2008 Mazda CX-9: What's It Like to Live With?
Read the latest updates in our long-term road test of the 2008 Mazda CX-9 as our editors live with this car for a year.
What do you want to know about?
- Introduction
- Plenty fast and agile too
- Oregon Trip Contender II
- MP3s to My Ears
- Track Testing
- Big-ish
- Seeing Triple
- That's Using Your Head
- Truck of the Year?
- Fuel Economy Update Two
- (Re)Learn and Know your Knobs
- The Back-Up Display in the Rearview Mirror
- Console of Hard Knocks
- Comparisons are Flattering
- Wrong Way!
- Long Distance Driving
- Grocery Shopping
- "Hey, is that the new Buick?"
- Five for the Road
- Watch Your Cranium
- Sacramento Run Fuel Summary
- Beyond Hauling Stuff
- It Never Happened
- Loose Knobs
- My Pick of the Litter
- Stupid Is As Stupid Does
- Big Tea
- Cargo Capacity
- Don't Get Complacent
- I'm Flippin' Stuck
- Wall-to-Wall Rubber
- Crunchy Brakes
- Long Way Down to 1st Gear
- Stick With The 18s
- Showing Some Crack
- Not So Auto Up/Down Window
- One Truck, Nearly 3,000 American Flags
- Show Me the Light
- The 3.7-Liter Cyclone Finds A Home
- Mazda CX-9 is Well Traveled
- Fuel Economy Update
- Wrap-Up
Introduction
Once the kids are dropped off at soccer practice, or ballet, or camp, what's the point of that seven-seat penalty box? What if somebody got this crossover thing right and faithfully combined carlike agility with SUV-like capacities? And did so without it looking like a minivan?
Well, Mazda has done just that. The 2008 Mazda CX-9 is a CUV as at home on the PCH as it is at the PTA. It's a seven-passenger crossover infused with the confidence, poise and taut good looks we expect from Mazda, without sacrificing the all-important utility and third-row seating upon which we've become so dependent.
Now we've added one to our long-term test fleet.
What We Bought
Keeping nearly lock-step with our Long-Term Buick Enclave CX, we chose the Touring trim level for our newest CUV. Like the Buick, it's front-wheel drive and seats seven. Like the Buick it has 18-inch rims. And, like the Buick, it starts around $32,000 — $31,615, to be exact.
Unlike with our Buick, heated, leather-upholstered, eight-way power-adjustable seats are standard equipment. So is Bluetooth. And, unlike our Enclave CX, the rear liftgate is fully manual.
We didn't buy this one; it's a 12-month loaner from Mazda. We still spec'd it out to our liking, keeping value in mind. The Touring trim is well equipped, so we were able to minimize what we "spent" on options. A moonroof is packaged with the 277-watt, 10-speaker Bose stereo. Fortunately we wanted both, so $1,760 felt like a fair price for the combo. Once we had the upgraded stereo, the addition of Sirius Satellite Radio proved to be a no-brainer at $430.
To get a back-up camera on the Enclave, the $3,000 navigation system is a must. Not so for the CX-9. A trick screen in the corner of the auto-dimming rearview mirror assists in parking the big Mazda and is available for only $665.
Although the CX-9 is available with all-wheel drive, front-wheel serves our purposes in California (and probably everywhere else except North Dakota), plus it's cheaper and promotes better fuel economy. If you're eager for sporting driving, 20-inch tires are available, but we're not eager to give up so much ride comfort for quicker steering response, so the 18-inch setup works better for us.
While Black Cherry Mica (purple) and Cherry Mica (red) are available, we chose the Liquid Platinum Metallic (silver) exterior paint. With a silver exterior, black is the only interior color available.
Leather, rearview camera, Bose stereo, moonroof — all for $35,065, including delivery.
Why We Bought It
Zoom-zoominess abounds in anything Mazda graces with its seagull-inspired badge, and its newest crossover is no exception. The 2008 model year marks the debut of the 3.7-liter DOHC V6 in the CX-9. Power has been increased to 273 horsepower, up from 263 in the 2007 CX-9 with its 3.5-liter V6. Fuel economy under the EPA's revised system is 16 mpg city/22 mpg highway.
The transmission is a six-speed automatic with a sport shift feature. During a First Drive of the 2007 model, Director of Vehicle Testing Dan Edmunds noted, "The most significant CX-7 hardware item carried over to the CX-9 is the well-sorted six-speed automatic transmission. We loved its smooth and positive shifting behavior in that application, and it's much the same here."
Mazda's CX-9 also has a serious — and seriously safe — side. Stability control is standard equipment. Front and side-impact airbags are standard. There's a five-star frontal crash rating for driver and passenger. The CX-9 also gets five stars for front and rear seat occupants in the event of a side collision, and four stars for rollover protection, all of which are on par with our Enclave.
We're especially taken with the way the CX-9's flexible seating package works for us. The 60/40-split second-row seat offers 5 inches of fore and aft travel for added comfort, and once you swing the second-row seat out of the way for access to the third row, there's a wide 26-inch gap to wriggle through. Although the measurements for passenger accommodation are impressive, the CX-9 still seems a little tight to us (especially in headroom), so we'll see what we discover in the next year.
In combining the agility of a car with the seating and cargo options of an SUV, Mazda hopes to deliver a CUV that's truly about crossing over. Has it successfully merged two disparate genres? Or has it, with the goal of creating a true crossover, compromised both goals?
We have 12 months and 20,000 miles with Mazda's athletic CUV entry to find out.
Current Odometer: 4,904
Best Fuel Economy: 21.1 mpg
Worst Fuel Economy: 13.7 mpg
Average Fuel Economy (over the life of the vehicle): 18.7 mpg
The manufacturer provided Edmunds this vehicle for the purposes of evaluation.
There were several cars I could have driven to Laguna Seca to attend California Superbike School recently, but I picked our new CX-9 crossover instead. Why? The prospect of five uninterrupted hours of Howard Stern on its Sirius satellite radio was one big reason, but there were others.
I wanted to try out the new V6 and see if the CX-9 is able to mimic the sporty feel of the CX-7. After 650 miles behind the wheel, I would say it came though on both counts. The new V6 doesn't exactly snap your neck, but for such big vehicle the CX-9 moves pretty quickly. The six-speed transmission certainly helps. That, and keeping my foot flat on the floor 90% of the time.
Actually, the CX-9's handling impressed me more than the engine. I took the winding road you see above back from the track and it was actually fun to fling the big crossover around corners. I don't think I could say the same about our Enclave. Then again, the Enclave wouldn't have crashed so hard over all those cracks in the 5 freeway on the way home, so there are most certainly trade offs.
