We’ve seen it before. After years of living together, couples break up because one of the two looks in the mirror and realizes that something must be done to fight aging.
To feel young again, you can spend thousands in plastic surgery with questionable results. Or, you can rejuvenate your entourage. This is exactly what’s happening to the Mazda CX-7.
Oh, there’s nothing wrong with Mazda’s compact crossover. It was actually pretty unique when it was launched back in 2006, with a turbo four-pot engine instead of a V6. But inevitably, a new model has just been introduced, the 2013 Mazda CX-5, and it’s better in just about every way than the venerable CX-7, which will be retired after the 2012 model year.
As the CX-7 slowly fades from Mazda dealer lots, there might be a chance for the car shopper to cash in on a good deal. After all, and despite its younger, sexier and more efficient little sister, the CX-7 still has a lot to offer.
To turbo or not to turbo?
The 244-hp CX-7, powered by a 2.3L turbocharged inline-4 is a quick and versatile machine; yet, I never thought Mazda’s turbo MZR DISI engine sounded or felt quite right under the hood of the CX-7.
A couple of years ago, Mazda added a base GX trim with a normally aspirated 2.5L four, producing 161 hp and 161 lb-ft of torque, managed by a 5-speed automatic. I immediately grew fond of this slower yet thriftier version of the CX-7. The only downside is that all-wheel drive isn’t offered.
Smooth and refined, the GX model helped Mazda raise CX-7 sales exponentially, increasing from 2,869 units in 2009 to 6,710 in 2011. So far this year, however, the CX-5 has been clobbering its older sister on showroom floors. It’s sad, but from a business standpoint, retiring the current CX-7 is an inevitable decision.
Anyway, the 161-hp GX gets to 100 km/h in 9.5 seconds, which isn’t particularly fast, but a good reaction to throttle inputs make it feel quicker than it really is. My fuel economy average of 9.9L/100km isn’t too shabby, either; despite some glorious NRCan fuel economy ratings, compact crossovers and SUVs rarely dip below the 10L/100km mark in my hands, and my right foot isn’t filled with lead.
In addition, the CX-7 is still one of the best-handling compact crossovers out there. It may be old, but it hasn’t lost any of its moves.
The CX-7 GX is also very quiet, more so than the turbo GS and GT versions with their moaning turbo I4. At 100 km/h on the highway, the GX hums along at 2,000 rpm. The 2.5L engine and 5-speed auto are well suited to each other. Unless you really, really need AWD, skip the less efficient turbo engine.
Great-looking cockpit
While the CX-7’s outer shell hasn’t changed much in six years, the steeply raked windshield and rising beltline gives it a sporty edge that doesn’t make it look outdated. Clearly, it’s not being dumped for a younger model because it’s got wrinkles or a beer gut.
Same deal inside. The trim on the dash, door panels and seats look like it was pulled out of a much pricier vehicle. Assembly quality and ergonomics are top-notch, while the seats are both comfy and supportive. The only flaws are the high door sills, which complicate entry and especially exit, and the lack of a USB port for the sound system, although you do get Bluetooth streaming audio.
Cargo space with the rear seat in place is pretty good, rated at 848 litres; fold the 60/40-split seatback down, and you get 1,658 litres of volume, about the same as in a Nissan Rogue and a little better than in the Hyundai Tucson and the Kia Sportage. You know what? The new CX-5 is roomier inside than all of them.
Happy retirement
The 2012 Mazda CX-7 GX with the Luxury Package, as tested, lists for $29,740. That’s a good deal for a well-crafted and spacious crossover that includes features such as leather upholstery, heated and power-adjustable front seats, Bluetooth, power sunroof, climate control, 17” alloy wheels and a slew of safety features.
Again, the CX-5 outshines its older sister; for only a few hundred dollars more, you get about the same equipment in addition to all-wheel drive.
The Mazda CX-7 is on its way out, but that doesn’t mean it should be overlooked. With age comes experience and maturity; at least, that’s what I say to myself when I count the candles on my birthday cake. Zero percent financing is also a good incentive.
It may be cliché to dismiss it because of its age, but the CX-5 and other new compact crossovers such as the 2013 Ford Escape are mighty tempting. Sorry, CX-7, but I’m leaving you for someone new.
