All-new 2016 Mazda CX-9 with SKYACTIV Technology


Pricing announced for all-new 2016 Mazda CX-9 with SKYACTIV Technology

Mar 17, 2016

New 7-passenger crossover brings refined style and maturity to the segment –

All-new 2016 Mazda CX-9 (CNW Group/Mazda Canada Inc.)RICHMOND HILL, ON, March 17, 2016 /CNW/ – Mazda Canada Inc. (MCI) today announced pricing for the completely redesigned 2016 Mazda CX-9, which will bring a new standard of refinement and sophisticated design to the intermediate crossover segment. With a starting MSRP of$35,300, the all-new second-generation CX-9 includes a long list of standard features, including a brand-new SKYACTIV-G 2.5 litre turbocharged engine with near best-in-class fuel economy and torque.

When the first-generation CX-9 debuted, it instantly redefined the three-row intermediate segment with its bold styling and dynamic handling capabilities that were noticeably absent in the segment. The new 2016 CX-9 takes this theme to another level, once again raising the bar for exterior design with elegant KODO Design. As with all Mazda vehicles, handling characteristics lead the segment, proving that a seven-passenger family vehicle doesn’t have to leave driving pleasure behind.

“With the powerful new SKYACTIV-G 2.5T engine and up to 35 percent improvement in fuel economy versus the outgoing model, the all-new CX-9 demonstrates Mazda’s true capabilities in the intermediate segment, providing more torque where you need it most, while offering amazing real-world fuel economy,” said David Klan, Senior Director, Sales, Marketing & Regional Operations (MCI). “Add that to the new level of refinement and interior flexibility and you’ve got a seven-passenger family vehicle that is hard to beat.”

In addition to the potent new SKYACTIV-G 2.5T engine which is paired with a SKYACTIV-Drive 6-speed automatic transmission, all trim levels of the CX-9 will also include a long list of standard equipment such as 18-inch alloy wheels, auto-levelling LED headlights, LED rear combination lamps, electronic parking brake, push-button start, Mazda Connect with 7-inch display and HMI Commander, wide-angle rearview camera, heated front seats, 3-zone automatic climate control, and rear climate control display.

The CX-9 will go on sale starting in June with a new four-trim strategy, starting with the standard front-wheel drive GS trim at $35,300 which includes the above-mentioned items and other key features including 8-way power adjustable driver’s seat with lumbar, Bluetooth with Audio Profile, cruise control, steering wheel buttons for Bluetooth, audio, and cruise control, and heated power exterior mirrors with integrated turn signal indicators. The only available option for the CX-9 GS is Mazda’s predictive i-ACTIV AWD system, which is available for an additional $2,500, taking the MSRP up to $37,800.

The CX-9 GS-L takes over from there, taking all of the items from the GS with AWD and adding key features such as a power glass moonroof, leather upholstery in either black or beige, 4-way power passenger seat, power liftgate, heated steering wheel, advanced keyless entry, rain-sensing wipers, and more. The GS-L also brings standard i-ACTIVSENSE safety equipment into the picture with Advanced Blind Spot Monitoring (ABSM), Rear Cross Traffic Alert (RCTA), and Smart City Brake Support (SCBS). MSRP for the CX-9 GS-L is$41,500. No optional equipment is available for the CX-9 GS-L trim.

The next step upwards is the CX-9 GT, which was previously the top-trim. With an MSRP of $45,500, the GT brings more opulence, trading the 18-inch wheels for 20-inch alloy wheels in a bright finish, and adding a 12-speaker BOSE audio system, navigation, Mazda’s first-ever windshield-projected colour Active Driving Display (ADD), and aluminum instrument panel decoration, air vent bezels, and shift panel.

An optional Technology Package is available for the CX-9 GT, which includes the rest of Mazda’s i-ACTIVSENSE safety equipment available on the CX-9, including Mazda Radar Cruise Control (MRCC), Smart Brake Support (SBS), Forward Obstruction Warning (FOW), High Beam Control (HBC), Lane Departure Warning System (LDWS), and Lane-keep Assist System (LKAS). MSRP for the Technology Package is $1,600.

Finally, the fourth and final trim level is all-new to Mazda, and takes refinement to a whole new level for the CX-9. For $50,100, the new Signature trim includes all equipment from the GT with Technology Package and further enhances with premium interior features such as Nappa leather upholstery in a rich Chroma Brown colour, open-pore rosewood on the centre console and door switch panels, signature grille illumination, LED console and door trim illumination, and LED interior lighting.

Colour options for the CX-9 are Snowflake White ($200), Soul Red ($300), Jet Black, Deep Crystal Blue, Titanium Flash, Sonic Silver, and new on the CX-9, Machine Grey ($300).

The CX-9 will be available in Mazda dealerships across Canada starting in June.

Mazda Canada Inc. is responsible for the sales and marketing, customer service and parts support of Mazda vehicles in Canada. Headquartered in Richmond Hill, Ontario, Mazda Canada has a nationwide network of 165 dealerships. For additional information visit Mazda Canada’s media website at

SOURCE Mazda Canada Inc.

