Mazda Reviews

Mazda has a long and venerable history of doing things its own way. Witness the Japanese car maker’s dogged efforts to make a mass-market rotary engine work, and its equally dogged determination to keep the rotary relevant in the face of ever-tougher emission requirements. Given this, it should come as no great surprise that when faced with the challenge of teaching an old dog new tricks, namely finding new ways to re-imagine the workings of the internal combustion engine, Mazda’s engineers took to it with gusto. Carsguide was among a select group of Australian and international journalists invited to Iceland last week to sample the new CX-5 compact soft-roader, weeks ahead of its global unveiling at the Frankfurt international motor show. As over-used as the term may be in the auto industry, the CX-5 really is as new as an all-new car can get, with virtually every key component having been reengineered in Mazda’s quest to drive down its fleet emissions by 30 per cent between 2008 and 2015. The new compact soft roader is the first new model to adopt the full suite of what Mazda is calling its SKYACTIV technologies, encompassing a range of engine, transmission, chassis and body initiatives. Given this drive was weeks ahead of the car’s global unveiling at the Frankfurt motor show in September, Mazda was understandably coy about pricing. Despite this, executives said repeatedly during this event that the CX-5 would be competitively priced against key rivals when it arrives in Australia in early 2012. From this we can predict a likely starting price for a base front-drive manual of around $28k, while a fully-loaded top-spec diesel auto all-wheel drive should tip the scales at around $45k. Final specification is not confirmed but expect a three tier range encompassing base, mid and luxury. While a competitive level of kit is assured, some of more notable possibilities include High Beam Control, Smart City Brake Support, Lane Departure warning and Rear Vehicle Monitoring System. At the heart of Mazda’s new-found ability to eke significant efficiency gains out of largely conventional petrol and diesel engines is cleaner combustion. By targeting the combustion cycle and taking a holistic view of the engine, Mazda’s engineers addressed compression ratio, air-fuel ratio, combustion ratio and timing, pumping losses and mechanical losses. In the case of the 2.2-litre petrol engine they bumped the compression ratio up to an extraordinarily high 14:1, introduced new multi-port direct fuel injection, adopted a free-breathing 4-2-1 exhaust system, continuously variable valve timing on the inlet and exhaust ports, and reduced internal engine friction by 30 per cent. The result is approximately 15 per cent better fuel consumption compared with the current Mazda 2.0-litre MZR engine, and around 15 per cent more torque at low to middle revs. All that, and the engine is also some 10 per cent lighter overall. The new twin turbo 2.2-litre diesel is likewise some 20 per cent lighter, but where Mazda pushed the petrol engine’s compression ratio sky high (excuse the pun), in the case of the diesel they’ve opted for the same 14:1 ratio which, in a diesel engine’s case is remarkably low. Most diesels run at around 16:1 or 18:1, but by adopting variable valve lift and recirculating the internal exhaust gases Mazda’s engineers were able to quickly stabilise combustion after a cold start. As with the petrol engine they’ve reduced internal friction by some 20 per cent and improved fuel consumption by 20 per cent compared to the current 2.2-litre MZR-CD diesel. And, because the engine burns its fuel charge so efficiently, it doesn’t require the additional exhaust system treatments adopted by rival carmakers to clean up NOx, yet still meets Euro 6 emissions standards. Behind these engines sits a pair of comprehensively reengineered six speed manual and auto transmissions. The new six-speed automatic features a raft of internal changes over its five speed predecessor designed to lighten the unit and improve fuel consumption. Mazda claims the gearbox is between four to seven percent more fuel efficient, with a large part of its enhanced efficiency being its ability to spend more time ‘locked up’, reducing torque converter slippage end providing a shift experience that’s nearer to the feel and efficiency of a manual transmission. Both the petrol and diesel engines come standard with a fuel saving start-stop function regardless of transmission choice. Mazda’s focus on delivering a car that is linear and easy to handle ensures the