Tag Archives: family vehicle

Mazda CX-9 Signature

Attractive styling, 3 rows make CX-9 a standout …

Family vehicles come in all shapes and sizes, but Mazda’s CX-9 mid-size SUV is among the more attractive 3-row options with its distinctive beak-like nose.

So many SUVs and crossovers are so darned boxy that it’s nice to see a distinguishing characteristic. Amazingly the CX-9’s design dates back to 2016, yet still looks fresh, although I suspect a freshening will be coming soon.

This one was a top-of-the-line Signature edition in a sedate dark Machine Gray Metallic ($595 extra). Black is the only color that doesn’t cost extra, but the smart money is on the Soul Red Metallic that is Mazda’s absolute best, and if you’re paying extra, well, it only makes sense. Plus the neighbors will suspect you’ve gotten a raise.

Still, several people complimented the Mazda’s look and this model is fine for transporting 6 people as there are captain’s chairs in the middle row. I drove it to Indianapolis for the Indy 500, and it comfortably carried three of us and our luggage, then six of us to the racetrack. Oh, the third row is stingy with foot and knee room, but is fine for hauling folks around town.

All CX-9 models also now come with all-wheel-drive, which is nice that a favored feature isn’t another add-on.

With just the color being an option here the Signature ended up at $49,030. A base Sport model that will seat seven due to its middle row bench seat, goes for $36,505, again with AWD. There are four other trims between the two extremes, the new Touring Plus trim that adds heated and cooled front seats, 20-inch alloy wheels, plus leather seats, is a prime choice at $41,660.

All will drive roughly the same as the engine, tranny and suspensions are identical.

Watch Mark’s video: Mark Savage reviews the 2022 Mazda CX 9 – YouTube

Mazda’s fine 2.5-liter SkyActiv-G turbo I4 delivers generous power, rated at 227 horsepower on regular gas and up to 250 hp if you sell a kidney and splurge on 93-octane premium fuel. Power is good and smoothly delivered via the SkyActiv-drive 6-speed automatic, which includes a console-mounted toggle to engage Sport mode. That firms the steering some and creates more low-end torque for faster getaways from stoplights. In either Normal or Sport the CX-9 hits highway speeds well before you run out of entry ramp.

Handling is typical Mazda responsive, making the CX-9 among the most fun SUVs to drive, especially below $50 grand. And the suspension is quite adept at soaking up bumps without the ride turning floaty.

A big grille, but not as overwhelming as many, plus it blends well with the hood.

Mazda also employs something it calls G-Vectoring Control Plus that adjusts the turbo engine and applies the four-wheel disc brakes based on steering effort. The upshot is that if a driver eases up on acceleration and begins a turn, the power from the AWD shifts toward the front wheels to provide increased traction. Not a big deal in dry summer weather, but it would be helpful in our sloppy winter and fall seasons.

Inside, the CX-9 interior tends toward luxury, yet the pricing is just below entry-level luxury models by other makes.

A luxurious looking interior with quilted leather seats gives the CX-9 a ritzy look.

The gray SUV went with a black over brown interior design, the seats being perforated brown Nappa leather with quilted leather outer edges and bolsters, plus white piping, all to insinuate luxury. Mazda uses real wood, Santos Rosewood, for trim on the dash and doors, but also adds a thin chrome ring atop the console, which is gloss black and therefore reflects on sunny days.

The steering wheel is leather-wrapped with the usual controls on its hub. Plus aluminum trim is used sparsely on the dash and doors, while big Bose stereo speakers fill the front lower door corners. All of this makes the CX-9 look and feel like a luxury vehicle.

This console and dash are easily seen and used while driving.

Seats are powered up front and include heating and cooling there, with just heated second row seats. Rear seat occupants also get their own climate controls and plug-ins for phones and other electronics in the big center console between the captain’s chairs. Third row folks have plug-ins too.

Everyone enjoyed the seat comfort, except the driver. While hip and back support is good, I found the butt pocket to be too hard and my tailbone was burning after about 100 miles. A lunch break was welcome, but the feeling returned further down the road.

Climate controls are easily adjusted via big buttons and knobs below the center dash air vents. However, Mazda’s radio is still clumsily adjusted via a console knob. There is no touchscreen. This remains a huge source of consternation and makes adjusting the radio and other on-screen activities difficult while driving. Good news? The screen is 10+ inches and mounted atop the dash.

The second row is roomy and includes a large console.

Mazda also includes wireless phone charging beneath the dash’s center stack and a navigation system is standard on Signature. However, the nav screen defaults to a fairly close-up view and reverts back to that even after using that center knob to adjust for a longer, say ¼- to ½- mile view to see what’s ahead. Ugh, if I adjust it, I want it to stay where I set it.

In back is the requisite power hatch and the third row seats easily fold forward to create a reasonable cargo area. There also is storage beneath the cargo floor and there are fairly large indentations to the sides behind the wheel wells, great for placing items you simply don’t want to trundle about.

A lot of room in back with row 3 folded down.

