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2007 Mazda CX-7 Grand Touring Road Test

The Sportiest Utility Vehicle

It may not be the biggest of the mainstream Japanese automakers, but Mazda is arguably the most interesting. Their philosophy is different than the typical mass-market ideology that governs Honda or Toyota, and as a result the products that Mazda makes differ from the norm. Its engineers, for instance, are into experimenting with unique internal combustion configurations, making Mazda the only brand to currently produce a rotary-powered vehicle (RX-8), and not too long ago, it was the only automaker in the world to make use of Ralph Millers cycle in the top-line Millenia; now used in some hybrid cars. And although all of its cars arent the most interesting vehicles in the industry, the Tribute and MPV, for instance, both carrying through from Mazdas dreary 90s past, the Mazda5 people mover shows the new direction Mazda has chosen in order to inject a sports cars soul and spirit into a vehicle type inherently known for having zero sporting capabilities. So, whats next for a brand that looks at all things automotive from a different angle? A crossover. A history of creative vehicles led to this, a different kind of crossover. (Photo: Justin Couture, American Auto Press) />
The definitive angle for the new Mazda CX-7 is one that can actually be measured: 66 degrees, the slope at which the windshield and A-pillars are set. Arbitrary angles dont mean a whole lot on their own, but when put into perspective with other vehicles, 66 degrees is steeper than any other SUV or crossover currently on the market, not to mention Mazdas flagship sports car, the RX-8. But this is more than just an angle; it sets a tone that the rest of the CX-7 follows.

Like the 5 to the minivan, the CX-7 takes the key points in crossover theory and rearranges them in an order thats slightly different than the norm; driver enjoyment and visual appeal come first, followed by practicality and size.

You wont find curves like this on a Highlander... (Photo: Justin Couture, American Auto Press)

Due to this Mazda didnt need to adhere to any formulae currently found in the crowded marketplace, and that helps to set it apart. Size-wise, it sits in between the compact and midsize SUV/crossover crowd: bigger than a RAV4, Honda CR-V or BMW X3, but smaller than the Murano. On that note, you might as well forget about the equally bold, but much more expensive Infiniti FX, let alone any of the $60,000-plus German SUVs. On paper, however, its dimensions are closest to Toyotas Highlander, but the Toyota lacks any sporting prerogative whatsoever, not to mention that it looks like a tall station wagon, plus, its too busy saving the world with its optional (admittedly zippy) hybrid powertrain to concentrate on going fast around corners. While some still consider Mazda an entry-level brand, anyone who takes the time

Crisp, sharp-looking tail lamps are just one of the elements drawn from the MX-Crossport. (Photo: Justin Couture, American Auto Press)

to study the new CX-7 will have no problem comparing it to Acuras all-new turbocharged RDX, or even have it butting heads with BMW X3, which will be getting a power-hike shortly.

As far as crossovers go, the CX-7 is definitely a looker. It has a glow - an aura, if you will - normally only given off by bold and daring concept cars, which is no surprise, given its the production version of the MX-Crossport concept. Mazda carbon-copied the whole thing over, including those big, pontoon fenders from the front, the kicked-up window line that flows up and above the rear wheel arches and the curved roof line and hatch. Only the 20-inch wheels, bumpers, and the trinket-like fog lamps on the front air dam from the Crosssport were lost, but no worries as the CX-7 is still a magnet for attention.

But aside from looking good, the CX-7

Power and torque sacrificed for the sake of tractability. (Photo: Justin Couture, American Auto Press)

also looks expensive. Those LED taillights in clear housings shine brightly, as do the xenon headlamps. Body panel gaps are tight while the paint is deep and glossy. On closer inspection youll find that very few areas of the CX-7 have been spared the full-out body treatment; all hidden apertures, even the inner tailgate surfaces have been finished with the same glossy coating as the rest of the exterior, showing Mazdas breakthrough on attention to detail. You wont find that in the much more expensive BMW X3, let alone on Jaguars $100,000+ XK.
Under that unusually big and unusually heavy hood is the same ticker that powers the Mazdaspeed6. Okay, so its not exactly the same, as its been reworked slightly to better suit the characteristics of the heavier CUV body its now mated to. As much of a sports car as Mazda would like to think the CX-7 is, its still a four-door crossover, which means greater bulk to carry around, and a