CX-5 is not only predictable and safe but also fun to drive. This focus on dynamics ensures a high level of active safety, meaning the driver is less likely to get into trouble or more likely to be able to avoid it. That said, the CX-5 is also expected to achieve the highest crash rating from Euro NCAP. A key element of its expected crash performance is the all-new body, which has been optimised for strength but at the same time lightened to, again, aid fuel consumption. The CX-5 is the first production version of Mazda’s new Kodo, meaning Soul of Motion, design language. A handsome, well-proportioned compact SUV, it’s similar in size to the current CX-7, leading to speculation that the future for that model is not for long. Aside from some black plastic cladding on the side sills Mazda’s designers have avoided the temptation to ‘butch it up’, so there’s no overt wheel arch flares or other off-road-inspired accoutrements. Inside there’s ample room for four, with the driver confronted by a sporty dash design that draws on cues such as the hooded instrument cowl seen on a number of existing Mazdas. The front bucket seats are comfortable and  supportive, with decent side bolstering and plenty of adjustment. All the major controls fall easily to hand and the steering wheel itself is a sporty three spoke design that’s satisfyingly thick rimmed. A new BMW i-Drive like rotary dial on the centre console accesses audio, multimedia and so forth. Rear seat passengers are well catered for with good ingress and egress and adequate space for my six foot frame to sit comfortably behind my own driving position. The seats fold 40-20-40 or 60-40, depending on what Mazda specifies for Australia, and can be lowered at the flick of a lever from the rear hatch. Once folded the seat base drops to create a large and near flat luggage area. With the seats up there’s still good boot space and, beneath the floor on Australian models will be a space saver spare. The single piece rear hatch is light and delightfully easy to operate. Four handmade prototypes were on hand at launch, each providing insights into the CX-5’s various drive train combinations, encompassing petrol and diesel, manual and auto, front and all-wheel drive. The need for the CX-5 to be fun to drive as well as functional was a defining development goal and has resulted in a vehicle that transcends the class in terms of driving dynamics. From its steering weight, feel and accuracy, to its taut body control, excellent manual shift quality and spirited performance, the CX-5 resets the category goalposts. The relationship between engine, pedals and gearbox is perfectly weighted and the short-throw manual shift lever feels positively sports-car like in its action. We sampled the petrol four-cylinder in two states of tune, a 110kW version specific to the Russian market, and a 121kW version that will go to most other places. Australia will get a different state of tune again, with a lower 13:1 compression ratio and an output between the two to allow it to run on standard 91RON fuel. The engine is smooth and energetic, doing its best work above 3000rpm but offering decent low and mid-range urge. It’s a fizzy, vigorous four-cylinder in the vein of modern Mazda power plants that’s happy to chase the 6200rpm redline. But it’s the twin-turbo diesel that’s the real revelation on the range. The engine spins with the eagerness of a petrol, revving well beyond the mark most diesels are capable of and making good power and torque to just 500rpm shy of its high 5200rpm redline, with barely any sign of vibration or harshness. The engine’s lower compression ratio allowed Mazda to reduce the weight of its internals, causing it to spin more freely. Couple this with the linearity of a twin turbo installation and you have the makings of a truly great diesel. The Icelandic roads threw up a good variety of sealed surface conditions, including sections of the coarse-chip bitumen that’s common in Australia, and here Mazda’s efforts to reduce NVH were notable. This has been an area of criticism in the Mazda3 but the CX-5 does a much better job of keeping cabin roar down, even on the lower profile tyres. The suspension engineers have also done an excellent job of endowing the CX-5 with enough compliance to absorb substantial humps and bumps at speed yet settling quickly and predictably after the fact. We sampled both 17 and 19-inch wheel and tyre combinations and found each impressive in terms of ride and grip. The larger wheel and tyre combo does impact marginally on ride quality but not unduly. 

