From the July 2018 issue

Welcome to Crossover and Dad, the first magazine devoted to those high-riding, two-box vehicles that no self-respecting car guy wants but everyone is buying! Going forward, the rebooted C/D will be so replete with crossover news and reviews that it will resemble the overflowing cargo area behind the third row on your last family vacation. Yes, we know it’s your wife’s car. Our promise to you both: Absolutely no minivans—ever!

View Photos Marc Urbano Car and Driver

Fear not: There’s no way that’s happening, no matter how much the auto business careens off in such a direction. And make no mistake, the car world has turned upside down. Buick, which may be the stodgiest, most historically sedan-centric mainstream brand, reports that 79 percent of its sales volume in the first quarter came from crossovers. As for Porsche, we can’t remember the last month that the Macan didn’t outsell the 718 and 911 combined. Our test fleet on any given day seems to have more rows of seats than nearby Michigan Stadium.

But the news is not all doom and gloom for us car folk. The flood of crossovers has only made those few clever ones stand in greater relief, machines that manage to tick all (or most) of the practicality boxes without forgetting to reward the driver. Mazda’s seven-passenger CX-9 is among this select group, providing better-than-average driving dynamics in a great-looking, right-sized package. Putting one into our long-term fleet was a given, not open to debate.

“Driving around on back roads, this big three-row SUV feels so much smaller than it really is.” –Nathan Schroeder, Design Director

To ensure there would be no shame in our game, we ordered the CX-9 in Signature trim, the full-monty spec that started at $44,915 for the 2016 model year (the price has since increased by $375). This included, among other equipment, all-wheel drive, 20-inch wheels, a moonroof, LED lighting, and driver-assist systems (adaptive cruise, blind-spot monitoring, lane keeping, and automated braking). We added some dealer accessories and paid $300 for the Machine Gray paint that made our CX-9 look like a chrome-trimmed artillery shell, bringing the total to $45,955.

View Photos The turbocharged 2.5-liter four-cylinder is exceptionally smooth and quiet at idle and torquey and punchy at low revs. We miss the old V-6 not at all. Marc Urbano Car and Driver

But it was less the long list of features that initially impressed us and more the CX-9’s natty two-tone black-and-reddish leather interior with open-pore rosewood trim. “This interior shames some Acura, Cadillac, and Lexus vehicles,” pronounced technical director Eric Tingwall. “That’s not the highest bar to clear, but it’s impressive considering the Ford-era Mazdas.”

Indeed, from the first time the CX-9 rolled into the C/D garage, it was evident that this new model had little in common with the vehicle it replaced, which was the last vestige of Mazda’s decades-long partnership with Ford. The most significant change comes under the hood, where a turbocharged version of Mazda’s 2.5-liter four, rated at 250 horsepower and 310 pound-feet of torque, replaces the Ford V-6. Mazda no longer offers a six in any of its vehicles, and it’s easy to see why. The switch to the turbo four resulted in a 22-mpg average over 40,000 miles, a 4-mpg improvement over our long-term 2008 CX-9 powered by a 3.7-liter V-6.

The CX-9’s new powertrain makes it both lighter and quicker, with curb weight dropping below 4400 pounds. The CX-9 managed 7.1 seconds in a zero-to-60-mph sprint when new, and it trimmed a tenth of a second off that time at the conclusion of our test. On flat-foot acceleration, the CX-9 would get noisy at high revs, but with peak power occurring at 5000 rpm, it is unnecessary to chase the 6300-rpm redline. The engine favors low-end grunt anyway, with its full torque output available at a diesel-like 2000 rpm. “This turbo 2.5-liter is the little engine that could,” wrote deputy online editor Dave VanderWerp, “tugging this large vehicle very capably around town.”

View Photos Marc Urbano Car and Driver

Ride quality—even on its 20-inch wheels—and roll control were routinely praised in the logbook, as was the CX-9’s sedanlike handling and steering feel. Grip improved from 0.83 g to 0.85 once the CX-9’s tires were worn in, and its outstanding braking performance was consistent, with the CX-9 stopping from 70 mph in 168 feet at both ends of its service. (Full disclosure: We did have the front rotors turned due to warping just before final testing.)

More than one commenter mentioned how small the CX-9 drove given its largish size. About that ish: The CX-9 is one of the smaller seven-passenger, three-row crossovers on the market, and its third row is neither particularly commodious nor easy to get to, as the CX-9 offers only a second-row bench seat rather than captain’s chairs. We found its “occasional-use” third row more of a feature than a problem, as the size and handling trade-off is one we’ll always make. Which is why the new CX-9 is our reigning comparison-test champ in its class and has landed on our 10Best Trucks and SUVs list for two years running. As one logbook scribe put it: “A compromised third row is as common in this segment as four wheels and doors. Just buy a minivan already.”

