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Found 11 results

  1. The three-row full-size crossover has taken the place of large SUVs as the vehicle of choice for growing families. Crossovers offer the tall ride height and large space, but not at the cost of fuel economy and ride quality. Recently, I spent a week in the 2018 Mazda CX-9 and Volkswagen Atlas. These two models could not be any different; one is focused on providing driving enjoyment, while the other is concerned about providing enough space for cargo and passengers. Trying to determine which one was the best would prove to be a difficult task. Exterior There is no contest between these two when it comes to design as the CX-9 blows the Atlas out of the water. The overall look balances aggressive and elegance traits. For the front, Mazda has angled the clip to give off a sporting profile while a large grille and a set of slim headlights accentuate this. Move around to the side and you’ll notice the CX-9 has quite a long front end and the rear roof pillars are angled slightly forward. These design cues help make the CX-9 look slightly smaller than it actually is. Someone once described a Volkswagen vehicle as “looking like a bit of a square, but a posh square.” That’s how I would sum up the Atlas’ design; it is basically a box on wheels. There are some nice touches such as the LED headlights that come standard on all models and chunky fenders. The 18-inch alloy wheels that come with the SE w/Technology look somewhat small on the Atlas, but that is likely due to the large size of the vehicle. Interior The Atlas’ interior very much follows the ideals of the exterior, which are uncomplicated and utilitarian. While it does fall flat when compared to the CX-9’s luxury design, Volkswagen nails the ergonomics. Most of the controls are within easy reach of driver and passenger. One touch that I really like is the climate control slightly angled upward. Not only does this make it easier to reach, but you can quickly glance down to see the current settings. There is only a small amount of soft-touch material used throughout the Atlas’ interior, the rest being made up of hard plastics. While that is slightly disappointing as other crossovers are adding more soft-touch materials, Volkswagen knows that kids are quite rough to vehicles. If there is one benefit to Volkswagen’s plain styling on the outside, it is the massive interior. I haven’t been in such a spacious three-row crossover since the last GM Lambda I drove. Beginning with the third-row, I found that my 5’9” frame actually fit with only my knees just touching the rear of the second-row. Moving the second row slightly forward allows for a little more legroom. Getting in and out of the third-row is very easy as the second-row tilts and moves forward, providing a wide space. This particular tester came with a second-row bench seat. A set of captain chairs are available as an option on SE and above. Sitting back here felt like I was in a limousine with abundant head and legroom. The seats slide and recline which allows passengers to find that right position. The only downside to both rear rows is there isn’t enough padding for long trips. For the front seat, the driver gets a ten-way power seat while the passenger makes do with only a power recline and manual adjustments. No complaints about comfort as the Atlas’ front seats had the right amount of padding and firmness for any trip length. The cargo area is quite huge. With all seats up, the Atlas offers 20.6 cubic feet of space. This increases to 55.5 cubic feet when the third-row is folded and 96.8 cubic feet with both rows folded. Only the new Chevrolet Traverse beats the Atlas with measurements of 23, 58.1, and 98.2 cubic feet. As a way to differentiate itself from other automakers, Mazda is trying to become more premium. This is clearly evident in the CX-9’s interior. The dash is beautiful with contouring used throughout, and a mixture of brushed aluminum and soft-touch plastics with a grain texture. If I were to cover up the Mazda badge on the steering wheel and ask you to identify the brand, you might think it was from a German automaker. Ergonomics aren’t quite as good as the Atlas as you have to reach for certain controls like those for the climate system. The CX-9’s front seats don’t feel quite as spacious when compared to the Atlas with a narrow cockpit and the rakish exterior are to blame. Still, most drivers should be able to find a position that works. The seats themselves have a sporting edge with increased side bolstering and firm cushions. I found the seats to be quite comfortable and didn’t have issues of not having enough support. Moving to the second row, Mazda only offers a bench seat configuration. This is disappointing considering all of the CX-9’s competitors offer captain chairs as an option. There is more than enough legroom for most passengers, but those six-feet and above will find headroom to be a bit tight. Getting into the third-row is slightly tough. Like the Atlas, the CX-9’s second row slides and tilts to allow access. But space is noticeably smaller and does require some gymnastics to pass through. Once seated, I found it to be quite cramped with little head and legroom. This is best reserved for small kids. Cargo area is another weak point to the CX-9. With both back seats up, there is only 14.4 cubic feet. This puts it behind most of the competition aside from the GMC Acadia which has 12.8. It doesn’t get any better when the seats are folded. With the third-row down, the CX-9 has 38.2 cubic feet. Fold down the second-row and it expands to 71.2 cubic feet. To use the GMC Acadia again, it offers 41.7 cubic feet when the third-row is folded and rises to 79 with both rows. Keep in mind, the Acadia is about six inches shorter than the CX-9. Infotainment All CX-9’s come equipped with the Mazda Connect infotainment system. The base Sport comes with a 7-inch touchscreen, while the Touring and above use a larger 8-inch screen. A rotary knob and set of redundant buttons on the center console control the system. Using Mazda Connect is a bit of a mixed bag. The interface is beginning to look a bit dated with the use of dark colors and a dull screen. Trying to use the touchscreen is an exercise in frustration as it is not easy to tell which parts are touch-enabled and not. On the upside, moving around Mazda Connect is a breeze when using the knob and buttons. Currently, Mazda doesn’t offer Apple CarPlay or Android Auto compatibility. Thankfully, this is being remedied with the 2019 model as Touring models and above will come with both. For the Atlas, Volkswagen offers three different systems. A 6.5-inch touchscreen is standard on the S. Moving up to either the SE, SE w/Technology, or SEL nets you an 8-inch screen. The top line SEL Premium adds navigation to the 8-inch system. All of the systems feature Apple CarPlay and Android Auto compatibility. The current Volkswagen system is one of the easiest to use thanks in part to intuitive menu structure and quick responses. Moving through menus or presets is easy as the system reacts to the swiping gesture like you would do on your smartphone. There are a couple of downsides to the Volkswagen system. One is there is no haptic feedback when pressing the shortcut buttons on either side of the screen. Also, the glass surface becomes littered with fingerprints very quickly. I did have an issue with the system when trying to use Apple CarPlay. At times, applications such as Spotify would freeze up. I could exit out to the CarPlay interface, but was unable to get the apps unfrozen until I shut the vehicle off. After resetting my iPhone, this problem went away. This leaves me wondering how much of this problem was with my phone and not the infotainment system. Powertrain Both of these crossovers are equipped with turbocharged four-cylinder engines. The CX-9 has a 2.5L producing either 227 or 250 (on premium fuel) horsepower and 310 pound-feet of torque. The Atlas has a 2.0L producing 235 horsepower and 258 pound-feet. An optional 3.6L V6 with 276 horsepower is available for the Atlas. For the Mazda, power is routed to a six-speed automatic and the choice of front or all-wheel drive. The Volkswagen makes do with an eight-speed automatic and front-wheel drive only. If you want AWD, you need the V6. Thanks to its higher torque figure, the CX-9 leaves the Atlas in the dust. There is barely any lag coming from the turbo-four. Instead, it delivers a linear throttle response and a steady stream of power. NVH levels are noticeably quieter than the Atlas’ turbo-four. The six-speed automatic delivers seamless shifts and is quick to downshift when you need extra power such as merging. The turbo-four in the Atlas seems slightly overwhelmed at first. When leaving a stop, I found that there was a fair amount of turbo-lag. This is only exacerbated if the stop-start system is turned on. Once the turbo was spooling, the four-cylinder did a surprising job of moving the 4,222 pound Atlas with no issue. Stab the throttle and the engine comes into life, delivering a smooth and constant stream of power. The eight-speed automatic provided quick and smooth shifts, although it was sometimes hesitant to downshift when more power was called for. Fuel Economy Both of these models are close in fuel economy. EPA says the CX-9 AWD should return 20 City/26 Highway/23 Combined, while the Atlas 2.0T will get 22/26/24. During the week, the CX-9 returned 22.5 mpg in mostly city driving and the Atlas got 27.3 mpg with a 60/40 mix of highway and city driving. The eight-speed transmission in the Atlas makes a huge difference. Ride & Handling The CX-9 is clearly the driver’s choice. On a winding road, the crossover feels quite nimble thanks to a well-tuned suspension. There is a slight amount of body roll due to the tall ride height, but nothing that will sway your confidence. Steering has some heft when turning and feels quite responsive. Despite the firm suspension, the CX-9’s ride is supple enough to iron out most bumps. Only large imperfections and bumps would make their way inside. Barely any wind and road noise made it inside the cabin. The Atlas isn’t far behind in handling. Volkswagen’s suspension turning helps keep body roll in check and makes the crossover feel smaller than it actually is. The only weak point is the steering which feels somewhat light when turning. Ride quality is slightly better than the CX-9 as Atlas feels like riding on a magic carpet when driving on bumpy roads. Some of this can be attributed to smaller wheels. There is slightly more wind noise coming inside the cabin. Value It would be unfair to directly compare these two crossovers due to the large gap in price. Instead, I will be comparing them with the other’s similar trim. The 2018 Volkswagen Atlas SE with Technology begins at $35,690 for the 2.0T FWD. With destination, my test car came to $36,615, The Technology adds a lot of desirable features such as three-zone climate control, adaptive cruise control, automatic emergency braking, blind spot monitoring with rear-cross traffic alert, forward collision warning, and lane departure alert. The Mazda CX-9 Touring is slightly less expensive at $35,995 with destination and matches the Atlas on standard features, including all of the safety kit. But we’re giving the Atlas the slight edge as you do get more space for not that much more money. Over at the CX-9, the Grand Touring AWD begins at $42,270. With a couple of options including the Soul Red paint, the as-tested price came to $43,905. The comparable Atlas V6 SEL with 4Motion is only $30 more expensive when you factor in destination. Both come closely matched in terms of equipment with the only differences being the Grand Touring has navigation, while the SEL comes with a panoramic sunroof. This one is a draw as it will come down whether space or luxury is more important to you. Verdict Coming in second is the Mazda CX-9. It may have the sharpest exterior in the class, a premium interior that could embarrass some luxury cars, and pleasing driving characteristics. But ultimately, the CX-9 falls down on the key thing buyers want; space. It trails most everyone in passenger and cargo space. That is ultimately the price you pay for all of the positives listed. For a first attempt, Volkswagen knocked it out of the park with the Atlas. It is a bit sluggish when leaving a stop and doesn’t have as luxurious of an interior as the CX-9. But Volkswagen gave the Atlas one of the largest interiors of the class, a chassis that balances a smooth ride with excellent body control, impressive fuel economy, and a price that won’t break the bank. Both of these crossovers are impressive and worthy of being at the top of the consideration list. But at the end of the day, the Atlas does the three-row crossover better than the CX-9. Disclaimer: Mazda and Volkswagen Provided the Vehicles, Insurance, and One Tank of Gas Year: 2018 Make: Mazda Model: CX-9 Trim: Grand Touring AWD Engine: Turbocharged 2.5L Skyactiv-G Four-Cylinder Driveline: Six-Speed Automatic, All-Wheel Drive Horsepower @ RPM: 227 @ 5,000 (Regular), 250 @ 5,000 (Premium) Torque @ RPM: 310 @ 2,000 rpm Fuel Economy: City/Highway/Combined - 20/26/23 Curb Weight: 4,361 lbs Location of Manufacture: Hiroshima, Japan Base Price: $42,470 As Tested Price: $43,905 (Includes $940.00 Destination Charge) Options: Soul Red Metallic - $595.00 Cargo Mat - $100.00 Year: 2018 Make: Volkswagen Model: Atlas Trim: 2.0T SE w/Technology Engine: Turbocharged 2.0L DOHC 16-Valve TSI Four-Cylinder Driveline: Eight-Speed Automatic, Front-Wheel Drive Horsepower @ RPM: 235 @ 4,500 Torque @ RPM: 258 @ 1,600 Fuel Economy: City/Highway/Combined - 22/26/24 Curb Weight: 4,222 lbs Location of Manufacture: Chattanooga, TN Base Price: $35,690 As Tested Price: $36,615 (Includes $925.00 Destination Charge) Options: N/A