WE turn the spotlight on automotive's newest and brightest stars, as we ask the questions to which you want the answers. Ultimately, however, there is one question that really needs answering: would you buy one? What is it? A cheaper version of the Mazda CX-7 masquerading as a two-wheel drive. If you don't want or don't care about all-wheel drive or the benefits that it brings in terms of safety and handling, then save yourself a bundle and buy this one. How much? $33,990 plus on-roads. And that's with a five-speed 'manumatic' (if you want a manual then you'll have to buy the diesel). What are the competitors? You'd think Murano but the Nissan is actually a larger more expensive car. Otherwise you're looking at any of the two-wheel drive compact SUVs like RAV4, Holden Captiva, Mitsubish Outlander, Nissan X-Trail and the Renault Koleos for good measure. What's under the bonnet? A 2.5-litre four cylinder petrol engine from the Mazda6. But it's been reworked and generates a little less power and torque, but the torque kicks in earlier at 2000 instead of 4000 revs. How does it go? Very smooth but a bit doey unless you're in manual mode. It's 72kg lighter than the all-wheel drive model — but still 134kg heavier than a Mazda6 (which explains the performance). Is it economical? The biggest criticism of the CX-7 is its fuel economy. Rated at 9.4 litres/100km it's better than the all-wheel drive, but still too thirsty. We didn't get below 10.0 litres/100km. The good news is that this one takes ordinary unleaded. Is it 'Green?' Scores 3.5 out of five stars from the Govt's Green Vehicle Guide (Prius gets five), with a greenhouse rating of 5.5 and air pollution rating of 6.5 out of 10. Produces 223g/km of CO2. Is it safe? Gets a full five stars for safety. Gets stability control, six airbags and anti-lock brakes with brake assist and electronic brake force distribution. A reversing camera is also standard. Is it comfortable? Yep. Big and roomy with a high driving position. Easy to get in and out of, easy to see over the traffic ahead. Needs one-touch indicators though. What's it like to drive? Easy peasy, but unexciting. Stability system will keep it on the road. All-wheel drive only comes into its own in the wet. The rest of the time it tends to eat into your fuel economy — ask anyone who owns a Subaru. Is it value for money? Fairly well equipped with cloth upholstery, climate airconditioning and steering wheel audio controls and a full complement of safety gear — but misses out on Bluetooth. Would we buy one? Strong safety story. Rear legroom and luggage space okay but has a temporary spare. It's on the money but we'd miss all-wheel drive and the performance offered by either the diesel or turbocharged petrol models.

The Genki is the top of the range Mazda 2 and was the biggest selling car of its kind in Australia. But, it's been almost nine years since the launch of the tiny hatch here and it still doesn't get Bluetooth like the Mazda3 or 6. Given the car's younger target market, it doesn't make much sense. Bluetooth means you can pair your mobile phone with the car's audio system and talk and make calls without taking your hands off the wheel. You can have Bluetooth fitted to the car, as a dealer accessory, but it's third party hardware and costs an additional $390. Factory is always better. Apart from this annoying fact, the Mazda2 is still a cracker after all these years. VALUE Genki is $22,490 driveaway for the manual or $24,140 for the auto, whichever you prefer. Out test car, the five-speed manual, comes with temperature controlled airconditioning, headlights that switch on automatically and rain-sensing wipers which we're told are a first for the segment. A trip computer is also new that shows distance to empty, current and average fuel consumption as well as average speed, while an outside temperature display has also been added. There's a 12 volt power socket and an AUX input for music players located between the front seats, with steering wheel audio controls. Produced in Japan these days which means first rate build quality. TECHNOLOGY 1.5-litre four cylinder engine produces 76kW of power and 135Nm of torque. Not bad but not nearly as good as its cousin the Fiesta. Has a 42-litre tank and gets 6.4 litres/100km using standard unleaded petrol. Brakes are discs front and drums back, but that's not unusual in this size car. Fitted with 16 inch alloys and 195/45 rubber and has a space saver spare. DESIGN Looks cool in metallic green Genki adds a body kit with fog lights, side skirts and a rear swing. Not many people know it but the Mazda2 sits on the same platform as the Ford Fiesta. The Ford is powered by a larger 1.6-litre engine, but the two cars share the same sporty dynamics. Many people prefer the slightly more restrained styling of the Mazda, especially the instrument layout. SAFETY Full five stars for safety. Gets the full kit including six airbags, stability control and anti-lock brakes with brake assist and electronic brake force distribution. DRIVING Mazda2 is a fun little car to drive. Lacks some torque down low, but likes to rev. You can thrash the pants off it and it will keep coming back for more. Charge into a corner and it won't let you down. VERDICT A great little car. Feels nice and tight with no rattles and offers a level of dynamics that its competitors will find hard to match. Shame about Bluetooth, especially since Ford offers it, but them's the breaks. Mazda2 On sale: now Price: $16,999 driveaway (Neo manual hatch) to $20,940 (Genki manual hatch) Engine: 1.5-litre four cylinder Power: 76kW/6000 revs Torque: 135Nm/4000 revs Transmission: five-speed manual, four-speed auto, front-wheel drive Economy: 6.4L/100km (man), 6.8L/100km (auto) Emissions: 152g/km CO2 (man), 162g/km CO2 (auto)

Mazda was once one of the innovators in the car industry, but somewhere in the '90s it became a follower. In short it lost its way. Fast-forward to the noughties and it had rediscovered its mojo with trendsetting models like the '6', '3' and baby '2'. By 2007 when it launched the revamped '2' the Mazda brand was

Putting "fun to drive" and "family car" together in the same sentence isn't something you expect in a car test. But then the rather conventional Mazda 3 isn't what you expect in a lot of ways.

