LA MOTOR SHOW: New Mazda CX-9: The Essential Guide

The newly revealed CX-9 is Mazda’s last passenger model to receive SKYACTIV technology, and the first petrol SYACTIV model to be turbocharged.

It’s also a significant milestone for the small Japanese car company in that its new seven-seat SUV represents a final parting of ways with Ford Motor Company, the outgoing CX-9 the last to share components from its decades-long joint-venture.

In a nutshell, a lot has changed. The CX-9 is not just the recipient of an all-new engine, but also a stylish new body and interior, improved safety and infotainment technology, and a number of subtle details Mazda says will help its new family hauler feel more premium.

Plumbed to perfection
It’s funny that Mazda has moved the A-pillars back 100mm to make the CX-9’s bonnet even longer. We say funny because the new 2.5-litre turbo-petrol four-cylinder engine is smaller than the outgoing 3.7-litre Ford-designed V6… so much smaller in fact that it could fit under the hood of all of the CX-9’s platform partners, which include the Mazda3, Mazda6 and CX-5.

But to dismiss the new direct-injected and turbocharged SKYACTIV-G 2.5T (let’s just call it 2.5T from here on) simply as a smaller capacity engine is doing it something of an injustice – as would summarising it on its output figures alone.

Compared to the V6 it replaces the 2.5T is lighter, of smaller capacity (obviously) and more efficient. It might develop less power (now 186kW, down from 204), but offers more torque (now 420Nm, up from 367), crucially now delivered in a more ‘driveable’ part of the rev range.

Mazda says that with most CX-9s spending 80 per cent of their life under 3000rpm, it was important that this is where the engine is most flexible. It’s a diesel-like approach for a petrol engine, and when you look at the delivery figures – 186kW at 5000rpm and 420Nm at 2000rpm – you could almost be forgiven for thinking the 2.5T is in fact a diesel.

But a petrol it is (once again there will be no diesel power for the CX-9), and one tuned to run on even the lowest grade fuels. Of course the figures quoted here are achieved on 100 RON PULP, so some ‘fall-off’ of those numbers may be experienced once the tank is filled with 98 or 95 RON PULP back home.

Achieving the crucial low-end torque Mazda desired – and scoring what Mazda promises will be a class-leading CO2 figure – comes from a series of clever engine technologies which again mimic those found in turbo-diesel engines.

Exhaust gas recirculation is employed to cool combustion temperatures and save fuel (instead of squirting excess fuel into the combustion chamber as many manufacturers do) while a clever valved intake pipe channels low pressure exhaust gases to spool the turbocharger via a smaller pipe, before diverting full-pressure flow via a larger diameter pipe once the turbocharger has overcome its own inertia.

It’s a clever approach that better utilises the turbocharger’s variable geometry blades, reducing turbo lag on step-off and improving efficiency. As a result, Mazda has kept the 2.5T’s compression ratio relatively high (10.5:1), and maintained the donor engine’s direct-injection system and variable valve timing.

One of the largest changes comes from the plumbing of the exhaust. Mazda utilises the ‘pulsing’ of the exhaust gases to ‘scavenge’ fumes from the adjacent cylinder’s exhaust port by structuring the exhaust plumbing to take advantage of the engine’s firing order. In short, the cylinders work in pairs in that every second cylinder fires to take advantage of the ejection effect of the exhaust gases escaping the cylinder beside it.

The net result is more torque, a cleaner flow of exhaust gases (which don’t forget are used to spool the turbocharger) and reduced ‘knocking’, which in turn means an ability to run on lower grade fuels. Mazda says there’s no torque loss on regular unleaded, either, and that without the need to ‘enrich’ the cylinder-head with fuel for cooling, will produce far fewer emissions in both bench testing and in the real world.

Fuel and CO2 values have yet to be announced by Mazda, but it says we should see a 20 per cent improvement over the outgoing model, which consumed at least 11.0L/100km.