Complaints about the big Mazda were few. Some of the taller members of our staff felt that the front seats needed longer cushions. Those who hate head-up displays hated this one, too, and grumbled that turning it off in the infotainment settings was overly complicated. The cockpit ambient light was deemed too bright at nighttime by some, while others didn’t notice. Having recently spent many months with our now gone long-term Honda Pilot made it easy for everyone to notice the CX-9’s paucity of storage bins and cubbies.

View Photos The fit and finish of the CX-9’s interior is about as good as it gets with nonluxury-brand vehicles. Who cares about how a three-row crossover handles? The driver. Marc Urbano Car and Driver

Sometimes the infotainment system would freeze at startup; often, the fix was to shut off the CX-9 and turn it on again. And of course, since it doesn’t yet speak Android Auto or Apple CarPlay, this system that we once lauded as among the industry’s best is beginning to feel a little dated—“like an iPhone 4,” wrote one editor. Mazda knows that it lags in this area and has announced future support for both phone-mirroring technologies, with details still forthcoming.

The CX-9 proved mostly reliable during its tenure, needing five routine service visits for oil changes and such. The dealer also performed two no-charge repairs to address service bulletins from Mazda, including updating the powertrain-control-module software. We had to have a cracked windshield replaced, and we took the CX-9 to the body shop for repairs after a minor parking mishap caused damage to the chrome rear-bumper trim.

We did have a few scarier encounters with the CX-9, ones that seemed innocuous at first but threatened one editor’s road trip. They were related to what we’ll call here conventional range anxiety. It started at around 30,000 miles, when a staffer ran the CX-9 out of gas twice in one week. Which seems stupid, except that in the first instance, the CX-9 stalled just as the estimated-range display changed from one mile to zero, and the second time, it still showed eight miles of range. Our collective takeaway from the experience can be summarized by the note that showed up in the logbook after the second incident: “Don’t gamble with the estimated range.”

View Photos Marc Urbano Car and Driver

More than 3000 miles passed before the issue recurred. The CX-9 was in rural Virginia, en route to Universal Studios Florida. The editor behind the wheel was planning to pull over for gas at his next opportunity when the vehicle sputtered to a stop. This time, the CX-9 estimated the distance to empty at a substantial 41 miles. It would later take our local dealer 14 days to fix the running-on-empty problem by replacing both fuel-sending units. But the more immediate issue for our vacationing editor and his family was that they were stuck on the side of the road, and when they called Mazda’s roadside-assistance number and waited about a half hour for a callback, they were told that there were no tow trucks in Mazda’s network that could assist them. Oh, hey, thanks. Glad we waited.

A Virginia State Police trooper happened upon the scene shortly thereafter and arranged a gas-can delivery, and so the editor was able to make it two miles down the road to the next filling station. He never allowed the CX-9’s gas gauge to drop below a quarter tank again, and he was thus able to buy plenty of expensive Wizarding World of Harry Potter souvenirs for his children. And they all lived happily ever after.

The whole of our 40,000-mile test was equally fairy-tale-like. For 16 months, we never grew tired of the CX-9. Its smart engineering and superior value acted as a salve to the frequent suffering of those middle-aged family men on staff who watch their younger and less attached coworkers drive off weekend after weekend behind the wheels of the sportiest cars in our stable. As deputy editor and parent Daniel Pund succinctly put it, “The Mazda CX-9 is really the only mainstream three-row SUV I can actually see myself buying and driving.”

View Photos Marc Urbano Car and Driver

Rants & Raves

“The engine is wonderfully diesel-like in every way, save for its pleasant smoothness.” –Alexander Stoklosa

“There’s so much to like about the CX-9. It’s attractive, athletic, refined, and yet practical.” –Mike Sutton

“The CX-9’s interior quality is a model by which all other crossovers should be judged—it’s that good.” –Greg Fink

“Feels well worth the price.” –Joseph Capparella

“The ride is terrific, making this a truly desirable long-distance cruiser.” –John Phillips

“I’d buy one of these even though I’m single and under 30. It looks expensive, feels expensive, and drives expensive.” –Alexander Stoklosa

“Mazda did cheap out on a few things: no driver’s-seat tilt function, the adaptive cruise gives up at low speed, and this infotainment system is fairly out of date.” –Dave VanderWerp

“The CX-9 rides surprisingly well given its sportier-than-average demeanor.” –Dave VanderWerp

