"Driving Matters" is the tagline Mazda uses to promote its CX-9 three-row family mover, casting it as the driver’s choice among the soccer-mom mobile crowd. Turns out that this slogan is quite apt; the CX-9 is particularly agile, comfortable riding, and quiet among affordable midsized three-row SUVs. Long, sleek, and rakish, the CX-9 has a presence that contrasts with some rivals that come across as tall wagons in a "rugged" off-roader costume. Although we have some quibbles over accommodations, controls, and feature content, the CX-9 is a compelling alternative to the more popular players.
Mazda’s flagship benefits from a recent redesign, losing 250 pounds compared to the previous model and offering only a turbocharged four-cylinder engine. Doing more with less is the Mazda mantra, forced from being a small company with a shoestring budget.
Making just 227 horsepower on regular fuel, the CX-9 is eclipsed on paper by V6-powered rivals like the 280-hp Honda Pilot, 290-hp Kia Sorento, and 270-hp Toyota Highlander. But don’t let that spec-sheet comparison fool you. With a whopping 310 lb.-ft. of torque, about 50 lb.-ft. more than its peers, the CX-9 feels fleet and responsive. A welcome swell of thrust comes early on, effortlessly propelling this sizable SUV in everyday driving. That said, the Mazda's turbo four cylinder lacks the slickness and polished sound of a V6. At 22 mpg overall, fuel economy is one better than most rivals.
Most midsized three-row SUVs feel rather mundane to drive. By contrast, the CX-9 is an inspired revelation, feeling alert and hunkered-down through the corners. As such, it drives more like a German luxury SUV than the lumbering competition.
Ride comfort, a quality traditionally not associated with any Mazda, is commendable as well, absorbing bumps with aplomb. Shedding all that weight allowed Mazda to stuff the car with enough sound absorbing material to make it quiet inside, a marvel from a company known for building noisy cars.
Inside, the CX-9 looks more plush than the purposeful Pilot or Highlander rivals. Swanky top-trim Signature models have rich brown leather and chunks of real wood, but even our mid-trim Touring is nicely trimmed. However, the limited front seat adjustments and narrow cockpit compromise comfort. For instance, you can't adjust the bottom cushion angle without changing the height, lower-back support only adjusts for pressure (not height), and power adjustments are limited for the passenger seat--even on the most expensive Signature trim.
Cabin room falls behind the cavernous standards of the class; the Pilot and Highlander feel more like a minivan inside than the CX-9. While most competitors go for a relaxed fit, the Mazda's narrow cockpit comes in slim-fit cut.
The second-row seat is very roomy and slides fore-aft, but unlike most rivals, there is no option for second-row bucket seats. Third-row passengers better be kids, but teens can fit in a pinch. Some luxuries that are available on competitors, like a panoramic sunroof or ventilated front seats, are absent from the options list.
That rakish sloping roof line contributes to a sleek design but ultimately limits cargo volume and compromises visibility. A rear camera and blind spot monitoring are now standard.
The Mazda Connect infotainment system seems like it’s trying to emulate BMW’s iDrive, complete with a console-mounted controller knob and screen, but the Mazda system is tedious and cumbersome. Plus, it lacks Apple CarPlay and Android Auto compatibility, which would be welcome workarounds. (These apps can be retrofitted for older models.)
Updates for 2018 include standard forward-collision warning with low-speed automatic emergency braking. Top-level Grand Touring and Signature trim lines add adaptive cruise control, lane-keeping assist, and full-speed automatic braking.
All in all, the CX-9 provides a welcome alternative from the herd of similar three-row family SUVs. Its upscale feel and satisfying road manners are pluses, even if the car falls short on some details. The CX-9 shines brighter on the road than it does in a spec-chart comparison.