  2. The three-row full-size crossover has taken the place of large SUVs as the vehicle of choice for growing families. Crossovers offer the tall ride height and large space, but not at the cost of fuel economy and ride quality. Recently, I spent a week in the 2018 Mazda CX-9 and Volkswagen Atlas. These two models could not be any different; one is focused on providing driving enjoyment, while the other is concerned about providing enough space for cargo and passengers. Trying to determine which one was the best would prove to be a difficult task. Exterior There is no contest between these two when it comes to design as the CX-9 blows the Atlas out of the water. The overall look balances aggressive and elegance traits. For the front, Mazda has angled the clip to give off a sporting profile while a large grille and a set of slim headlights accentuate this. Move around to the side and you’ll notice the CX-9 has quite a long front end and the rear roof pillars are angled slightly forward. These design cues help make the CX-9 look slightly smaller than it actually is. Someone once described a Volkswagen vehicle as “looking like a bit of a square, but a posh square.” That’s how I would sum up the Atlas’ design; it is basically a box on wheels. There are some nice touches such as the LED headlights that come standard on all models and chunky fenders. The 18-inch alloy wheels that come with the SE w/Technology look somewhat small on the Atlas, but that is likely due to the large size of the vehicle. Interior The Atlas’ interior very much follows the ideals of the exterior, which are uncomplicated and utilitarian. While it does fall flat when compared to the CX-9’s luxury design, Volkswagen nails the ergonomics. Most of the controls are within easy reach of driver and passenger. One touch that I really like is the climate control slightly angled upward. Not only does this make it easier to reach, but you can quickly glance down to see the current settings. There is only a small amount of soft-touch material used throughout the Atlas’ interior, the rest being made up of hard plastics. While that is slightly disappointing as other crossovers are adding more soft-touch materials, Volkswagen knows that kids are quite rough to vehicles. If there is one benefit to Volkswagen’s plain styling on the outside, it is the massive interior. I haven’t been in such a spacious three-row crossover since the last GM Lambda I drove. Beginning with the third-row, I found that my 5’9” frame actually fit with only my knees just touching the rear of the second-row. Moving the second row slightly forward allows for a little more legroom. Getting in and out of the third-row is very easy as the second-row tilts and moves forward, providing a wide space. This particular tester came with a second-row bench seat. A set of captain chairs are available as an option on SE and above. Sitting back here felt like I was in a limousine with abundant head and legroom. The seats slide and recline which allows passengers to find that right position. The only downside to both rear rows is there isn’t enough padding for long trips. For the front seat, the driver gets a ten-way power seat while the passenger makes do with only a power recline and manual adjustments. No complaints about comfort as the Atlas’ front seats had the right amount of padding and firmness for any trip length. The cargo area is quite huge. With all seats up, the Atlas offers 20.6 cubic feet of space. This increases to 55.5 cubic feet when the third-row is folded and 96.8 cubic feet with both rows folded. Only the new Chevrolet Traverse beats the Atlas with measurements of 23, 58.1, and 98.2 cubic feet. As a way to differentiate itself from other automakers, Mazda is trying to become more premium. This is clearly evident in the CX-9’s interior. The dash is beautiful with contouring used throughout, and a mixture of brushed aluminum and soft-touch plastics with a grain texture. If I were to cover up the Mazda badge on the steering wheel and ask you to identify the brand, you might think it was from a German automaker. Ergonomics aren’t quite as good as the Atlas as you have to reach for certain controls like those for the climate system. The CX-9’s front seats don’t feel quite as spacious when compared to the Atlas with a narrow cockpit and the rakish exterior are to blame. Still, most drivers should be able to find a position that works. The seats themselves have a sporting edge with increased side bolstering and firm cushions. I found the seats to be quite comfortable and didn’t have issues of not having enough support. Moving to the second row, Mazda only offers a bench seat configuration. This is disappointing considering all of the CX-9’s competitors offer captain chairs as an option. There is more than enough legroom for most passengers, but those six-feet and above will find headroom to be a bit tight. Getting into the third-row is slightly tough. Like the Atlas, the CX-9’s second row slides and tilts to allow access. But space is noticeably smaller and does require some gymnastics to pass through. Once seated, I found it to be quite cramped with little head and legroom. This is best reserved for small kids. Cargo area is another weak point to the CX-9. With both back seats up, there is only 14.4 cubic feet. This puts it behind most of the competition aside from the GMC Acadia which has 12.8. It doesn’t get any better when the seats are folded. With the third-row down, the CX-9 has 38.2 cubic feet. Fold down the second-row and it expands to 71.2 cubic feet. To use the GMC Acadia again, it offers 41.7 cubic feet when the third-row is folded and rises to 79 with both rows. Keep in mind, the Acadia is about six inches shorter than the CX-9. Infotainment All CX-9’s come equipped with the Mazda Connect infotainment system. The base Sport comes with a 7-inch touchscreen, while the Touring and above use a larger 8-inch screen. A rotary knob and set of redundant buttons on the center console control the system. Using Mazda Connect is a bit of a mixed bag. The interface is beginning to look a bit dated with the use of dark colors and a dull screen. Trying to use the touchscreen is an exercise in frustration as it is not easy to tell which parts are touch-enabled and not. On the upside, moving around Mazda Connect is a breeze when using the knob and buttons. Currently, Mazda doesn’t offer Apple CarPlay or Android Auto compatibility. Thankfully, this is being remedied with the 2019 model as Touring models and above will come with both. For the Atlas, Volkswagen offers three different systems. A 6.5-inch touchscreen is standard on the S. Moving up to either the SE, SE w/Technology, or SEL nets you an 8-inch screen. The top line SEL Premium adds navigation to the 8-inch system. All of the systems feature Apple CarPlay and Android Auto compatibility. The current Volkswagen system is one of the easiest to use thanks in part to intuitive menu structure and quick responses. Moving through menus or presets is easy as the system reacts to the swiping gesture like you would do on your smartphone. There are a couple of downsides to the Volkswagen system. One is there is no haptic feedback when pressing the shortcut buttons on either side of the screen. Also, the glass surface becomes littered with fingerprints very quickly. I did have an issue with the system when trying to use Apple CarPlay. At times, applications such as Spotify would freeze up. I could exit out to the CarPlay interface, but was unable to get the apps unfrozen until I shut the vehicle off. After resetting my iPhone, this problem went away. This leaves me wondering how much of this problem was with my phone and not the infotainment system. Powertrain Both of these crossovers are equipped with turbocharged four-cylinder engines. The CX-9 has a 2.5L producing either 227 or 250 (on premium fuel) horsepower and 310 pound-feet of torque. The Atlas has a 2.0L producing 235 horsepower and 258 pound-feet. An optional 3.6L V6 with 276 horsepower is available for the Atlas. For the Mazda, power is routed to a six-speed automatic and the choice of front or all-wheel drive. The Volkswagen makes do with an eight-speed automatic and front-wheel drive only. If you want AWD, you need the V6. Thanks to its higher torque figure, the CX-9 leaves the Atlas in the dust. There is barely any lag coming from the turbo-four. Instead, it delivers a linear throttle response and a steady stream of power. NVH levels are noticeably quieter than the Atlas’ turbo-four. The six-speed automatic delivers seamless shifts and is quick to downshift when you need extra power such as merging. The turbo-four in the Atlas seems slightly overwhelmed at first. When leaving a stop, I found that there was a fair amount of turbo-lag. This is only exacerbated if the stop-start system is turned on. Once the turbo was spooling, the four-cylinder did a surprising job of moving the 4,222 pound Atlas with no issue. Stab the throttle and the engine comes into life, delivering a smooth and constant stream of power. The eight-speed automatic provided quick and smooth shifts, although it was sometimes hesitant to downshift when more power was called for. Fuel Economy Both of these models are close in fuel economy. EPA says the CX-9 AWD should return 20 City/26 Highway/23 Combined, while the Atlas 2.0T will get 22/26/24. During the week, the CX-9 returned 22.5 mpg in mostly city driving and the Atlas got 27.3 mpg with a 60/40 mix of highway and city driving. The eight-speed transmission in the Atlas makes a huge difference. Ride & Handling The CX-9 is clearly the driver’s choice. On a winding road, the crossover feels quite nimble thanks to a well-tuned suspension. There is a slight amount of body roll due to the tall ride height, but nothing that will sway your confidence. Steering has some heft when turning and feels quite responsive. Despite the firm suspension, the CX-9’s ride is supple enough to iron out most bumps. Only large imperfections and bumps would make their way inside. Barely any wind and road noise made it inside the cabin. The Atlas isn’t far behind in handling. Volkswagen’s suspension turning helps keep body roll in check and makes the crossover feel smaller than it actually is. The only weak point is the steering which feels somewhat light when turning. Ride quality is slightly better than the CX-9 as Atlas feels like riding on a magic carpet when driving on bumpy roads. Some of this can be attributed to smaller wheels. There is slightly more wind noise coming inside the cabin. Value It would be unfair to directly compare these two crossovers due to the large gap in price. Instead, I will be comparing them with the other’s similar trim. The 2018 Volkswagen Atlas SE with Technology begins at $35,690 for the 2.0T FWD. With destination, my test car came to $36,615, The Technology adds a lot of desirable features such as three-zone climate control, adaptive cruise control, automatic emergency braking, blind spot monitoring with rear-cross traffic alert, forward collision warning, and lane departure alert. The Mazda CX-9 Touring is slightly less expensive at $35,995 with destination and matches the Atlas on standard features, including all of