“It’s so peaceful on the highway that I almost fell asleep at the wheel.” –David Beard

“The fat field of tall wagons has become synonymous with boredom, but the CX-9 at least instills a gratifying sense of driver control.” –John Phillips

“The driver’s seat is comfortable and perfectly supportive. I never felt fatigued during four 500-plus-mile days sandwiched around our amusement-park trip.” –Rusty Blackwell

WHAT WE LIKE: Torque. The CX-9’s 2.5-liter inline-four delivers all of its 310 lb-ft from as low as 2000 rpm, and the six-speed automatic is perfectly programmed to take advantage of this turbocharged, small-displacement engine. As a result, the big CX-9 never gets caught in the wrong gear, making it a satisfying hauler and urban runabout. On the highway, it runs quietly and tracks straight, leaving the driver free to admire the scenery and the CX-9’s handsome cockpit. You’d think that after more than a year of sliding behind the wheel we’d have grown tired of the rosewood trim and imitation-leather dash, Mazda’s faux-luxury interior appointments. But no, we’re still struck by how nice a place the front seat of the CX-9 is.

View Photos ALEX CONLEY , CHRIS DOANE AUTOMOTIVE, MICHAEL SIMARI

WHAT WE DON’T LIKE: That Mazda’s 2018 updates to the CX-9 were not retrofitted to our long-termer. We’re most envious of the redesigned second row that improves access to the third-row seat, but we also would welcome the additional sound insulation and the new heated steering wheel. We’re growing weary of Mazda’s infotainment system, which has had a habit of intermittently freezing up in our CX-9—as it has in other Mazda models. And although its single-rotary-knob interface was one of the best in the business when it was introduced years ago, Apple CarPlay and Android Auto have rendered it all but obsolete today.

WHAT WENT WRONG: We—and by “we,” we mean one particular staffer—ran the CX-9 out of gas, not once but twice in the same week. No, this was not part of our exhaustive battery of tests, just garden-variety stupidity. The first time, the CX-9 shut off precisely as the distance-to-empty counter arrived at zero; its pilot assumed, incorrectly, that he would be able to drive at least a mile or two beyond the estimated range. Having learned his lesson (sort of), he was on his way to the gas station when he ran the tank dry the second time. In this instance, the range estimate still read eight miles.

View Photos Twice in one week?! The distance-to-empty readout said we could expect another eight miles of range, but the tank was dry. Again. ALEX CONLEY , CHRIS DOANE AUTOMOTIVE, MICHAEL SIMARI

WHERE WE WENT: Home Depot, the Washtenaw County Home Toxics Collection Center, the Ann Arbor PTO Thrift Shop, the scrap-metal yard—and that was all before noon. Since the CX-9 returned from Montana it has been pressed into service mainly as a surrogate minivan/truck. Yet even without leaving the state it continues to accrue mileage at a decent clip, all while existing in the same fleet that also includes a pair of minivans and a pickup. We did make our third and fourth trips for oil changes; during the most recent visit, the dealer installed new engine- and cabin-air filters as well as fresh wiper blades, adding $264 to our total running costs.—Jeff Sabatini

Months in Fleet: 13 months Current Mileage: 31,799 miles

Average Fuel Economy: 22 mpg Fuel Tank Size: 19.5 gal Fuel Range: 420 miles Service: $541 Normal Wear: $84 Repair: $0

Damage and Destruction: $177

WHAT WE LIKE: Mazda’s CX-9 is like the summer-camp counselor who teaches you to smoke: fun, surprising, but all utilitarian and practical when the adults arrive. In this case, what Mazda’s counselors have whipped up for the kids is an SUV with good handling, demonstrating skidpad grip of 0.83 g. Midcorner, the CX-9’s load shifts predictably and with little consequence, and its relatively low center of gravity keeps confirming what we’re feeling. Around town, the CX-9 is nimble. Not as nimble as Mazda’s cars, but of course it sits higher and its sightlines are better. Someone spent a long while balancing this vehicle’s ride/handling trade-off.

Inside, the CX-9’s Signature trim scores for its near-luxurious appointments, with the maroon upholstery mitigating what otherwise would have been a buffet of black. What’s more, this SUV is famously quiet in all modes: idle, wide-open throttle, and cruising. At stoplights, you may well conclude that the engine has died, so quiet and smooth is its idle. Undertaking conversations with back-seat riders, even at freeway speeds, requires few raised voices.

