2016 Mazda CX-9: New Car Review

The 2016 Mazda CX-9 takes everything we loved about the original 7-passenger family SUV and adds even better handling, style, comfort and safety features. This sleek 3-row crossover rides on a longer wheelbase, providing more room for the rearmost passengers as well as improved cargo space.

Compared to the aging GMC Acadia and Chevrolet Traverse, the CX-9 pulls off a more contemporary look that places it in the same league with such worthy competitors as the Toyota Highlander, the Honda Pilot, the Dodge Durango and Nissan Pathfinder. Under the hood, the previous V6 engine has been sent packing, replaced by a SKYACTIVturbocharged 2.5-liter 4-cylinder engine that develops an impressive 250 horsepower and 310 lb-ft of torque. Of course, you'll need to use premium fuel to achieve those numbers; filling the CX-9's gas tank with regular drops output to 227 hp.

From its modern, upscale interior to its nearly clairvoyant i-ACTIV all-wheel-drive (AWD) system, the new CX-9 provides families an efficient, safe, powerful and attractive way to get around, while offering the driver the kind of sportlike handling rarely found at this price point.

What's New for 2016?

Mazda has completely redesigned the CX-9 for 2016, with a longer wheelbase, a new engine and more interior space.

What We Like

Strong acceleration; good fuel economy; impressive AWD ability; handsome interior; great handling

What We Don't

Turbocharged engine is untested as far as reliability and longevity; seating limited to seven passengers; third-row seat still only fit for kids; no Android Auto orApple CarPlay

How Much?

$32,420 - $45,500

Fuel Economy

No matter which trim you purchase, they'll all be powered by a SKYACTIV turbocharged 2.5-liter 4-cylinder engine, which produces 250 hp and 310 lb-ft of torque when using 93-octane premium fuel. When burning 87-octane regular gas, the CX-9's power rating drops to 227 hp, but torque remains the same.

A 6-speed automatic transmission with a manual-shift mode is also standard on all trims. Fuel economy for the front-wheel-drive (FWD) models is rated at 22 miles per gallon in the city and 28 mpg on the highway. The i-ACTIV AWD models get 21 mpg city/27 mpg hwy.

Standard Features & Options

The Mazda CX-9 is offered in four well-appointed trims: Sport, Touring, Grand Touring and Signature. The first three are offered with a choice of FWD or AWD, while AWD is standard on the Signature trim.

The CX-9 Sport ($32,420 FWD, $34,220 AWD) comes with 18-inch alloy wheels, cloth seats, auto-off LED headlights, power windows, power door locks, power mirrors, rear privacy glass, tri-zone automatic air conditioning, HD Radio with six speakers, two USB ports, a 7-in full-color touchscreen display, remote keyless entry, a MazdaConnect infotainment system, a 60/40-split folding second-row seat, a 50/50-split folding third-row seat and a tilt-telescopic steering wheel with cruise, audio and Bluetooth controls.

The CX-9 Touring ($36,870 FWD, $38,670 AWD) adds leather seating, heated side mirrors, a power rear lift gate, heated front seats, Advanced Key keyless entry and push-button start, an 8-way power driver's seat with power lumbar support, a 4-way power passenger seat, an 8-in full color touchscreen display and two rear-seat USB ports. Additional safety features include a blind spot monitoring system and rear cross-traffic alert.

2016 Mini Cooper Convertible First Drive

Image Credit: Brandon Turkus

Conventional gearhead wisdom says to go for the biggest, most powerful engine. For the first two generations of Mini Convertible, this was a no-brainer. You bought the Cooper S. But as Senior Editor Alex Kierstein argued in ourfirst drive of the Cooper S soft top, the less-powerful Cooper Convertible has an ace up its sleeve: a highly entertaining, three-cylinder, turbocharged engine. After sometime behind the wheel, this two-time Mini Cooper S (hardtop) owner is ready to say the Cooper Convertible is the droptop Mini you should buy, full stop.

The Cooper's 1.5-liter turbocharged three-cylinder makes just 134 ponies and 162 pound-feet of torque. That's a 55-horsepower deficit and an extra 1.5 seconds, compared to the Cooper S. But who's clocking a Mini Convertible with a stopwatch? The 8.2 seconds it takes to get to 60 mph is perfectly adequate, and the triple's power delivery is addictive.