As you might already have guessed, the 2008 Mazda CX-9 is the mystery "other choice" for our twice-yearly road trip to Oregon. Like the Buick Enclave, our's is front-wheel drive. Unlike our Enclave, this one has the seat heaters my wife covets.
Both have iPod aux jacks. The Enclave has a navigation system and our CX-9 doesn't. But that's not a factor because, after a dozen years making this drive, I know where I'm going.
The decision comes down to the view above, as we will be well and truly loaded down with luggage and gifts for 10 relations during our 2,000 mile round-trip to Pistol River, Oregon. Santa advises me that some of them are bulky.
The pertinent facts are these: cargo space with all seats in use - 17.2 cubic feet; cargo space with the third row folded - 48.4 cubic feet; cargo space with the second and third rows folded - 100.7 cubic feet. It is the second figure, 48.4 cubic feet, that matters in this case, because I do plan on bringing my young daughters along for this one.
While the Mazda CX-9's cargo capacity numbers are good, and would work well for my crew 51 weeks out of the year, the Buick Enclave is bigger inside at a particular point in time when I need space. Cargo stats: seats up - 18.9 cubes; third row down - 66; second and third rows down - 115.1 cubic feet. The Buick's advantage for this trip, 66 vs 48 cubic feet, is too big to ignore.
On top of that, the Enclave's middle row is a pair of buckets, with space between for longer items to protrude forward. The Mazda's 60/40 seat, as shown above, forms a solid wall.
I think the nod has to go to the Buick Enclave for this particular trip. But a bigger inside means a bigger outside. We'll see how that works out on the sinuous mountain roads we'll be heading into.
And I just know I'm gonna hear about the lack of seat heaters at every stop we make.
As if the Mazda CX-9's driving dynamics, functionality and interior design aren't reason enough to love it, I recently tried out its auxiliary audio input with my iPhone. Guess what? It works! Yeah, not a big deal to most of you, but this is my first i-Anything, so the concept of simply plugging in a cable and hearing your own 2 gigs/500 songs worth of music is still relatively new to me.
Pretty cool.
The sports car of large crossovers did a commendable job at the track. In case you're wondering, it wasn't that much better than the Enclave. Specifically, the slalom speeds were basically equal. I've included the Buick's numbers for comparison purposes (in gray), but remember that numbers tell only so much of the story. In real-world driving, the CX-9 feels remarkably more agile thanks to its excellent steering, lighter weight and firm suspension.
0-30 - 2.8 seconds (3.0)
0-45 - 4.9 seconds (5.0)
0-60 - 7.4 seconds (7.9)
0-75 - 11.1 seconds (12.0)
1/4 Mile (ET/MPH) - 15.9 seconds @ 89.4 mph (16.2 @ 86.2)
Chief Road Test Editor Chris Walton: "With its traction control system off, the CX-9 easily lights its front tires. With near-zero spin, the Mazda makes its best numbers. It upshifts smartly right at redline. This new engine really wakes up this large-ish SUV."
30-0 - 34 feet (33)
60-0 - 133 feet (129)
Walton: "Firm pedal and rapid ABS cycle make for an uneventful series of stops."
.79 g
(.76 g)
Walton: "Understeers on the limit just under the stability control's threshold for intervention. Steering doesn't really load up much and remains fairly light."
SLALOM
58.3 mph (limited by undefeatable stability control)
(58.6 mph also limited by undefeatable stability control)
Walton: "Good yaw response and lively steering is ultimately snubbed by non-defeat VSC. Still, when VSC intervenes, it's not over zealous but simply corrects for a millisecond and releases.
(My apologies to the two blog comments I had to delete. The blog had a programming error and I had to re-post).
I just spent a few days with our Long Term CX-9. One thing that really struck me was its size. It's not too big but no one would call it small either. The CX-9 is one of those few vehicles that seems like the interior and exterior size is like the last bed - just right.
In a perfect world or rather in MY perfect world, the ride would be a little softer - just a tiny bit.
I like the generous center storage box but with a power point and aux jack both located inside the bin, it fills up quickly. Then again, it was nice to run my music player on shuffle without having to see all those unsightly wires. I never mess with the portable player's controls, I just let it run and punch up the aux button when I want to hear my own version of the most awesome mix tape ever.
Upon seeing me pull the 2008 Mazda CX-9 into our driveway after work this past Friday, my wife remarked that two of her friends got new cars within the last couple of weeks and, coincidentally, they both independently chose the 2008 Mazda CX-9. I've got to hear more about this.
I caught up with Julie and Mary in the school parking lot to find out what they thought about their CX-9s and how they both came to the same decision. Just so I wouldn't feel out of place, I brought our 2008 Sport CX-9 along for a group shot.
Mary's CX-9 is a Grand Touring model in Black Cherry. She is moving up from a '98 Honda Accord. "I wanted something bigger, but I didn't want a van" she told me, "because the kids have grown out of their car seats."
Mary had been thinking about the CX-9 for awhile. She decided to wait for the 2008 and its bigger engine because "Everyone wants more power, right?" After test driving one and liking it, she and her husband asked for quotes via Edmunds.com. The next day they got a price they liked and closed the deal. The dealership even delivered it to their house.
She told me that the reviews she read online got it about right and there have been no surprises. While she is really happy with the car overall, Mary agrees that fuel economy and an occasional firm ride on the rougher stretches of local freeway are not CX-9 strong suits. Mary attributed the latter to the 20-inch low-profile tires. The reported rear blind spots aren't as hard to deal with as she expected, however.
Julie got a CX-9 Grand Touring as well, and hers is also Black Cherry. A roof rack sets hers apart. Unlike Mary, she's downsizing from a Toyota Sequoia, "a big truck." The Buick Enclave was also on the list but ultimately didn't make the cut becasue it was still too big.
While she and her husband had been looking and researching for awhile, and had settled on the CX-9, she wasn't expecting to get one so soon. It came as a Christmas present, big bow and all. "The dealer delivered it to a neighbor's house" she explained, "They moved it to my driveway at 4am." Strong winds blew the bow off in the night, but she was thrilled nonetheless.
Julie has barely had her CX-9 three weeks, but she likes its smaller size and easy maneuverability. She did nod her head in agreement when Mary was talking about the sometimes-firm ride.
Accolades from the media are all well and good, but sales are the real test. I don't have curent figures handy, but it would seem that Mazda has a hit on its hand.
Sure, it's a small sample. But only two of my wife's friends have purchased new cars recently, and they both chose the CX-9. They both say they've seen and heard of others in the neighborhood. Mazda hasn't managed much traction in the PTA market before - not in my neck-of-the-woods, anyway.
