be in the right gear, ready for whatever you want to do. You don't really need to use manual mode but it can engender a welcome feeling of control when you can set the chassis up for a corner exactly as you want by using the gears and throttle. I can't remember a front-drive chassis as responsive and agile as this one, especially one this big. The agility is enhanced by a platform that feels strong and tight.

I was cynical about another all-wheel-drive system that doesn't cut in until it's needed but in the CX-7, it is one of the very few that cuts in so quickly and it can make a real difference. A torque output of 350Nm is usually enough to scramble most front-drive models into torque steer with much tugging on the steering wheel but the CX-7's all-wheel-drive system is so fast in picking this up that you can feel the torque being siphoned off to the rear wheels before it can get untidy.

Through sweeping bends, the CX-7 feels almost as neutral and balanced as a rear-drive sportscar and it's only in tight hairpins that you can feel the front starting to scrub. The handling was equally secure on loose dirt and gravel, and the all-wheel-drive system and DSC willing to cut in so readily and unobtrusively that you would be hard-pushed to get it out of shape.

So does that make the CX-7 just about perfect? Endearing yes, perfect no.

Its fuel consumption under these conditions seemed higher than we would have liked. And while it provided one of the year's most enjoyable open road drives through central NSW, the ride might be intolerable for some drivers around town on uneven bitumen at urban speeds.

This criticism crops up so often in Mazda road tests regardless of model or tester that it's time to ask whether Mazda has a blind spot when it comes to a low-speed ride on anything other than smooth surfaces. The CX-7's big tyres do a better job than most at taking the sharp edges out of the initial road shock but from there, the CX-7 jiggles with an almost nervous twitch until you reach 100km/h or higher. My passenger who was a four-wheel drive expert and knew the roads well was not impressed either.

Where I can usually write my test notes as a passenger in just about anything on Australian open roads, I gave up in the CX-7. It would probably stop children in the back from playing a game and cause them to spill a drink.

Enthusiastic drivers coming from sportier cars will love it as an authentic sportscar feel. Other Mazda drivers expecting a better ride from the CX-7's all-road focus will be disappointed. When local makers can provide the best of both worlds, the time is well overdue for Mazda to add ride quality to its benchmark drivetrains, agility and styling. Anyone can screw a suspension down for high speeds but to make it smooth at lower speeds at the same time takes real expertise.

The other criticism is related to the radical windscreen angle which exposes the front occupants to the direct sun. Less of a problem in Northern Hemisphere markets, the otherwise effective air-conditioning can only struggle to take the edge off the radiant heat. The bright light glaring off the dash top can also make the distant centre dash display very hard to read. 

Compared to other sporty passenger cars, neither shortfall would be enough to scratch the CX-7 from a final list. However, when the SUV market is so often driven by the need for a comfortable ride and cool cabin temperatures for young children, these aspects need to be balanced against projected use more carefully than usual.