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Nissan recently showed the first official images of its 2009 370Z sports coupe. Building off the heritage from the original 240Z in 1970, the new Z carries a sleek, sporty design as well as replacing the aged 350Z powerplant with a bigger, more powerful engine. The new look and increased power should help make the 370Z a more refined sports car and help eliminate the stigma of being the “poor man’s Corvette”.

The 2009 Nissan 370Z is the latest addition to the infamous Z car heritage and the new design gives a noticeable nod back to the original. While the 350Z was an eye-catching design when the car launched in 2003, the 370Z actually makes the current design look a bit conservative. The new car’s proportions are more in line with the 240Z with a long hood and swept windshield, while the roofline is almost straight from the A-pillar back to the rear fascia. Short overhangs and prominent wheel arches help increase the 370Z’s sporty stance. The wheel arches are even more prominent compared to its predecessor with headlight and taillight designs in line with the design language of the 2009 Nissan Altima.

Inside, the 370Z continues its improved sporty makeover. The most appreciated change inside the 370Z is the new steering wheel. While the 350Z used a three-spoke steering wheel that was seemingly pulled out of a Pathfinder, the 370Z’s wheel is sportier and more rounded helping to give the new cabin a look deserving of a sports car. Like the previous Z car, three gauges still sit atop the center stack above a supersized navigation screen.

Under the hood, the 370Z will use the same engine Infiniti uses in its G37 coupe. No specific details are available on the new Z car, but the G37 puts out 330 horsepower and 270 lb-ft of torque. Like the current 350Z, expect the new car to offer sporty options for both manual and automatic transmission. Power will continue to lay rubber via the rear wheels.

The 2009 Nissan 370Z will make its official debut at the Los Angeles International Auto Show on Nov. 19, 2008 and will go on sale early in 2009. Stay tuned as we’ll provide more information as it’s released.

Review written by: Jeffrey N. Ross
All photos courtesy of Nissan Motors

As northerners prepare for the wintry weather ahead, those in the south are still recovering from a brutal hurricane and rain season. While all-wheel drive vehicles have a large following in the northern states for navigating snowdrifts and ice-covered roads, their added traction is beneficial in mud, sand and water, too.

For this reason, Volvo introduced the third generation of its off-roading station wagon, the 2008 XC70 crossover. While most crossovers use an SUV-like design on top of a car-based chassis, the XC70 reverses that thinking and uses a body almost identical to the V70 wagon, focusing on suspension and drivetrain enhancements to create a more rugged and versatile vehicle. 

With 8.3 inches of ground clearance, the XC70 sits higher than a Honda Pilot or Toyota Highlander despite giving up at least six inches in overall height to both vehicles. While the Haldex all-wheel drive system lacks a true locking differential and most likely won’t be confused for a full four-wheel drive system, the XC70 is more than capable of getting itself into and out of low-traction situations. The standard hill descent control uses the brakes and engine torque to help keep Volvo’s crossover wagon from getting out of control while descending steep grades. While some crossovers look like they are designed for mall parking lots and school pickup lanes, the XC70 looks every bit the part for an off-road capable vehicle.

The smooth, clean lines of the V70 are interrupted on the XC70 with the extensive use of dark, matte plastic and bright, aluminum-colored trim encompassing the lower portion of the car. In addition to providing an aggressive look, the XC70’s plastic cladding adds increased ruggedness and scratch prevention on trails, as well as providing wider wheel flares to protect the 235/55R17 Continental tires. Unique front and rear fascias help give the XC70 a wider appearance with large, blocky fog light bezels up front and thick, accent reflectors out back. The Oyster Grey Metallic paint job on our test car was actually more of a light brown hue and, combined with the dark plastic cladding, gave the XC70 a very outdoorsy look.

Despite the XC70’s rugged, off-road exterior, the cabin is an untouched carryover from the luxurious S80 that we tested last year. The optional leather seats were soft and provided exceptional support luxury, while all of the gadgetry and controls were within a close reach and easy to use. The center stack uses Volvo’s signature waterfall design that flows down into a gear shifter wrapped in more soft leather and surrounded by real wood inlays that are also found on the door panels and on the instrument panel. The leather seats and wood inlays were part of a $2,995 option package that also included the power moonroof, power passenger seat and a rearview mirror with compass and HomeLink.

