Mazda CX-8 2018 Review – Long-term test #1

From the moment they sat in the cabin of the range-topping Mazda CX-8 Asaki the family was taken in by the CX-8's white Nappa leather upholstery, comfy seats simple controls and attractive packaging – all for a price within the means of middle-class jokers like us.

For the jaded motoring journalist in the family, however, it was always a question of whether a different sort of SKYACTIV powertrain and 'zoom-zoom' dynamics could outgun the CX-9, a car that was voted the carsales.com.au car of the year for 2016.

The Mazda CX-8 got off to a good start, offering more charisma than the last long-termer I tested – also a seven-seat SUV – and at a significantly lower purchase price.

To a large degree, the CX-8's trump card is its powertrain. It's stunning how refined the 2.2-litre diesel four-cylinder is in the CX-8.

The engine is noisier when cold – although not especially so. Once it's at operating temperature, however, the diesel is so quiet and so free from vibration that it could pass for a petrol engine.

Sales people will probably close the deal on a CX-9 if ultimate refinement is everything to the buyer, but the CX-8's engine is fabulously smooth, relative to other diesels. There's no labouring, no grinding vibration, no clatter, no turbo whistle or anything else to give the game away – and that's irrespective of engine speed or driving conditions.

The diesel in the CX-8 is strong from idle speed, yet it's capable of producing a wide power band up to 5500rpm or beyond, according to the tacho. We've seen petrol engines run out of puff before then. The power delivery of the CX-8 isn't soft and protracted as is often the case with diesels; the accelerator pedal feels better connected to the engine. And straight-line performance is accompanied by a soundtrack that actually seems sort of 'throaty'.

The engine is coupled to a six-speed automatic that generally delivered seamless shifting, even with the accelerator buried in the carpet. When shifting sequentially, the transmission changed gear rapidly and adapted quickly to new situations, such as under heavier braking for instance. On just one occasion was it caught out, shifting up with a thud in between me lifting my foot off the accelerator and applying the brakes. That was on a ramp into an underground car park.

For a vehicle of its size and distinction, the Mazda CX-8 is also pretty economical. On the open road the CX-8 returns fuel consumption figures of 7L/100km or less, cruising at a constant speed of 100km/h. At that speed the engine is operating at just 1900rpm and the only aural evidence is the faintest rumble, which is felt rather than heard.

In lighter traffic on arterial roads up to 80km/h the CX-8 remains economical, although heavier commuter traffic will see the trip computer post a figure of 9 or 10L/100km. Over the course of a 70km test loop the final figure was 8.1L/100km.

Although the CX-8 comes with its own idle-stop system, the engine didn't shut down frequently. At least, not as frequently as Mazda's petrol engines do. When the CX-8's system did shut down or restart the engine, however, there was barely a skerrick of unpleasantness – little to no noise, and no sign of the body rocking back and forth due to the compression bumps.

In flagship Asaki trim the Mazda CX-8 is only available in all-wheel drive specification. The wheels are 19-inch alloys shod with Toyo Proxes 225/55 R19 tyres that were subdued on coarse-chip bitumen and also ironed out smaller bumps in the road surface. They held the road well and provided plenty of warning as grip washed away.

Ride comfort is a little odd after the CX-9. The larger Mazda is renowned for its quality ride. While the CX-8 is comparable in most circumstances, it is not perfect.

At lower speeds and over speed humps the Mazda CX-8 soaked up both the big stuff and the niggly imperfections in the road surface. But middling bumps render the ride fidgety at speeds either side of 60km/h. On rippled surfaces at open-road speeds the CX-8 feels more composed and the body control compensates for any underlying firmness.

Whatever the situation, the CX-8 always handles securely and can whip through bends at high speeds with reasonably subdued protest from the front tyres. The CX-8 turns in fast enough and the feedback through the wheel communicates how much lock to apply in order to keep the Mazda tracking precisely. Body roll is acceptably flat too.

The stability control system is slow to balance oversteer and understeer when lateral g forces build up sufficiently to compromise roadholding. That shows up in some slight yawing either side of the chosen line. The brakes are strong but subtle. There's good pedal feel and the CX-8 will pull up softly without the driver needing to exercise superhuman finesse.

From the driving position, the seats are very well shaped for comfort and support, and the Mazda's instruments are typically easy to read and the controls are located properly. Adaptive LED headlights produce the right umbra to save drivers of oncoming cars from being blinded, but also leaving other parts of the road suitably illuminated.

In terms of refinement and power delivery, the CX-8 hints at what Mazda will pull out of the bag when the company introduces the SKYACTIV-X Spark Controlled Compression Ignition (SPCCI) petrol engine in the next-generation Mazda3.

In the meantime, the diesel in the CX-8 remains a very appealing proposition. Is the whole package better than the CX-9 though? For some families the answer is unequivocally yes.

How much does the 2018 Mazda CX-8 Asaki cost?
Price: $61,490 (plus on-road costs)
Engine: 2.2-litre four-cylinder turbo-diesel
Output: 140kW/450Nm
Transmission: Six-speed automatic
Fuel: 6.0L/100km (ADR Combined); 8.1L/100km (as tested)
CO2: 158g/km (ADR Combined)
Safety rating: Five-star (ANCAP, 2018)

Long-Term Tests
We aim to make your choice of vehicle easier. Our Editorial section does this via our mix of news, international and local launch reviews, as well as our seven-day tests.

From time to time we also take the opportunity to spend even longer with a vehicle. These longer-term tests can be as short as a couple of weeks, but more recently we’ve settled on a three-month period as indicative of ‘normal’ ownership.

Long-term tests give our staff writers and contributors a chance to get to know a car as an owner would. While the car is with us, we pay for fuel, the servicing, and generally use and live with the car as a new owner would.

We believe long-term tests give car buyers a deeper insight into the vehicle on test, but also the qualities behind the brand and nameplate. The extended period also allows us to touch base with the dealer networks in question.

It comes as no surprise that manufacturers tend to have a love-hate relationship with long-term tests. Three months is plenty long enough to fall out of love with the latest and greatest, and start to nit-pick — just like real owners do.