Mazda CX-7 2009 Review
Mazda has expanded the range at both the top and bottom ends and made the CX-7 a more appealing proposition in the crowded SUV marketplace... but it's not without flawsAlbury, NSW
>> Addition of a nice diesel
>> Improved interior
Not so much
>> Entry price engine a bit flat
>> Diesel only available with manual
>> No air vents for rear passengers
Overall rating: 3.0/5.0
Engine/Drivetrain/Chassis: 3.5/5.0
Price, Packaging and Practicality: 3.0/5.0
Safety: 3.0/5.0
Behind the wheel: 4.0/5.0
X-factor: 3.0/5.0
About our ratings
OVERVIEW
-- Expand and conquer
Since its launch here in 2006, the Mazda CX-7 has been a star performer for the Japanese brand. It gave the company a replacement for the aging Tribute in the critically important Compact SUV market segment.
But while it filled one major hole, it left some other important areas exposed. The most obvious absentees were naturally-aspirated petrol and turbodiesel versions to cater to a wider market and improve the CX-7's Achilles heel, fuel consumption.
With the re-launched CX-7 range, Mazda has addressed those concerns with varying degrees of success. Mazda has added both a 2.5-litre petrol model and a 2.2-litre diesel variant to sit alongside the existing 2.3-litre turbocharged petrol.
Mazda Australia claims the larger line-up will expand the appeal of CX-7 from around 20 per cent of the available market to 60 per cent. But while that is a large jump and the new range certainly gives the CX-7 a better chance of closing the gap to its competitors, there are still some important elements missing from the CX-7 equation.
The decision by Mazda globally to dedicate its resources to the next generation drivetrains means the diesel is only available with a manual gearbox, ruling out a large part of the potential audience for the car. But Mazda Australia isn't worried about that, insisting that adding an oil-burner to the CX-7 is part of its longterm plan.
Sales expectations for the new, larger CX-7 range are an interesting sign of the times. Since '06, the CX-7 has sold at an average of 400 per month, but the recent downturn in the industry caused by the global financial crisis has seen that figure drop to 250. Mazda Australia is expecting the wider line-up to return the car back to the 400 per month range.
The biggest shift for the new range is the decision to add an entry-level model to get the CX-7 in the important low-to-mid $30,000 range, somewhere the old model didn't cover.
That means the range now starts with the Classic -- with a manufacturer's list price of $33,990. But in order to make sure the new model attracts attention, Mazda is offering the car at a driveaway price of $36,990.
The Classic is powered by a 2.5-litre four-cylinder engine mated to a five-speed automatic gearbox and, unlike the rest of the range, is only available with front-wheel drive.
Highlighting the good spec level across the line-up, the base model Classic comes equipped with a 4.1-inch colour multi-function display (that includes a reversing camera monitor, trip computer and ambient temperature gauge), automatic headlights, air conditioning, six-disc in-dash CD player, AUX-in jack for iPod/MP3 players, leather steering wheel, power windows and mirrors, cruise control and 17-inch alloy wheels.
The Classic Sport is next in the range with an MLP of $38,990 and a turbocharged 2.3-litre DISI four-cylinder engine. Major changes from the Classic include a six-speed automatic transmission, all-wheel drive, dual chrome exhaust and 18-inch alloy wheels.
Moving up to the Luxury Sports means the same engine and gearbox as the Classic Sport, but a starting price of $45,990. For the extra money you gain satellite navigation, Bluetooth compatibility, eight-way power adjustable driver's seat, heated front seats, memory function for front seats, leather trim and premium sound system with nine speakers. Other additions include chrome door handles, heated power mirrors, power sunroof and 19-inch wheels.
In terms of price and specification the Diesel Sports sits in between the two turbo petrol offerings. With an MLP of $43,630, it includes satellite navigation, Bluetooth compatibility, eight-way power adjustable driver's seat, heated front seats, leather trim, premium sound system and heated power mirrors.
Mazda Australia expects the Luxury Sports to become the strongest seller, followed by the Classic, with the Classic Sports and Diesel Sports accounting for only a small part of the audience.
In a time when most car companies are trying to simplify vehicle line-ups Mazda is heading in the opposite direction. While the out-going CX-7 range consisted of one engine and one gearbox, the new range is made up of three engines and three transmissions. Plus there is also a front-wheel drive variant in the mix as well.
Starting with the new entry-level model, the 2.5-litre inline four-cylinder produces 120kW at 6000rpm and 205Nm at 2000rpm. Fuel consumption for the new offering is a claimed 9.4L/100km, but during our test we found it impossible to match that, even though the majority of our driving was on open roads (see more in ON THE ROAD).