So heavy, its got its own field of gravity... (Photo: Justin Couture, American Auto Press)

need for swift, low-down response. Thats why a Hitachi (they dont just make power tools and home electronics, you know) turbocharger with a smaller inlet is employed rather than the Mazdaspeed6s IHI unit, allowing it to spool more quickly. But, with less air flowing in, less air can be compressed; output dives from 274 to 244 horsepower, while torque drops from 280 to 258, although those figures are produced with 500 fewer revs. Thats still good enough to shift the CX-7 to 60 mph in about seven and a half seconds, thoroughly dusting a Cayenne V6.

For every fast line that the CX-7 possesses on its racy body, however, the quick-spooling turbo and power-boosting direct injection, some of the fundamental principles of performance motoring (zoom-zoom) have been lost along the way. The CX-7 is nowhere near as its shape conveys; in fact at 3,928 lbs, its preposterously girthy, enough so to blunt whats otherwise a hot-headed engine.

In trying to understand whats going on, we had a look

Smaller I-4 turbo has good pull and mid-range punch, but lacks the vocals of a six. (Photo: Justin Couture, American Auto Press)

at the general components used in the CX-7s unique architecture. Despite the link in the powertrain, the rest of the car is unrelated to the Mazda6. In terms of size, it might be close to Fords up and coming Edge crossover, but assuming that the two are clones is a mistake: the CX-7 shares nothing in common with the Blue Oval product, except for the fact that theyre both sporty looking, and shared a debut date at this years NAIAS. Instead, you can find shared components with the rather dull Mazda MPV (the Japanese-market one, which, incidentally is available with the same engine). Behind the rear bulkhead, the rest of the chassis has components that belong to the 3 and 5. This explains why the CX-7 comes standard with front-wheel drive, but leaves us at a loss to figure out a plausible explanation of its porky curb weight.

Using a four-cylinder engine in a vehicle class type thats normally suited to bigger six-cylinder engines is a little bit unorthodox, but for Mazda its a decision that has numerous benefits, particularly since its conscious

Mazdas best interior to date. (Photo: Justin Couture, American Auto Press)

towards sporting performance; aside from the fact that a sufficiently powerful six-cylinder engine wasnt available at the time of development. With two fewer cylinders in the engine, overall weight is reduced, keeping handling nice and tidy while the smaller displacement helps reduce fuel consumption. Smoothness isnt an issue on the 2.3-liter MZR-based four either, as its been fitted with counter-rotating balance shafts and an advanced form of direct injection thats practically inaudible. The only downside to all of this is that the sound emitted from its mineshaft-sized exhaust pipes isnt so much a zing or growl, but rather something thats too boring, too average and mundane. Admittedly, this is an area that could be improved by an extra pair of cylinders or at least some additional tuning.

But noise is probably the last thing on your mind once inside the CX-7, because this is Mazdas finest effort in interior design to date. A combination of intriguing architecture, sports-car influence and the sloped windshield create an atmosphere thats really quite unique in the crossover class, and very attractive. With the bar being

Clever use of texture and color contrast can be seen on the leather-trimmed seats. (Photo: Justin Couture, American Auto Press)

set by the 3 and RX-8, the CX-7 is a different approach on the same theme, using a double-decker layout to display the digital climate control and stereo readout. The purpose of the stacked dash is to raise the height of the dashboard to meet the base of the windshield and to give the console a cleaner look. Sitting inside doesnt have the same affect as climbing aboard a regular SUV; the view out the windshield is an unparallled 16:9 wide-aspect window to the road. The only real clue that youre in anything but a car is the ride height and very unsporting foot-mounted parking brake, as the seating position is low in the cabin and flanked by a high transmission tunnel.

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