VIRILITY was once established by a man's courage in the face of death. Fighting a lion using nothing but his bare hands was one early test, halted when the villages realised they were quickly running out of men. A more sophisticated civilisation softened the need to pursue wildlife, replacing it with the ability to croon to a theatre packed with women. This was replaced by the ability to make lots and lots of money. Which brings me to seven-seat wagons. Clearly, a bloke driving around in one of these says more about his reproductive potential than that of Tarzan, Bing Crosby and Donald Trump. And let's not be sexist. A woman driving such vehicles is telling the world more about her desires behind the wheel than wearing a T-shirt imprinted with "Child Rearer". But what seven-seat wagon has the style to pull it off? This one. Seven seat wagons generally aren't cheap because they're made with a lot of metal and fabric. The Mazda CX-9 comes in three versions priced from $50,015. Tested is the Luxury at $57,015. It's about $11,000 above the five-seat Mazda CX-5 and basically adds more room, more seats and a bigger engine - though no diesel option. It is a serious end of the market. Children aside, bigg-ish SUVs like the CX-9 are loved by outdoorsy people, even those that don't go outdoors. The wagon must be flexible, roomy and with the ability to have a decent tow rating. The CX-9's enemy includes the new Ford Territory, now with the option of a diesel engine. I'd be carefully doing my sums before making judgement. This is a good looking wagon with a big smiley face. It follows the design of the smaller CX-7 and yet doesn't look like an awkward stretch job. More a 110 per cent enlargement. The extra 406mm length allows a third row of seats suitable for two small people. Trust me, if you're an adult you will not be comfortable back there. Boot space shrinks, naturally, to the point where not much more than a suitcase will slip behind the third row of seats. But it's great for family and friends and the versatility of the seating - the centre row is on sliders - gives it a purpose for almost every occasion. Lots of leather and an attractive dashboard is spoilt only by so-so sat-nav graphics and the foot-operated park brake. The rest is great. Not rocket science - a 3.7-litre 204kW/367Nm V6 petrol and all-wheel drive oily bits under an attractive body. It's a well executed and pleasantly simple package. Actually, the wagon is a front-wheel drive and will only start sending power to the rear wheels when needed - for example, when the front wheels slip on a wet surface or during heavy-footed acceleration. Theoretically, you could venture off the bitumen and gravel but reality says this is not intended to compete with 4WDs and besides, I wouldn't want to dig its 2-tonnes out of beach sand. Interestingly, the Toyota Kluger is near identical in spec and market but has almost four times the CX-9's sales - and there's no logical reason for this disparity. Mazda scores a maximum five-star rating for practically all its cars and the CX-9 is no exception. It also adds all the necessary electronic nannies, including ESC, ABS and rollover mitigation. Plus it's tall and looks like it wouldn't dint against a Mack. Yes, it's big but it has a confidence about it that creates the impression it is nimble. The steering is nicely weighted - though there's a bit too many turns lock-to-lock - and the automatic transmission puts down the cogs quickly and without fuss. The V6 engine is silky smooth and willing to rev with a good dab of torque at low revs - about 330Nm is available from 2800rpm - which makes it pointless to scream it out to 6250rpm to find the 204kW of power. Handling is secure though pushed hard will unleash understeer (the car wants to keep going straight ahead during a corner) and body roll. But it is so comfortable and quiet that you lose the desire to drive it quickly. It is, of course, a wagon for lots of people or luggage.