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2016 10Best Cars: Mazda MX-5 Miata, by CAR AND DRIVER

2016 10Best Cars: Mazda MX-5 Miata

Think different, drive different.


We understand the Mazda MX-5 Miata because it subscribes to our worldview. It’s a manifesto of car enthusiasm in steel, glass, and rubber. Make it small. Make it light. Make it quick. Make it efficient. Make it affordable. Make it reliable. Make us smile.

There’s a new Miata parked outside, exhaust ticking. It’s the afterglow of a run up and down Angeles Crest Highway north of L.A., the City of Angels and the City of Miatas. If the car feels as if it were created for these roads, that’s because its engineering sign-off happened here. Every brake application, throttle blip, snap downshift, and slalom toward the apex is an invocation of joy. The Miata strings together corners like they’re rosary beads. You might be tired at the end, but it’ll be a happy kind of exhaustion.

The Miata isn’t a numbers car, although 2309 pounds and a 5.9-second zero-to-60 time are impressive figures. Light steering effort hints at the low mass, and the feedback is as clear and uninterrupted as a landline call. Fling it into any corner and the Miata’s body moves around more than those of modern sports cars. It reacts to your inputs by diving, squatting, and rolling. It’s floppy and eager, like a puppy scurrying across a wood floor to lick your face.

An object lesson in vehicle dynamics, one of the best-handling cars in the world for less than the sales tax on a Ferrari.–M. Duff

And how could you not love its face? Restyled to look meaner and leaner, the Miata’s design has finally purged its bogus British affectation. Sharp edges and lines fold over the machinery, while fenders punch outward. The headlights are knee-high; its beltline is more like a thighline. The view out of this two-seater is mostly ­bumpers and tires of other cars. Lesser drivers would feel vulnerable, but we’re happy down here, even if we can’t find the 12-volt outlet (it’s by the passenger’s left ankle).

With the top tucked away, our senses heighten. Smells roll in—dry grass, dusty pavement, the creaky Ford Aerostar that has finally pulled over to let us by. Vibrations course through the car. We’ve entered a Miata state of mind. Happiness washes over. The little roadster beneath us surges forward to the next corner. Amen.

2016 10Best Cars: Mazda 3 by CAR AND DRIVER

2016 10Best Cars: Mazda 3

2016 10Best Cars: Mazda 3

A thousands-of-parts harmony.


If you were to stroll through the Mazda 3 assembly plant in Hofu, Japan, it wouldn’t be unusual to find a bamboo-and-paper shoji door in an engineer’s locker. “It opens and slides without much effort,” explains Hirotaka Takaya, doors development engineer. Nor should you be surprised to find a drawing of the anatomy of a human arm. “We determined which muscles are used to operate [the shift lever],” explains Takao Kijima, former MX-5 Miata program manager, “to balance the amount of strength needed.” Kijima further suggests, “When the car and driver are in harmony, driving is fun.”

 “Harmony,” as it happens, is not a bad descriptor for the Mazda 3. In this car, no single element overwhelms its essential character. It feels substantial, yet quick-witted. Its subassemblies all shake each others’ hands. It responds to fingertip control. It is a car that assists its pilot in smooth driving.

So just thinking about pushing the shifter into first gear is seemingly sufficient to get the job done, and, if you so desire, you can make four upshifts without depressing the clutch. Jumping rudely in and out of the throttle produces no driveline snatch. And the steering feels as if it circulates on needle bearings submerged in Jergens lotion.

Of course, some of the 3’s goodness can also be attributed to the company’s Skyactiv program, which so far remains a confounding mystery to consumers and rightly so. In part, it’s a version of simultaneous engineering that says, “The guy who designs the bolt will do so alongside—and with the advice of—the guy who designs the nut.” But in practice, Skyactiv’s mandate is to earn gains by fixing little, boring things that were previously not wholly in Mazda’s cross hairs. The program might better have been called “We pick nits,” although that makes for an unappetizing catchphrase.

One big Skyactiv victory has been the reduction of engine NVH, not by adding sound deadeners but by reducing friction. The more freely a device spins, in theory, the less racket it’s likely to make. In Mazda’s gas engines, for instance, Skyactiv has reportedly reaped a 54-percent reduction in valvetrain friction, a 74-percent increase in oil-pump efficiency, a 31-percent increase in water-pump efficiency, and 13 percent better breathing.

Mazda claims that Skyactiv also has the happy side effect of piquing curiosity. Says Masahiro Moro, an executive of Mazda Japan: “If something is strange, we don’t turn away. We study it.”

One thing that got studied was the manufacture of engine blocks. The 3’s blocks previously passed through 45 machining processes requiring six hours. Now CNC machines do all 45 jobs at only three stations in 1.3 hours. It’s a big deal when you’re producing 150 to 200 Mazda 3s a day, as Hofu does.

It helps, too, that Ford has finally withdrawn its foot from Mazda’s doorjamb. Mazda is back doing what it does best: building small cars (and great-driving crossovers). No trucks or luxury sedans. Look what a carmaker can do when it focuses on the small stuff.