When initially launched Mazda CX-9, it was the crossover firmly to US buyers - 80 percent of the production CX-9 came to the United States, and exactly 0 percent remained in Japan. He was an American under the sheetmetal, also built on an old platform shared with Ford.
For 2016, Mazda completely redesigned its large, three crossing rows with an eye on improving the dynamics, efficiency and gives the brand a near-luxury alternative. Yep, Mazda believes that its new signature pad - with these ornaments as heads-up display, Nappa leather and real wood trim -. Is an alternative to the Acura MDX
Mazda, however, has not completely disappeared upscale ,. Most of the CX-9 range is aimed squarely the Nissan Pathfinder, Toyota Highlander, Honda Pilot, Ford Explorer and Chevrolet Traverse.
Some business models do not work when the scale along the product line. (Look no further than Porsche.) Fortunately, so-called "Kodo" Mazda design does not fall victim to the same limitations. Closer inspection reveals the CX-9's new nose is not only made of 12 / 10ths of the CX-3; side profile shows a pronounced overbite more and everything is sharper and more dramatic.
Dominate the design is long, flat hood of the CX-9. Parallels to the Volvo XC0 come to mind that both front ends are designed specifically for a turbocharged four-cylinder in the front, and not a big V8 as found in the Dodge Durango.
Trimming proportions, Mazda shortened total length of the CX-9 1.5-inch and reduces its curb weight of nearly 0 pounds.
Given the history of Mazda, was expected to put an outside level of the CX-9, but its inner transformation was not on my radar. The CX-3, CX-5 and other Mazda models are far from low rent, but they are best in class. The CX-9 is different and points hopefully a new direction for the artist formerly known as Zoom-Zoom.
The dashboard on two levels, found in Grand Touring trim and signature (the only two we tested), is made of soft-touch materials. There are real wood and aluminum in the Signature trim. The dash-mounted infotainment screen grows to 8 inches for half the available toppings, and more like home in such a large cross. Moreover, most at home: a real head-up display that ditches the plastic piece "jet inspired" flip-up seen in other Mazdas. The new HUD is full color and huge, easily compete with BMW last.
The CX-9 falls on the high end of the spectrum with more than 115 inches combined legs. This puts the Mazda before the Chevrolet Traverse and Buick Enclave, but behind the exterior smaller Honda Pilot. You can thank long hood of the CX-9 for its misleading proportions. However, the second line is one of the most generous in this segment.
Going back to the third row, the complaint is not legroom, but headroom. You will find a two-inch back height or the Pathfinder driver. This makes the CX-9 comfortable for a flock of children on long trips, but not for adults who draw the short straw.
Up front, most CX-9 trims are equipped with a seat of power driver eight lanes with two-way lumbar support, electrically adjustable. Unfortunately, this is for adjusting the driver's seat stops. You will not find four-way lumbar at any price, or extension of the thigh cushions as you do in luxury competitors - or even the Kia Sorento. The passenger seat CX-9 is similarly limited, even missing the lumbar support and the range of motion presented in the driver's seat.
The cargo area is where you see the greatest compromise for the long hood. You can adjust 14.4 cubic feet of cargo with the widgets in the third row up, or 38.2 cubic feet with the third row folded. It is offered by Highlander, Sorento or MDX, but significantly less than the Traverse and Enclave.
The new CX-9, Mazda has become an all-four -cylinder society and finally cut ties with Ford engines. The new 2.5-liter engine has direct injection, variable valve timing and a turbocharger with selectable nozzles. In a word, the exhaust passes through the turbine three ports of smaller diameter at low speeds, while three major ports are added at higher revs. The combination makes 250 horsepower with premium gasoline or regular 227 ponies and 310 lb-ft of twist huge.
Mazda like high compression engines. Although engineers have faced compression back to 10.5: 1 to turbocharge the 2.5-liter mill, high compression and high boost (17.4 psi) are an unusual combination in a market of vehicle mass tuned to run safely on regular unleaded. Mazda handles this with an intercooler mounted on the front and a costly EGR cooler to produce a torque and power curve diesel-like.
