09:24PM - 23.05.'16
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News Source: autoblog.com
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Automotive enthusiasts tend to obsess over spec sheets. How else could we know which cars and trucks are the quickest in a straight line, hold the road with the greatest tenacity, or tow the biggest trailers? More succinctly, what ammunition would we have in the seemingly endless back-and-forth of Internet forums if it weren't for specifications? Mazda's engineers think they've found a better way. The 2016 CX-9 has less horsepower than its primary competitors. The only engine available is a turbocharged four-cylinder, hooked to a six-speed automatic. Drivers won't miss the 23 horsepower (or more, as we'll soon explain) lost in the changeover from 2015 to 2016, because Mazda applied its holistic Skyactiv approach to the largest vehicle it offers. That means less weight and, ultimately, more fun. Or so they say. Are they right? Yes. And no. Most of the time, in normal on-road driving conditions, the 2016 CX-9 is the most fun you can have with three rows. But the real-world tradeoff didn't go off completely without a hitch. Reasoning that real-world performance is more important than ultimate horsepower, Mazda specified a four-cylinder for its big, three-row SUV instead of a more traditional V6. Let's get those all-important specifications out of the way: All 2016 Mazda CX-9s are fitted with a 2.5-liter turbocharged four-cylinder with 250 horsepower and, impressively, 310 pound-feet of torque at just 2,000 rpm. Unless you decide to use 87 octane, in which case you'll be limited to 227 horsepower. Mazda doesn't think owners will actually notice the difference in power levels, so there's no Premium Fuel Recommended sticker on the back of the fuel door. Mazda utilized some clever turbo trickery to deliver a diesel-like torque curve from its gasoline-fueled engine, which makes the small-displacement powerplant feel lively at low engine speeds. The flipside is that the CX-9 runs out of breath as the needle swings across the upper reaches of the tach. While that simply wouldn't do for a sportscar like the MX-5, in the CX-9 it's not necessarily a deal breaker. One benefit to the downsized engine is that it doesn't guzzle fuel. The EPA rates the CX-9 at 22 miles per gallon in the city and 28 on the highway. Drop one mpg all around for the all-wheel-drive model. Those figures beat out all the CX-9's most natural competitors, including the Honda Pilot and Toyota Highlander. The turbo-four Ford Explorer matches the 28-mpg highway figure, but loses by three in the city. We couldn't accurately gauge fuel mileage during our short stint behind the wheel, but Mazda promises class-leading efficiency for actual owners on actual roads. It's all part of vehicle development engineer Dave Coleman's stated goal of "ignoring competitive specs and focusing on the real world." Based on the inherent goodness of Mazda's previous Skyactiv efforts, we have a feeling that's more than just marketing bluster. We can say for certain that the CX-9 beats its rivals when it comes to ride and handling. Mazda's three-row crossover rides seriously smooth, even on broken pavement. It's also quiet, thanks to thicker floorpan steel and an extra 53 pounds of sound deadening material compared to the previous CX-9. Still, the 2016 model is about 260 pounds lighter than the 2015. The benefit to the weight loss routine is best felt behind the wheel on a twisty road. We wound up and down Highway 1 north of San Francisco for a few hours, and found the CX-9 to be a satisfying partner. As long as you don't drive like you're in a Miata, the CX-9 feels calmer and more comfortable than a vehicle its size has any right to. Steering is light at low speeds, but firms up nicely once you really get moving. The transmission goes mostly unnoticed, which is one of the nicest things you can say about an automatic in a family car. Sport mode immediately drops a cog and downshifts further with a slight touch of the accelerator. The 2016 CX-9 is roomy. With the seat positioned for a six-foot driver, there's enough room for an equally tall passenger in the second row. Even better, that same fullsize person can fit in the third row without embedding their legs in the seatback ahead or their hair grazing the headliner above. On the downside, the actual seating position in the way back isn't very comfortable – tall occupants better get used to having their knees at chest height. The only real way to make the CX-9's third row more comfortable for adults would be to make the vehicle larger, and that's antithetical to Mazda's goal of making its 'ute as practical as possible in the real world. After all, it's not often that all seven seats will be filled (especially by adults). Plus, the CX-9's sleek looks would be ruined with theater-style tiered seats. It's not easy to make a seven-passenger box on wheels look alluring. Mazda has done a pretty good job in that regard. There are plenty of angles and surfacing in the car's bodysides to catch the light and engage the eyes, and Mazda's signature oversized five-point grille fits more appropriately on the CX-9 than any of its siblings. The chrome wings that extend from the top of the grille into the headlights are a nice visual touch, as are the taillights with their pseudo eyeball and eyelash design. |
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