Warning: The following 2008 Mazda CX-9 post may contain discussions of volume and volume settings that might only be fully appreciated by Nigel Tufnel of Spinal Tap. Some aspects of Andy Rooney-ism are liable to creep in, as well.
Didja ever notice that when you switch from, say, the FM radio to your iPod running through the Aux connection that the volume levels don't match up? Most of the time, I find the iPod volume to be too soft - even with the iPod turned up to max.
After switching from AM or FM, I find I have to turn up the volume so I can hear the iTunes version of NPR's "Wait, wait," or my personal heavy metal favorite "Big Bottom" on my Nano. A few minutes down the road, I switch back to AM for a traffic report and the durn volume is now so loud that it blasts my eardrums clear in. Dontcha just hate that?
It seems that many cars have their volume knob linked across the various inputs. So, for example, if I set the volume to 11 on my AM dial, its setting is 11 for FM, AM, CD, Sirius and, usually, Aux. This is fine for most of those, as the levels have been standardized and normalized over the years.
But Aux jack inputs are different. No one seems to be able to decide what the output level of the typical third-party music player should be, or the level at which an iTunes song or podcast should be mixed. So, in some cars, the iPod sounds come in lower than the rest - most of the time, actually. But I find that it can vary from podcast to podcast, song to song.
So I was gratified and relieved to find out that Mazda has thought about this. If I set the volume to 12, as shown below, that volume level carries over to AM, FM, Sirius and CD, as per usual.
Nigel: "Your volume goes all the way up to 12? Blimey!"
Yes, but when I go to Aux, I find that that volume can be independently set. In the example below, I've set it to 24, but...
Nigel: "24? Now you're just yanking my chain, mate. You and your band must rock pretty hard, Andy. Why haven't I heard of your band, The 60 Minutes, before?"
Yes, as I was saying. When the Aux volume is at 24, AM, FM and all the rest remain steadfastly set to 12. So when I flick the mode switch back and forth, the volume levels between Aux and the rest are as matched as I care to make them.
Now, I'm sure there are other cars out there that can do this. But it can't be many, or I'd have noticed before. After I found this easter egg of a feature on our 2008 Mazda CX-9, I went back and tried a couple of other cars in the fleet. None of them behave in this way.
Anyone else notice this on their own car?
It has been over a week since the 2008 Mazda CX-9 has been voted North American Truck of the Year by a group of some 46 automotive journalists from around the country, and I haven't heard a peep of controversy. Frankly, I'm surprised.
Not that I dislike the Mazda CX-9. I like it quite a bit. I agree it deserves some sort of "Of the Year" honor.
The North American part, I can see. Sure, it is built in Japan, but it is sold here. The NACOTY committee would miss out on a lot of good iron (and aluminum) if they ignored cars sold here but made elsewhere. Some of them would have GM badges on them, too. Besides, the CX-9 was designed expressly for Mazda's North American customers.
But, is it a Truck? The definition of that term, for me, has been stretched to the breaking point. If anything that is not car-shaped can be called a truck then is my cup of coffee a truck?
A truck can haul a lot of stuff, go off road and, properly equipped, tow a big trailer, right? A bed helps, but I'll accept traditional SUVs on the grounds that they can be said to have an enclosed bed or a permanently-installed and nicely trimmed shell. A Chevy Suburban can do these things, so it's a truck.
A truck is not front wheel drive at its core. Neither does it have a transverse engine. Its 4-wheel drive system is not simply a means to avoid installing tire chains when heading to the ski slopes. These are car traits.
This is why they're called crossovers, folks. Cars like the 2008 Mazda CX-9 and the Buick Enclave are not cars and they're not trucks. What they are closest to — and the marketing guys are going react as if someone just shouted that the emperor is wearing no clothes — is a minivan or station wagon.
The North American Car of the Year committee ought to have recognized by now that the auto world, like politics, could stand a third, centrist party. MPV of the Year, anyone?
Fuel Economy Update Two
I took our long-term Mazda CX-9 on a jaunt up the 101 freeway to Ventura County this rainy weekend. While it was a good test of how the crossover performs when the highway is shiny and wet and the traffic is slow and heavy, it didn';t allow for much spirited driving of this, the sports car of crossover SUVs. That will have to wait for another day. I will say that on the return trip up the 101's steep Conejo Grade from Camarillo into Thousand Oaks, the CX-9 ate up the incline with nary a hesitation. It was so smooth that we were half way up the hill before I thought to notice how well it was doing.
And now for the first fuel economy update since we introduced the CX-9 last year.
Best tank: 22.4 mpg
Worst tank: 12.1 mpg
Lifetime average: 18.1 mpg
The traditional design and placement of automotive audio knobs has been under assault for quite some time. We've now got everything from iDrive, that tries to perform every function with one knob, to various Scion faceplates with no knobs.
I'm a fuddy-duddy when it comes to faceplate knobs: give me power (push) and volume (twist) on the left side, bass/treble/balance control (push, then twist) along with manual frequency tuning or CD track advance (just twist) on the right side. The ultimate in "KISS" design — meaning some engineering brainiac can't resist trying to improve on it.
Our long-term 2008 Mazda CX-9 is a perfect example. In this vehicle you have one large central knob for power (push) and volume (twist), plus a left-side knob for manual tuning/track advance (twist) and display change (push). You also have a right-side knob for bass/treble/balance control (push, then twist). I first saw this "big, central knob" design on our long-term Honda Pilot, and I eventually got used to it. I'm sure owners of the CX-9 will do the same, but I still find myself reaching for the left knob to adjust volume and the right knob to manually tune the radio. Don't get me started on the new Accord's center stack controls...
Obviously modern audio systems are more complex than they used to be, but adding knobs — and putting them in strange locations, doesn't seem like the best solution. Certainly Toyota doesn't think so. Even with all the modern gadgetry packed into the Lexus line those models continue to use the old, fuddy-duddy knob placement.
The Back-Up Display in the Rearview Mirror
We've had the 2008 Mazda CX-9 in our fleet since last year and last night was my first time in it. It was also the first time that I've seen a car with a back-up camera display in the rearview mirror. Neat! Well, that was my first reaction until I realized how distracting it was.
The picture is so tiny that it's almost useless to me. I was squinting my eyes trying to make out what the little picture was telling me but then decided to just actually look at the rearview mirror instead and then look out the back window as I was backing up. You know, the "old-fashion" way.
Console of Hard Knocks
As long as a car drives right, I generally don't mind so much if the interior's covered in hard plastic. And as I discovered on a road trip to Santa Barbara yesterday, our long-term CX-9 certainly drives right — the steering's a bit light for my taste, but it's quick and accurate, and I didn't think it was possible for such a large vehicle to feel so buttoned-down on serpentine sections of the Pacific Coast Highway. So normally I'd be inclined to forgive the acres of hard plastic that adorn the CX-9's dash and center console.
