Ever since the dawn of the crossover about a decade ago, automakers have tried to perfect the formula by blending family sedan driving virtues with the comfort and space of an SUV.
As car enthusiasts, we typically don’t warm up much to crossovers. They offer plenty of utility, but at the expense of that simple-yet-undefinable virtue of soul.
But if one automaker can prove us wrong by offering up a dose of fun in an otherwise unexciting segment, it’s probably going to be Mazda . After redefining its mission in life more than 20 years ago with the MX-5 Miata, the zoom zoom of brands has injected a little life into nearly every segment.
Enter the CX-7, a voluptuous crossover with the heart of a champion. Can its zippy powertrain make it a sure-fire winner?
What is it?
Slotting in below the huge CX-9 that recently won over our cold hearts, the CX-7 is the smaller of Mazda’s two crossovers. Now a few years old, the CX-7 was nonetheless treated to a modest refresh last year that gave its smile a little more grin (Mazda must have hired an orthodontist) and its interior a little more tech.
Based its own, unique platform (an expensive proposition these days), the CX-7 is powered by Mazda’s award-winning direct-injected turbocharged 2.3-liter four-cylinder. It’s more or less the same engine that powers the pocket rocket Mazdaspeed3, except here in the bulkier, 4,000 lbs. CX-7 it’s mated to a more leisurely six-speed automatic and, in the case of our test car, it powers all four wheels. Mazda has attempted to negate the ‘speed3′s notorious torque steer by reducing output, using a smaller turbocharger and retuning the motor for more low-end torque. Curiously, European CX-7s get the standard ‘speed3 engine modified only to fit in the crossover.
Although it starts around $22,000, the CX-7 we tested was fully optioned Grand Touring model with all-wheel-drive. Stickering just under $34,000, our test vehicle was pleasingly well equipped.
What’s it up against?
More trimly sized yet more upscale feeling than a Toyota RAV4 , the CX-7 is probably better off rivaling the Chevrolet Equinox and its GMC Terrain twin, as well as the Kia Sorento , Hyundai Santa Fe , Volkswagen Tiguan , Subaru Forester XT and Nissan Rogue .
Any breakthroughs?
For 2010, the CX-7 gained an optional mini screen navigation system and streaming Bluetooth audio in addition to a host of other minor upgrades.
Our CX-7′s Grand Touring status means it comes with a surprisingly comprehensive feature count for the class. Read through the standard features list and you’ll encounter such goodies as Xenon headlamps, 19-inch alloy wheels, a rearview camera, an auto-dimming rearview mirror with Homelink, memory driver’s seat, blind spot monitoring and keyless ignition.
Also new for 2010 is an entry-level model powered by a non-turbo 2.5-liter four-banger. It sips less gas but also offers less punch – just 161 horsepower reside under its hood.
How does it look?
Now former designer Laurens van den Acker left his mark on Mazda during his tenure with the Japanese automaker: Smile!
We think the grinning Cheshire cat look works better on the CX-7 than any other model in the automaker’s lineup. Unlike the almost goofy Mazda3, the CX-7 is merely pleasantly happy to see you – not excessively enthralled. A series of matte silver trim rings surround the three lower grilles up front, while the bulging dome-style hood adds presence and needed toughness.
From the side, the CX-7 reveals a low roofline and swoopy fenders like those on the Mazda6. The end result here is more appealing, in our eyes, than on the large 6 sedan. Out back, the facelift mostly left things alone. Our tester came with a $125 stainless rear bumper guard that actually worked nicely to both protect the plastic bumper from scuffs and to add a little zest to the relatively plain tail.
Our tester’s 19-inch wheels might ride on pricey tires (a tick under $200 each according to the Tire Rack), but at least they did a great job of filing the tall wheel wells.
And on the inside?
If you’ve recently stepped inside a Mazda3, you’ll find many familiar elements. The 2010 refresh gave the CX-7 Mazda’s latest switchgear, including a sporty three-spoke steering wheel and a teeny tiny color navigation screen conveniently mounted just below the driver’s line of sight.