In fact, most of the added options on the XC70 we drove were inside the cabin. The $1,650 Dynaudio Package adds the Dynaudio premium sound system with Dolby ProLogic II surround sound, rear seat audio controls and headphone jacks and Sirius-ready stereo, while the $2,995 Climate and Child Booster Seats Package adds heated seats and windshield washer nozzles, rain sensor windshield wipers, headlamp washer nozzles and dual integrated, two-stage booster seats for children in the outboard seating positions of the rear seats.

With the same amount of cargo capacity as the V70 wagon, the XC70 increases its utility by providing 33.3 cubic feet of cargo space while seating five passengers and up to 72.1 cubic feet with the 40/20/40 split rear seat folded down. For bulkier items, the XC70 comes standard with integrated roof racks and with the convenience of a fold flat passenger front seat, the XC70 can swallow items up to nine feet in length. The XC70 also has the ability to tow the dirtbikes or ATVs to the trails with a 3,300-pound maximum towing capacity.

Powering the 2008 XC70 is Volvo’s proven 3.2-liter I-6 mated to a six-speed automatic Geartronic transmission with manual shift mode. Good news for those looking for a little more power, the 2009 XC70 will offer a turbocharged 3.0-liter I-6, which puts out 281 horsepower and 295 lb-ft of torque without sacrificing fuel economy. The XC70 gets an estimated 15 miles per gallon in the city and 22 mpg on the highway, and our test car averaged just over 19 mpg on mixed driving.

Considering the XC70’s purpose, it still maintains a comfortable, smooth ride and is surprisingly agile on twisty roads. For such a tall vehicle, the XC70 exhibited little body roll in tight corners and the steering was very predictable. While this boxy Volvo probably won’t win any drag races, its quick acceleration and smooth shifting make it feel much faster than it probably is. Volvo says the XC70 can run from 0-60 mph in 8.1 seconds – about average for a vehicle in this class.

Volvo’s commitment to safety is apparent on the latest XC70. The XC70’s side-curtain airbag extends lower to protect children in the integrated booster seats, while multiple crumple zones and whiplash protection help keep everyone inside the car safe in the event of an accident. Additional standard safety features include dynamic stability control with traction control, daytime running lights and a total of six airbags.

The hard part to swallow for those cross shopping the XC70 against the Pilot, Highlander or even XC90 may be its price with a base MSRP of $37,775. Tack on the laundry list of optional luxury and premium features our test car had and the prices jumped up to $44,065. That price puts the XC70 about on par with some larger and roomier competition. In the end, though, it comes down to the ability to stand out among a sea of crossovers without giving up any of the rugged off-road capabilities that many buyers are accustomed to, and the 2008 Volvo XC70 delivers.

Review written by: Jeffrey N. Ross
All photos copyright Jeffrey N. Ross/Autotropolis.com © 2008

Volkswagen has engrained itself in the history of diesel-powered vehicles since the first diesel Rabbit hit U.S. shores in the 1970s. Although Volkswagen has continued offering a wide number of diesel vehicles since, the cars have become increasingly limited due to increasingly stringent regulations in overly polluted metropolitan areas like California and New England

New for 2009, Volkswagen introduced the 50-state legal clean diesel Jetta TDI and Jetta SportWagen TDI, which should shatter all of the stereotypes associated with diesel cars. Gone are the fog of black smoke from the tailpipe and the loud clatter from the engine, while the increased fuel economy and reliability are still in place. With its EPA fuel economy of 30 miles per gallon in the city and 41 mpg on the highway (with manual transmission), VW now offers one of the most fuel-efficient sedans in its class and the only one to offer a diesel engine.

While it might take an engineer to actually describe how the 2009 Jetta TDI’s technology works, any average consumer will instantly appreciate the lack of smoke, noise and lag. The Jetta TDI uses an advanced exhaust system, that includes a diesel particulate filter, NO_x storage catalyst and H₂S Slip Catalyst, to help eliminate all of the preconceived notions of diesel engines. The technology behind diesel fuel production has also changed over the years allowing the diesel-powered Jetta to comply with the latest regulations. As of September 2006, all gas station are required to sell only ultra low sulfur diesel (USLD), which is also referred to as clean diesel.