Mazda delivers a fine smart cruise control system and the safety equipment we’ve all come to love and demand, such as rear cross-traffic alert, blind-spot warning, 360-degree monitor, lane departure warning, lane keep assist, front and rear parking sensors, and an adaptive front light system.

Other goodies include manual second-row side window shades, 2 memory settings for the driver’s seat, visors with extenders, an inside release for the fuel door and one-step releases for the second row seats to allow for passengers to more easily slide into the third row.

There also is a sunroof, but it’s among the smallest I’ve seen the last couple years, just covering the front seats. Most SUVs and crossovers now offer dual-pane panoramic sunroofs, which I would expect the next generation CX-9 to include.

How’s this for handsome door panel styling and trim?

Also be aware that the center console is rather wide and leads to a bit smaller footwell space for the driver and front seat passenger.

Finally, on the practical fuel economy front, the EPA rates the Mazda at 20 mpg city and 26 mpg highway. I managed 25.9 mpg in mostly highway driving with three of us aboard and our luggage.

Hybrids will do better, but for its size (nearly 200 inches long) and weight (just over 4,400 pounds) the CX-9’s figures are more than competitive.

For families needing space, comfort and AWD, Mazda’s CX-9 is a solid, stylish, sensible choice.

FAST STATS: 2022 Mazda CX-9 AWD

Hits: Stylish looks, good power, sporty handling and smooth ride. Quiet interior, 3 rows of seats, power hatch, wireless charger, heated/cooled front seats, heated rear seats, smart cruise and solid safety devices, big climate buttons, large screen, sport driving mode, good mpg.

Misses: Console-controlled info screen is a clumsy pain, navigation defaults to close-up view even after adjustment, no touchscreen, small sunroof and firm butt pocket makes driver’s seat tiring on long drives.

Just can’t get enough of this nose and how it blends with the hood and lights. Bravo Mazda designers!

Made in: Hiroshima, Japan

Engine: 2.5-liter SkyActiv-G turbo I4, 227 hp/ 310 torque (250 hp, w/93 octane gas)

Transmission: SkyActiv-drive 6-speed, automatic w/Sport mode

Weight: 4,409 lbs.

Wheelbase: 115.3 in.

Length: 199.4 in.

Cargo: 14/4-71.2 cu.ft.

MPG: 20/26

MPG: 25.9 (tested)

Base Price: $47,435 (includes delivery)

Invoice: $45,883

Options:

Machine gray metallic paint, $595

Test vehicle: $49,030

Sources: Mazda, www.kbb.com

Photos: Mark Savage

2021 Kia Sorento Hybrid EX

Hybrid Sorento a family hauler with a smaller carbon footprint …

Families looking for economy, but needing people-hauling ability, and whose social consciousness nags them about cutting their carbon footprint, should be dancing a conga line toward Kia dealers for a Sorento Hybrid.

This family hauler was redesigned for 2021, along with its cousin, Hyundai’s Santa Fe, both reviewed earlier. Now comes the Sorento hybrid that gets roughly 10 mpg better than the internal combustion engine (ICE) model, yet isn’t a budget buster.

A base ICE-powered model lists about $31,000 while a hybrid starts about $34,000.

Performance? Not much difference between the two in everyday driving.

Acceleration is good, maybe a bit more accelerator effort in the hybrid, but even with a 6-speed automatic in place of the 8-speed dual-clutch with the ICE version, shifts are smooth. Plus the electric often powers Sorento up to 20+ mph so it’s quiet. (There’s a mild beep outside to warn pedestrians when you back up.) The ICE and electric power switchovers are seamless.

Handling is solid too, as in the ICE model with reasonable corner turn-in and not much body lean, if any. I mean the batteries seem to give this a lower center of gravity to feel even more solid on the highway than the previous versions, not that that was needed. Plus the weight seems to quiet the ride on city streets so they are only a bit jiggly. Highways feel like you’re riding on satin.

Kia’s hybrid system mates electric battery-powered motors with a small 1.6-liter turbocharged I4. Combined the systems deliver 227 horsepower compared with 281 horses from the 2.5-liter turbo I4 in the upscale gas version, or 191 horses in a base ICE model. Yet it is torque that pushes or pulls a vehicle up to speed. Torque here is rated a more than respectable 258 lbs.-ft. vs. 311 with the more powerful gas engine.

Any of these will get Sorento up to highway speeds with ease, just the hybrid or larger ICE will do it with more authority. Note there are just three drive modes with the hybrid as opposed to five in ICE models. This one has Eco (the default), Sport, and Smart, which purportedly learns your preferred driving style and mimics it.

Eco was fine in town. I switched to Sport only when on the freeway as it delivers more acceleration and firms the steering for less highway lane fade.

A big plus, in addition to lower emissions, all that Eco driving saves fuel. The hybrid’s electric power comes from capturing power during deceleration and via regenerative braking. I got 37.6 mpg while the trip computer was an enthusiastic 41.6. Still, that compared with 25.7 mpg in the ICE model tested in summer. EPA estimates are 39 mpg city and 35 highway.