View Photos ALEX CONLEY , CHRIS DOANE AUTOMOTIVE, MICHAEL SIMARI

The CX-9 is also a compelling consumer of interstate miles, as we learned during a two-day, 2000-mile rifle shot from Ann Arbor to Montana. Would-be buyers seeking a minivan alternative need only scan our recent comparison test, in which we concluded, “The CX-9 is a compelling package, and although that package is not the largest, it is the best.” So far, we cling to that claim.

WHAT WE DON’T LIKE: There’s not much here to dislike. A couple of editors have opined that the driver’s-seat cushion is too short and the seams of the seatback press too insistently into one’s back. There is also disagreement about the styling of the CX-9’s jutting grille, looking aero-dandy and modern to some and like an industrial exhaust appliance to others. The whopping grille, of course, is the trend right now in almost all of autodom, and this one seems to cover as much cubic territory as a domed stadium.

We’ve also recorded beefs that the third row is difficult to access and that the cargo area is small—at least compared with other SUVs in this class, notably the Volkswagen Atlas, Honda Pilot, and Dodge Durango.

View Photos ALEX CONLEY , CHRIS DOANE AUTOMOTIVE, MICHAEL SIMARI

WHAT WENT WRONG: Went wrong? Well, we made a bogus turn in Ketchum, Idaho, thus missing Ernest Hemingway’s grave and instead fetching up against a saloon serving more pale ales than Folsom has felons. “But man is not made for defeat,” Papa said before killing himself.

In truth, the CX-9 has been a mechanical ray of sunshine. Since we last checked in on our long-termer, we’ve merely changed its oil and rotated its tires. The dealer also performed warranty service to address a cargo-area rattle problem that we hadn’t experienced.

View Photos ALEX CONLEY , CHRIS DOANE AUTOMOTIVE, MICHAEL SIMARI

WHERE WE WENT: The CX-9 spent the summer at John Phillips’s Dead-Loss Ranch in southwestern Montana, where it was subjected to daily filthy indignities, not least of all the minimum of two miles of “light” off-roading necessary to achieve a paved surface. The Mazda was also used to haul numerous Montana-worthy tires, including a fresh set of General Grabber Arctics with big freakin’ studs, not a common article in our expanding stock of rubber.

The CX-9 has traversed all of western Montana: Missoula, Kalispell, Whitefish, and two soothing hot springs (Lost Trail and Quinn’s). It was further piloted to Idaho for fly-fishing duty on the Salmon and Big Wood rivers, where the big fat grille looked, well, happy.—John Phillips

Months in Fleet: 11 months Current mileage: 24,496 miles

Average Fuel Economy: 22 mpg Fuel Tank Size: 19.5 gal Fuel Range: 420 miles

Service: $286 Normal Wear: $0 Repair: $0

Damage and Destruction: $177

WHAT WE LIKE: Mazda vehicles, as a rule—a rule that the flagship CX-9 SUV doesn’t break. Let’s talk about that notion for a minute. At $32,460, the CX-9 has the highest base price of any Mazda. With 250 horsepower, it is also the most powerful new Mazda vehicle on sale today. And, of course, three rows of seating make it the biggest. So yeah, it is the flagship. Unsurprisingly perhaps, we like almost everything about the CX-9. “It’s attractive, athletic, refined, and practical,” wrote one commenter, fairly summarizing our staff opinion. The CX-9 looks expensive inside and out in this Signature trim, and it also displays near perfect fit and finish and has nicely weighted controls. The interior, in particular, continues to impress most drivers, even compared with the endless parade of luxury-brand crossovers that come through our office.

WHAT WE DON’T LIKE: As great as it is having 310 lb-ft of torque available low in the rev range, rocketing away from tollbooths takes its own toll on fuel economy. Even on long trips, we’ve seen well shy of the 26-mpg EPA highway estimate. The 2.5-liter turbo inline-four doesn’t like to rev, and it sounds coarse and strained hitting its 5000-rpm horsepower peak, sometimes vibrating the floorpan and reminding us that the CX-9 is not a luxury sports sedan. In that vein, we missed having a heated steering wheel this winter, although the Mazda 3 and 6 both got that option for 2017, so perhaps Mazda will add that to the CX-9’s equipment list for 2018.

View Photos ALEX CONLEY , CHRIS DOANE AUTOMOTIVE, MICHAEL SIMARI

WHAT WENT WRONG: The stitching on the CX-9’s steering wheel started unraveling at only 6000 miles. Perhaps we’ve just been picking at it too much, exercising our cold fingers to keep them warm. Someone also managed to back the CX-9 straight into the exterior brick wall of our office building; thankfully this resulted only in a cracked piece of chromed plastic on the bumper, and the fix cost less than $200. Our first visit for scheduled maintenance (fresh oil and filter, tire rotation, and an inspection) set us back $105 around the 7500-mile mark.