Peak torque comes in at 1,250 rpm, making for effortless acceleration around town. The engine is positively diesel-like in the way it generates twist below 4,000 rpm, and the way it runs out of steam well before its 6,500-rpm redline. But this isn't annoying. There's more than enough torque to make the Cooper's acceleration sprightly around town.

Think about it this way: The Cooper S' 2.0-liter turbo has enough power to rescue you from bad driving. But because of the turbo lag and the wheezy top end, the base Cooper forces you to manage your momentum. In that way, it's not unlike the Mazda MX-5, Toyota GT86/Subaru BRZ, and other so-called "momentum cars," that require drivers to maintain speed for a good corner exit.That, friends, is fun.

But some of the car's shortcomings are less fun. We praised the triple's "offbeat, enticing growl" in our first drive, but this is still a three-cylinder engine and it vibrates like one. There's a diesel-like clatter from the direct-injection system on cold starts. And when rolling off the line at part throttle, the triple sends a weird vibration right to our hips. It disappears quickly as the speed increases, but the sensation is consistent enough to be annoying.

Aside from the interesting powerplant, the best driving goodies aren't reserved only for the Cooper S. Tick the right boxes, and the regular Cooper can fit the adaptive dampers we raved about on the Cooper S first drive – Dynamic Damper Control is a $500 standalone option or included in the $1,750 Sport Package. And just like on the S, these adaptive dampers turn even the regular Cooper into a brilliantly balanced vehicle. I've driven almost every flavor of Mini sold in the US since the brand's BMW-backed relaunch, and these adaptive shocks are the best compromise between handling and comfort I've experienced. 

In Sport Mode, the Cooper Convertible is the closest approximation of a first-gen Mini I've driven since, um, my first-gen Mini. It doesn't beat the hell out of you, but it's still sharp and fun. You could drive with the dampers in Sport Mode on a full-time basis, but you don't need to. Because changing modes adjusts the dampers almost instantly, you can switch between the softer and harder modes based on the conditions. Freeway commute? Mid Mode quiets and isolates expansion joints. A favorite on-ramp? Switch to Sport Mode to maximize cornering ability. Hitting a pockmarked surface street? The softer dampers do their best to iron out potholes. The balance is remarkable.

The Cooper and Cooper S still share major mechanical systems, too. The new electric power-assisted steering has a 14:1 ratio on both cars, down from 14.1:1 on last year's car. And no matter the engine, two-pedal Mini's share quick-shifting six-speed automatic transmissions – the only difference with the slushboxes are their final drive ratios and the Cooper S' optional $250 paddle shifters. The roof is the same too – it's quick, all electric, and raises or drops below 18 miles per hour.

Design is subjective, but the Cooper makes a better aesthetic argument. Its front and rear fascias are less busy than its big brother. The Cooper's upper grille is a three-bar design that harkens back to past Minis, the lower grille is a single element instead of the ducted mess found on the Cooper S, and the single-sided exhaust is more discrete. Overall, the Cooper wears a cleaner, more cohesive skin.

We like the Cooper more, and it's a better deal, too. The base Mini Convertible starts at $26,800, or $3,650 less than the S model. That's a big savings that makes Mini's expansive options catalog more palatable (the option sheets are virtually identical regardless of model, by the way). Spend the $1,750 for the Sport Package and its must-have features – Dynamic Damper Control, LED headlights, sport seats, and 16-inch wheels. The 17-inch Propeller Spoke wheels, shown here, are worth the extra $500, too. That brings the total price to $29,050, or $1,400 less than the Cooper S' base price. But keep in mind what we said about Mini's options sheet, because it's easy to get carried away – our Caribbean Aqua tester rings up at $37,150.

It's bizarre for me to recommend a Cooper over a Cooper S, but I am.We already liked the base Mini's budget-conscious formula for attacking twisty roads, and after more time behind the wheel the "momentum car" aspect of the Cooper proves more fun than barreling through turns in the Cooper S. Mini rolled the Cooper's low output, loads of low-end torque, and excellent chassis and suspension setup into an affordable, open-roof package that bests its big brother for the first time, well, ever. The Cooper is more rewarding and more affordable, so ignore conventional wisdom. You won't be disappointed