The heart of the Jetta TDI is VW’s all-new turbocharged 2.0-liter I-4 with common-rail direct injection. With 140 horsepower and 236 lb-ft of torque, the Jetta TDI should easily manhandle a Prius, while still holding its own against anything a Corolla or Civic could throw at it. In normal driving conditions, the Jetta’s diesel engine is disciplined, yet responsive. Under hard acceleration, the all-season tires break loose for a quick chirp accompanied by a slight, almost unnoticeable, whine of turbocharger spool. The Jetta’s powerplant feels strong whether it’s called upon to climb a steep, winding road or to merge into heavy freeway traffic. Over 145 miles of mixed driving, the Jetta TDI got as much as 44 mpg.

Directing the power to the front wheels, the Jetta TDI is available with either a six-speed manual transmission or VW’s six-speed automatic, dual clutch DSG® transmission. The latter, which features a sport mode and a Tiptronic® manual shift mode, will run an additional $1,100 for either the sedan or SportWagen variant. While the Jetta TDI offers the same DSG® transmission as the 2008 R32, there are no paddles mounted on the back of the steering wheel. As is the case with most cars, the manual transmission offers slightly better fuel economy over the automatic. With the automatic transmission, only a small amount of hesitation could be detected when the Jetta took sharp, uphill corners, but is probably a better option for continuous stop-and-go driving.

Other than a small TDI badge on the lower right corner of the decklid, there are no visual differences between the base Jetta models and the Jetta TDI, which is good news. Like all other VW’s, the Jetta sports a prominent chrome grille up front and clean lines throughout the body. Faint creases along the hood and across the doors help add character and definition to the Jetta’s design. The 16-inch, split five-spoke alloy wheels not only add an aggressive aspect to the Jetta, but it also helps to improve stability.

In sharp turns and twisty roads, the Jetta was confident and maintained its intended line. The four-wheel disc brakes performed well with no noticeable fade during long, downhill stopping maneuvers. With standard safety systems such as Electronic Stabilization Program (ESP), Electronic Brake Assist (EBA) and Anti-Slip Regulation (ASR), the Jetta can take on driving in almost any weather situation. The Jetta and Jetta SportWagen received four stars in frontal impact protection and five stars in side impact protection from the National Highway Transportation Safety Administration (NHTSA).

Awaiting us on the inside was the same comfortable interior that we grew fond of in the R32 and Jetta SportWagen. From the leather-wrapped steering wheel to the comfortable seats, all the surfaces inside the Jetta are soft to the touch. The height-adjustable driver’s seat and tilt and telescoping steering column help to ensure that the Jetta TDI’s pilot is perfectly situated. Even the deep “thud” that is heard when closing the doors gives the Jetta a sense of a safety.

The base Jetta TDI is essentially the top-of-the-line model and the base price shows it. Even with a starting MSRP of $21,990 ($5,000 more than the base Jetta sedan), the TDI is an easy choice when factoring in fuel mileage and costs. In addition to the price of diesel falling compared to gasoline prices (as of September 15, 2008, the national average for diesel is just 20 cents higher than regular-grade gasoline, according to the Energy Information Administration), the 2009 Jetta TDI and Jetta SportWagen TDI are now eligible for a $1,300 Federal Income Tax Credit from the Internal Revenue Service.

As if it would take more for Autotropolis.com to recommend the fuel-efficient, fun-to-drive, safe and affordable Jetta TDI, all 2009 Volkswagens come with the Carefree Maintenance Program, which covers all scheduled maintenance at no cost to the owner.

Review written by: Jeffrey N. Ross
All photos copyright Jeffrey N. Ross/Autotropolis.com © 2008

With fuel economy becoming increasingly important to the average consumer, manufactures are scrambling to get smaller, more fuel-efficient vehicles into their fleets without sacrificing the beloved cargo and passenger capacity that made SUVs and crossovers so popular in the first place. The answer? Hatchbacks, of course.

The Chevrolet Aveo stands as the sole domestic competitor in the compact hatchback segment, while the Honda Fit is a relative newcomer but has become quite an icon for the segment. Recently, we had the opportunity to put the 2009 Aveo5 and 2008 Fit up against one another in real world driving situations, and the results we came up with may surprise (and even offend) some readers.