the safety kit. But we’re giving the Atlas the slight edge as you do get more space for not that much more money. Over at the CX-9, the Grand Touring AWD begins at $42,270. With a couple of options including the Soul Red paint, the as-tested price came to $43,905. The comparable Atlas V6 SEL with 4Motion is only $30 more expensive when you factor in destination. Both come closely matched in terms of equipment with the only differences being the Grand Touring has navigation, while the SEL comes with a panoramic sunroof. This one is a draw as it will come down whether space or luxury is more important to you. Verdict Coming in second is the Mazda CX-9. It may have the sharpest exterior in the class, a premium interior that could embarrass some luxury cars, and pleasing driving characteristics. But ultimately, the CX-9 falls down on the key thing buyers want; space. It trails most everyone in passenger and cargo space. That is ultimately the price you pay for all of the positives listed. For a first attempt, Volkswagen knocked it out of the park with the Atlas. It is a bit sluggish when leaving a stop and doesn’t have as luxurious of an interior as the CX-9. But Volkswagen gave the Atlas one of the largest interiors of the class, a chassis that balances a smooth ride with excellent body control, impressive fuel economy, and a price that won’t break the bank. Both of these crossovers are impressive and worthy of being at the top of the consideration list. But at the end of the day, the Atlas does the three-row crossover better than the CX-9. Disclaimer: Mazda and Volkswagen Provided the Vehicles, Insurance, and One Tank of Gas Year: 2018 Make: Mazda Model: CX-9 Trim: Grand Touring AWD Engine: Turbocharged 2.5L Skyactiv-G Four-Cylinder Driveline: Six-Speed Automatic, All-Wheel Drive Horsepower @ RPM: 227 @ 5,000 (Regular), 250 @ 5,000 (Premium) Torque @ RPM: 310 @ 2,000 rpm Fuel Economy: City/Highway/Combined - 20/26/23 Curb Weight: 4,361 lbs Location of Manufacture: Hiroshima, Japan Base Price: $42,470 As Tested Price: $43,905 (Includes $940.00 Destination Charge) Options: Soul Red Metallic - $595.00 Cargo Mat - $100.00 Year: 2018 Make: Volkswagen Model: Atlas Trim: 2.0T SE w/Technology Engine: Turbocharged 2.0L DOHC 16-Valve TSI Four-Cylinder Driveline: Eight-Speed Automatic, Front-Wheel Drive Horsepower @ RPM: 235 @ 4,500 Torque @ RPM: 258 @ 1,600 Fuel Economy: City/Highway/Combined - 22/26/24 Curb Weight: 4,222 lbs Location of Manufacture: Chattanooga, TN Base Price: $35,690 As Tested Price: $36,615 (Includes $925.00 Destination Charge) Options: N/A View full article
  3. G. David Felt Staff Writer Alternative Energy - www.CheersandGears.com Mazda CX-9, 812 miles, 5 adults, 8 days, 7 nights, Grade = D- 25 years of Marriage is what started this lovely 8 days, 7 nights week for the family. Wife wanted to celebrate with the kids in a warm place. Answer was to trade in our time share condo for a time share condo on Kona at Aston Shores at Waikoloa (http://www.astonshoresatwaikoloa.com/). With the wife asking for a perfect week, I went ahead and got our place, made a reservation for a full size SUV, which sadly I could not get with Enterprise or Hertz as they both were out of stock, crazy but being married on Dec 24th does make auto rental in desirable places like the Hawaiian islands hard to find. I was able to reserve one with Budget rental who said they had a full size available for our trip. We arrived flying in on a direct flight with Alaska Airlines from Seattle to Kona, got our baggage and then off to Budget at 10pm to pick up our auto rental. Upon arriving, was met by a polite nice young woman, who checked me in, told me I would have a Mazda CX9. Due to my past experiences with Asian auto's, I did ask if they had an American suv? Sadly for Kona Budget uses Mazda as their only SUV's, so CX9 it would be. We walked out to the auto, it was the only one left in the SUV section, loaded up our luggage, got into the auto and I hit my head as I got in and off to our condo for the week. The next morning, as everyone was unpacking as we just crashed after our flight and slept, I went out to check out the Mazda. Realized that Budget does a terrible job of cleaning the auto's. Garbage was left in the center arm rest, the back door pockets had garbage in it and the interior clearly needed a wipe down. Off I went to get some paper towels and cleaned up the auto before the wife and kids saw it. Once the interior was all cleaned up, I went back in see if everyone was ready to head off to Costco to buy staples for the week when we just chill around the resort versus exploring the island. First thing I noticed is that my hitting of the head last night when we arrived was not just me being tired on a 6 1/2 hr flight. But was a piss poor design by Mazda on the CX9. My wife who is 5'8" tall had to do the same thing as me, face away from the car, place your butt in the seat and partially bent over swing into the auto. After you get past the A pillar you can sit up straight and there is plenty of head room. In fact everyone that sat in the front seats except Kay my sons girlfriend of 4 years had to do the same thing. My son and Daughter are also both 5'8" tall compared to Kay who is only 5'2" tall. Next thing is that what I thought was someone turning down the dash lights was actually not it at all but Mazda not putting any lights in the door lock or all the window buttons. Only a single light dot was on the drivers window. At night on an island that does not have bright street lights to allow the view the space to show up, finding your door locks or windows buttons is a pain. I know every maker puts basic controls on either side of the steering wheel, but Mazda really has a strange layout compared to GM, Ford or Dodge. Yes everyone has a different take on this but after all these years, some things should be consistent across all auto's. Example is the windshield wipers and rear window wiper, which should be first on the stick? I say front windshield wipers and yet Mazda felt rear should be. After checking the lights, getting myself all set for driving, we loaded up to head out for our first day of fun. The Radio / Nav system has a Bluetooth option. My son said he would connect his phone so I could hear the navigation for where we were going first for breakfast and to stream Pandora. Sadly their Bluetooth SUCKS! takes about 1 1/2 to 2 miles of driving before the system is sync'd and working, was this way all week, at least it did work once it sync'd. I did think maybe this was an Apple to Mazda issue, but after testing it with my wife's and my own Android phones, experience was the same. Sucky Bluetooth connection and reading of the device. Pandora was actually better being streamed from my sons phone than from the auto system as there was much delay and pause on the auto system but everything played fine on the cell phone. Off and driving around Kona, first thing noticed by the family was the auto let allot of wind and road noise in. Definitely not my Trailblazer for sure which is much quieter inside. Observation was that while once the radio / Nav was up and working, the angle of it in the auto in a very sunny place makes the screen pretty much useless unless you use your hand or some other item to shade the display. Backup camera worked fine, very reliable but their fish-eye lens really distorts the view. Using your shoulder checks shows two blind spots in the rear making you want to check the camera but again distorted, so was cautious of backing out, pretty much always backed into places so I could easily get out of them. Corners, I have always prided myself on knowing my corners of an auto, yet this design of the Mazda really sucks for your corners, after a day of driving, I did figure out just how far I had to be to be in tight but not hit anything. Lucky for me, I never caused damage on any of the auto. Rain, WOW, So by our resort we were in the mid to upper 80's and sunny the whole time, from about 4000 to 9000 feet the island would have rain on and off and boy was it heavy. Two things noticed that the wife was not happy about nor was I, was that even on the fastest speed the windshield did not clear the rain away very well, bothered her more than me, after all heavy rain, but even in lite rain this other really bothered me and is a safety fail. The way the design of the auto is with the side mirrors, the rain makes the side mirrors unusable. I could see nothing out the mirrors as the water comes off the front windshield and smears across the side mirrors and pretty much makes those little mirrors useless. Not a good design at all. Seats, after our first day in the CX9, the kids let me know that the back seat was hard and not comfy for more than an hour of driving. The front bucket seats while having good side support and for a person as big as me was fine, for my more petite wife, she and the kids when they sat in the front all felt like they were sitting in a Toilet falling through. Very uncomfortable bucket seat. On top of this, only the drivers seat has full electronic control so I could have it go down to the floor, the front passenger seat was set very high and so you only had back and forth and low back support. Very limited, why not have the front seat equal to the drivers. Made no sense and the one time I tried to sit in the front, it was impossible, the setting of the seat was too high for me. All around failure. 3rd row seat was nice folding flat into the floor, but two poor designs, again head rest were manual as they had to be folded down and then you had to pull the 2nd row seats forward to allow you to put up or down the third row seat. Kay said it was the same comfort as the second row and for her plenty of space but then she is only 5'2" tall and very petite. Engine, WOW, Yes on Kona you have 3 mountains, 1 that is spewing lava, very cool to visit and see, above 9000 feet they had snow after snow storm so was able to snorkel / scuba in the morning and ski in the afternoon. Why do I bring this up, simple the engine really leaves a ton to be desired. average for the week was 16.8 mpg in a FWD CUV. Sucky no way to put it for this auto, worse yet was unless you kept it revved above 4500 rpm, any minor hill caused you to loose speed fast. Driving up to the Observation scopes was very tricky as it was a dirt road with snow and traction just sucked. Not what I was expecting. So according to Mazda this is a 227HP motor on regular gas or 250 on premium. I only used regular the whole time and should have gotten 22/28/25 average of City/Highway/Combined and yet did not matter, 16.8 is what the auto reported to me as average MPG. I was filling up every other day, plus who ever thought hiding the fuel filler door release on the left side of the drivers seat under the seat was cool is an idiot. Not easy to get too. Lighting, Interior left much to be desired as places I would expect lights to be the auto had none, places that should be easy to read where not, only the drivers dash and nav system would give you clear visible displays, otherwise even the overhead lights left allot to be desired. Mazda says they have key-less illumination entry system, but it never worked on our auto unless the pathetic light they had on each rear view mirror that put out barely any light is what they consider to be this system. Exterior, the headlights are OK, they give you enough light to see the road, but when no other auto's were around I did use the high beams to see the curves better in the road. Door Locks, Mazda says they have speed-sensing auto locking, not sure what it is, but the double click to unlock the auto was slow and most times a third press of the button was needed. Center console, comfy for my arm rest, strange with the dual split opening in the center, you had to open both sides to store anything in it, so not sure why they decided to split such a small center storage arm rest into what is about two 2 1/2 inch wide doors. A single door would be much better. USB ports, sad that all would allow connection to the NAV system but only 1 port in the center arm rest would charge your device and even then only android, apple could not get a charge off the port. Really weird cheap implementation of the USB ports. End Result - The auto was reliable and got us all over the island for 812 miles. Other than that, I really could not find any exciting point that would make me recommend the auto to anyone. My family was happy with our trip, wished we had a better auto. Next time I will reserve much earlier.
