Mazda weaves this all together in a harmonious ride/handling package that relies less on electronica and more on instinct. It's frugal, though: With highway fuel economy of up to 28 mpg, it bests the competition in almost every test.Īll-wheel drive is available across the board, and it's a straightforward system that ingests a lot of information from all its vital sensors to distribute up to half its power to the rear wheels.
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There's no lumpy shift action or busy torque-converter judders like most of its 9-speed rivals, but the CX-9 also lacks paddle shift controls (forget about a manual shifter). It's quick, and its standard 6-speed automatic does it lots of favors. With up to 250 horsepower and 310 pound-feet of torque coming on boost early, the CX-9 has strong acceleration subdued behind lots of sound deadening and thick glass. A downsized, turbocharged inline-4 replaces a heavier V-6. The CX-9's enlightened body and powertrain give it great road manners. In all, it's a fine cabin, one with plenty of eye-soothing appeal. There's also plenty of gloss-black trim, some errant switch placements, and an infotainment display that sits on the dash like a mid-priced hotel's flatscreen TV.
Inside, the design is more car-like than ever, with a low-set dash dressed in warm Japanese rosewood and aluminum trim on top versions. Its tapered fenders and roofline square up with a wider stance to give the SUV a planted but athletic look, helped along by available 20-inch wheels. Its tall front end wears a delicately detailed grille, lit in LEDs on the most expensive models, and circular LED headlamps. Taut sheet metal and its best interior yet give the Mazda CX-9 great presence and elegance. Priced from between $32,420 and $44,915, in Sport, Touring, Grand Touring, and new Signature form, the CX-9 is the best big Mazda ever sold, though still down on third-row space and some high-end touches.
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