Unfortunately, I found that the rakish slope of said console causes the lower portion to impinge on driver knee-room, so that when I was cruising on the highway, the bony right side of my (sun-deprived) knee was in constant contact with the console's rock-hard edge.
I had two unappealing choices: live with the discomfort, or hold my leg in an unnaturally upright position for the duration of the trip. Though my dimensions are on the tall side of normal (6'1", 32.5-inch inseam), I can't imagine I'm the only person who's had this problem.
Upright consoles tend to be less problematic because it's typically the fleshy side of your calf muscle that rests against them, not the bony side of your knee. I like the aesthetically pleasing rake of the CX-9's console, though. It just needs some kind of soft-touch material in the circled area for knee-cushioning purposes.
An occupational hazard of working for Edmunds.com is that you become an eternal car shopper. After only minutes behind the wheel of our 2008 CX-9 I began wondering what it cost and could I afford it. Being a savvy shopper I knew I needed to compare my theoretical purchase to other hypothetical purchases. A small part of me hoped the Mazda wouldn't compare well, I could rule it out and reclaim my peace of mind.
Wrong.
Using our "Compare Vehicles" tab, it said that the CX-9 competes against the 2008 Acura MDX, 2008 Buick Enclave, 2008 Saturn Outlook and the 2008 Volvo XC90. Of these vehicles the Mazda (base MSRP of $31,615) is also the cheapest (except for the Saturn at a base MSRP of $30,670 minus incentives). More importantly, the Mazda is probably the most driveable of the vehicles in the group.
Probing a little deeper though, there was some sobering news. In this group, the Mazda's depreciation wasn't as strong as I had hoped. Of the five vehicles, the resale value of the Acura was the strongest by far. Many would say that Acura has lost its edge and that Mazda is every bit as capable. But buyer's opinions about automotive brands change slowly and depreciation costs are real.
Moral of the story, before you buy, test drive the numbers too.
How's this for surreal? I was driving our Mazda CX-9 north on California's 5 freeway near the Grapevine, a local term for what is in fact the Tejon pass. I was one lane over from the fast lane. Traffic was light.
I was glancing at the radio, and when I looked back at the road, I saw a silver Honda Civic driving the wrong way in the fast lane.
I've seen people drive the wrong way down one-way streets before but never on a major interstate. I watched the Civic drive past. It was an elderly gentleman driving, and he apparently had no idea that he was going the wrong way. My meager and reflexive response? I honked my horn at him. (By the way, I took the above photo a few minutes after the event to give you idea of what I-5 is like at this point. When I first spotted it, the Civic was close to where that white SUV is.)
I have no idea how long this guy had been driving south – it must have been a while given the sparse exit ramps at this point of the 5 and that he had moved over to the "fast" lane. Nor do I know what ultimately happened to him. But I was a bit rattled. Afterwards, I tried a couple of mock emergency lane changes in our CX-9 just to simulate if I had been in the fast lane. It's not the most secure-feeling thing to do in a 4,500-pound vehicle, but our Mazda stayed pleasingly planted nonetheless.
In the last seven days, I've put about 900 miles onto our long-term Mazda CX-9. A lot of this mileage came from last weekend's trip to visit my in-laws, which is about 300 miles each way of mostly freeway driving.
The CX-9 has been a great vehicle to have. For the trip, the Mazda had plenty of room for my wife, eight-month-old daughter and our associated gear and luggage.
The driver seat is comfortable and supportive, and I've been able to dial in a perfect driving position. Visibility is pretty decent for large crossover, and road noise is within acceptable limits. If there's a complaint, it might be the ride is a tad bit too firm for lots of highway driving.
Oh, and fuel economy is what I'd describe as mediocre. I averaged 21 mpg for my driving. At least I was able to push past 350 miles between fill ups.
As expected, grocery shopping with our CX-9 is no problem at all. There's plenty of room with the third row folded, and the rear storage compartment serves well as a bag holder. More details and pictures can be found after the jump.
Here's a look of the opened storage compartment, without bags. The black box on the left is the audio system's subwoofer.
There are two bag hooks on each side of the cargo area. These actually don't work all that well. They're either mounted too low (meaning you have to pull the plastic bag away from the hook to cinch it tight) or too close to the (closed) liftgate.
"Hey, is that the new Buick?"
Last week I was driving our long-term Buick Enclave when a friend asked if it was the new Mazda SUV he'd been hearing such good things about. He was referring to the CX-9. No big deal, I quickly corrected him and thought little of it.
But then yesterday I was in our long-term Mazda CX-9 and another friend asked me how I like the new Buick Enclave I was driving...
This is of course the first time in history a Buick has been mistaken for a Mazda and vice versa, but you know what, now that they mention it, the they do kind of look alike.
Five for the Road
This weekend my family made a quick blast up to Sacramento, California, in the 2008 Mazda CX-9. For this trip, my youngest daughter brought a friend along, so we got to try it out with five aboard. Since we're kind people, we didn't make anyone sit on "the hump" for the 1,000-mile round trip. The CX-9's split-fold third row got a real-world tryout.
Since this was to be a three-day, two-night trip, we could get by with condensed luggage. With the biggest suitcases alongside (two carry-on roller bags,) my eldest daughter volunteered to take the back seat. Frankly, I think she liked the idea of a private space to herself and easy access to her stuff.
It all fit well, but everything was soft sided and malleable. I don't think we could travel for more than three nights like this — not unless we planned on doing laundry along the way and left everyone's favorite pillows behind. With our usual complement of four family members, we could stay out for weeks.
During our Sacramento run, my wife spent some time behind the wheel of our 2008 Mazda CX-9. At 5' 4" tall, her driving position is quite a ways further forward than mine and she cranks the seat height up to see properly.
The first time she got back in to her previously-set driving position, she nearly knocked herself unconcious. The sleekly-styled CX-9 has a much more steeply-raked windshield than its competition, but she has to scoot and lean forward towards it to get past the seat bolsters when she gets in.
Cranium, meet a-pillar. A-pillar, this is Cranium.
She'd need to learn to duck to drive this one daily, but that's easier said than done as she simultaneously needs to step up to get into the seat. I suppose she could move the seat down and back each time she gets out, but that's such a pain and power seats are so s-l-o-w.
I don't have this problem because my seat position is already all the way back and down, because I actually sit DOWN onto the seat and because I've hit my head getting in and out of enough caged racecars to have made the "duck" reflex instinctual.
