Mazda CX-9 Prototype 2016 Review

Mazda CX-9 (2WD) Prototype

International Preview Drive
Los Angeles, USA

A Ford-derived chassis and engine have been ditched in favour of an all-Mazda CX-9. Introducing SKYACTIV body, chassis and engine technology, the second-generation seven-seat SUV is the first all-new CX-9 since 2007, and bundles Mazda’s new corporate identity with up-to-date safety and infotainment technology. Debuting in the MkII CX-9 is a new turbocharged petrol four-cylinder that powers a more dynamic chassis. But will the ride be too firm for some…?

Prototype drives are always bitter-sweet. Driving the newest SUV from one of Australia’s market leaders is of course an exciting occasion, though hand-built prototypes are often finicky and ‘unfinished’ (not to mention expensive) representations of how the end product will turn out.

With those thoughts as caveat, we stress that our impressions and ratings detailed here will alter slightly once we slip behind the wheel of a production model early next year.

On the face of it, however, the CX-9 seems improved in just about every facet. Given the performance of the current model, that’s a pretty big compliment, since the eight-year-old CX-9 is still a solid performer, let down only by its aging electrical architecture that limits the level of technology on offer and thirsty V6 engine.

Consider those issues now sorted.

As detailed in our Essential Guide to the new CX-9 last week, the changes to Mazda’s seventh and final KODO-styled and SKYACTIV-powered passenger model are comprehensive.

It’s worth taking a read to see just how much thought and passion has been invested in this seven-seat family hauler. It's the sort of assiduity usually applied to sports or luxury models, and one we’re sure will not go unnoticed by style and tech-savvy buyers.

But it’s the dynamism and performance we’ll focus on here, and in taking to the surface streets and canyon roads of Los Angeles for a brief steer our initial impressions are positive.

The CX-9 feels secure and crisp in corners, the large (but lighter) body responding quickly to steering inputs. There’s a sporty edge to the chassis’ reaction as you aim the SUV at corners, and one that doesn’t flinch at fast directional changes.

In a word, the CX-9 is confident, and feels smaller than its longer 2930mm wheelbase (+55mm) and 5065mm long body would have you believe.

However, riding on 20-inch alloys the CX-9 is appreciably firm. We suspect the damper tuning is still a way off, and that the 18-inch wheels to be offered on the standard model will improve the ride in the way smaller wheels usually do.

But over cracked and broken pavement, the front-drive CX-9 prototype we drove in LA was taut – although it's a compromise we’d be willing to live with given the surety of its footing.

Communication through the CX-9’s primary controls is as good as we’ve experienced in any Mazda product to date. In spite of its size the SUV’s electrically-assisted steering is prompt in response to input and linear of action.

There are no ‘dead spots’, only progressive weighting that telegraphs feel cleanly via the small-diameter steering wheel as the front wheels are loaded, the system’s assistance levels never anything less than appropriate. On-centre feel is equally sharp, though not so sharp as to require constant input at freeway speeds.

Brake feel is also consistent, the pedal’s modulation delivering the correct transmission of force for confident stops when required – even if you have missed leg-day at the gym. And if you like delivering chauffer-like ‘soft stops’, it’s pleasing that the CX-9 will comply.

It seems Mazda has thought carefully about the throttle response too. The CX-9 needs provocation to ‘chirp’ the front tyres when setting off from the lights, speed rising in an almost covert style under regular acceleration as the new SKYACTIV-G 2.5T relies on its torque – and not engine speed – to gather momentum.

It’s a curious delivery style, the turbocharged four-cylinder more diesel-like in offering nearly all of its flexibility under 3000rpm. The engine is responsive here, and seldom needs to reach higher in the rev range to keep with traffic.

This may change when asked to overtake with the family on board, though we reckon the 186kW (down from 204kW) and 420Nm (up from 367Nm) outputs should prove sufficient in most scenarios.

The engine’s aural characteristics are subdued under Mazda’s considered efforts to stamp-out NVH (noise, vibration and harshness), though we did notice some transfer of vibration through the footwell as the engine reached its rev ceiling (6250rpm).

Otherwise there’s very little road or wind noise to speak of, the thicker floor pan, heavier carpets, beefier seals and acoustic glass obviously playing their part.

All CX-9 variants will be offered as standard with a six-speed SKYACTIV-DRIVE automatic transmission, while the unit in our test vehicle offered with a two-mode (NORMAL and SPORT) selector to the left of the shifter (we suspect this may be optional depending on grade).

We found the transmission quite smooth when left to its own devices (i.e. in Drive and in NORMAL mode), becoming more proactive in SPORT mode. There’s a willingness to ‘hold’ gears between corners here, and to shift down under braking that becomes more rapid as steering input is detected.

The CX-9 will be offered in front and all-wheel drive format, the latter offered with Mazda’s AWD set-up which adapts to road and weather conditions.

We think most families would be best served by the front-driver (as sampled here), because it brings nearly none of the dynamic pitfalls often experienced in heavy front-drive SUVs, but Mazda says fuel economy should be around 20 per cent better than the outgoing model’s 11.0L/100km combined effort.

To further reduce fuel use, all Australian-spec CX-9s will be fitted with Mazda’s i-STOP (idle-stop) technology.

If we have one overriding criticism of the new CX-9 it’s that entry to the third-row seats isn’t a good match for right-hand drive markets. The North American focus of the CX-9 means it’s second-row seats favour right-hand-side entry and exit, the ‘40’ side of the 60:40 split-fold against what will be the driver’s side Down Under.

Mazda says it will address the issue before the CX-9 comes to market. But given more than 80 per cent of CX-9s are sold into left-hand drive markets, we can’t see the cost involved in making this worthwhile change worth their while.

It’s also disappointing to find the third-row seats are without face-level vents, and that accommodation for anyone other than primary-school-aged children is somewhat compromised in terms of head room.

The new Mazda CX-9 will go on sale in Australia around the middle of 2016, closer to which Mazda Australia will confirm specifications, model line-up information and pricing. The current CX-9 is priced from $43,770 to $61,680 (plus on-road costs).

2016 Mazda CX-9 pricing and specifications:
Price: TBC
On sale: July 2016
Engine: 2.5-litre four-cylinder turbo-petrol
Output: 186kW/420Nm
Transmission: Six-speed automatic
Fuel: TBC
CO2: TBC
Safety rating: TBC

Also consider:
>> Hyundai Santa Fe (from $38,490 plus ORCs)
>> Kia Sorento (from $40,990 plus ORCs)
>> Toyota Kluger (from $40,990 plus ORCs)