For 2009, the Aveo5 received a full redesign to better compete with the Fit and other compact hatchbacks such as the Toyota Yaris, Nissan Versa and Scion xD. The result is a car that is a vast improvement over its predecessor and better equipped to take on its Japanese competition. Yes, the Aveo5 itself is a Korean-built car based off the Daewoo Kalos, but with a bowtie in the grille, the Aveo became the sole domestic compact hatchback when it was introduced in 2004. Honda’s Fit, called the Honda Jazz in most markets, has been in existence in its current form since 2001 abroad but had to wait until the 2007 model year to reach our shores.

At first glance, both cars use a quirky, wedge-shaped design that is both functional and attractive. The Honda Fit we tested came as a Sport model, so the ground effects, 15-inch alloy wheels and decklid spoiler helped give it slightly better visual appeal. The Milano Red paint scheme didn’t hurt either compared to the Aveo5’s Tidewater Blue Metallic (comparisons to Lavender and Periwinkle weren’t uncommon). Adding to the Fit’s sporty exterior, are the body-colored headlights similar to what’s found on the latest Chevrolet Corvette and Ferrari 355. Chevrolet did manage to make the large grille, inspired by the 2008 Chevrolet Malibu, look good on the small Aveo5, although the chrome fender vents looked like a cheesy, last-minute decision.

The whole point of buying a compact hatchback in the first place is to see a return in fuel economy, and both cars deliver. With its 106-horsepower DOHC I-4, the 2009 Chevy Aveo5 gets an estimated 25 miles per gallon city and 34 mpg highway. The 2008 Honda Fit Sport uses a 109-horsepower, 1.5-liter SOHC I-4 with VTEC to get an estimated 27 mpg in the city and 33 mpg on the highway. Not only did both cars hit their marks for fuel economy, but with their petite fuel tanks, fill-ups were relatively cheap, too.

On paper, the Fit seemed to have an advantage with its five-speed automatic transmission, but we soon found out that in daily driving, the Aveo5’s four-speed automatic was better behaved. In the city, the Fit never seemed to find the right gear, while highway driving saw many unnecessary downshifts. Our Honda Fit Sport also included steering wheel-mounted shifter paddles, which seemed about as necessary and purposeful as the Chevy’s fender vents.

Inside, both cars provide an atmosphere that is inviting and feels much larger than the cars actually are. The Fit may hold a slight advantage when it comes to ergonomics and layout, however, with a smoother, more straightforward design. The instrument panel sits low and allows for small quarter windows at the base of the A-pillars to provide more light and a more spacious feeling. The integrated cupholders and sporty three-spoke steering wheel are easy to overlook, but are very appreciated. The Aveo5’s instrument panel is upright and uses swaths of faux brushed aluminum that help to prevent the dash, steering wheel and shifter and door panels from becoming a wide expanse of hard grey plastic. The digital clock mounted top of the dash was a thoughtful and useful detail.

The Aveo5 has a clear advantage over the Fit when it comes to comfort especially on long hauls. After an hour or so, the Fit’s seats start getting a little uncomfortable, and to make matters even worse, there is no center armrest. One unusual design aspect hampered comfort was the placement of the Fit’s fuel tank under the front seats. On highway trips with the cruise engaged, it’s nice to have a place to rest your legs for a moment - the intrusive humps near the transmission tunnel prevent that possibility.

Chevrolet’s offering did have some of its own quirks, but, thankfully, it offered an armrest for the driver. Our main gripe about the Chevy’s cabin was the lack of a main door lock switch and/or automatic door locks. Other than the key fob, the only way to lock or unlock all of the doors with power was to pull up or depress the door lock plunger, which proved to be rather aggravating. Also, the pop out cupholders provided little support for larger beverages.

One major advantage the Aveo5 has is the luxurious convenience of OnStar, and like all Chevrolet vehicles, the first year of service is on the house. While OnStar may not be a replacement for navigation systems, it is definitely a welcomed device on a sub-$14,000 economy car.