No, the above photo does not represent a total systems failure of our 2008 Mazda CX-9. It's merely a snapshot of the 5-second bulb check that happens every time any of us starts our car. Here, near the Mazda CX-9 tach's numeral "2", you'll see a unique warning lamp that isn't common to all cars.
Check engine lights come on for a variety of reasons.
But the most common and mundane one is the missing or loose gas cap. Many a person has trudged to the dealer to figure out why the lamp is on, only to find out that their gas cap was loose or had a cut seal. The Mazda CX-9 is one of a few new cars that displays this specific and common trouble code with a dedicated lamp, avoiding unnecessary trips to the dealer.
Speaking of fuel, our 2008 two-wheel drive CX-9 is rated 16 city and 22 highway mpg. On the northern leg to Sacramento, we were in a mild hurry to make a dinner appointment, and we spent a lot of time on the freeway at just above 75 miles per hour. After 369.4 miles, we added 17.0 gallons for a 21.7 mpg average fuel economy.
On the return leg we had more time, so I set the cruise at 70 mph and left it there. After 444.0 miles long miles with a half-dozen potty and food stops, the low fuel warning finally came ablaze. It took 19.3 gallons of unleaded to fill the tank, which works out to an EPA rating-beating run of 23.0 mpg.
We've spent some long days at the track this week, and our long-term 2008 Mazda CX-9 has dutifully served as the primary support vehicle. With its third-row seat folded into the floor, it of course offers plenty of room for all manner of testing and camera equipment.
At the Streets of Willow road course in Rosamond, California, where it's definitely not summer yet, the Mazda's emptied cargo bay also provided a suitable refuge from the desert sun and 30-mph winds. Undoubtedly, a couple adults could fit in the back of almost any midsize SUV, but the CX-9's bay seems particularly comfortable.
The carpeting is soft with a smidgen of padding underneath and there are no major seams in the floor. The cargo tie-downs are mounted at the bottom of the side panels, so they don't get in the way. Best of all, I could sit back here and still have a good view of everything happening on the track.
I got the keys to our Mazda for the weekend. Yes, a bachelor party weekend in Vegas. I was to rush out there to pick up my buddies at the airport. They were flying in from Seattle, New York and Denver.
Well, one thing leads to another and I wasn't able to get out of LA easily. I got slammed in traffic all the way to the bright lights of the Strip and my friends had to share a van to the hotel.
What happened past my arrival to the bar where they were all waiting for me never happened. Especially if any of our girlfriends, fiance's or wives ever ask.
But I can tell you there are a few hard and fast rules about Vegas: Everyone is on the take, never ask a cabbie or doorman for advice because the get kickbacks. Know when to hold them. Know when to run. Lastly always, ALWAYS, "forget" to bring a camera to the bachelor party because it never happened. You don't want that kind of evidence to come back and haunt you. It could be sofa city for the next month, buddy.
Despite the fact that I'm not much for SUVs, I like our long-term Mazda CX-9. Its size is perfect for being utilitarian without being unwieldy. And it drives well. There's more steering feel and better response than I've come to expect in three-row SUVs. Plus, I can haul a kid, a bike and my wife (order not important here) without feeling cramped. And I think Mazda's interiors are usually class leading.
So why is it that every time I'm in the back of the CX-9 I knock the rear-seat climate control temperature knob onto the floor?
I didn't think much of this the first time I did it a few months back, but now it seems to happen every time I'm back there. And I'm not having a party, I swear. Anyhow, the knob spent most of the weekend rolling around on the floor. Luckily, it snaps back into place easily. But I'd prefer if it didn't come off.
My Pick of the Litter
Having the Mazda CX-9 and Buick Enclave as long-term cars at the same time has provided plenty of opportunity for head-to-head comparisons. Both crossovers have proven to be mile-gobbling staff favorites, but for me, I'd buy the Mazda.
I do prefer the Buick in some respects. It has better interior materials and looks nicer than our CX-9 Touring's more somber approach (a Grand Touring may have been a different story). Also, the ride is less firm and a lot friendlier on crappy highway pavement...
However, the CX-9's nimble steering and slightly smaller size (specifically the three-inch difference in width) makes it feel less cumbersome when driving around town. Its transmission is also quicker to downshift and I appreciate the automanual override provided (with preferred - + arrangement). Lastly, the CX-9 fits me like a glove. The telescoping wheel goes way out and the front of the height-adjusted seat pushes up high, providing my long legs with ample support. It's not that I'm not comfortable in the Enclave (or any of the GM triplets), but the CX-9 fits me better than 95 percent of all other cars.
If the CX-9 didn't exist, I'd probably pick the Enclave (or rather the Acadia) as an easy favorite. But the CX-9 does exist.
Stupid Is As Stupid Does
Stupid plans, at some point near their inception, generally start with a small grain of a good idea. They quickly devolve to a point where you wish you hadn't done anything in the first place. Well, that realization of stupidity was where three of us were this past Friday.
It started five months ago when we were losing weight after the holidays. Thinking the exercise trend would continue, doing the Mountain Warfare Challenge 10K race at the beginning of summer would be a nice exercise goal. Work and life meant we lost focus until three weeks to go when we were madly trying to get in shape. Yes, this is the part we realized we were way in over our head.
Friday before the race we piled our stuff into the CX-9's ample cargo room but had to double back to grab the forgotten running shoes of one of the editors. I won't point the finger at whom, but his name starts with a "J" ends with an "n" and has and "oh" in the middle. Due to our extra travel time we were swamped in traffic near Glendale. The CX-9's AC was pumping to keep up with the oven-like heat. Thankfully controls and vents in the back meant the lone back seat passenger wasn't melting away.
Once we got out of LA, we were flying up the 395 to June Lake. All of us travelers were enamored with the comfortable seats during the lone drive. No "dead leg", "numb butt" or any other typical travel malady was reported.
Long drives necessitate driver changes. Each time someone got behind the wheel, the first thing mentioned was the light, nimble and responsive feel of the steering. This was no Tahoe or Rendezvous, my friend. Once the driver hit the pedal to pass, the next comment was the ample power available, even with three fat editors, their stuff, and a loaded cooler.
Yes, we all finished the race albeit sore, tired, dirty, and bloody. Nothing a nice long soak in local hot springs can't cure. On the drive back home to LA, there was a bit of a tussle as to who would drive. Everyone loved driving this thing so much on the way up we all wanted the next five hours behind the wheel all to ourselves.
Big Tea
Big cupholders seem like a silly reason to like a certain car. It didn't seem so silly when I dropped my new favorite beverage in the CX-9's bigger is better holder - a perfect fit. Another little touch that I like about the CX-9 is the front power windows - both are one touch up and down. No big deal really, but both windows have a feature that makes it easy to "crack" the window... Hit the button slightly and it moves to the same barely open position each time.
