MAZDA / CX-7

Thailand News - Motoring - Friday December 07, 2007

MAZDA / CX-7

X FACTOR

Mazda's latest compact SUV has lots of static appeal. But is it good to drive as it is to look at?

RICHARD LEU

The Tribute was a truly fitting name for Mazda's last compact SUV: say goodbye to not only the segment's blandest-looking sport-ute but to also the brand's most uninspiring model at that time.

If you don't think so, take a quick look at the CX-7 on this page which is supposed to be the effective replacement for the Tribute in global markets (the US has the slightly bigger CX-9 to seat seven; the CX-7's a five-seater).

The CX-7 has virtually got all the essential DNA of today's Mazdas: accentuated wheel arches, wavy waistline and dynamic profile to make other comparable SUVs in its class look somewhat dated.

But why, you may ask, has the CX-7 managed to look so good against its predecessor? That's because the Tribute was Mazda's quick-fix solution to the compact SUV class.

Instead of developing one on its own from scratch, the Japanese maker turned to its American sister company Ford and remasked the Escape which was essentially tailored to American, Old West to be more precise, tastes.

In fact, the Escape is still on sale in Thailand with the final facelift having taken place last month. The Tribute isn't on offer anymore, although the CX-7 isn't available on an official basis here yet.

The CX-7 you see is a grey import from SEC Group priced at a hefty B3.28m and an extra B330,000 for the 4WD version. That's more than half of what the Tribute and the likes of the Honda CR-V ask for; the CX-7 is a CBU import.

But here's the fishy part. The CX-7 in world markets is equipped with a 238hp 2.3-litre turbocharged inline-four petrol motor that theoretically means 50% excise tax in Thailand.

But the SEC Group strangely quotes 210hp without revealing at what rpm (Mazda's official figure is 5,000rpm) and exactly the same torque of 350Nm at 2,500rpm. This strategy is supposed to attract a lower 35%.

Despite this devious tactic, don't let those figures bother you. All we can tell you right away is that the CX-7's turbocharged motor feels the 238 horses, or 210 if you like, because it's quicker than any of its intended rivals.

The intended competition

Recommending a CX-7 over a Honda CR-V, or even a Ford Escape, is downright silly. But for the minute, let's say the CX-7 is priced similarly to its Asean-built rivals at less than B1.5m.

Would the CX-7 be a great buy? In one word, yes. First, the CX-7 knocks all of its opponents off the cat-walk. And even though the CX-7's interior isn't exceptionally beautiful, it still looks more avant garde than the rest. Special thanks go to the three-spoke steering wheel nicked from the MX-5 roadster.

The CX-7's sporty appearance is a great, distinct selling point in the market and goes well with the turbo performance that gives itself the edge over all competitors that still use normally aspirated motors.

Despite the small amount of turbo lag, the CX-7 is rapid by standards of compact SUVs in Thailand. You'll barely ever feel unsafe when overtaking on two-lane roads.

The chassis is also just as sporty with a firm ride, direct steering and brakes offering plenty of initial bite.

Since form has taken over function, the CX-7 isn't as practical as any of its rivals. The CX-7 is spacious to sit in and has rear seats that fold nearly flat, but lacks small details as a proper SUV for the family and a less than cavernous boot.

Should Mazda build the CX-7 in this region to enjoy lower taxes for competitive prices? Sure, even its class-leading performance means a slightly higher price than the CR-V. Let's say at not more than B1.5m - should Mazda be able to officially detune the engine to less than 220hp.

Removing the turbo may sound as a more logical move, since the base engine is actually what you will find in the current Escape. But that literally kills the CX-7's appeal.

The superficial opposition

This is the real world, so the imported CX-7 can't be compared with a CR-V. At such a price level, the CX-7 could be put side-to-side the locally built BMW X3.

Why? Because the X3 is similarly priced at B3.5m, is sporty in concept like the CX-7, has a comparable performance via 218hp albeit derived from a naturally aspirated 2.5-litre inline-six and an automatic gearbox with manual shift with the same six forward speeds.

In our eyes, the CX-7 beats the X3 in the cosmetic test. Inside, the CX-7 has nice materials, but ultimately lacks the X3's solid build quality.

Moreover, the CX-7's spec can't justify its presence as a B3m sport-ute wanting to steal some sales from the X3. There's no leather option, a complete set of airbags or stability control, as such.

And while the CX-7's performance feels quicker than the X3, the engine isn't refined enough and is vocal when pushed, perhaps noisy and not tuneful as its twin exhaust pipes would suggest.

The same goes for the CX-7's driving manners. It's sporty alright and not as over firm as the X3's chassis set-up but eventually lacks the German's more fluid handling, meatier steering and stronger brakes. Let alone the X3; even the CX-7 won't beat the CR-V in this particular department.

That said, the CX-7 lacks the abstract sophistication to go head-to-head with a premium SUV like the X3, despite its strong visual appeal.

In the end

It's quite easy here. The CX-7 isn't a rational purchase in imported form. It's an SUV that's supposed to come with prices in line with other compact SUVs made in either Thailand or other Asean factories and boost its sporty image over the rest.

But for those who love the CX-7's appearance and have got fat wallets, go ahead and make your day. The one saving grace for CX-7's buyers is the Toyota Harrier 2.4 2WD, also sold in the grey market, that comes with girlie looks and meek 2.4-litre four-cylinder performance yet is priced similarly at B3.1m.

Special thanks to the SEC Group for lending the Mazda CX-7 test car.

Bangkok Post