Both cars managed to provide surprising amounts of headroom and legroom. With the front seats all the way back, the Fit and Aveo5 provided adequate legroom even for taller passengers. With the seats folded flat, the Fit and Aveo5 hold their fair share of cargo (41.9 and 42.0 cubic feet, respectively). Due to its tall roof and low load floor, the Fit holds a considerable cargo advantage with the rear seat in place (21.3 versus 7.1). The Fit’s rear seats have a unique design that lets them fold completely flat, or fold the seat bottoms up to allow for very tall items to fit in between the front and back seats.

When it comes to safety, the National Highway Transportation Safety Administration (NHTSA) scored both cars pretty well. Although both cars come standard with tire pressure monitoring systems (TPMS), they also both experienced the erroneous illumination of the low tire pressure warning light. The only faults we could find about either car’s design when it came to safety, was the Fit’s 3-star side-impact crash score for rear-seat passengers and the Chevrolet’s lack of standard anti-lock brakes (ABS).

In base trim, the Honda Fit comes in at just under $14,000 with a $13,950 MSRP, while the Aveo5 stands as one of the most inexpensive new cars on the market with a $11,460 MSRP, but trim levels and accessories bumped our test cars’ prices considerably. The Sport package on the Honda Fit raised the base price to $16,070, but came handsomely equipped with power windows, keyless entry, cruise control, AM/FM/CD stereo with auxiliary jack and automatic transmission for a $16,705 as-tested price. The Chevrolet Aveo5 we tested came in the mid-level 1LT package and added the Power and Convenience Package (power door locks, keyless entry and power windows), automatic transmission, cruise control and anti-lock brakes (ABS) for an as-tested price of $16,295.

In our opinion, the 2009 Aveo5 is the better choice between the two cars, which should be expected against a car that is eight years more technologically advanced. The real test for the new Aveo5 will be the all-new 2009 Honda Fit, which hits showrooms later this month.

Review written by: Jeffrey N. Ross
All photos copyright Jeffrey N. Ross/Autotropolis.com © 2008

Nobody ever said that the switch from large SUVs to small, fuel-efficient cars was going to be easy. As Americans scramble to get out of vehicles that were probably too big for them in the first place, many still crave the added convenience SUVs provided when it comes to cargo room. One of the largest, and fastest, transitions in the automotive industry may see the loathed station wagon and hatchback become a popular car on American streets.

One of the front-runners in the hatchback race is the 5-door version of Mazda’s popular MAZDA3, more commonly referred to simply as the 3. Building off the already impressive looks of its sedan counterpart, the 2008 Mazda 3 5-door offers comfortable room for five passengers plus their luggage and fuel economy that won’t make a road trip painful. Throw in the fact that the 3 rides on the same platform as the Volvo C30 that we tested not too long ago and it’s easy to see why the 2008 MAZDA3 is one of the most fun-to-drive, fuel-efficient cars on the market. 

Successor to the Mazda Protégé, the 3 was originally launched as a 2004 model. For most cars, the five-year mark represents the point where the design starts to appear old and worn, but the 2008 MAZDA3 looks as fresh as the first one did in 2003. In both sedan and 5-door guise, the 3 possesses an athletic and sporty look that was introduced on the MAZDA6 and has since been incorporated, in one way or another, into the designs of some of Mazda’s latest iconic vehicles including the CX-9 and MX-5. Although many competitors have sprouted up over the years, few can match the 3’s style and attitude.

From its pointy front end to its sculpted rear haunches, the 3 has an athletic look that is instantly recognizable. With its main competition coming from cars such as the Toyota Matrix and Dodge Caliber, the 3 offers a sportier, more attractive design. The “standard” hatchback look is somewhat reduced thanks to the sloped roofline and unique rear quarter windows. From the rear, the clear-lensed taillights and blacked-out rear “diffuser” gave the low-slung 3 an aggressive look. Our test car came in Golden Sand Metallic and topped off with 17-inch, five-spoke bright aluminum alloy wheels wrapped in Goodyear all-season rubber.

Inside, Mazda’s entry-level hatchback continued to impress. The Touring package features a leather-wrapped sport steering wheel and piano black inserts that accentuate the three large electroluminescent gauges, while the soft, cloth seats provide extensive comfort and support. For added driver convenience, the MAZDA3 offers tilt and telescoping steering column, steering wheel mounted audio and cruise controls as well as adjustable driver’s seat height and lumbar support.