A shiney scalp middle aged bloke biffs through the traffic in a roof-down roadster. Not a good look, is it? And I should know. Pity, because at a time when some states seem poised to levy fines and demerit points for so as much mentioning "fun" in the same sentence as "driving", the Mazda MX-5 remains an unadulterated dose of jollies. It's become easily the world's most popular roadster largely because of its affordability, but this perennial Mazda is also a dynamic classic and an almost unique experience among new cars. If you've the least drop of petrol in your veins, you must drive one at least once. Nothing to touch it at this price. The alternatives we suggest aren't entirely comparable except in so far as they will drop their tops. The base soft roof touring, which really is all the MX-5 you need, starts at $42,460, the Roadster Coupe range with it's foldaway hard top of lightweight composite materials begins at $47,200. Our "special" edition gets nice silver paint ( metallic blue or black if you prefer), beige seats and grey stitching around the wheel and handbrake with Bilstein shocks. Otherwise it's stock. Moreover, it's gift that'll keep giving. Well-maintained MX-5's with more than 150,000km on the clock are not uncommon. Simplicity is the key. Although the folding hard top folds up or away at a button's touch, still it needs to be manually latched.  The revable, willing and able 2.0-litre atmo four is driven through a short throw six-speed manual. There are auto MX-5s and these are not bad, but they remove some of the interaction which is central to the roadster experience. For once "classic" isn't a misnomer. The MX-5 remains all of that  a (still fairly) lightweight, low slung, rear-wheel-drive two seater that exists to be driven for the sake of it. Generation three has been with us for six years, but the diminutive shape shows no sign of ageing. That's what comes of being (sorry) a classic. Time has been less kind to the inside which is looking distinctly last decade. Some of the plastics, especially around the centre storage bin serve to remind this is a budget sports car. If you want opulence, by all means spend at least twice the money on a German roadster for nothing like the return in terms of what one of those brands bills as sheer driving pleasure. Four crash safety stars is not of the top drawer but acceptable. Anti-skid brakes bolster discs, ventilated up front solids on the rear. While the limited slip differential allows you to burst out of corners, it's equally a safety measure for the distribution of power to the driving wheels. Dynamic Stability Control, Mazda's take on what most car maker's call an electronic stability program, is among the most sympathetically tuned in the business. It cuts in deftly when called upon, but you need to be speaking loudly. The absence of a spare tyre is acceptable in a tiny roadster, though that's no consolation if you cop a flat. As ever, a delight. The MX-5 has never been about outright power, though at under eight seconds from standing to the 100km/h mark it's handily quick and, being so sweetly petite, almost always feels fast. Rather, as cars become more cosseting and forgiving, this remains about intimacy and instant response to your inputs. Yes, the MX-5 has acquired heft due to modern necessities as airbags and (unforgivably in the eyes of purists) that folding hardtop, but there is nothing, repeat, nothing, quite like it at anything like the money. Turning through that wonderfully alive and accurate steering is paper cut sharp. Though a joyous device when pushed, perhaps the greatest thing about the MX-5 is that under the ever more draconian enforcement regimes of our revenue hungry state and territory governments, you need not chart extremes to enjoy it. Top up or scalp scorchingly down, it gives you something back on a suburban roundabout or dodging through city traffic. The iconic yet completely contemporary sports car.

Ever get those sudden stabs of anxiety, the ones where a sense of profound unease grabs you but for no readily identifiable reason? Got one one last week. Nasty one.

