With the introduction of the new 2017 Mazda CX-9, six-cylinder engines have officially vanished from the automaker’s U.S. lineup. The last-gen CX-9 was powered by a V-6 that was relatively strong but much too thirsty compared to the new flock of crossovers with more efficient mills. Mazda rids itself of that heavy baggage with a fancy turbo-four for the 2017 CX-9, which the automaker says should match (or surpass) the elderly V-6’s performance but return much better fuel economy. Obviously some time at the track and Real MPG lab was in order.
Sitting behind the CX-9’s handsome mug is a turbocharged 2.5-liter good for 310 lb-ft of torque and 227 hp when using regular octane gas. Horsepower jumps to 250 with premium octane, though torque stays the same. Thanks to the combination of a fancy exhaust setup and a small, quick-spooling turbo, peak torque arrives at just 2,000 rpm, providing the low- and midrange grunt that Mazda says is better suited for typical crossover drivers who normally don’t race their engines to redline.
Another trick Mazda employed is a cooled exhaust-gas recirculation (EGR) setup aimed at bringing down the engine’s combustion temperature, something that would otherwise necessitate a richer air/fuel ratio. (See our in-depth look at the CX-9’s engine tech HERE.) This results in improved fuel economy, and Mazda has claimed the CX-9’s real-world figures should actually surpass the ones from the EPA. It’s a bold yet sensible claim and one we have put to the test with our Real MPG crew.
With that in mind, our CX-9 all-wheel-drive test car is EPA-rated at 21/27/23 mpg city/highway/combined. The Real MPG figures, however, were lower across the board—the CX-9 scored 18.7 mpg in the city (approximately 11 percent lower than the EPA’s number), and Real MPG highway/combined figures came in at 25.8/21.3 mpg, about 4.4 and 7.4 percent below EPA results, respectively. As they say, your results may vary, but in our testing of 25 other light trucks and crossovers running extreme downsized turbocharged engines, the degree to which CX-9 underperforms its EPA ratings ranks it in the bottom third of this class. And the V-6 CX-9’s Real MPG performance was closer to the EPA figures (15.5/24.1/18.5 mpg versus the EPA’s 16/22/18), so you should probably expect your mileage to improve by about half the EPA-predicted amount.
It’s a better story at the track, where the eager engine launched the CX-9 to 60 mph in 7.4 seconds. That’s one-tenth of a second quicker than the previous-gen CX-9 we last tested and puts it within range of the Toyota Highlander (7.1 seconds) and Nissan Pathfinder (7.3 seconds). The Honda Pilot Elite, however, hustles ahead of the bunch at 6.2 seconds, and a Ford Explorer powered by the 2.3-liter EcoBoost I-4 needs 8.2 seconds to get to 60 mph. The V-6-powered competitors show their strength in the 45 to 65 mph test, which simulates freeway passing maneuvers. Here, the CX-9 needed 4.2 seconds, and the Highlander, Pilot, and Pathfinder were all in the 3-second range. (Explorer was the slowest at 4.5 seconds.)
Our loaded CX-9 Signature model tipped our scales at 4,317 pounds. Mazda’s weight-saving efforts appear to have paid off because that’s more than 200 pounds lighter than a similarly loaded previous-gen CX-9, and it ranks among the lightest three-row crossovers we’ve tested. That said, the CX-9’s behavior at the figure-eight test track didn’t surprise. Corner entry was met with understeer, and the body dived during hard braking. The CX-9 responds quickly to steering inputs, though feedback is minimal. Out on the open road, the powertrain is relatively eager off the line, and power delivery is smooth. The CX-9 loses a bit of its pep when it’s lugging around six adults, but the same could be said for most players in this segment. The engine never sounds like its struggling, even at higher rpm, and the CX-9’s cabin is fairly quiet overall. Passenger room is decent enough for seven adults, though anyone taller than 5-foot-9 will likely be rubbing their noggin against the headliner. Access to the third row is fairly easy—one latch is all that’s needed to fold and move the second row forward.
Our test vehicle was a Signature model, sitting on top of the CX-9 lineup, which begins with the Sport and midlevel Touring and Grand Touring versions. With a sticker price of $45,215, our tester felt much more expensive than its MSRP suggests. The interior featured Nappa leather trim, ambient lighting, an effective head-up display, and an excellent 12-speaker Bose sound system. The overall design and quality rivals Audi, with touches like real aluminum and rosewood accents. There’s a lot of advanced technology, as well, including adaptive cruise control, forward collision prevention, and lane keeping assist.
With handsome styling, a stellar interior, and a decent turbo-four, the CX-9 once again stands out in its segment. Its Real MPG results could’ve been better, but at least it’s an improvement over the previous CX-9 and is competitive with other offerings in the segment. A Big Test comparison and the upcoming SUV of the Year competition should determine how well Mazda did its homework on its new family hauler.
| 2016 Mazda CX-9 (Signature) | |
| BASE PRICE | $34,220 |
| PRICE AS TESTED | $45,215 |
| VEHICLE LAYOUT | Front-engine, AWD, 7-pass, 4-door SUV |
| ENGINE | 2.5L/227-hp/310-lb-ft turbo DOHC 16-valve I-4 |
| TRANSMISSION | 6-speed automatic |
| CURB WEIGHT (F/R DIST) | 4,317 lb (55/45%) |
| WHEELBASE | 115.3 in |
| LENGTH x WIDTH x HEIGHT | 199.4 x 77.2 x 67.6 in |
| 0-60 MPH | 7.4 sec |
| QUARTER MILE | 15.7 sec @ 86.1 mph |
| BRAKING, 60-0 MPH | 123 ft |
| LATERAL ACCELERATION | 0.82 g (avg) |
| MT FIGURE EIGHT | 26.7 sec @ 0.65 g (avg) |
| EPA CITY/HWY/COMB FUEL ECON | 21/27/23 mpg |
| ENERGY CONS, CITY/HWY | 160/125 kW-hrs/100 miles |
| CO2 EMISSIONS, COMB | 0.83 lb/mile |
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