Adding to the fun/quirky operations inside the 3, during station or volume changes a series of LED lights would illuminate in a directional manner that instantly brought back memories of Knight Rider’s K.I.T.T. The only disappointments that stuck out to us in the 3’s cabin are the small, cluttered stereo display and the vast expanse of hard plastic along the top of the instrument panel that lacked the high-quality feel as some of its competition.

The main advantage of driving a hatchback over a sedan is the increase in cargo capacity, and the 2008 Mazda 3 does not disappoint. While being slightly outmatched by the Matrix and Caliber in terms of maximum capacity, the 3 still offers a respectable 43.8 cubic feet of cargo room with 17.1 cubic feet of that located behind the 60/40 split folding rear seat. For wet or dirty items, the 3 provides a hidden, plastic-lined storage area under the rear cargo floor with a lid that doubles as a cargo divider.

In addition to the Volvo C30, the MAZDA3 also shares its platform with Europe’s spirited version of the Ford Focus giving it surprising handling capabilities over similarly sized cars. Coming in at just under 3,000 pounds, the 3’s suspension is nimble and the steering is precise providing handling that feels confident and capable in abrupt maneuvers, while the powertrain provides enjoyable acceleration out of the gate.

Under the hood, the 3 sedan is available with two engine options, a 148-horsepower 2.0-liter four cylinder in “i” trim or a 156-horsepower 2.3-liter four cylinder in “s” trim, while the 5-door only offers the latter. Although a five-speed manual transmission is standard, our test car came equipped with a five-speed automatic transmission, which delivered EPA fuel economy rated at 22 miles per gallon in the city and 29 mpg on the highway. This powertrain combination provides ample acceleration (0-60 mph in the 8-second range) without being too noisy or lethargic.

For those looking for a little better performance and handling, the MAZDASPEED3 is a factory-tuned hatch that comes with a turbocharged, 263-horspower version of the 2.3-liter engine and a bargain sticker price of just $23,090.
 
Entry price for the base 3 sedan is $14,645, while the 5-door starts at $18,675. The car we tested had a base price of $19,375 but added Sirius satellite radio ($430), moonroof/in-dash six-disc CD changer package ($890) and destination charge ($635) for an as-tested price of $21,330. For first time car buyers or those just looking to get into a more fuel-efficient (but still fun to drive) car, the 2008 MAZDA3 is a definite must see.

Review written by: Jeffrey N. Ross
All photos copyright Jeffrey N. Ross/Autotropolis.com © 2008

A recent problem in the crossover segment seems to be that form and function don’t always go hand in hand. While the edgy, stylish crossovers offer attractive looks they often suffer when it comes to interior space, while the cavernous and roomy selections tend to exhibit uninspiring, sometimes minivan-ish designs. Mazda’s family-sized crossover, the 2008 CX-9, manages a spectacular design with spacious accommodations for seven passengers.

Between the CX-9 and the slightly smaller CX-7, Mazda has itself an incredible 1-2 punch in the crossover market that few, if any, manufacturers can compete with.

Based off the same platform as the Ford Edge, the 2008 Mazda CX-9 was a hit right from the start. Not just any vehicle could take home such prestigious awards as Motor Trend’s SUV of the Year and the North American Truck of the Year in the same year, so the fact that the 2008 Mazda CX-9 now boasts both awards in its trophy case should make it an even more enticing buy. For those looking for a crossover that mixes stellar looks with a spacious interior and powerful, decently efficient engine, the CX-9 should be on the short list of what to check out.

If CX-9 looks familiar, don’t worry, it’s not déjà vu. The CX-9’s design is essentially a stretched out and more toned-down version of the CX-7, making it more palatable to those turned off by the CX-7’s somewhat ostentatious looks. The distinct profile of the CX-9 is highlighted by the steeply raked windshield, downward-sloping roofline and rising beltline. Active Bi-Xenon headlights, massive 10-spoke, 20-inch alloy wheels and trapezoidal dual exhaust outlets finish off the CX-9’s elegant look.