Look at that body
Mazda’s 'KODO — Soul of Motion' design philosophy is without doubt one of the most cohesive and attractive of any mainstream manufacturer right now. OK, it’s a subjective measure – and one we normally stay well clear of commenting on — but to let the new CX-9 waltz into a traditionally boxy and angular segment without passing judgement seems a little dismissive.

The current CX-9 did receive a mild facelift in 2012 and again in 2014, but the model has now undergone a full ground-up re-do. The chassis is new, as is the body. It’s claimed to be stronger, quieter and safer than before, but also more recognisable as a Mazda, thanks in no small part to its distinctive front fascia.

Viewed front-on (and indeed from behind) the CX-9 presents a trapezoidal shape in which the base is wider than the top. It’s meant to convey stability, and in conjunction with slim, horizontally-themed wing and blade motifs, exaggerates the body’s proportions to make it appear wider to the eye.

Capped with a leaner, directional glasshouse with bigger windows and smaller pillars, the CX-9 is said to look more confident in profile, while also being easier to see out of. High-strength steels are used more extensively, yet in spite of the sturdier frame the new CX-9 is actually lighter than the outgoing model — by 90kg in front-wheel drive variants and 130kg when equipped with all-wheel drive.

Mazda has punctuated this new look front and rear with what it says are ‘moody and sophisticated’ signature LED lights. Sharper headlights follow cleanly from the ‘wing’ of the grille and taper slightly to initiate a crease line which runs along the CX-9’s shoulder to meet the tail-lights. These flank that ‘blade’ motif mentioned previously, and are said to imitate the frontal design in exaggerating the rear’s horizontal proportions.

To celebrate the release of the new CX-9, Mazda has also introduced a new paint colour: Machine Grey. It’s said to make the CX-9 look as though it were carved from a single ingot of steel, and was formulated to complement the model’s ‘confident’ surfacing.

The four-layer metallic flake colour presents with a liquid finish that Mazda says can only be applied over perfect, blemish-free panels. The colour coat is applied over a primer and black base coat and is carefully aligned so that the metallic ‘flakes’ are all aligned. It’s a technique usually reserved for concept cars, and one whose principles and processes were inspired from its Soul Red signature colour.

Like Soul Red, Machine Grey is expected to attract a premium paint fee when the CX-9 goes on sale locally, joining no-cost colours that include Snowflake White Pearl, Sonic Silver, Jet Black, Deep Crystal Blue and Titanium Flash.

The real deal
During our chat with Mazda North America’s design director, Julian Montousse, motoring.com.au heard how the CX-9 was sculpted with the Japanese principle of Hon Mono (or a journey of authenticity) foremost in mind. In short it means the ‘genuine article’, and in design terms it sought to offer buyers a ‘what you see is what you get’ deal.

To that extent, Mazda has used a mix of real ‘cool and warm’ materials throughout the cabin. Leather is real Nappa leather, the wood is real veneer (sourced funnily enough from a Japanese guitar shop and completely unique to each car), and the aluminium is real aluminium, finished in either a brushed or polished effect depending on the model grade.

The high console and sculpted door cards are said to the driver feel ‘more connected’ with the steering wheel and the instrument panel’s centre dial. A full-colour head-up display sits atop the horizontally-layered dash which takes from the design of the grille to bring ‘the outside in’. Mazda’s designed also worked to exaggerate the visual width of the dashboard by placing the outboard vents as close to the door as possible.

As was the case outside, the CX-9’s cabin is lit with LED accent lighting that Mazda says aims to be effective yet calming. The instrument panel lights in sequence as you enter the cabin, focussing attention on the gauges as the dome and ambient lights fade to black.

The cabin has also been made quieter, thanks to improved (thicker) door seals, improved weather seal continuity between the front and rear doors, slimmer pillars and insulative glass. The structure of the floor pan is thicker than before to attenuate road noise (and improve crash safety), while additional sound blocking material on the floor and heavier carpeting (now weighing 24kg -- up from just 4kg previously) also helps suppress unwanted road noise.

