Mazda CX-9 Touring 2016 Review

Mazda CX-9 Touring and Azami
Quick Spin

What’s it all about?
In many ways, the Mazda CX-9 is a quantum shift for both the company and its products.
If that sounds a bit demeaning to the relentless flow of impressive products coming from elsewhere within Mazda, the reality is that there are things about the big SUV that make it particularly elevating.

In a brand-defining way, the CX-9 visits new places for Mazda. On top of the introduction of a turbo-petrol engine, it also brings further upgrades to safety, quality and integrity – all in a fractionally shorter and lighter package. And, significantly, it is the first Mazda that could be described as truly quiet to travel in.

From a Euro-premium sense of class, to an extensive collection of electronic safety aids and a most-refined driving experience, the CX-9 conjures up thoughts of respected Euro SUVs like, for example, Volvo’s way more expensive XC90.

The second-generation CX-9 kicks off at $42,490 (plus on-road costs) for Sport versions and extends out to $63,390 for the all-wheel drive Azami – or $59,390 for the front-drive Azami and the also front-drive $48,890 Touring, both of which are reviewed here.

All CX-9s are impressively fitted out, particularly in terms of safety, where blind-spot monitoring, rear cross-traffic alert, reversing camera and Smarty City Brake Support make in aboard across the board. Azami takes it further with adaptive LED headlights, driver attention alert, forward obstruction warning, lane-keep assist and lane-departure warning.

All versions get sat-nav and three-zone climate-control, while leather trim and two power front seats are standard from Touring grade upwards. The iDrive-style controller on the centre console is a winner too.

Warranty is a pretty regular three-year / 100,000km deal, but roadside assist is extra-cost. Servicing prices are spelled out in an on-line calculator.

Why should I buy it?
The turbo version of the 2.5-litre four-cylinder engine, at 170kW/420Nm, punches out a lot more power than the atmo Mazda6’s 138kW/250Nm, which is handy given the CX-9’s 1880kg kerb weight (still lighter than the previous 204kW/367Nm V6’s 2097kg) and endows plenty of urge.

It’s not creamy like the V6, but the extra thump is worth it, especially with the economy improvements. The official claim is 8.4L/100km (way better than the 11.3L/100km claimed for the V6). We got closer to that with the Touring than the 13kg heavier Azami, recording figures of 8.8L/100km and 9.6L/100km respectively.

At 3.2 turns from lock-to-lock, the steering suggests slow. But the CX-9 is responsive to the helm, points accurately – with a touch of front-drive torque steer – and rides smoothly, thanks in part to a small 19mm wheelbase stretch. And, lo and behold, here’s a Mazda that is soothingly quiet on the road.

Space? Well, the CX-9 may be slightly shorter overall than its predecessor, but that doesn’t seem to have affected internal stretching room. The Mazda is one seven-seater that keeps a smile on the faces of adult third-row passengers. If there’s a deficit, it’s that the centre-row backrest needs readjustment once rearmost occupants are on board.

The Mazda CX-9 went on sale across Australia in July 2016 and comes in four trim levels: Sport, Touring, GT and Azami.

Owners across all levels get the choice of front-wheel drive, or iACTIV all-wheel drive and all are powered by the turbo 2.5-litre engine driving through Mazda’s six-speed SKYACTIV-Drive six-speed automatic transmission.

Who will it appeal to?
As we implied earlier, the CX-9 can be treated as a genuine seven-seater. It’s a consummate family vehicle. All three rows offer big, comfy seats with excellent legroom in first and second rows, and a centre row that can be adjusted fore-aft to help those sitting up back.

The quoted boot space doesn’t sound spectacular at 230 litres in full passenger mode and 810 litres seats-folded, but the cabin space with only two passengers aboard is actually enormous, enough to slide-in a mountain bike, wheels attached, without a worry.

If you want to lug a caravan, the CX-9 is rated at two tonnes, braked. And that 420Nm of torque comes in at 2000rpm, which is pretty handy.
Where does it fit?

As alluded to earlier, buyers who normally favour a big Euro SUV should factor-in the CX-9 before making their purchase decisions.

It has the requisite imposing on-road presence, the class, the space and the dynamics, but is tagged a lot lower than, say, the similar-size Volvo XC90 which opens bidding, in T6 Momentum form, at more than $25,000 above the premium AWD version of the Mazda yet falls well short in standard equipment.

Buyers not obsessed with Euro products should also look at diesel-only competitors such as Hyundai’s Santa Fe and the Kia Sorento.

Mazda has nailed it with the second-generation CX-9.

It’s big, but no lump to drive with decent economy figures and a nifty road presence. It’s also well-built, bursting with safety technology and costs a lot less than anything of a similar size from Europe.

With new levels of refinement that will undoubtedly filter down the Mazda range it’s not exactly a game-changer, but it is the clearest indication yet of where the company is headed.

Price: $48,890 / $59,390 (plus on-road costs)
Engine: 2.5-litre four-cylinder turbo-petrol
Output: 170kW/420Nm
Transmission: Six-speed automatic
Fuel: 8.4L/100km (ADR Combined)
CO2: 197g/km (ADR Combined)
Safety Rating: Five-star ANCAP

Also consider:
>> Hyundai Santa Fe (from $39,350 plus ORCs)
>> Kia Sorento (from $40,990 plus ORCs)
>> Volvo XC90 (from $89,910  plus ORCs)

Related reading:
>> Mazda CX-9 Review
>> Mazda CX-9 Review
>> Kia Sorento v Mazda CX-9 v Holden Captiva