However, I don't care for the CX-9's ride. I took it on a trip a few months ago and thought it was fine on the highway. This weekend, I stuck to surface streets and boulevards and found the Mazda to be to stiff - my wife even said she felt a little car sick after a 45 min ride. And no, she's not a complainer by nature. I get that the CX-9 has better handling than other, softer SUVs, unfortunately I don't live near a slalom or a twisty mountain road so I'd rather just have the comfort.
I did some spur-of-the-moment furniture shopping this weekend. Luckily, I was driving an SUV with 101 cubic feet of space in the back.
SUVs like the Mazda CX-9 can save you lots of moolah on delivery fees. The three-piece set fit nicely into the back of the CX-9 with the second and third row seats folded.
The third row was already flat and the second row seats were super easy to fold with one hand. No fumbling with latches and levers, just grab the handle on the side and they pull right up. Light and easy.
My 6'1" passenger had to move his seat forward quite a bit for the 2nd row on his side to lie flat. But on my 5'4" driver's side, there was plenty of room.
The back hatch is manually operated but the load height is comfortable, not too high for lifting chairs into the back.
Now if I could just break the habit of bringing home furniture that I don't really need.
I love the compact mirror-mounted display for our 2008 Mazda CX-9's back-up camera. This morning while backing into a parking space, though, I was reacquainted with the limitations of a tiny camera mounted just above the rear bumper.
Based on the mirror display, it was clear sailing into the parking space. But a glance out the back window told a different story.
And indeed, had I never looked back, I would have hit this pipe.
I'm Flippin' Stuck
Mazda features three different key designs and our CX-9 features the switchblade one (there's also the credit card and the 3's old school). I'm a big fan of the switchblade design, having had one with my old Jetta for seven years. While some people chew gum or twirl their fingers through their thick luxuriant hair, I would incessantly open and close the switchblade either in the open or stealthily in my pocket — and I know I'm not alone in this. Plus, it was a compact key design that took up minimum real estate in my pocket...
Unfortunately, our CX-9's switchblade gets stuck, or more accurately delayed, 50-percent of the time. Sometimes it whips right up, other times there's a lag. There's nothing gumming it up, so I figure it's a minor design flaw considering the key to a Mazda 6 I rented was also stuck. That was much worse, though, and I couldn't open it without pulling at both ends. There was never a problem with my Jetta, and at 55,000-plus miles our Jetta TDI's fob is still flippin' strong.
Southpaw editor Bryn MacKinnon also commented that switchblades are annoying for lefties because they open into their hands when the button is pressed with a thumb. Of course, pressing the button with your index finger fixes that, but perhaps Ned Flanders' Leftorium has a solution.
It's not any vehicle that can carry four Ford GT wheels and eight Ford GT tires. That adds up to a lot of cubic storage, but the CX-9's cargo area handled it with room to spare. It did require folding the second and third-row seats, and four of the tires had to be placed upright, which meant no rear visibility.
But careful adjustment of the exterior mirrors and careful planning prior to lane changes kept the CX-9 from intruding on other vehicles. The guys as Stokes Tire Pros were kind enough to encase the rolling stock in large mint-green garbage bags to keep interior scuffs to a minimum.
But with those bag colors I'm not sure what other people thought I was hauling. Fertilizer maybe?
No one else has mentioned this before but I noticed over the weekend that the brakes for our 2008 Mazda CX-9 feel crunchy or shudder a bit. The thing is, this wasn't a consistent thing and I couldn't duplicate it if I tried. I had just noticed it when I drove it first thing on Saturday morning. But then it never reappeared as badly as it did in that first hour.
But it happened when I slowed to a stop and then pushed the pedal further to actually stop the vehicle. The flutter was so noticeable that I wondered if there was something seriously wrong. "Uh oh, the CX-9 needs to be taken in!" But then, it never was that bad again. I could still feel that faint flutter but someone else would have to really be aware of it to notice it. Anyway, thought I'd mention it to our vehicle testing assistant and for the record.
I prefer to use the manual-shift option if a car offers it, especially in stop-and-go traffic because it helps me stay off the gas and brake pedals. Just go back and forth from 1st to 2nd gear and I'm not always nudging the gas to move up 5 feet. I tried this with our 2008 Mazda CX-9 but the jump in gear from 2nd to 1st is so great that it causes an undue amount of engine braking and I fear that the motorist behind me will think that I'm stopping short for no apparent reason. No biggie though. I just made sure to slow way down before I downshifted so it wasn't as obvious. Took some getting used to.
But at least I'm not this guy. Sitting in stop-and-go traffic in this car must be torture!
As noted in Edmunds' recent crossover comparison drive, "the CX-9 is the seven-plus-passenger crossover all but one of us would take home." Confession: I was the one. The Veracruz got my vote instead. Why? Two reasons: (1) the Veracruz had a significantly more compliant ride than the CX-9 Grand Touring in our comparo while still offering decent handling, and (2) the Hyundai's interior materials quality was leaps and bounds ahead of the Mazda's.
There's not much that can be done about (2), but our long-term CX-9 Touring provides a simple solution for (1). Whereas the CX-9 Grand Touring has 20-inch wheels, our long-termer rolls on 18s. Result? Its ride is comparatively supple, with no discernable handling penalty at any sane cornering speeds. Translation: if you pushed these CX-9s to the point where you could tell a difference, you might not come back in one piece. It's just a shame that Mazda makes you roll on dubs if you want the Grand Touring's top-of-the-line luxuries.
I still like the Veracruz a lot, but our long-term CX-9 handles better while offering a satisfactorily cushioned ride. Slap some Hyundai-style soft-touch materials on the dash and I'd be sold.
This will seem totally trivial and lame to some while a few others will get why I think this one feature is cool.
The CX-9 has the one-touch feature for both front windows - that's one touch down AND up. A nice feature for sure, but there's one other thing that I really like. If you tap the window switch, just tap it, the window will open with a pre-set gap. For those who occasionally like to "crack" the window a bit it's great. Excellent attention to detail Mazda - now make the ride a little softer so I can love the rest of the car.
Our CX-9's auto up/down function for the driver's window is malfunctioning. It still goes up and down, but pushing through the usual auto detent does nothing. You have to hold it in order for the window to get all the way open or closed. Woe is me. How did we ever function without auto up/down? Luckily the passenger side auto/up is still working. Maybe we can move the steering wheel.