  4. The Mazda6 is the outlier in the midsize sedan class as it only offers one engine, a 2.5L Skyactiv-G with 184 horsepower. If you want something more powerful, you'll need to look at another vehicle. But some comments made by Mazda North America's vehicle development engineer has some people speculating about a more powerful Mazda6. Speaking with CarAdvice, Mazda's Dave Coleman said turbo 2.5L used in the new CX-9 crossover can fit into the Mazda6 and even the Mazda3. “It fits in a lot of our cars, and where we’re actually going to put it is another question. It fits in the same package as the diesel fits in, and the same package that the naturally-aspirated 2.5-litre fits in. Basically, that big space we used for the bundle of snakes exhaust manifold, the turbo is in that space too. They’re all packaged to occupy the same space,” said Coleman. Before you get your hopes up and start dreaming of a 227 (regular gas) or 250 (premium gas) horsepower Mazda6, Coleman says it's up to Mazda's product planners if the 6 gets the turbo engine. “It’s up to the product planners to decide what they’re going to put it in. It’s exactly the same clearance as the exhaust manifold of the other engines,” said Coleman. “It fits. I’m not a product planner so I don’t get to make that call." Source: CarAdvice.com.au View full article
  5. The Mazda6 is the outlier in the midsize sedan class as it only offers one engine, a 2.5L Skyactiv-G with 184 horsepower. If you want something more powerful, you'll need to look at another vehicle. But some comments made by Mazda North America's vehicle development engineer has some people speculating about a more powerful Mazda6. Speaking with CarAdvice, Mazda's Dave Coleman said turbo 2.5L used in the new CX-9 crossover can fit into the Mazda6 and even the Mazda3. “It fits in a lot of our cars, and where we’re actually going to put it is another question. It fits in the same package as the diesel fits in, and the same package that the naturally-aspirated 2.5-litre fits in. Basically, that big space we used for the bundle of snakes exhaust manifold, the turbo is in that space too. They’re all packaged to occupy the same space,” said Coleman. Before you get your hopes up and start dreaming of a 227 (regular gas) or 250 (premium gas) horsepower Mazda6, Coleman says it's up to Mazda's product planners if the 6 gets the turbo engine. “It’s up to the product planners to decide what they’re going to put it in. It’s exactly the same clearance as the exhaust manifold of the other engines,” said Coleman. “It fits. I’m not a product planner so I don’t get to make that call." Source: CarAdvice.com.au
  6. You might be surprised that the current Mazda CX-9 crossover has been around for close to decade. So it seems right that Mazda has introduced the second-generation CX-9 at the LA Auto Show today. Not surprisingly, the CX-9 follows Mazda's Kodo design language with sharp lines and creases throughout. Think CX-5 in a larger size and you have the design of the CX-9 down. Inside, Mazda is stepping up its game. There is real Japanese rosewood and aluminum accents used throughout the interior, and you can option Nappa leather for the seats. The latest version of Mazda's infotainment system is there, complete with control knob. But the big news for the CX-9 is what's under the hood. A new turbocharged 2.5L Skyactiv-G four-cylinder with 250 horsepower and 310 pound-feet of torque. A six-speed automatic and all-wheel drive system gets the power to the road. Along with the lightweight Skyactiv architecture, the 2017 CX-9 weighs about 287 pounds less than the current model. Mazda says the 2017 CX-9 will hit dealers this coming spring. Source: Mazda Press Release is on Page 2 All-New Mazda CX-9 Three-Row Crossover Debuts at 2015 Los Angeles Auto Show CX-9 offers elevated experience with innovative technologies, new SKYACTIV-G 2.5T engine and premium, authentic materials When the Mazda CX-9 made its world debut back in 2006, it was an epiphany: A midsize three-row crossover SUV that defied the conventional design cues and cumbersome driving experience expected of vehicles in its class. Despite being a large vehicle, CX-9 is, after all, still a Mazda. CX-9 quickly captivated the automotive industry, winning numerous accolades. Now comes the encore: the latest, grandest expression of KODO—Soul of Motion design yet and the high-end model of Mazda’s new-generation lineup. Its cachet is elevated with a proud front fascia that cascades into crisp lines that flow to the rear. Its interior is nothing short of breathtaking, with available Auburn-colored Nappa leather, Japanese rosewood and aluminum. The focus was on authenticity; an experience rather than simply another commodity conveyance. With the new CX-9, engineers sought to instill driving dynamics befitting of a Mazda—agile handling, tight steering and a responsive, controllable powertrain. To do this, they found smart solutions to keep CX-9’s structure light, yet rigid, with SKYACTIV Technology. They developed a new turbocharged SKYACTIV-G 2.5T engine that delivers instant throttle response, class-leading torque and an estimated around 20-percent increase in fuel- efficiency, based on initial estimates of U.S. EPA testing cycles, making CX-9 among the most efficient vehicles in its class. Just as CX-9 did nine years ago, the second-generation redefines expectations, aiming for no other target than to be uncompromising in any aspect a family may need or an individual may desire. CX-9 Values When developing the 2016 Mazda CX-9, Mazda’s marketing, design and engineering teams surveyed hundreds of previous, current and in-market drivers, developing a vision of how to focus its efforts to create a vehicle around the personal values of those driving it. The driver of CX-9 was seen to be a caring husband or wife, a high-achiever, a busy parent—and, still, an individual with his or her own needs and aspirations. CX-9 was developed to indulge personal desires while satisfying rational needs for a practical, all- weather family vehicle. Values CX-9 drivers desire were found to be: Personal aspiration – A gratifying self-expression that’s as nice to look at and sit in as it is to drive. Effortless transition – Plenty of storage to reduce clutter for families and ease transition between personal, family and professional endeavors. Easy parenting – CX-9’s features, such as its third-row access, were developed so that even children could use them. One second-row seat can even be folded forward while still accommodating a child seat so that it does not have to be removed. Couples retreat – With an intricate design, indulgent interior ambience and fine craftsmanship, CX-9 serves as an atmosphere parents can enjoy, whether they’re ferrying kids to soccer practice or by themselves on a weekend vacation. With those simple core principles in mind, designers, engineers and product planners collaborated in Mazda’s Japanese and North American offices over the next several years to build upon the vision that would become the new CX-9. Attention to Detail From the moment one steps foot into the new CX-9, that person is greeted by an atmosphere of beauty and detail. Even the door jambs are finished with a level of precision that lends an air of sophistication. Once seated, passengers notice a vertically stacked center console with details that wrap around from the dashboard to the rear seats, designed to envelop passengers in comfort and serenity. The fact that there is more than 53 pounds of sound deadening installed below the floor in three sections only complements the calm aesthetic. A sweeping single piece of aluminum adorns the dashboard, emphasizing width, with a forward-angled dashboard that is flanked with Auburn accents in the new, flagship Signature trim level. Satin and polished finishes on the aluminum plinth evoke Japanese craftsmanship and are inspired by Japan’s famous hand-made knives. Further heightening the elegant atmosphere is rosewood trim on the center console and front of the cabin, supplied by a premium guitar-maker. Supple Auburn Nappa leather covers seating surfaces in Signature trim with a modern design and is also evocative of bespoke horse saddles—a subtle nod to Mazda’s Jinba Ittai—“horse and rider as one”— philosophy. Jinba Ittai also represents the notion that drivers should have utter confidence and control in their vehicles. Athletic Stance KODO’s strength lies in proportion—a long hood, swept greenhouse, large wheels and short overhangs convey stability and a contained sense of energy ready to be unleashed. At 199.4 inches (5065mm) long, CX-9 is 1.2 inch (30mm) shorter than its predecessor, but its wheelbase has been stretched 2.2 inches (55mm), benefiting passenger leg room as well as entry to and exit from the rear. CX-9 carries shorter overhangs on both ends—2.3 inches (59mm) shorter up front and 1 inch (25mm) shorter in the rear—with its A-pillars shifted back 3.9 inches (100mm), lengthening its hood and adding a sense of strength through proportions. Housing large wheels— 18 and 20-inch wheels—CX-9’s tapered fenders are pushed to the edge of its body, giving the vehicle a wide, trapezoidal stance. The smooth lines start up front with a bold, five-point grille with double bars. They’re flanked on either side by standard low- and high-beam LED headlights. The bold grille introduces a strong lower body and sleek upper body that elevates KODO, introducing sleek curves that provide a premium appeal in a segment awash with convention. The overall effect is one of purity, simplicity and Japanese beauty. Machine Gray Designed to make CX-9 look as though it were carved from a single ingot of steel, Machine Gray is the newest signature color from Mazda, complementing CX-9’s surfacing. In order to do achieve its look, perfect, blemish-free panels are a necessity, which come as a result of ultra-precise stamping and assembly. Paint is applied in a primer, a black base coat to add depth, the Machine Gray color and, finally, a clear coat—all spaced out such that the paint has time to set in a precisely climate-controlled environment. But that does little to describe the engineering complexity behind such a breathtaking color. Machine Gray has a depth and luster usually reserved for concept vehicles, using principles and processes adopted from lessons learned when developing signature color Soul Red. Additionally, CX-9 will be available in Soul Red, Snowflake White Pearl, Sonic Silver, Jet Black, Deep Crystal Blue and Titanium Flash (colors may not be available in all markets). Introducing the Turbocharged SKYACTIV-G 2.5T Engine Absolute control, absolutely. This is a hallmark of Jinba Ittai. When a driver puts his or her foot down on the accelerator, a vehicle should do what the driver expects, harmoniously working to find the right gear at the right engine rpm to deliver the performance called upon for a given situation. Throughout the SKYACTIV engine series, Mazda has never focused on the numbers that appear in the catalog. Rather, Mazda aims to offer customers a combination of great performance in everyday driving situations and excellent fuel economy. And Mazda’s engine development philosophy is to offer these two factors by combining the right displacement with the simplest configuration of technologies, as best suits each class of vehicle. Based on this philosophy, Mazda’s SKYACTIV engine family has delivered it promise of combined performance and fuel economy, and it continues to do so with the introduction of the new SKYACTIV-G 2.5T. But how did Mazda land upon the decision to create this new engine? When Mazda’s engineers set out to design a new engine specifically for CX-9, they looked at how drivers used their vehicles. Customers want effortless acceleration through bountiful torque delivery, so engineers developed the SKYACTIV-G 2.5T with enough power and torque to provide ample acceleration without having to hunt through the gears. Customers also expect top-notch fuel economy—not just on a catalog label, but in the real world, too. Mazda had a clean sheet from which to design a new powerplant. A large- displacement, naturally aspirated engine could deliver instant performance, but it would lack fuel-efficiency. A small-displacement, naturally aspirated engine could deliver fuel- efficiency, but it would sacrifice a premium performance feel. Finally, turbocharged engines often promise both effortless acceleration and high fuel-efficiency, but oftentimes, in the real world, their efficiency is not much better than a larger-displacement engine. Turbocharged engines can also “lag” before their turbocharger spools up, creating a sluggish, disappointing driving sensation when power is called upon. However, Mazda’s latest engine, the SKYACTIV-G 2.5T, is a realization of excellent real- world and catalog fuel-economy as well as spry acceleration, featuring a host of technological advancements to achieve this goal. One piece of technology is Mazda’s Dynamic Pressure Turbo, the world’s first turbocharger with the ability to vary the degree of exhaust pulsation depending on engine speed. The system routes engine exhaust to the turbocharger’s turbine through smaller ports at low rpm. It works similarly to when one might place his or her thumb on a garden hose, creating a strong amount of pressure through a smaller outlet. This allows the turbocharger to spool up quickly, creating instant boost—up to 1.2 bar (17.4 psi) of pressure. When the engine is in the heart of its rev range, it opens