The two-tone layout of the cabin is similar to what attracted us in the CX-9. German in austerity, Japanese in execution and finish, everything fits well and works even better. My only negative comment has to do with the multitude of controls - redundant, most of them - on the steering wheel. In most cases, the buttons are smaller than the average finger resulting in more than one control being depressed at a time.
The seats are fairly comfortable - the front more so than the back - but generally speaking, four adults will be at ease on a long ride in the CX-7. Again, as a GT, my tester included lovely touches such as piano-black panel trim, electroluminescent gauges, blue indirect lighting and synthetic leather door bits. The trunk is not the largest in its segment; however, it positively rivals those of the Volkswagen Tiguan and Hyundai Tucson.
In basic GS trim, the CX-7 gets the Mazda family 161 hp, 2.5L 4-cylinder engine. While its power is sufficient for the average owner, it's the turbocharged 2.3L 4-pot that zoomed me around all week. Blessed with 244 hp and 258 lb-ft of torque, the GS and GT CX-7s when on boost are quite amusing to pilot. Turbo lag is minimal, and once the 2,200-rpm mark has been crossed, it's all fun and games. With its well-sorted, 6-speed autobox, the CX-7 makes a fine getaway, go-anywhere vehicle.
I've driven a CX-7 or two in winter months since its introduction back in 2007. Its active torque split AWD system is standard fare on the GS and GT trims and has proven to be a fair performer. The same can be said about how the automatic transmission works. Shifts are smooth and seamless and respond promptly (for a vehicle in this category) to manual inputs.
The worst aspect of the CX-7 is its tautly tuned suspension. Damaged road surfaces make passenger comfort levels dwindle. The upside is that the CX-7 remains stable and reassuring on freeways and on recently paved country roads. The opposite type of conditions are met with a suspension setup not entirely prepared to give in to ruts and potholes.
The seats are fairly comfortable - the front more so than the back - but generally speaking, four adults will be at ease on a long ride in the CX-7. Again, as a GT, my tester included lovely touches such as piano-black panel trim, electroluminescent gauges, blue indirect lighting and synthetic leather door bits. The trunk is not the largest in its segment; however, it positively rivals those of the Volkswagen Tiguan and Hyundai Tucson.
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| The two-tone layout of the cabin is similar to what attracted us in the CX-9. German in austerity, Japanese in execution and finish, everything fits well and works even better. (Photo: Sébastien D'Amour/Auto123.com) |
In basic GS trim, the CX-7 gets the Mazda family 161 hp, 2.5L 4-cylinder engine. While its power is sufficient for the average owner, it's the turbocharged 2.3L 4-pot that zoomed me around all week. Blessed with 244 hp and 258 lb-ft of torque, the GS and GT CX-7s when on boost are quite amusing to pilot. Turbo lag is minimal, and once the 2,200-rpm mark has been crossed, it's all fun and games. With its well-sorted, 6-speed autobox, the CX-7 makes a fine getaway, go-anywhere vehicle.
I've driven a CX-7 or two in winter months since its introduction back in 2007. Its active torque split AWD system is standard fare on the GS and GT trims and has proven to be a fair performer. The same can be said about how the automatic transmission works. Shifts are smooth and seamless and respond promptly (for a vehicle in this category) to manual inputs.
The worst aspect of the CX-7 is its tautly tuned suspension. Damaged road surfaces make passenger comfort levels dwindle. The upside is that the CX-7 remains stable and reassuring on freeways and on recently paved country roads. The opposite type of conditions are met with a suspension setup not entirely prepared to give in to ruts and potholes.
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| The worst aspect of the CX-7 is its tautly tuned suspension. Damaged road surfaces make passenger comfort levels dwindle. Photo: Sébastien D'Amour/Auto123.com) |