Spent a few hundred very enjoyable miles in our long term Mazda CX-9 this weekend, including this trip to Pepperdine University in Malibu, California to check out its inspired tribute to the victims of the 9/11 attacks. Nearly 3,000 flags were placed on the school's front lawn (one for each American life lost in the attacks) that borders the scenic Pacific Coast Highway. It was quite a sight, and will remain in place until this Thursday. If you live within driving distance I highly recommend a visit.
After five nights straight in our long term 2008 Mazda CX-9, I'm convinced it has the unusually weak headlamps. They don't seem to be on. I keep double and triple checking the switch and the reflection in the car I'm following just to make sure. And my wife, always the backseat driver, keeps asking me, "Are your lights on?"
Now, we have a CX-9 Touring, which is the middle of three trim levels and comes with the same halogen headlamps as the base Sport model. The top of the line Grand Touring trim comes standard with Xenon Hight Intensity Discharge lights or HIDs (shown in photo) and a set of foglights, which our Touring model does not have.
The illumination seems to be worth the money.
Our long-term 2008 Mazda CX-9's 3.7-liter V6 also sees duty in the Mazda 6 s and the Lincoln MKS. Sure, sure — Mazda's "MZI 3.7" isn't identical to Ford's "Duratec 37." The former is assembled in Japan, while the latter hails from the Midwest, and some mild tinkering with the MKS version has made it infinitesimally more powerful. But for all intents and purposes, it's the same engine.
Anyway, what a difference a bodystyle makes. When I sampled the MZI 3.7 in the Mazda 6 s, it sounded a bit too brawny for my tastes, as though it had been borrowed from a truck (which, of course, it had). In the MKS, the Duratec 37 sounded surprisingly grainy at higher rpm, in stark contrast to the numerous silky-smooth powerplants available at that price point (Toyota/Lexus V6, Hyundai V8, BMW inline-6, etc.).
But in the CX-9, the MZI 3.7 sounds just right. The engine note isn't as mellifluous as that of Toyota's 2GR-FE V6, yet it's muscular and refined — precisely what I'd hope to hear in a sporty crossover SUV. It's another strong point of this arguably best-in-class vehicle.
After a 480-mile weekend round-trip to the Central Coast, I was hoping to shed some new light on our Mazda CX-9. I discovered, however, my fellow bloggers had already made 40 posts on the well-traveled vehicle. Oldham has illuminated us on the dim bulbs which are indeed poor, MacKinnon logged our collective fuel economy, to which I can now add my 20 mpg average, Riswick documented the fritzy window switches that seem to have fixed themselves, and Riches, among others, posted a warning about the handy-yet-miniscule rear-view camera that I can attest is even harder to see with polarized sunglasses.
Despite my daughter's best efforts to adjust the rear HVAC knobs with her feet from the child's seat, they didn't fall off once, unlike Jacquot's experience. And only after reading Brauer's post about the counterintuitive audio controls did I learn that it wasn't necessary for me to push-push-push the toggling tune button to advance radio stations. (The multi-functioning tuning knob is directly below the button I used — duh.
About the only thing I can add is that Sirius satellite radio is very difficult to use in the absence of a more advanced display. The over taxed dot-matrix display (that also shows time of day, HVAC temp and mode) reads, "Loading" for about 5 seconds when you finally land on a station with a limited ability to display what and where you are on the dial. Happily, we've got a few key stations saved as presets which made jumping ahead a little less problematic.
I performed the initial testing back in January, and it still feels as sporty now as it did then. The CX-9 really does drive smaller than it really is, which is big. I wish I had more to share, but the highly competent CX-9 has seen a ton of use in its 9.5 months with us. At this rate, it'll likely rack up 30,000 miles before it leaves in January.
I had the keys to the CX-9 for its last weekend in our LT fleet. So I took it to dinner, a walk on the beach and then we headed back to my place for a nightcap and a tearful farewell. And then I measured its lifetime fuel economy (I'm quite the romantic). Last month, I reported in the Big List of Fuel Economy that the CX-9's recorded lifetime fuel economy was 18.1 mpg. What I didn't mention then was that number was current as of February 2008. Seems we hadn't updated the fuel log in a good many months. When I plugged nearly 8 months of data into the spreadsheet today, I got a slightly different number.
With all the additional data, it was 18.2 mpg. (I did say it was a slight difference.) EPA estimates for the large crossover are 16 city/22 highway/18 combined, so we're pretty much on track.
Only once in all its time with us did anyone manage to squeeze more than 400 miles out of one tank: Dan Edmunds drove 444 miles (strrrrrrrrrrrretch!) on 19.331 gallons of gas and achieved 23 mpg. Karl Brauer pushed the limit of the 21.0 gallon tank with a fill-up of 20.683 gallons (squeak!) after 355 miles and returned fuel economy of 17.2 mpg.
Wrap-Up
Why We Bought It
Durability
Performance and Fuel Economy
Retained Value
Summing Up
The story of this 2008 Mazda CX-9 really begins with the introduction of the 2007 Mazda CX-7. This crossover with its turbocharged four-cylinder engine offered practical yet compact dimensions, with the sporty personality of a car. It arrived at a time when the price of oil was on the rise and consumers demanded fuel economy. And yet it didn't have much sales impact, as these same consumers refused to give up their seven-passenger SUVs.
A larger version of the CX-7 arrived months later to fill this family-size niche with a third row and new name: the CX-9. This would be a full-size example of Mazda attributes, a genuine seven-passenger package that would be enjoyable to drive. Could this be the payoff to the crossover concept we'd been waiting for? Could Mazda finally build a vehicle that could become a mainstream success, instead of just an artistic one? Or would sheer size snuff out the corporate soul of a sports car?
So we got a 2008 Mazda CX-9 Touring.
Why We Bought It
Our first drive of the 2007 Mazda CX-9 left us intrigued. The SUV was nimble, generated 263 horsepower from its 3.5-liter engine and offered plenty of utility. So we scheduled one for a full test. We were already thinking about a long-term test when we learned the 2008 CX-9 would receive an all-new 273-hp 3.7-liter V6.
There was another reason for the addition of a CX-9. A month earlier we had welcomed a Buick Enclave to the fold of long-term test vehicles. It wasn't coincidence that the two vehicles were loaded up similarly. Nor was it that we had a Hyundai Veracruz lined up to arrive a month later. A side-by-side-by-side comparison of the three over a 12-month stretch was the only way to get a true gauge of not only the way they stood up to each other but also the range of possibilities for tuning a crossover.
We couldn't pass up the opportunity to add the 2008 Mazda CX-9 to our fleet. Many of us travel with rugrats of varying ages and attention spans, so it's no wonder three-row SUVs rank among the most popular vehicles in our fleet. And a three-row SUV that's still fun to drive is just what we're looking for. We picked up the phone and ordered a CX-9 for the long-term fleet.