up secondary valves, allowing for greater amounts of exhaust gas to pass through the turbocharger. The system is complemented by the 2.5-liter engine that already benefits from more torque at atmospheric pressure than a comparable 2.0-liter by virtue of its size. Further assisting CX-9 to maximize turbocharger efficiency is a 4-3-1 exhaust. With this setup, the exhaust from the middle two cylinders (2 and 3) is joined into a single port, while the exhausts from the outer cylinders (1 and 4) each have their own ports. These three ports come together at the entrance to the turbocharger’s exhaust side, where there is always one exhaust pulse arriving every 180 degrees of crankshaft rotation. Not only does this very compact manifold keeps the exhaust pulses separate for maximum energy extraction, it also harnesses each exhaust pulse to suck the residual exhaust from the adjacent ports. That only tells so much of the story. In order to increase fuel-efficiency, SKYACTIV-G 2.5T employs the efficient combustion of Mazda’s SKYACTIV-G 2.5-liter engine and marries it to a cooled exhaust gas recirculation (EGR) system, which helps prevent burning excessive amounts of fuel when the engine is running at higher temperatures. In many turbocharged cars, heat is controlled through adding more fuel to the combustion chamber; Mazda’s cooled EGR reduces the need for that. While Mazda sees no discernible benefits on regulated test cycles from this technology, it benefits the consumer through real-world gains. The cooled EGR helps bring engine temperatures down from approximately 500 degrees C (932 F) to just over 100 degrees C (212 F), allowing SKYACTIV-G 2.5T to operate with a compression ratio of 10.5:1—one of the highest numbers of any gasoline-powered, turbocharged engine. The net result: 310 lb-ft (420 N-m) of torque at a low 2,000 rpm and 250 horsepower at 5,000 rpm on 93-octane gasoline (227 horsepower on 87-octane gasoline). At 55 mph (88 km/h), a driver needs just 18 horsepower to maintain speed on flat roads with a front- wheel-drive model—a four-horsepower reduction versus the outgoing model, illustrating reduced friction in all parts of the driveline and enhanced aerodynamics. Additionally, as an example of CX-9’s readily available power, in the outgoing CX-9, when a driver needed 90 horsepower at highway speeds, the vehicle would have to downshift from sixth to fourth gear. However, the new CX-9 can more quickly draw upon that power with faster, better-controlled throttle response and stay in sixth gear, allowing for a smoother operation and a greater sense of confidence. When coupled with a weight reduction of over approximately 198 lbs. (90 kg) versus the outgoing model, CX-9 boasts improvements in driver control, chassis dynamics and performance—all leading to a greater sense of confidence from behind the wheel. Lightweight SKYACTIV Technology and NVH Refinement All of Mazda’s sixth-generation vehicles were faced with the program objective of losing weight and increasing efficiency, which would go toward delivering a more engaging driving experience as well. With CX-9, even including safety and rigidity goals, engineers far exceeded objectives—so much that 53 lbs. of sound-deadening mats were added back into the body in for reduced NVH, placing it among the quietest vehicles in its class. In all, the new CX-9 lost approximately 198 lbs. (90 kg) in front-wheel-drive configuration and approximately 287 lbs. (130 kg) when equipped with predictive i-ACTIV AWD. The weight savings allowed Mazda engineers to increase window thickness to 4.8mm and rethink active noise-cancelling technologies, in addition to using simpler, more rigid parts, to reduce noise. At 62 mph (100 km/h), interior noise levels have been reduced by 12 percent from the previous model and road noise levels have been reduced by 2.0 dB. Safety at the Forefront Mazda has been a leader in building safer vehicles through several methods: Provide an optimum driving environment with well-positioned controls, easy-to-read instruments, minimal driver distractions and good visibility. i-ACTIVSENSE, which provides active safety features like Mazda Radar Cruise Control (MRCC) and Blind Spot Monitoring (BSM). Passive safety, which is designed to make the structure and onboard features such that they protect occupants in the case of an accident. Mazda’s class-leading chassis dynamics and outstanding HMI technologies adhere to Jinba Ittai, advancing the notion of purposeful technology that reduces clutter and improves the driving experience. A lighter, yet more rigid, chassis and straight load-path frame rails integrated into the unibody secure crash protection in the event of a collision and lighter weight improves braking performance with 12.6-inch (320mm) ventilated front disc brakes and 12.8-inch solid rear discs (325mm). Those brakes are unchanged in size from the previous model, but they now have approximately 198 fewer lbs. (90 kg) to halt. CX-9’s i-ACTIVSENSE suite1 features new and notable safety features, including: Advanced Blind Spot Monitoring (ABSM): Employing a 24 GHz radar on each side of CX-9, ABSM can detect vehicles closing in from as much as 164 ft. (50m) away. Mazda Radar Cruise Control (MRCC): Operating at speeds between 30 km/h to 145 km/h (19 to 90 mph), MRCC uses millimeter wavelength radar to judge the relative speed and distance to the vehicle ahead. In accordance with the target speed set by the driver, the system automatically controls the engine and brakes to maintain the driver-selected vehicle speed and safer following distance, which is also adjustable by the driver. Because the driver does not need to operate the accelerator or brakes while using MRCC, the system relieves some of the burden on long drives. The radar sensor is capable of precise detection from a long distance, so its use allows the system to operate effectively in the rain, in backlit situations, and at night. It is also possible to turn off all of the system’s automatic functions and revert to conventional cruise control should road conditions make this more desirable. Lane-Keep Assist System (LAS) and Lane Departure Warning (LDW): Rather than keeping CX-9 centered in a lane between two lines as some systems do, which can cause an unnatural-feeling tug on the steering wheel, LAS, which is available in a Mazda for the first time in the U.S., helps ease CX-9 into turns. Meanwhile, LDW vibrates the steering wheel to warn drivers if they begin to stray from the lane. LAS will employ a progressive approach to assisting users to drive within lanes, but the system will deactivate after warning the driver if it senses he or she has taken his or her hand off the wheel. High Beam Control (HBC): HBC allows users to keep high beams on at all times, dipping them when necessary when a camera built into CX-9 detects headlights from oncoming vehicles or tail lights. The system automatically switches to low beams below 19 mph (30 km/h), when they are unnecessary. Smart City Brake Support (SCBS): Using an near-infrared sensor mounted to the windshield, SCBS operates between 2 and 19 mph (4 and 30 km/h) to apply the brakes in order to lessen the severity of an impending and inescapable collision at up to 20 ft. (6m). Distance Recognition Support System (DRSS) and Forward Obstruction Warning (FOW): Uses a millimeter wavelength radar to display the distance of CX-9 to the vehicle in front of it in a five-step display, encouraging the CX-9 driver to lessen his or her speed if necessary. If distance between vehicles decreases and evasive action is necessary, audible and visual Forward Obstruction Warning signals will indicate that evasive action is needed. Smart Brake Support (SBS): Operates at speeds above 9 mph (15 km/h) to automatically brake in the case of an impending collision. i-ACTIV AWD Predicts Road Conditions for Maximum Stability In 2013 when Mazda introduced its first full-SKYACTIV vehicle, CX-5, it also ushered in its i-ACTIV AWD system that could instantly recognize road conditions and adjust response accordingly. Mazda’s all-wheel-drive system in the previous CX-9 took approximately 10 factors into account, including on-road speed, engine rpm and wheel slip, among others. The information was then fed through the onboard computers that would modulate torque transfer between front and rear axles. i-ACTIV AWD upped the ante, implementing a host of other sensors that were already integrated into vehicles for other functions and channeling the information they presented such as ambient temperature, steering wheel angle, longitudinal grip, brake fluid pressure and even windshield wiper movement. In all, i-ACTIV AWD brings 27 different sensors together to paint a picture of road conditions and direct torque to the rear wheel as necessary, predicting what the driver may face on a slick road in the winter or in heavy rain. i-ACTIV AWD measures road conditions 200 times every second and can adjust power distribution to account for wheel slip even in dry conditions. It can even route power to limit understeer during spirited driving, sending as much as 50 percent of CX-9’s power to the rear wheels through Mazda’s proven six-speed SKYACTIV-DRIVE automatic transmission. Family Vehicle, Couples Retreat At its core, CX-9 is a family vehicle, with three rows, space for seven passengers and storage for every which item a family may need. To maximize comfort for front-row passengers and space for those in the second row, engineers went to great lengths to redesign the front seats with thinner seatbacks, yet make them more comfortable. For the first time in a Mazda, low-rebound high-damping urethane is used in the seat backs of the front seats as well as the seat cushions. This material transmits desirable feedback from the road surface to the driver, while filtering unpleasant vibrations from rough road surfaces, helping to realize the CX-9’ high-class ride comfort. The same material is used in the cushions of the second row seats as well. To get to the third row, Mazda’s engineers sought to make access so easy that even a child could do it with a single, simple lever. There are two LATCH/ISOFIX mounting points in the second row, with the right-side of the 60/40 split-fold seat having been designed to make it possible to accommodate a child seat staying in place while still allowing passengers third-row access. At the rearmost of CX-9, the electronic module that raises and lowers the liftgate has been made more compact and 2.4 lbs. (1.1 kg) lighter and does not intrude upon cargo space. Two handy storage bins reside underneath the cargo floor for extra storage. CX-9 has “family” covered in spades, but it also offers an ambience of elegance and sophistication for those times when morning school runs or sports practices aren’t a priority. Front passengers are greeted with elegant white LED accent lighting throughout their cabin space, with a backlight accenting the raised console and a spotlight guiding the driver to the center instruments. Coupled with its sporting driving feel, torquey, responsive engine and refined ride, CX-9 is just as good at whisking passengers away to a weekend cabin retreat as it is at kids- shuttling duties. The Heads-Up Cockpit Customers have high expectations for the technology desired in their vehicles, allowing them to connect to the outside world while in the comfort of their car. Conversely, Mazda’s core philosophies center around a focused driving experience, built on what it calls the Heads-up Cockpit design and complementing Jinba Ittai. The resultant point where needs and wants converge helped create MAZDA (MZD) CONNECT, an infotainment suite designed around a distraction-free experience that still allows users to stream music, make hands-free calls and use other internet-based applications. MAZDA CONNECT uses both Bluetooth and cable-based connections via two USB ports accessible to front passengers for functions like Pandora or Aha by Harman music streaming. New CX-9 comes with a seven-inch or eight-inch MAZDA CONNECT touchscreen infotainment system standing front and center for connectivity needs with commander control knob. Using both touchscreen functions when parked and a center-mounted commander control knob when on the move, MAZDA CONNECT intuitively and safety control radio, phone, navigation, diagnostic and phone functions. MAZDA CONNECT also enables voice controls for many functions as well as five shortcut buttons around the commander control for selecting favorite radio channels or enabling specific functions. The driver also has an available 4.6-inch, full-color TFT screen in the gauges for many of these information readouts in addition to Active Driving Display, a full-color head-up display projected onto the lower windshield for readouts from the navigation, cruise control and other functions. In back, passengers have two 2.1-amp USB ports available for charging smartphones or tablets, each mounted in the outboard passenger armrests. Together, the technologies allow an unfettered driving experience while still allowing for the needs and wants of today’s drivers and passengers. Last but not least is the new Bose premium audio system, which is designed to deliver outstanding clarity, image and range. The 12-speaker system—two additional speakers from the previous CX-9’s Bose premium audio system—was benchmarked against stereos from ultra-premium crossover utility vehicles using several different audio formats, including radio and both full and compressed digital formats. The Bose system in CX-9 was designed to be able to take compressed audio formats— often the go-to for many people—and tailor the frequency ranges of the audio files to better-simulate how the music would sound at a concert, with precise imaging and robust quality. Bose sound engineers worked with Mazda’s development team to acoustically tune CX-9’s interior, even going so far to develop silk tweeter covers specifically for CX-9 to make sure sound travels the way it was meant to do so. But not forgetting Mazda’s commitment to lightweight engineering, the entire system was designed to be light, foregoing traditional, heavy magnets in some speakers for neodymium, accommodating for slim packaging while delivering passengers the best experience in all three rows with perfect clarity. A Future of Possibilities CX-9 is scheduled to go on sale in Spring of 2016 in the U.S. CX-9 represents a capstone for the new generation of Mazda cars and crossovers and a high-end model indicating what is to come with innovative powertrains, engaging driving dynamics, premium quality and the evolution of the award-winning KODO—Soul of Motion design ethos. With those qualities, Mazda aims to build the most emotionally stirring, captivating vehicles in the industry, elevating its brand to new heights around the world. View full article