To feel young again, you can spend thousands in plastic surgery with questionable results. Or, you can rejuvenate your entourage. This is exactly what’s happening to the Mazda CX-7.
Oh, there’s nothing wrong with Mazda’s compact crossover. It was actually pretty unique when it was launched back in 2006, with a turbo four-pot engine instead of a V6. But inevitably, a new model has just been introduced, the 2013 Mazda CX-5, and it’s better in just about every way than the venerable CX-7, which will be retired after the 2012 model year.
As the CX-7 slowly fades from Mazda dealer lots, there might be a chance for the car shopper to cash in on a good deal. After all, and despite its younger, sexier and more efficient little sister, the CX-7 still has a lot to offer.
To turbo or not to turbo?
The 244-hp CX-7, powered by a 2.3L turbocharged inline-4 is a quick and versatile machine; yet, I never thought Mazda’s turbo MZR DISI engine sounded or felt quite right under the hood of the CX-7.
A couple of years ago, Mazda added a base GX trim with a normally aspirated 2.5L four, producing 161 hp and 161 lb-ft of torque, managed by a 5-speed automatic. I immediately grew fond of this slower yet thriftier version of the CX-7. The only downside is that all-wheel drive isn’t offered.
Smooth and refined, the GX model helped Mazda raise CX-7 sales exponentially, increasing from 2,869 units in 2009 to 6,710 in 2011. So far this year, however, the CX-5 has been clobbering its older sister on showroom floors. It’s sad, but from a business standpoint, retiring the current CX-7 is an inevitable decision.
Anyway, the 161-hp GX gets to 100 km/h in 9.5 seconds, which isn’t particularly fast, but a good reaction to throttle inputs make it feel quicker than it really is. My fuel economy average of 9.9L/100km isn’t too shabby, either; despite some glorious NRCan fuel economy ratings, compact crossovers and SUVs rarely dip below the 10L/100km mark in my hands, and my right foot isn’t filled with lead.
In addition, the CX-7 is still one of the best-handling compact crossovers out there. It may be old, but it hasn’t lost any of its moves.
The CX-7 GX is also very quiet, more so than the turbo GS and GT versions with their moaning turbo I4. At 100 km/h on the highway, the GX hums along at 2,000 rpm. The 2.5L engine and 5-speed auto are well suited to each other. Unless you really, really need AWD, skip the less efficient turbo engine.
Great-looking cockpit
While the CX-7’s outer shell hasn’t changed much in six years, the steeply raked windshield and rising beltline gives it a sporty edge that doesn’t make it look outdated. Clearly, it’s not being dumped for a younger model because it’s got wrinkles or a beer gut.
Same deal inside. The trim on the dash, door panels and seats look like it was pulled out of a much pricier vehicle. Assembly quality and ergonomics are top-notch, while the seats are both comfy and supportive. The only flaws are the high door sills, which complicate entry and especially exit, and the lack of a USB port for the sound system, although you do get Bluetooth streaming audio.
Cargo space with the rear seat in place is pretty good, rated at 848 litres; fold the 60/40-split seatback down, and you get 1,658 litres of volume, about the same as in a Nissan Rogue and a little better than in the Hyundai Tucson and the Kia Sportage. You know what? The new CX-5 is roomier inside than all of them.
Happy retirement
The 2012 Mazda CX-7 GX with the Luxury Package, as tested, lists for $29,740. That’s a good deal for a well-crafted and spacious crossover that includes features such as leather upholstery, heated and power-adjustable front seats, Bluetooth, power sunroof, climate control, 17” alloy wheels and a slew of safety features.
Again, the CX-5 outshines its older sister; for only a few hundred dollars more, you get about the same equipment in addition to all-wheel drive.
The Mazda CX-7 is on its way out, but that doesn’t mean it should be overlooked. With age comes experience and maturity; at least, that’s what I say to myself when I count the candles on my birthday cake. Zero percent financing is also a good incentive.
It may be cliché to dismiss it because of its age, but the CX-5 and other new compact crossovers such as the 2013 Ford Escape are mighty tempting. Sorry, CX-7, but I’m leaving you for someone new.
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