Durability
Comparisons between the Mazda CX-9 and Buick Enclave began right away. The differences in ride quality and compliance over the bumps proved to be the most frequent comparison made between the Mazda and Buick.
Lead Senior Editor Ed Hellwig wrote, "I drove the Mazda up to Monterey last weekend. The CX-9's handling impresses me more than the engine. It's fun to fling the big crossover around corners. I can't say the same about our Enclave. Then again, the Enclave wouldn't have crashed so hard over all those cracks in the freeway on the way home. There are most certainly trade-offs between the two."
Senior Automotive Editor Brent Romans recounted a seven-day, 900-mile stint in the Mazda with, "The CX-9 has been a great vehicle to have. It had plenty of room for my wife, 8-month-old daughter and our associated luggage. The driver seat is comfortable and supportive, and I've been able to dial in a perfect driving position thanks to its tilt-and-telescopic steering wheel. Visibility is decent for a large crossover and road noise is within acceptable limits. If there's a complaint, it would be that the ride is too firm for some rougher stretches of the highway."
Inside the cabin we found the 2008 Mazda CX-9 suitable for most situations. It offered just enough comfort and just enough storage. We used its drivability as an excuse to forgive most of its shortcomings. But sometimes it just didn't offer enough.
Director of Vehicle Testing Dan Edmunds noted, "I narrowed my choices for our twice-yearly road trip to Oregon to the CX-9 or the Enclave. We will be loaded down with luggage and gifts for 10 relations during our 2,000-mile round trip. And Santa advises me that some of them are bulky. While the Mazda's cargo capacity would work for my crew 51 weeks out of the year, the Enclave is just bigger inside. And this is a time when I need space. The Buick's 66 versus 44 cubic feet in the Mazda are too much to ignore."
Durability is a focus of all long-term tests. Senior Road Test Editor Josh Jacquot asked after one evening in the Mazda, "So why is it that every time I'm in the back of the CX-9 that I knock the rear-seat climate control temperature knob onto the floor? I didn't think much of this the first time I did it a few months back, but now it seems to happen every time I'm back there. And I'm not having a party, I swear. Anyhow, the knob spent most of the weekend rolling around on the floor. Luckily, it snaps back into place easily."
A scan of the Mazda's logbook following Jacquot's repair shows a particularly incriminating entry. An unnamed editor wrote, "Despite my daughter's best efforts to adjust the rear HVAC knobs with her feet from the child's seat, they didn't fall off once."
Mechanical problems were nonexistent during our term with the 2008 Mazda CX-9. Dealer visits were limited to those prescribed by the maintenance schedule. Appointments every 7,500 miles averaging $65 each were the extent of our time in the service bay.
Much to the credit of the Mazda's rearview camera, the SUV never saw the body shop. If only the display size wasn't limited to the corner of the rearview mirror, there might have been fewer close calls.
Total Body Repair Costs: None
Total Routine Maintenance Costs (over 12 months): $194.45
Additional Maintenance Costs: None
Warranty Repairs: None
Non-Warranty Repairs: None
Scheduled Dealer Visits: 3
Unscheduled Dealer Visits: None
Days Out of Service: None
Breakdowns Stranding Driver: None.
Performance and Fuel Economy
All vehicles on the long-term test blog spend two days at the track. One day at the start of the loan, and one at the end. The 2008 Mazda CX-9 was no exception.
Preliminary tests at 1,000 miles were identical to those posted by the CX-9 near the 25,000-mile mark. It needed 7.4 seconds to reach 60 mph from a stop, and completed the quarter-mile in 15.9 seconds at 89.3 mph. The last Toyota Highlander we tested was 0.4 second slower to 60 mph but crossed the quarter-mile light a step quicker, 15.6 seconds at 86.9 mph. Our most recent Honda Pilot test showed it to be considerably slower, requiring 9.7 seconds to reach 60 mph and 17.2 seconds to cover the quarter-mile at 81.3 mph. The Enclave needed 7.9 seconds to reach 60 mph and 16.2 seconds to cover a quarter-mile at 86.2 mph.
Our shortest documented stop from 60 mph in the long-term Mazda measured 129 feet. Brake pedal feel was firm and consistent throughout testing, with only a small amount of fade creeping in over time. For comparison, the Highlander and Pilot stopped in 131 and 149 feet, respectively.
Around the skid pad the CX-9 generated 0.79g of lateral force, limited by its stability control system and its P245/60R18 Bridgestone Duelers. Its quickest pass through the slalom at 59.6 mph is on par with the most nimble in its class. Chief Road Test Editor Chris Walton noted following the tests, "The Mazda's good yaw response and lively steering is ultimately snubbed by a non-defeat [stability control]. Still, when [stability control] intervenes, it's not overzealous. It simply corrects for a millisecond and releases."
Fuel economy remained consistent over the life of the 2008 Mazda CX-9. We averaged a shade over 18 mpg. Our most efficient tank registered 23 mpg, though we achieved at least 20 mpg each time we hit the highway. A recorded 12 mpg during the stop-and-go slog of L.A. traffic led to our least impressive fill-up.
Best Fuel Economy: 23.0 mpg
Worst Fuel Economy: 12.1 mpg
Average Fuel Economy: 18.2 mpg
Retained Value
We were disappointed when the time came to part ways with the Mazda. It was one of the more popular vehicles in the fleet. But that wasn't the only reason.
The CX-9 rolled into our garage with an MSRP of $35,065. We added 23,589 miles to the odometer and left it in the hands of Edmunds' TMV® Calculator. The depreciation of 28 percent was considerable. Our comparably equipped long-term Buick Enclave depreciated only 23 percent after 24,000 miles.
True Market Value at service end: $25,237
Depreciation: $9,828 or 28 percent of original MSRP
Final Odometer Reading: 23,589
Summing Up
Long-distance trips with the family were the most common assignments for our long-term Mazda. A 2,000-mile haul here, a 1,000-mile jaunt there. Its capacity for cargo, whether people or luggage, delivered just the right amount of utility for our needs without being too large or unwieldy to drive with any sense of enjoyment.
From a durability standpoint, the CX-9 proved invincible. There weren't any reasons for the Mazda to see a dealer beyond routine scheduled maintenance. Five years ago, this kind of reliability from a Mazda would be big news. But the company seems to be quietly making a move toward the levels of quality we've come to expect from the likes of Honda and Toyota. If our CX-9 is a sign of the future, it is a sign of good things to come for Mazda.
Our 2008 Mazda CX-9 was among the most popular vehicles in the fleet over the past 12 months. It is one we'd recommend to our friends, and one we'll miss.
The manufacturer provided Edmunds this vehicle for the purposes of evaluation.