  7. You might be surprised that the current Mazda CX-9 crossover has been around for close to decade. So it seems right that Mazda has introduced the second-generation CX-9 at the LA Auto Show today. Not surprisingly, the CX-9 follows Mazda's Kodo design language with sharp lines and creases throughout. Think CX-5 in a larger size and you have the design of the CX-9 down. Inside, Mazda is stepping up its game. There is real Japanese rosewood and aluminum accents used throughout the interior, and you can option Nappa leather for the seats. The latest version of Mazda's infotainment system is there, complete with control knob. But the big news for the CX-9 is what's under the hood. A new turbocharged 2.5L Skyactiv-G four-cylinder with 250 horsepower and 310 pound-feet of torque. A six-speed automatic and all-wheel drive system gets the power to the road. Along with the lightweight Skyactiv architecture, the 2017 CX-9 weighs about 287 pounds less than the current model. Mazda says the 2017 CX-9 will hit dealers this coming spring. Source: Mazda Press Release is on Page 2 All-New Mazda CX-9 Three-Row Crossover Debuts at 2015 Los Angeles Auto Show CX-9 offers elevated experience with innovative technologies, new SKYACTIV-G 2.5T engine and premium, authentic materials When the Mazda CX-9 made its world debut back in 2006, it was an epiphany: A midsize three-row crossover SUV that defied the conventional design cues and cumbersome driving experience expected of vehicles in its class. Despite being a large vehicle, CX-9 is, after all, still a Mazda. CX-9 quickly captivated the automotive industry, winning numerous accolades. Now comes the encore: the latest, grandest expression of KODO—Soul of Motion design yet and the high-end model of Mazda’s new-generation lineup. Its cachet is elevated with a proud front fascia that cascades into crisp lines that flow to the rear. Its interior is nothing short of breathtaking, with available Auburn-colored Nappa leather, Japanese rosewood and aluminum. The focus was on authenticity; an experience rather than simply another commodity conveyance. With the new CX-9, engineers sought to instill driving dynamics befitting of a Mazda—agile handling, tight steering and a responsive, controllable powertrain. To do this, they found smart solutions to keep CX-9’s structure light, yet rigid, with SKYACTIV Technology. They developed a new turbocharged SKYACTIV-G 2.5T engine that delivers instant throttle response, class-leading torque and an estimated around 20-percent increase in fuel- efficiency, based on initial estimates of U.S. EPA testing cycles, making CX-9 among the most efficient vehicles in its class. Just as CX-9 did nine years ago, the second-generation redefines expectations, aiming for no other target than to be uncompromising in any aspect a family may need or an individual may desire. CX-9 Values When developing the 2016 Mazda CX-9, Mazda’s marketing, design and engineering teams surveyed hundreds of previous, current and in-market drivers, developing a vision of how to focus its efforts to create a vehicle around the personal values of those driving it. The driver of CX-9 was seen to be a caring husband or wife, a high-achiever, a busy parent—and, still, an individual with his or her own needs and aspirations. CX-9 was developed to indulge personal desires while satisfying rational needs for a practical, all- weather family vehicle. Values CX-9 drivers desire were found to be: Personal aspiration – A gratifying self-expression that’s as nice to look at and sit in as it is to drive. Effortless transition – Plenty of storage to reduce clutter for families and ease transition between personal, family and professional endeavors. Easy parenting – CX-9’s features, such as its third-row access, were developed so that even children could use them. One second-row seat can even be folded forward while still accommodating a child seat so that it does not have to be removed. Couples retreat – With an intricate design, indulgent interior ambience and fine craftsmanship, CX-9 serves as an atmosphere parents can enjoy, whether they’re ferrying kids to soccer practice or by themselves on a weekend vacation. With those simple core principles in mind, designers, engineers and product planners collaborated in Mazda’s Japanese and North American offices over the next several years to build upon the vision that would become the new CX-9. Attention to Detail From the moment one steps foot into the new CX-9, that person is greeted by an atmosphere of beauty and detail. Even the door jambs are finished with a level of precision that lends an air of sophistication. Once seated, passengers notice a vertically stacked center console with details that wrap around from the dashboard to the rear seats, designed to envelop passengers in comfort and serenity. The fact that there is more than 53 pounds of sound deadening installed below the floor in three sections only complements the calm aesthetic. A sweeping single piece of aluminum adorns the dashboard, emphasizing width, with a forward-angled dashboard that is flanked with Auburn accents in the new, flagship Signature trim level. Satin and polished finishes on the aluminum plinth evoke Japanese craftsmanship and are inspired by Japan’s famous hand-made knives. Further heightening the elegant atmosphere is rosewood trim on the center console and front of the cabin, supplied by a premium guitar-maker. Supple Auburn Nappa leather covers seating surfaces in Signature trim with a modern design and is also evocative of bespoke horse saddles—a subtle nod to Mazda’s Jinba Ittai—“horse and rider as one”— philosophy. Jinba Ittai also represents the notion that drivers should have utter confidence and control in their vehicles. Athletic Stance KODO’s strength lies in proportion—a long hood, swept greenhouse, large wheels and short overhangs convey stability and a contained sense of energy ready to be unleashed. At 199.4 inches (5065mm) long, CX-9 is 1.2 inch (30mm) shorter than its predecessor, but its wheelbase has been stretched 2.2 inches (55mm), benefiting passenger leg room as well as entry to and exit from the rear. CX-9 carries shorter overhangs on both ends—2.3 inches (59mm) shorter up front and 1 inch (25mm) shorter in the rear—with its A-pillars shifted back 3.9 inches (100mm), lengthening its hood and adding a sense of strength through proportions. Housing large wheels— 18 and 20-inch wheels—CX-9’s tapered fenders are pushed to the edge of its body, giving the vehicle a wide, trapezoidal stance. The smooth lines start up front with a bold, five-point grille with double bars. They’re flanked on either side by standard low- and high-beam LED headlights. The bold grille introduces a strong lower body and sleek upper body that elevates KODO, introducing sleek curves that provide a premium appeal in a segment awash with convention. The overall effect is one of purity, simplicity and Japanese beauty. Machine Gray Designed to make CX-9 look as though it were carved from a single ingot of steel, Machine Gray is the newest signature color from Mazda, complementing CX-9’s surfacing. In order to do achieve its look, perfect, blemish-free panels are a necessity, which come as a result of ultra-precise stamping and assembly. Paint is applied in a primer, a black base coat to add depth, the Machine Gray color and, finally, a clear coat—all spaced out such that the paint has time to set in a precisely climate-controlled environment. But that does little to describe the engineering complexity behind such a breathtaking color. Machine Gray has a depth and luster usually reserved for concept vehicles, using principles and processes adopted from lessons learned when developing signature color Soul Red. Additionally, CX-9 will be available in Soul Red, Snowflake White Pearl, Sonic Silver, Jet Black, Deep Crystal Blue and Titanium Flash (colors may not be available in all markets). Introducing the Turbocharged SKYACTIV-G 2.5T Engine Absolute control, absolutely. This is a hallmark of Jinba Ittai. When a driver puts his or her foot down on the accelerator, a vehicle should do what the driver expects, harmoniously working to find the right gear at the right engine rpm to deliver the performance called upon for a given situation. Throughout the SKYACTIV engine series, Mazda has never focused on the numbers that appear in the catalog. Rather, Mazda aims to offer customers a combination of great performance in everyday driving situations and excellent fuel economy. And Mazda’s engine development philosophy is to offer these two factors by combining the right displacement with the simplest configuration of technologies, as best suits each class of vehicle. Based on this philosophy, Mazda’s SKYACTIV engine family has delivered it promise of combined performance and fuel economy, and it continues to do so with the introduction of the new SKYACTIV-G 2.5T. But how did Mazda land upon the decision to create this new engine? When Mazda’s engineers set out to design a new engine specifically for CX-9, they looked at how drivers used their vehicles. Customers want effortless acceleration through bountiful torque delivery, so engineers developed the SKYACTIV-G 2.5T with enough power and torque to provide ample acceleration without having to hunt through the gears. Customers also expect top-notch fuel economy—not just on a catalog label, but in the real world, too. Mazda had a clean sheet from which to design a new powerplant. A large- displacement, naturally aspirated engine could deliver instant performance, but it would lack fuel-efficiency. A small-displacement, naturally aspirated engine could deliver fuel- efficiency, but it would sacrifice a premium performance feel. Finally, turbocharged engines often promise both effortless acceleration and high fuel-efficiency, but oftentimes, in the real world, their efficiency is not much better than a larger-displacement engine. Turbocharged engines can also “lag” before their turbocharger spools up, creating a sluggish, disappointing driving sensation when power is called upon. However, Mazda’s latest engine, the SKYACTIV-G 2.5T, is a realization of excellent real- world and catalog fuel-economy as well as spry acceleration, featuring a host of technological advancements to achieve this goal. One piece of technology is Mazda’s Dynamic Pressure Turbo, the world’s first turbocharger with the ability to vary the degree of exhaust pulsation depending on engine speed. The system routes engine exhaust to the turbocharger’s turbine through smaller ports at low rpm. It works similarly to when one might place his or her thumb on a garden hose, creating a strong amount of pressure through a smaller outlet. This allows the turbocharger to spool up quickly, creating instant boost—up to 1.2 bar (17.4 psi) of pressure. When the engine is in the heart of its rev range, it opens up secondary valves, allowing for greater amounts of exhaust gas to pass through the turbocharger. The system is complemented by the 2.5-liter engine that already benefits from more torque at atmospheric pressure than a comparable 2.0-liter by virtue of its size. Further assisting CX-9 to maximize turbocharger efficiency is a 4-3-1 exhaust. With this setup, the exhaust from the middle two cylinders (2 and 3) is joined into a single port, while the exhausts from the outer cylinders (1 and 4) each have their own ports. These three ports come together at the entrance to the turbocharger’s exhaust side, where there is always one exhaust pulse arriving every 180 degrees of crankshaft rotation. Not only does this very compact manifold keeps the exhaust pulses separate for maximum energy extraction, it also harnesses each exhaust pulse to suck the residual exhaust from the adjacent ports. That only tells so much of the story. In order to increase fuel-efficiency, SKYACTIV-G 2.5T employs the efficient combustion of Mazda’s SKYACTIV-G 2.5-liter engine and marries it to a cooled exhaust gas recirculation (EGR) system, which helps prevent burning excessive amounts of fuel when the engine is running at higher temperatures. In many turbocharged cars, heat is controlled through adding more fuel to the combustion