Dimensionally, the CX-9 grows its wheelbase 55mm (to 2930mm) to improve second-row legroom and improve entry to the third-row seats. In spite of the change in exterior dimensions, cargo space is unaltered (267-928 litres depending on seating configuration).

Get a grip
All-wheel drive variants of the new CX-9 share a similar set-up to the current CX-5 (which makes sense when you consider their platform and driveline share familiar origins). While we’ve detailed this system in the CX-5 many times before, it’s worth noting that the system is a little cleverer than you might think.

Where many competitors’ AWD systems run full-time, using fuel unnecessarily and adding extra drag and wear on mechanical parts, the Mazda system operates on demand. It’s a system Mazda says is ‘intuitive’ and aims to predict when it’s needed ahead of time by sensing -- up to 200 times per second -- undue differences in wheel speeds, vehicle incline, pitch and yaw movements compared to the driver’s input and even when it’s icy or raining.

As well as taking instruction from 27 on-board sensors, the iACTIV all-wheel drive system also distributes drive according to input from the speed of the windscreen wipers and even the ambient temperature module. In short, if it’s cold or likely to be more slippery, the CX-9 will adjust its drive distribution to provide better traction, sending up to 50 per cent of its torque to the rear wheels.

All CX-9 variants are offered as standard with Mazda’s SKYACTIV-DRIVE six-speed automatic transmission while braking capacity remains unchanged from the outgoing model. Base variants are fitted with 18-inch alloy wheels with high-grade models wearing 20-inch alloys.

Tech. Happy.
One of the biggest letdowns of the current CX-9 is that the age of its architecture prevents it from offering many of the technologies its competitors come with as standard. The new platform of course means a new electrical architecture, which in turn provides the cockpit with an array of safety and infotainment equipment familiar to other vehicles in the current Mazda catalogue.

For the CX-9 these include driver assistance technologies from Mazda’s i-ACTIVESENSE safety suite. Depending on grade (or likely bundled as part of a cost-option Safety Pack) the features include full-colour head-up display, blind-spot monitoring which can detect vehicles up to 50m away, conventional and automatic radar cruise control with an operating range between 30-145km/h, lane-departure warning and lane-keeping assist, auto high-beam control, rear cross-traffic alert, autonomous emergency braking and forward obstruction/collision warning.

Meanwhile, Mazda’s MZD CONNECT (or MAZDA CONNECT in some markets) is added, bringing the rotary dial controller and ‘floating’ centre screen – and all of its functionality – familiar to other Mazda models to the CX-9 for the first time.

Bluetooth telephony and audio streaming are included, as are cable-based connectivity methods (USB and 3.5mm auxiliary inputs, which incidentally are repeated in the second row outboard armrests). Music apps including Pandora and Aha are offered, accessed via a 7.0- or 8.0-inch colour display depending on the grade.

Voice control and five shortcut buttons remain familiar to other MZD-CONNECT environments, while a 4.6-inch full-colour TFT screen now appears between the analogue gauges of the instrument panel, giving the driver full access to infotainment, navigation, cruise control, trip and vehicle settings.

Mazda will also offer optionally a BOSE premium sound system with a total of 12 speakers – two more than the outgoing model. The system is able to ‘decompress’ MP3s for a richer sound, and is said to be ‘acoustically tuned’ to the CX-9’s interior.

It’s a little over the top for a family car, and considering the tweeters have silk covers to "make sure the sound travels the way it’s supposed to" and that a new material has been constructed specifically to do away with the speakers’ heavy magnets, means the CX-9’s Hi-Fi experience is one audiophiles are certain to love – even if only for the bragging rights.

The second-generation Mazda CX-9 goes on sale in Australia in mid-2016. Local pricing and specifications will be released closer to the model’s launch. Visit motoring.com.au soon for our preview drive of Mazda's all-new seven-seat SUV flagship.