On a tight budget, you had four options: unsafe cars, unreliable cars, really boring cars or cars that combined all three characteristics.  In the past decade, though, it's become easier to find a tidy, safe, cheap used car, for several reasons. Firstly, used cars don't hold their value like they once did. New cars have become cheaper in real terms, and sales have boomed, so there's a lot more used cars on the market. Cars are also much safer than they used to be. Government legislation and independent crash test programmes like NCAP, (which publicises the results of its tests, much to the annoyance of the industry) have forced car makers to improve safety. A 2005 car, no matter what make it is, will be safer than a 1995 car. At the minimum, you want two front airbags and anti-lock (ABS) brakes. Unless it's French or Italian, in which case a weekly dummy spit is part of the "ownership experience," most cars from the last 10 years will be pretty reliable, as long as servicing has been done by the book. We are talking about ordinary, everyday cars here, that haven't been thrashed. If you're looking at some dude's slammed, chipped Subaru WRX and the price seems too good to be true, chances are it will self-destruct before you make it home. You pay your money and you take your chances. Immaculate, low kilometre cars owned by little old ladies do exist, and they are gold. So is a complete service record, especially if it's from the dealer who sold the car new.  Let's see if we can find a few to recommend. Bottom dollar in our search is $5000. There's not much joy at this money, but the last of the Mitsubishi Magnas, from 2004-2005, are great value and reasonably plentiful. Many will be ex-renters. That's not necessarily a bad thing, because serving will have been done to schedule. The 3.5-litre V6-four speed auto ES has four airbags and ABS. Another Mitsubishi, the Lancer, is the best small car we can find at this price. Toyota Corollas are fine too, though they're more expensive.  The Lancer's as sexy as a can of baked beans and completely bulletproof. Pay about $7000-$8000 or so for a 2005 model. Find one with optional ABS and six airbags. If you've got around $10,000 to spend, you have much more choice.  In 2004, Mazda made six airbags and ABS available across its entire range, as options or standard, so any Mazda2 or Mazda3 from 2004 on will be worth checking out. Mazda does blue chip quality, and if you find a good one, with a service book, buy it. You'll pick up a 2 for less than $10,000; a 3 will be $10,000-$12,000. If you need something bigger, this sort of money will also get you into a 2004-2005 Subaru Liberty, another top car from Japan's A league. All wheel drive, excellent handling and Subaru's class leading NCAP scores are pluses. The 2.0-litre four won't rip your arms off, but it will do the job. Wagons cost a little more. You might prefer a small SUV wagon instead, so look for a 2004-2005 Subaru Forester, or Toyota RAV4, at $12,000-$15,000.  If you need a big car for a big country, the Aussie six is hard to go past. You'll pay $10,000-$13,000 for the first of the VE Commodores from 2006. The 3.6-litre V6 sounds like 1000 leaf blowers on maximum thrust, however it's durable enough. Holden got serious about safety with VE, so you get stability control as standard.  It might take a while to find the right car, but in the end, it pays to be fussy. Second hand doesn't have to mean second best. WHERE TO BUY? Dealer Pros: On cars under 10 years old, most states require a warranty, typically 3 months or 5000 kilometres. You also get guaranteed title. Franchised dealers (ie those who also sell new cars) usually have the best selection of used cars; the trade-ins they don't want are unloaded to non franchised dealers or auctions. Cons: Can be more expensive than a similar car bought privately. Beware of non-franchised dealers selling flood damaged or rebirthed (ie cars written off by insurance companies but then repaired) from Queensland. Private Pros: The best way to find a bargain. Cons: You have to do plenty of legwork, and finding the right car, in a place that's close to where you live, can be a time consuming process. There's no guarantee of title or provenance, and no comebacks if it drops its guts on the way home. Buyer beware. Auctions Pros: Ex-government or fleet cars, usually properly serviced, with low kilometres. Guaranteed title. Many dealers buy cars at auction, take them to their car yard, and jack the price up by thousands of dollars. Buy it yourself, and pocket the difference. Cons: You can't test drive the car before you bid. It's also easy for an amateur to pay too much, so go to a couple before you buy to get an idea of prices and how it all works.