chamber; Mazda’s cooled EGR reduces the need for that. While Mazda sees no discernible benefits on regulated test cycles from this technology, it benefits the consumer through real-world gains. The cooled EGR helps bring engine temperatures down from approximately 500 degrees C (932 F) to just over 100 degrees C (212 F), allowing SKYACTIV-G 2.5T to operate with a compression ratio of 10.5:1—one of the highest numbers of any gasoline-powered, turbocharged engine. The net result: 310 lb-ft (420 N-m) of torque at a low 2,000 rpm and 250 horsepower at 5,000 rpm on 93-octane gasoline (227 horsepower on 87-octane gasoline). At 55 mph (88 km/h), a driver needs just 18 horsepower to maintain speed on flat roads with a front- wheel-drive model—a four-horsepower reduction versus the outgoing model, illustrating reduced friction in all parts of the driveline and enhanced aerodynamics. Additionally, as an example of CX-9’s readily available power, in the outgoing CX-9, when a driver needed 90 horsepower at highway speeds, the vehicle would have to downshift from sixth to fourth gear. However, the new CX-9 can more quickly draw upon that power with faster, better-controlled throttle response and stay in sixth gear, allowing for a smoother operation and a greater sense of confidence. When coupled with a weight reduction of over approximately 198 lbs. (90 kg) versus the outgoing model, CX-9 boasts improvements in driver control, chassis dynamics and performance—all leading to a greater sense of confidence from behind the wheel. Lightweight SKYACTIV Technology and NVH Refinement All of Mazda’s sixth-generation vehicles were faced with the program objective of losing weight and increasing efficiency, which would go toward delivering a more engaging driving experience as well. With CX-9, even including safety and rigidity goals, engineers far exceeded objectives—so much that 53 lbs. of sound-deadening mats were added back into the body in for reduced NVH, placing it among the quietest vehicles in its class. In all, the new CX-9 lost approximately 198 lbs. (90 kg) in front-wheel-drive configuration and approximately 287 lbs. (130 kg) when equipped with predictive i-ACTIV AWD. The weight savings allowed Mazda engineers to increase window thickness to 4.8mm and rethink active noise-cancelling technologies, in addition to using simpler, more rigid parts, to reduce noise. At 62 mph (100 km/h), interior noise levels have been reduced by 12 percent from the previous model and road noise levels have been reduced by 2.0 dB. Safety at the Forefront Mazda has been a leader in building safer vehicles through several methods: Provide an optimum driving environment with well-positioned controls, easy-to-read instruments, minimal driver distractions and good visibility. i-ACTIVSENSE, which provides active safety features like Mazda Radar Cruise Control (MRCC) and Blind Spot Monitoring (BSM). Passive safety, which is designed to make the structure and onboard features such that they protect occupants in the case of an accident. Mazda’s class-leading chassis dynamics and outstanding HMI technologies adhere to Jinba Ittai, advancing the notion of purposeful technology that reduces clutter and improves the driving experience. A lighter, yet more rigid, chassis and straight load-path frame rails integrated into the unibody secure crash protection in the event of a collision and lighter weight improves braking performance with 12.6-inch (320mm) ventilated front disc brakes and 12.8-inch solid rear discs (325mm). Those brakes are unchanged in size from the previous model, but they now have approximately 198 fewer lbs. (90 kg) to halt. CX-9’s i-ACTIVSENSE suite1 features new and notable safety features, including: Advanced Blind Spot Monitoring (ABSM): Employing a 24 GHz radar on each side of CX-9, ABSM can detect vehicles closing in from as much as 164 ft. (50m) away. Mazda Radar Cruise Control (MRCC): Operating at speeds between 30 km/h to 145 km/h (19 to 90 mph), MRCC uses millimeter wavelength radar to judge the relative speed and distance to the vehicle ahead. In accordance with the target speed set by the driver, the system automatically controls the engine and brakes to maintain the driver-selected vehicle speed and safer following distance, which is also adjustable by the driver. Because the driver does not need to operate the accelerator or brakes while using MRCC, the system relieves some of the burden on long drives. The radar sensor is capable of precise detection from a long distance, so its use allows the system to operate effectively in the rain, in backlit situations, and at night. It is also possible to turn off all of the system’s automatic functions and revert to conventional cruise control should road conditions make this more desirable. Lane-Keep Assist System (LAS) and Lane Departure Warning (LDW): Rather than keeping CX-9 centered in a lane between two lines as some systems do, which can cause an unnatural-feeling tug on the steering wheel, LAS, which is available in a Mazda for the first time in the U.S., helps ease CX-9 into turns. Meanwhile, LDW vibrates the steering wheel to warn drivers if they begin to stray from the lane. LAS will employ a progressive approach to assisting users to drive within lanes, but the system will deactivate after warning the driver if it senses he or she has taken his or her hand off the wheel. High Beam Control (HBC): HBC allows users to keep high beams on at all times, dipping them when necessary when a camera built into CX-9 detects headlights from oncoming vehicles or tail lights. The system automatically switches to low beams below 19 mph (30 km/h), when they are unnecessary. Smart City Brake Support (SCBS): Using an near-infrared sensor mounted to the windshield, SCBS operates between 2 and 19 mph (4 and 30 km/h) to apply the brakes in order to lessen the severity of an impending and inescapable collision at up to 20 ft. (6m). Distance Recognition Support System (DRSS) and Forward Obstruction Warning (FOW): Uses a millimeter wavelength radar to display the distance of CX-9 to the vehicle in front of it in a five-step display, encouraging the CX-9 driver to lessen his or her speed if necessary. If distance between vehicles decreases and evasive action is necessary, audible and visual Forward Obstruction Warning signals will indicate that evasive action is needed. Smart Brake Support (SBS): Operates at speeds above 9 mph (15 km/h) to automatically brake in the case of an impending collision. i-ACTIV AWD Predicts Road Conditions for Maximum Stability In 2013 when Mazda introduced its first full-SKYACTIV vehicle, CX-5, it also ushered in its i-ACTIV AWD system that could instantly recognize road conditions and adjust response accordingly. Mazda’s all-wheel-drive system in the previous CX-9 took approximately 10 factors into account, including on-road speed, engine rpm and wheel slip, among others. The information was then fed through the onboard computers that would modulate torque transfer between front and rear axles. i-ACTIV AWD upped the ante, implementing a host of other sensors that were already integrated into vehicles for other functions and channeling the information they presented such as ambient temperature, steering wheel angle, longitudinal grip, brake fluid pressure and even windshield wiper movement. In all, i-ACTIV AWD brings 27 different sensors together to paint a picture of road conditions and direct torque to the rear wheel as necessary, predicting what the driver may face on a slick road in the winter or in heavy rain. i-ACTIV AWD measures road conditions 200 times every second and can adjust power distribution to account for wheel slip even in dry conditions. It can even route power to limit understeer during spirited driving, sending as much as 50 percent of CX-9’s power to the rear wheels through Mazda’s proven six-speed SKYACTIV-DRIVE automatic transmission. Family Vehicle, Couples Retreat At its core, CX-9 is a family vehicle, with three rows, space for seven passengers and storage for every which item a family may need. To maximize comfort for front-row passengers and space for those in the second row, engineers went to great lengths to redesign the front seats with thinner seatbacks, yet make them more comfortable. For the first time in a Mazda, low-rebound high-damping urethane is used in the seat backs of the front seats as well as the seat cushions. This material transmits desirable feedback from the road surface to the driver, while filtering unpleasant vibrations from rough road surfaces, helping to realize the CX-9’ high-class ride comfort. The same material is used in the cushions of the second row seats as well. To get to the third row, Mazda’s engineers sought to make access so easy that even a child could do it with a single, simple lever. There are two LATCH/ISOFIX mounting points in the second row, with the right-side of the 60/40 split-fold seat having been designed to make it possible to accommodate a child seat staying in place while still allowing passengers third-row access. At the rearmost of CX-9, the electronic module that raises and lowers the liftgate has been made more compact and 2.4 lbs. (1.1 kg) lighter and does not intrude upon cargo space. Two handy storage bins reside underneath the cargo floor for extra storage. CX-9 has “family” covered in spades, but it also offers an ambience of elegance and sophistication for those times when morning school runs or sports practices aren’t a priority. Front passengers are greeted with elegant white LED accent lighting throughout their cabin space, with a backlight accenting the raised console and a spotlight guiding the driver to the center instruments. Coupled with its sporting driving feel, torquey, responsive engine and refined ride, CX-9 is just as good at whisking passengers away to a weekend cabin retreat as it is at kids- shuttling duties. The Heads-Up Cockpit Customers have high expectations for the technology desired in their vehicles, allowing them to connect to the outside world while in the comfort of their car. Conversely, Mazda’s core philosophies center around a focused driving experience, built on what it calls the Heads-up Cockpit design and complementing Jinba Ittai. The resultant point where needs and wants converge helped create MAZDA (MZD) CONNECT, an infotainment suite designed around a distraction-free experience that still allows users to stream music, make hands-free calls and use other internet-based applications. MAZDA CONNECT uses both Bluetooth and cable-based connections via two USB ports accessible to front passengers for functions like Pandora or Aha by Harman music streaming. New CX-9 comes with a seven-inch or eight-inch MAZDA CONNECT touchscreen infotainment system standing front and center for connectivity needs with commander control knob. Using both touchscreen functions when parked and a center-mounted commander control knob when on the move, MAZDA CONNECT intuitively and safety control radio, phone, navigation, diagnostic and phone functions. MAZDA CONNECT also enables voice controls for many functions as well as five shortcut buttons around the commander control for selecting favorite radio channels or enabling specific functions. The driver also has an available 4.6-inch, full-color TFT screen in the gauges for many of these information readouts in addition to Active Driving Display, a full-color head-up display projected onto the lower windshield for readouts from the navigation, cruise control and other functions. In back, passengers have two 2.1-amp USB ports available for charging smartphones or tablets, each mounted in the outboard passenger armrests. Together, the technologies allow an unfettered driving experience while still allowing for the needs and wants of today’s drivers and passengers. Last but not least is the new Bose premium audio system, which is designed to deliver outstanding clarity, image and range. The 12-speaker system—two additional speakers from the previous CX-9’s Bose premium audio system—was benchmarked against stereos from ultra-premium crossover utility vehicles using several different audio formats, including radio and both full and compressed digital formats. The Bose system in CX-9 was designed to be able to take compressed audio formats— often the go-to for many people—and tailor the frequency ranges of the audio files to better-simulate how the music would sound at a concert, with precise imaging and robust quality. Bose sound engineers worked with Mazda’s development team to acoustically tune CX-9’s interior, even going so far to develop silk tweeter covers specifically for CX-9 to make sure sound travels the way it was meant to do so. But not forgetting Mazda’s commitment to lightweight engineering, the entire system was designed to be light, foregoing traditional, heavy magnets in some speakers for neodymium, accommodating for slim packaging while delivering passengers the best experience in all three rows with perfect clarity. A Future of Possibilities CX-9 is scheduled to go on sale in Spring of 2016 in the U.S. CX-9 represents a capstone for the new generation of Mazda cars and crossovers and a high-end model indicating what is to come with innovative powertrains, engaging driving dynamics, premium quality and the evolution of the award-winning KODO—Soul of Motion design ethos. With those qualities, Mazda aims to build the most emotionally stirring, captivating vehicles in the industry, elevating its brand to new heights around the world.