The Liquid Platinum Metallic paint and extensive, yet tasteful, use of chrome trim made the CX-9 look flashy enough for a night out on the town, but not too fancy during the daily commute either.  Aside from the Suzuki XL7 and GM’s Lambda quadruplets (Acadia, Enclave, Outlook and Traverse), few crossovers offer this much style, space and efficiency, not to mention a ride height and aggressive looks that wouldn’t look entirely out of place if taken off road.
 
Despite the tall ground clearance, the CX-9 is surprisingly easy to get into, and once inside, a spacious, luxurious interior awaits. A pleasant mix of soft leather and wood and aluminum trim accents welcomes front passengers, while piano black inserts on the steering wheel, center stack and center console help finish off the classy ambiance. From the driver’s seat, the touch-screen navigation is easy to use and the instrument cluster uses orange electroluminescent lighting with blue backlights to give the gauges a sporty and welcoming look.

When compared to the CX-7’s interior, the extra space pays off. The added five inches of wheelbase and 15 inches of overall length not only provided the CX-9 with enough headroom and legroom to seat a basketball team’s starting five comfortably, but it also allowed the sleek crossover to come with a comfortable third-row seat. The second row seats slide forward to increase third-row legroom when needed, while also tilting and sliding forward out of the way making ingress and egress to the back seat an easy task. Even taller third-seat passengers will enjoy the headroom and legroom (35.4 inches and 32.4 inches, respectively) provided by the CX-9.

In addition to the ample comfort, Mazda also offers many convenience packages into its CX-9 – albeit at a considerable premium. The CX-9 Grand Touring that we tested came with almost $5,500 worth of optional upgrades to the interior. The GT Assist package ($2,500) added the power liftgate and a touch-screen DVD navigation system with a built-in rear-view camera, while the Rear-seat Entertainment system ($2,560) featured an 11-speaker, 296-watt Bose® 5.1 Surround Sound system and a rear seat DVD player incorporated into the headliner with a nine-inch flip-down monitor. A standard feature on the Grand Touring model was the calculator-sized smart key, which was surprisingly large but the simple operation of Mazda’s advanced keyless entry and start system more than made up for it

The sole powertrain for the CX-9 received a modest power boost for 2008 switching to Mazda’s 273-horsepower, 3.7-liter DOHC V-6 with 273 lb-ft of torque mated to a six-speed automatic with a manual sport shift mode. While the model we tested sent power to the front wheels only, all-wheel drive is an option for Mazda’s flagship vehicle. Fortunately, the power increase didn’t have a major affect on fuel economy with EPA estimates of 16 miles per gallon city and 22 on the highway.

Smooth shifts and instant power made the CX-9 fun to drive, but the true enjoyment behind the wheel came on roads that would have any Mazda vehicle feeling at home. Despite a 4,312-pound curb weight, the CX-9 felt as nimble and confident as anyone could expect from a seven-passenger vehicle thanks in large part to the four-wheel independent suspension and four-wheel vented disc brakes.

Having all that power means nothing if it can’t get the dirty work done, too. With the optional ($535) towing package, the CX-9 is capable of towing up to 3,500 pounds. If towing a trailer is not necessary, the CX-9’s cavernous interior can swallow up to 100.7 cubic feet of cargo with all of the seats folded flat. 

Thanks to three-row side-curtain airbags and front and rear crumple zones, the CX-9 achieved a five-star safety rating for frontal and side impact protection from the National Highway Transportation Safety Administration. Additional standard safety systems include roll stability control, dynamic stability control with traction control and three-point seat belts for all three rows of passengers.

An optional ($200) blind spot monitoring system is available, and although it came in handy in heavy traffic, it occasionally came on erroneously when driving next to cement barriers on the interstate. When an object was detected in the CX-9’s blind spot, a light would illuminate on the corresponding exterior mirror, and if the turn signal was used indicating a lane change in that direction, an audible beep would sound further warning the driver.

The starting MSRP for the base CX-9 Sport is $29,400, but without self-restraint from checking the option boxes, the bottom line can climb high and quick. The 2008 CX-9 Grand Touring starts at $33,355, but the model we tested came with enough interior upgrades to make your ordinary family trip turn into an extraordinary adventure and added up to an as-tested price of $40,330.

Review written by: Jeffrey N. Ross
All photos copyright Jeffrey N. Ross/Autotropolis.com © 2008