This is one of the more stylish ways to join the SUV set. The CX-7 has been a hit for Mazda for the four years since launch because it marries the high-riding SUV drive with car-like handling and swoopy exterior style with a touch of bling. It could do with more grunt, but you can't have everything and the mid-sized Mazda doesn't have too many shortcomings in the urban jungle. VALUE The two-wheel drive model kicks in at $33,990, then it's a $5000 jump to the on-demand all-wheel drive of the Classic Sports. Neither comes with standard Bluetooth - that's on the Diesel Sports and Luxury Sports models - which shows just how much the wireless technology has invaded our vehicles since the CX-7 launched in 2006. When $15,000 base model vehicles have Bluetooth as part of the basic package, there's no excuse other than bad product cycle timing not to have it in more upmarket cars. Points though for having a reversing camera across the range and there's a lot of standard gear even in the Classic, including cruise control, auto wipers and lights, an MP3-compatible sound system and tilt and reach adjustable steering wheel. TECHNOLOGY There's nothing outrageously new on or in the CX-7, though a major overhaul late last year freshened the bodywork and interior. It's hard to get excited about redesigned pistons that, if the engine is built the way you're paying for it to be, you hope never to actually see. Two-wheel drive models have a 2.5-litre four-cylinder engine linked to a five-speed auto that's good for 120kW and 205Nm.  All-wheel drive versions use a smooth six-speed automatic coupled to a 2.3-litre direct injection turbocharged four cylinder that's good for 175kW and 350Nm. The 2.2-litre turbodiesel isn't far behind with 127kW and 400Nm, but it's restricted to a six-speed manual gearbox.  All models come with a 4.1-inch screen as part of the multimedia interface, but only the diesel and luxury versions come with standard satnav. STYLING The Mazda designers applied the "if it ain't broke, don't fix it" adage when facelifting the CX-7. It is a standaout looker in a carpark of clones. The lines now crisper and emphasise the curve of the roof and wheel arches and there's more attention to integrating the various components _ the fog lights with the front bumper and the console edges with the dash _ as Mazda happily leverages the premium tag drivers attach to the vehicle. The unseen changes are also subtle but significant. The A pillars have been redesigned to include a moulding that extends across the side window and limits pressure differences to cut wind noise by 5 per cent. SAFETY The fundamentals of the CX-7 are sound: a solid chassis, decent brakes and a suite of airbags and driver aid software. That ensured it a five-star ANCAP rating when it was tested in 2008. The chassis uses high and ultra-high strength steel to improve impact resistance and it feels reassuringly planted on the road. DRIVING This is one of the best handling SUVs around - and that makes it one of its own worst enemies. The ride and feedback invite drivers to push harder and the 2.3-litre petrol engine is happy to spin high up in the rev range. That's a commendable effort from a small donk, but to keep 1.7-tonnes on the move the turbo powerplant will down more than 14 litres of petrol over 100km. And that's without trying too hard - and with the CX-7 preferring premium unleaded (regular unleaded can be used, but will reduce power). Still, if that's the price y ou pay for a decent-driving SUV, I'll cop it. The ride position is comfortable, controls are smartly placed and easy on the hand and eye and the overall feel is light and upmarket.  Doors shut with a decent thunk, the seats are flat but supportive and the sound deadening means little traffic clatter makes its way inside. There are SUVs with more interior room, with the capacity to carry more people and with better off-road abilities. There aren't any others, though, that look quite this classy for anywhere close to the same price. MAZDA CX-7 CLASSIC SPORTS Price: from $38,990 Engine: 2.3-litre direct-injection turbocharged four-cylinder Power: 175kW at 5000 revs Torque: 350Nm at 2500 revs Transmission: Six-speed automatic, all-wheel drive Economy: 11.5 litres/100km (claimed, combined) CO2 emissions: 273g/km Body: Five-door wagon Seats: Five Dimensions: length 4693mm, width 1872mm, height 1645mm, wheelbase 2750mm, tracks front/rear 1617mm/1612mm Steering: Power-assisted rack-and-pinion Suspension: MacPherson strut front, multi-link rear Fuel tank: 69 litres Fuel type: Premium unleaded (95 RON) Weight: 1761kg Spare tyre: Space saver Brakes: Ventilated discs front and rear Wheels: 18-inch alloys Tyres: 235/60 Safety gear: ABS brakes with brakeforce distribution, six airbags, electronic stability and traction control