Press "Enter" to skip to content

2020 Mazda CX-9’s Updates Don’t Go Far Enough

putriwh 0

In spite of more torque and a few inside redesigns, the current CX-9 shows its age in a fair size three-push SUV section loaded with more up to date players. The momentum age Mazda CX-9 may have appeared for the 2016 model year, however it despite everything cuts a running figure both all around, and it remains the driver’s decision in the moderate size three-push SUV fragment. We’ll generally have a weakness for it. A bunch of enhancements for 2020, including in the engine, make us like the enormous Mazda significantly more, in spite of the fact that they do little to address its inadequacies in a fragment flush with more current challenge.

HIGHS: Shapely styling, upscale inside in higher trims, a school transport made for drivers and the children.

The most noteworthy change for the most recent CX-9 is an extra 10 lb-ft of torque from its 250-hp turbocharged 2.5-liter inline-four. Running on premium fuel, the motor presently sends 320 lb-ft of torque to the wheels by means of the standard six-speed programmed transmission. Feed the Mazda standard, notwithstanding, and those figures drop to 227 steeds and 310 lb-ft. All-wheel drive stays a $1900 alternative on most trim levels aside from the top-spec Signature, which is all-wheel-drive as it were.


Michael SimariCar and Driver

Commercial – Continue Reading Below

Execution Gains

Contrasted with the last CX-9 we tried, a 2019 Signature model that completed behind the Hyundai Palisade and Kia Telluride in an examination trial of fair size three-push utes, a comparable 2020 model weighed generally the equivalent (4364 pounds) yet was quantifiably snappier in a straight line. Its zero-to-60-mph run in 7.0 seconds is an improvement of 0.2 second, and its 15.4-second quarter-mile go at 90 mph is a comparative sum snappier and 2 mph quicker than previously. The delta in increasing speed times stretches to almost two seconds in the race to 120 mph.

This current Mazda’s additional jab comes for the most part at low motor rates, however it is hard to see in typical driving. The push from the CX-9’s large four is completely sufficient, however the motor despite everything comes up short on steam by around 5000 rpm. Passing moves at interstate velocities can feel toiled. Our test vehicle’s 4.9-second draw from 50 to 70 mph is nevertheless a tenth of a second speedier than previously. Indeed, even with the extra low-end punch, a portion of the CX-9’s companions can be about a second speedier to 60 mph.


2020 Mazda CX-9 back

Michael SimariCar and Driver

LOWS: Cramped third column, miserly payload space, burdensome infotainment interface.

Commercial – Continue Reading Below

The six-speed programmed remains pleasantly tuned to move easily and successfully in its default setting and is shockingly forceful in Sport mode. Be that as it may, we noticed a couple of low-speed thumps as the gearbox downshifted when pulling up to stops. We arrived at the midpoint of a not terrible, but not great either 20 mpg during our two weeks with the CX-9. Its 25-mpg return on our 75-mph expressway efficiency test, while 1 mpg not as much as its EPA roadway gauge, is decent for this class.

The School Bus of Mazdas


Top 5 Three-Row SUVs Compared


2016 Mazda CX-9 Long-Term Wrap-Up

Nothing has changed with the CX-9’s case, which implies the three-push Mazda still bounces and weaves down twisty byways with the control and certainty of an a lot littler vehicle. Its electrically helped guiding stays tight and exact, and its brake pedal is reassuringly firm and simple to adjust. Moving on standard 20-inch Bridgestone Ecopia H/L 422 Plus all-season tires, our test vehicle posted 0.85 g’s of grasp around the skidpad and a 169-foot prevent from 70 mph, the two of which would have been best in our latest examination test.


Michael SimariCar and Driver

Welcoming yet Aging

Sadly, very little has changed with the CX-9’s fairly tight bundling for a three-push SUV, put something aside for the expansion of recently accessible second-push commander’s seats. They’re discretionary on the mid-grade Touring and Grand Touring trim levels and standard on the Signature. A traditional three-across seat stays standard in any case. Despite which design you pick, slithering into the path back is as yet an exertion, the accessible space back there for grown-up people is confined, and freight space behind the third column is small.

Ad – Continue Reading Below

The trappings of this Mazda, especially those of the top-level Signature model like our test vehicle, remain profoundly appealing and perfectly wrapped up. Hyundai and Kia are shutting the hole right now, and both the Palisade and Telluride are progressively extensive for individuals and stuff. The updating of the CX-9’s biggest accessible infotainment touchscreen from 8.0 to 9.0 inches (a 7.0-incher stays standard) to some degree lights up the lodge. However, it’s as yet a stretch to reach from the driver’s seat, and the repetitive looking over wheel on the middle comfort is a cumbersome apparatus for exploring Mazda’s moderate and dated interface. The joining of Mazda’s most recent framework, as found in the Mazda 3 and new CX-30 minimal SUV, would have been a more invite expansion than the greater screen.

VIEW PHOTOS 2020 Mazda CX-9 inside

Michael SimariCar and Driver

Valuing for the front-drive 2020 Mazda CX-9 Sport begins at $34,835. Our stacked Signature AWD test vehicle was a sensible $47,560. In any case, here, as well, the CX-9’s offer has been reduced, as both of its more up to date Korean contenders top out at comparable value focuses yet bring more noteworthy reasonableness and highlight content. We’ll generally appreciate driving the large Mazda. Be that as it may, living with it as the utility vehicle it was structured as, even with its latest updates, isn’t as fulfilling as it once might have been.


2020 Mazda CX-9 Signature AWD


front-motor, all-wheel-drive, 6-traveler, 4-entryway wagon


$47,560 (base cost: $47,160)

Motor TYPE

turbocharged and intercooled DOHC 16-valve inline-4, aluminum square and head, direct fuel infusion


152 in3, 2488 cm3


250 hp @ 5000 rpm


320 lb-ft @ 2500 rpm


6-speed programmed


Suspension (F/R): swaggers/multilink

Brakes (F/R): 12.6-in vented circle/12.8-in plate

Tires: Bridgestone Ecopia H/L 422 Plus, P255/50R20 104V M+S


Wheelbase: 115.3 in

Length: 199.4 in

Width: 77.5 in

Stature: 67.6 in

Traveler volume: 136 cu ft

Payload volume: 14 cu ft

Check weight: 4364 lb


Rollout, 1 ft: 0.3 sec

60 mph: 7.0 sec

100 mph: 19.3 sec

Moving beginning, 5–60 mph: 7.7 sec

Top rigging, 30–50 mph: 3.6 sec

Top rigging, 50–70 mph: 4.9 sec

1/4 mile: 15.4 sec @ 90 mph

Top speed (representative restricted): 132 mph

Braking, 70–0 mph: 169 ft

Roadholding, 300-ft-dia skidpad: 0.85 g


Watched: 20 mpg

75-mph interstate driving: 25 mpg

Interstate range: 480 miles


Joined/city/expressway: 23/20/26 mpg