We love the placement of the navigation screen, but its trim dimensions and high resolution – think iPhone mounted three feet away from your eyes – make it more or less useless unless when it comes to reading street names. Used as a directional device rather than as a map substitute, the navigation is perfectly acceptable. It even boasts one of the most intuitive menuing systems we’ve ever encountered – just use the steering wheel mounted buttons and switches and you’ll be headed to your destination in no time. Unfortunately, there are no repeated controls easily accessed by a passenger.
The CX-7′s dashboard otherwise essentially emulates the rest of the Mazda lineup. Its gauges are deeply recessed and are brightly illuminated with red letters and a blue trim ring, while symmetrical audio and climate controls rest way up on the center stack. A big center console boasts an attractively padded center armrest.
The power-adjusted front buckets offer good long distance support, but the rear is a little tight for taller passengers. At least there’s a flop-down center armrest with staggered cupholders. A third rear passenger won’t be a happy camper.
Materials-wise, the CX-7 mostly shines. Elegant stitching and nicely grained, soft touch plastics lend an upscale air for the most part. The leather doesn’t match the CX-9′s incredibly fancy semi-aniline hides, but it is appropriate enough for the price.
But does it go?
The Tin Man got the heart he always wanted and so did the CX-7. But we hope the Tin Man’s transplant was more successful.
Lifted from the Mazdaspeed3, the 244-horsepower 2.3-liter turbocharged four is high on the tech count but feels a little low on grunt for this comparatively plump ‘ute. Mated to a six-speed manual in the Mazdaspeed3, the little four is a willing and grunty companion, but the CX-7′s six-speed slushbox dulls things a little. Don’t think the CX-7 is underpowered. It’s plenty peppy even with a full load. But its little four-banger doesn’t quite feel right in this application.
Tuned more for zippy high-rpm motoring, the four-cylinder isn’t exactly well suited to a relaxing six-speed automatic that seems ever-so-eager to shift into a higher gear. Rowing it yourself through the manual-like gate hardly helps matters; rapid-fire shifts aren’t found here.
Our biggest gripe with the CX-7 is the unpredictability inherent to some small displacement turbocharged engines. While there’s not much detectable lag in normal use, we did find that certain speed and gear combinations result in neck-snapping power (MORE POWAH!), while others made us wonder just what was going on under the hood. After a week of driving, we became used to the CX-7′s occasional quirks – a grossly overboosted turbo monster it is most certainly not.
Unfortunately, the 2.3-liter doesn’t deliver particularly good fuel economy. Preferring premium fuel, the CX-7 is rated at 17 mpg in the city and 23 mpg on the highway. We saw around 20 mpg in mixed driving and around 23 mpg on a strictly highway jaunt.
The CX-7 does offer a new standard 2.5-liter four-banger lifted from the Mazda3 and Mazda6, but by our estimation that’s just not enough power to tote around this crossover. Mazda only offers the non-turbo power with front-wheel-drive and a limited number of options.
Once we figured out just how to best squeeze the most power out of the CX-7, we really began to enjoy flinging it through corners. More than nearly any other mainstream automaker, Mazda has learned how to extract the most steering feel out of a simple hydraulic unit. Perfectly weighted, the firm rack-and-pinion steering proved both exceptionally stable on the highway and a genuine hoot to drive through the twisties. The all-wheel-drive CX-7 felt balanced and predictable and lacked the sloppiness you’ll find in nearly all of its rivals. The big 19-inch alloy wheels and sporty tires gave it gobs of grip and never felt too firm despite distinctly sport-oriented tuning to the suspension.
Why you would buy it:
You’re looking for something with a touch more soul than the automotive appliances that make up most of the small crossover scene.
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Why you wouldn’t:
Your other car is a Mazdaspeed3 and you were expecting a similar experience.
Leftlane’s bottom line
With plenty going for it – value, handling and comfort – the CX-7 makes a strong case for itself. But its dismal fuel economy and unpredictable turbocharged motor are two strikes against it that could be tough to overcome for many buyers.
But for those who are willing to get to know the CX-7, the small Mazda crossover is an enjoyable companion offering more zoom-zoom-style fun than anything else in the segment.
2010 Mazda CX-7 s Grand Touring base price, $32,885. As tested, $33,905.
Rear bumper guard, $125; Scuff plates, $145; Destination, $750.
Words and photos by Andrew Ganz.