  8. The oldest model in Mazda's lineup is the seven-seat CX-9 crossover, but that will be changing in the near future. The first spy shots of the next-generation CX-9 have been caught while undergoing some testing. The photos show the CX-9 looking like a Mazda3 hatch that has been enlarged by 300 percent. Such details as the five-point grille, sculpted body, and flowing rear end are present. If the recent trend of Mazda's interiors is any indication, expect an impressive looking interior with seating up for seven people. In terms of power, rumor has it that the CX-9 will use a turbocharged SkyActiv four-cylinder. We could be seeing the next Mazda CX-9 debut later this year at the LA Auto Show. Source: Automobile, Autoblog
  9. The oldest model in Mazda's lineup is the seven-seat CX-9 crossover, but that will be changing in the near future. The first spy shots of the next-generation CX-9 have been caught while undergoing some testing. The photos show the CX-9 looking like a Mazda3 hatch that has been enlarged by 300 percent. Such details as the five-point grille, sculpted body, and flowing rear end are present. If the recent trend of Mazda's interiors is any indication, expect an impressive looking interior with seating up for seven people. In terms of power, rumor has it that the CX-9 will use a turbocharged SkyActiv four-cylinder. We could be seeing the next Mazda CX-9 debut later this year at the LA Auto Show. Source: Automobile, Autoblog View full article
  10. The Mazda CX-9 is one of the oldest nameplates in three-row crossover marketplace and also happens to be one, if not the oldest model on sale. At one time, it was considered to be one of the best crossovers. But since then, a new generation of crossovers have gone on sale. Does the CX-9 still have a place? Last year, Mazda gave the CX-9 a bit of a facelift with a new front end to bring it more in line with other models with the Kodo design language. The facelift hasn't worked out as the new front end seems very out of place to the rest of the vehicle. The remainder of the vehicle from the front doors on is still the same as the first CX-9 from 2007 and is still a very handsome vehicle. Inside, the CX-9 is a mix of the old and new. Old is the seating arrangement which provides good head and legroom, though the seats are little bit stiff for long trips. Also staying the same is the minuscule amount of cargo space when all three rows are up. To get any cargo space, its recommended that you fold the third row down. New is a revised center stack with a new head unit. In my tester, it was the optional navigation system. The system is the same as the Mazda6 and CX-5, which means a somewhat dated interface, and long time for the system to find to connect my phone to the bluetooth system. I would just pass on the navigation. Power still comes from 3.7L V6 with 273 horsepower and 270 pound-feet of torque. This is paired up to a six-speed automatic and optional all-wheel drive system. This engine really needs to worked around the 3,000 to 4,500 rpm area if you want to feel like your moving along. Anything below that and the engine feels very legarthic. On the plus side, the six-speed automatic is very smooth and the optional all-wheel drive was able to keep the vehicle on the road with plenty of traction. Fuel economy on the CX-9 is rated by the EPA at 16 City/22 Highway/18 Combined. In my week-long testing, I only got 17.6 MPG. Being a Mazda, you would expect excellent driving characteristics. The CX-9 is almost no exception to that rule. The CX-9's suspension is on the firm side, which means the model doesn't show any lean and is fun to play around in the corners. That also means you'll be feeling a fair number of bumps and road imperfections. Steering is slow to respond at first turn, but once it catches up, it provides decent weight and feel. Wind and road noise were somewhat apparent when driving in the CX-9. As I was driving around in the CX-9, I thought that if I have driven this before the Dodge Durango, I would like the CX-9 a bit more. The reason is the Dodge Durango takes the CX-9's recipe and improves on it with a better V6 engine, higher fuel economy numbers, and being a bit better to drive. The CX-9 is getting up there in age and I think needs to retire and let a new model take its place. When that will be is up in the air. Disclaimer: Mazda Provided the CX-9, Insurance, and One Tank of Gas Year: 2014 Make: Mazda Model: CX-9 Trim: Grand Touring Engine: 3.7L MZR V6 Driveline: Six-Speed Automatic, All-Wheel Drive Horsepower @ RPM: 273 @ 6,250 Torque @ RPM: 270 @ 4,250 Fuel Economy: City/Highway/Combined - 16/22/18 Curb Weight: 4,552 lbs Location of Manufacture: Hiroshima, Japan Base Price: $36,625 As Tested Price: $39,855 (Includes $795 Destination Charge) Options: GT Tech Package - $2,435 William Maley is a staff writer for Cheers & Gears. He can be reached at william.maley@cheersandgears.com or you can follow him on twitter at @realmudmonster.
  11. The Mazda CX-9 is one of the oldest nameplates in three-row crossover marketplace and also happens to be one, if not the oldest model on sale. At one time, it was considered to be one of the best crossovers. But since then, a new generation of crossovers have gone on sale. Does the CX-9 still have a place? Last year, Mazda gave the CX-9 a bit of a facelift with a new front end to bring it more in line with other models with the Kodo design language. The facelift hasn't worked out as the new front end seems very out of place to the rest of the vehicle. The remainder of the vehicle from the front doors on is still the same as the first CX-9 from 2007 and is still a very handsome vehicle. Inside, the CX-9 is a mix of the old and new. Old is the seating arrangement which provides good head and legroom, though the seats are little bit stiff for long trips. Also staying the same is the minuscule amount of cargo space when all three rows are up. To get any cargo space, its recommended that you fold the third row down. New is a revised center stack with a new head unit. In my tester, it was the optional navigation system. The system is the same as the Mazda6 and CX-5, which means a somewhat dated interface, and long time for the system to find to connect my phone to the bluetooth system. I would just pass on the navigation. Power still comes from 3.7L V6 with 273 horsepower and 270 pound-feet of torque. This is paired up to a six-speed automatic and optional all-wheel drive system. This engine really needs to worked around the 3,000 to 4,500 rpm area if you want to feel like your moving along. Anything below that and the engine feels very legarthic. On the plus side, the six-speed automatic is very smooth and the optional all-wheel drive was able to keep the vehicle on the road with plenty of traction. Fuel economy on the CX-9 is rated by the EPA at 16 City/22 Highway/18 Combined. In my week-long testing, I only got 17.6 MPG. Being a Mazda, you would expect excellent driving characteristics. The CX-9 is almost no exception to that rule. The CX-9's suspension is on the firm side, which means the model doesn't show any lean and is fun to play around in the corners. That also means you'll be feeling a fair number of bumps and road imperfections. Steering is slow to respond at first turn, but once it catches up, it provides decent weight and feel. Wind and road noise were somewhat apparent when driving in the CX-9. As I was driving around in the CX-9, I thought that if I have driven this before the Dodge Durango, I would like the CX-9 a bit more. The reason is the Dodge Durango takes the CX-9's recipe and improves on it with a better V6 engine, higher fuel economy numbers, and being a bit better to drive. The CX-9 is getting up there in age and I think needs to retire and let a new model take its place. When that will be is up in the air. Disclaimer: Mazda Provided the CX-9, Insurance, and One Tank of Gas Year: 2014 Make: Mazda Model: CX-9 Trim: Grand Touring Engine: 3.7L MZR V6 Driveline: Six-Speed Automatic, All-Wheel Drive Horsepower @ RPM: 273 @ 6,250 Torque @ RPM: 270 @ 4,250 Fuel Economy: City/Highway/Combined - 16/22/18 Curb Weight: 4,552 lbs Location of Manufacture: Hiroshima, Japan Base Price: $36,625 As Tested Price: $39,855 (Includes $795 Destination Charge) Options: GT Tech Package - $2,435 William Maley is a staff writer for Cheers & Gears. He can be reached at william.maley@cheersandgears.com or you can follow him on twitter at @realmudmonster. View full article

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