The 2.3-litre DISI turbo carries over the same performance from the out-going model, with 175kw at 5000rpm and 350Nm at 2500. Fuel consumption will still be an issue for some, with a claimed combined figure of 11.5L/100km.
Fuel consumption is actually the key selling point of the new Diesel, even though Mazda admits it isn't expecting big numbers of the oil-burners to go out the door. The 127kW/400Nm unit manages to achieve an official combined-cycle consumption figure of 7.6L/100km.
The petrol cars share the same brakes with 296mm rotors at the front and 302mm on the rear, while the heavier Diesel Sports gets bigger 320mm rotors up front.
One of the biggest talking points of the new CX-7 Diesel Sports is adoption of the Selective Catalytic Reduction system (SCR); the first passenger car in Australia fitted with the technology, according to Mazda.
A common feature in Europe, SCR is designed to reduce NOx output to ensure the car meets emission standards. SCR works by injecting a urea based liquid, called AdBlue, into the diesel particulate filter as the exhaust gases exit. The urea turns into ammonia, which converts the NOx into nitrogen and water; a harmless mix.
The urea is stored in a special tank that holds 15.5-litres, which is enough for approximately 20,000km. Refilling the tank comes at each major service, at a cost of $160.
Interestingly, the addition of the SCR means the CX-7 will eventually refuse to let the driver start the car if the urea tank runs dry. There are warning lights and tones before that happens but it must be the first car in world to protect the environment at the expense of the owner!
PACKAGING
Externally it's hard to pick the new model, with only minor changes to the lights and the five-point lower grille giving the game away.
Inside the subtle makeover continues, with an updated steering wheel, dashboard and trim. One of the major criticisms of the previous model was the raw deal the rear seat passengers got.
The new CX-7 goes some way to rectifying this, by adding door pockets, one rear seat back pocket and grab handles. While, they are worthy changes it was disturbing to note that the Classic model came without rear air vents. The CX-7 is by no means the only car to leave out such an important feature, but it is a major flaw that gives serious pause for thought if you are planning on carrying passengers in the back.
SAFETY
In terms of passive safety the CX-7 utilises the Mazda Advanced Impact Distribution and Absorption System (MAIDAS) to improve occupant safety.
COMPETITORS
Mazda doesn't help matters by officially putting the CX-7 in competition with everything from the compact Volkswagen Tiguan all the way up to the larger and more expensive Nissan Murano.
On price, the CX-7 is certainly up against the likes of the Tiguan, Honda CR-V, Mitsubishi Outlander, Nissan X-Trail, Renault Koleos, Suzuki Grand Vitara and the big selling Subaru Forester and Toyota RAV4.
There is also an argument that the addition of a diesel, coupled with the size and space of the CX-7, means it will also be cross-shopped against the likes of the Nissan Dualis, Holden Captiva, Ford Territory, Kia Sorento and even possibly the Volvo XC60.
For the launch program Mazda left the 2.3-litre turbo models out to focus our attention on the new engine options. Unfortunately, the majority of the drive program was spent out on the open road, which is probably not representative of the usual conditions the CX-7 will face.
Even though the Classic features a new drivetrain, it retains the same feel as the out-going model. It sticks to Mazda's 'Zoom-Zoom' philosophy with its focus almost entirely directed towards on-road driving, with little pretence to any off-road ability.
The 2.5-litre engine is a capable unit, but not much more. It will keep the CX-7 chugging along, but struggles at times to get the car moving from stationary. Worryingly, we failed to get close to the claimed fuel economy figure, staying in double digits the whole time.
But given that our experience was in the country, we'll reserve full judgement on the new engine until we get it into an urban environment.
What does impress with the Classic are the driving dynamics. Mazda obviously understands the CX-7 won't be used off-road and the car benefits from it. Although it still carries many of the traits of a large car -- caused by the weight -- it is among the more dynamically capable SUVs.
Mazda's decision to add the Diesel Sports is vindicated quickly once behind the wheel. The engine feels strong and smooth -- especially through the mid-range -- and the economy wasn't too far off the claimed number.
And while the lack of an automatic transmission is a problem, the manual gearbox is actually a very good unit. The shift has a direct action and nice feel.
The Diesel Sports is arguably the pick of the range, if not for the transmission. If using a manual gearbox doesn't bother you, then the economy and torque benefits are worth it. But, as Mazda knows too well, the majority of buyers in this segment want a shelf-shifting tranny.
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