Yes, the thing unusual new SKYACTIV engine Mazda is that all 310 lb-ft of torque arrives at 2,000 rpm and 275 lb.-ft. are available at just 1500 rpm. This is 1000 rpm lower than the same 310 lb-ft produced by the 2.3-liter EcoBoost engine in the new Explorer. Because of how Mazda has set the motor torque falls below 250 lb-ft of 4500 rpm and quickly falls after 5000 rpm. Meanwhile, turbo Ford continues to pump 250 lb-ft to about 5750 rpm, and shrinks slowly beyond.
Harnessing the power to the ground is a standard six-speed automatic transmission with available all-wheel drive. To improve fuel economy, torque converter transmission spends most of his time in the lock, which makes the CX-9 feel more like a car with a dual clutch transmission. Figures from the EPA Mazda are high in this segment, excluding hybrids, 22/28/25 miles per gallon (city / highway / combined) trim wheel and front-wheel 21/27/23 mpg when equipped with four-wheel drive.
diesel-like torque curve is immediately noticeable on the road. multi-port Mazda turbo lag does not remove, but it blunts severely. From a stop, the couple comes on hard and fast for aggressive launches. However, this is still a gasoline engine with a 6300 rpm redline. The redline, combined with the pair falling out over 4,500 rpm, is the exact opposite of most small turbos that have a lull at low speed, followed by a meaty powerband. The net result is the acceleration associated with the turbocharged 2.3-liter in the explorer in 7.97 seconds 0-60 (TTAC tested), but the feel of this acceleration is quite different.
On the down side, the decision to make the Mazda 250/227 hp engine the only powertrain means that the CX-9 can compete with some V6 entries. The Honda Pilot, Acura MDX and Dodge Durango will all be much faster in merging or highway passing situations.
Also different is the way the CX-9 handles. Stir the 4300 crossover books in one corner and the chassis is surprisingly well balanced, given its cross-architecture of the engine, but it does not feel as agile as the Dodge Durango V6. The design of the light engine helps keep the CX-9 feel heavy at the front as a Pathfinder or Traverse, and the standard 255 width tires deliver impressive grip even in the basic models. The design of the suspension of Mazda makes a hair of feedback from the front tires, but the huge low-end torque motor in front-wheel balance can disrupt the experience. Fortunately, check the box of all-wheel drive option eliminates these worries.
Thanks to a well designed suspension, round the CX-9 is far from punishing. In fact, the CX-9 is actually more consistent than options near luxury as the MDX. roll and tip / dive are well controlled despite his softer springs and the possibility corner sculpture CX-9 both excellent for crossover 4,300 books and excellent driving the road. Also massively improved for 2016 is the noise from the cabin, long a sore point for Mazda owners.
The incentives Mazda are much thinner on the ground than the American competition, but Mazda has priced CX-9 despite this aggressive. From $ 32.420 (after $ 00 destination charge), the Mazda is less than a Highlander V6 base. Although the pilot, Explorer, and while Traverse against undercut the base CX-9, Mazda comes with a ton of standard equipment - LED headlights, alloy wheels 18 inches, tire width 255 three-zone automatic air conditioning, a 7-inch LCD system of infotainment, the integration of the smartphone application and a leather steering wheel. Taking into account the value of all the standard features, the Mazda ends up being less than $ 100 a base Honda, Ford, Chevrolet or Nissan. Of course, the Traverse is likely to have the most money on the hood when you get to the dealership, but the CX-9 still ends up a better value in my calculations.
With excellent handling, a spacious and well put together interior looks best in the segment and standard features than the competition, the CX-9 looks like a great buy. The only real fly in the ointment is its engine. Mazda is quite correct that the engine torque curve is very driven, it is simply not as powerful as the competition - and it shows. It is not too much a problem for the base CX-9, but the high-end Signature trim Mazda aims MDX, QX60 and Enclave. The MDX is nearly two seconds quicker to 60 than the Mazda and delivers a more refined engine note in the process.
Mazda is likely to have a stroke with excellent maneuverability, speed and reasonable price CX-9. Regarding the new signature model, much as I would rather have a CX-9 a MDX, I must admit that the traditional values of comfortable seating and the thrust may outweigh the relatively small label prices on the Mazda.
hope a Mazdaspeed CX-9 is in the works
Specifications as tested
0-30 mph :. 3.15 seconds
0-60 mph: 7.97 seconds
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