Quick calculations show an average driver at that rate would save $444 a year on fuel. There’s no electric cost as this isn’t a plug-in hybrid. That’s coming shortly though. Note that if you drive more than the average 12,000 miles a year you’ll save even more.

All that is so practical, and Sorento is all of that.

Yet as I’ve said before this Kia is handsome with a good-looking nose featuring a hexagonal grille pattern while the tail features snazzy two-bar vertical LED taillights, one shy of looking an awful lot like Mustang’s taillights. Similar to the fancy upscale X-Line Sorento driven earlier, this EX trim model includes a satin chrome accent on the C-pillar, plus the same around windows and a decorative chrome doodad overlapping the front fender and doors. Snazzy!

All Sorentos are nearly identical in size too and come standard with three rows of seats, plus offer optional captain’s chairs in the second row, a segment exclusive. Santa Fe models don’t offer the third row.

So Sorento seats six or seven. The tester opted for the captain’s seats in row two, so would seat six. I like that this opens up some foot room for third row occupants and gives them another path out of the SUV/crossover.

Also Kia has designed a push button atop the second row seats, next to the headrests, and another at the seat’s base. Press these and the row two seats fold and slide forward, making for easy exits from row three. A little friendly persuasion of row two occupants to slide their seats forward a bit also aids leg and foot room in back. Still row three is best for pre-teens as the third row seats are low-riders (close to the floor) so a person’s knees ride up near the chest.

Being a family hauler dictates that safety is of utmost importance. No worries here.

Sorento packs plenty of safety systems. Standard are adaptive cruise control, blind-spot warning, forward collision avoidance and assist with cycle recognition, rear cross-traffic avoidance, lane-keeping, safe-exit assist, and parking sensors. Better yet, the lane-keeping can be turned off to avoid odd steering patterns in town when there’s construction and debris to dodge.

Inside the test vehicle is attractive and well arranged. First, the dash and doors include a sort of quilted metal look to give the EX a bit of a jeweled appearance. Other trim on air ducts and the instrument pod and door releases is satin chrome while around the screen and by the gauges is a gloss black trim with matte black and silver on the console to avoid reflections.

Handsome door styling and snazzy quilted metal trim.

Seats are a light gray perforated leather-like material, plus are heated. The driver’s seat is powered, but the passenger’s seat is manual and both are mildly contoured. I find the bottom cushion a bit hard, but comfy enough for city driving. The dash is black as are the tops of doors and trim. 

Mid-dash is a 10-inch screen that’s easy to see and simple to use. Buttons and knobs are well arranged and labeled. I also like the dual level air vents that adjust to aim air where you need it. Visuals are nice too.

Overhead is a panoramic sunroof with power shade, an SOS system and a power hatch in back. Below the center stack is a wireless phone charger that’s easy to use, better than the Santa Fe’s arrangement. Just remember your phone when you get out of the vehicle. I forgot mine several times. Some vehicles warn you if a phone is in the charger. Not here.

The EX trim is not the top of the line, so it is missing a few things that come on fully loaded vehicles, such as a navigation system and AWD. In Wisconsin the later is most important. It runs $1,800 to $2,300 extra, depending on the Sorento’s trim level. That’s a bit unusual. AWD often is a standard option price, about $2,000.

Note that the hybrid model only is recommended for towing 2,000 lbs., the same as the lower horse ICE model. And unlike the ICE models that are made in Georgia, the hybrids are assembled in South Korea.

Pricing, which was touched on earlier, is attractive for such a well-equipped and designed SUV/crossover. Base price for the tested EX model is $37,760, including delivery. With just the snazzy bright metallic red paint as a $445 option, this one settled at $38,205. Add AWD and you’re at about $40,000.

A base hybrid starts about $34,000 and a plug-in hybrid Sorento will list about $41,000. Like most plug-ins, it’s expected to have about a 32-mile fully charged electric range.

The taillights remind me of those on Mustangs, you?

Gas-powered (ICE) models run from $30,500 up to $44,000 if well equipped.

Choices abound with Sorento, from trim levels to power plants. If cutting pollution is high on your list along with family safety and comfort this hybrid is a desirable choice.

FAST STATS: 2021 Kia Sorento Hybrid EX

Hits: Handsome redesign, good handling, ride, fine power, but exceptional MPG. Panoramic sunroof, third row seats, power hatch, 10-inch screen, clear button arrangement, nice visuals on instrument cluster, heated front seats, large cargo area if rear seat down, roomy interior, wireless charger, and stout safety device lineup.

Misses: No navigation system at this trim level and AWD is optional.

Made in: Hwasung, So. Korea

Engine: 1.6-liter turbo I4 GDI hybrid, 227 hp/258 torque

Transmission: 6-speed automatic

Weight: 3,979 lbs.

Wheelbase: 110.6 in.

Length: 189.4 in.

Cargo: 12.6, 38.5, 75.5 cu.ft.

Tow: 2,000 lbs.

MPG: 39/35

MPG: 37.6 (tested)

Base Price: $37,760 (includes delivery)

Invoice: $38,545

Major Option: Runway red paint, $445

Test vehicle: $38,205

Sources: Kia, www.kbb.com

Photos: Mark Savage