WHERE WE WENT: The CX-9 has made it to Chicago twice and also visited southern Indiana, all during the grip of winter. As we line up our summer excursions, however, its dance card is rapidly filling up.—Jeff Sabatini

Months in Fleet: 5 months Current Mileage: 11,881 miles

Average Fuel Economy: 20 mpg Fuel Tank Size: 19.5 gal Fuel Range: 390 miles

Service: $105 Normal Wear: $0 Repair: $0

Damage and Destruction: $177



If we could marry a car company at this very moment, there’s little question it would be Mazda. Maybe it’s not the sexiest, certainly it’s not the richest, but there’s no other auto manufacturer with whose full lineup we’d rather settle down. This is not hyperbole: When the most recent Mazda long-termer finished its 40,000-mile stay in our fleet, it was immediately purchased by one of our editors, whose real-life spouse is now driving that Mazda 3 every day.

It helps that the Mazda lineup has been pared to just six vehicles; the newest is this redesigned CX-9, which ditches the last vestige of Ford mechanicals from Mazda’s parts bin, leftovers from the era in which the Blue Oval was part owner of the Japanese brand. A lighter, Mazda-engineered platform underpins the new CX-9, which uses struts in the front and a multilink suspension in the rear. This doesn’t transform the three-row crossover into an MX-5, but our 4393-pound CX-9 does weigh 165 pounds less than the final example we tested from the previous generation.

View Photos ALEX CONLEY , CHRIS DOANE AUTOMOTIVE, MICHAEL SIMARI

This is despite our new CX-9 being delivered fully loaded. We ordered it in Signature trim, which carries a base price of $44,915 and affords every factory option. Highlights include seating for seven, all-wheel drive, 20-inch wheels, power everything, leather seats and interior trim, navigation, and a sunroof. Our CX-9 also carries modern safety-enhancing equipment such as LED headlights, adaptive cruise control, blind-spot monitoring, lane-keeping assist, automated braking, and a backup camera. Noticeably absent from the features list are a heated steering wheel, cooled front seats (although they are heated), and heating or cooling for the rear seats. Yes, we’re spoiled.

We added to our order form $200 all-weather floor mats, a $450 trailer hitch, and $90 worth of cargo nets. With $300 spent for the classy Machine Gray paint, the total price came in at $45,955, which seems reasonable for a three-row crossover, especially one this nice inside. By comparison, that price is $2000 less than the sticker on the long-term 2016 Honda Pilot that will soon depart our parking lot at Eisenhower Place.

Like everything Mazda sells, the CX-9 aspires to be the best-driving vehicle in its class. This doesn’t necessarily mean outstanding test-track performance. The CX-9 ran from zero to 60 mph in 7.1 seconds, equal to the performance of the long-term 2016 Kia Sorento it currently shares a parking lot with but more than a second slower than the Pilot. The Mazda did better in other instrumented testing, pulling 0.83 g on the skidpad and stopping from 70 mph in 168 feet, pipping the Honda and the Kia in both metrics.

View Photos ALEX CONLEY , CHRIS DOANE AUTOMOTIVE, MICHAEL SIMARI

On the road, the Mazda is in another league from that pair, with a tautness to its suspension that allows it to drive smaller than its size. (And it might actually have less body roll in corners than a base Miata sports car.) The CX-9 feels comparatively low to the ground and has quick, sedanlike steering. Both our long-term Honda and Kia pack V-6 engines under their hoods, while Mazda opts for a turbocharged 2.5-liter four-cylinder. With 250 horses, it makes less power but lots more torque: 310 lb-ft as low as 2000 rpm. The six-speed automatic’s shift programming keeps turbo lag to a minimum and works well enough that we haven’t had cause to explore what exactly the Sport toggle switch on the center console does.

Surely we’ll get around to it soon enough, but our initial exposure to the CX-9 has been largely confined to commuting. This has given us ample opportunity to appreciate just how well appointed and refined the interior is. A two-tone black and reddish color combination is called Auburn by the factory, but “Merlot” might be more appropriate. Rosewood trim is as plentiful as it is pretty, and the stitching on the leather-wrapped steering wheel defines how this trendy decorative element should be done, shaming some luxury marques in the process.

Not everything inside the CX-9 is as perfect as the grain of its seat leather. Mazda’s 8.0-inch infotainment system, which was state-of-the-art a few years ago, doesn’t support Apple CarPlay or Android Auto. The 60/40 split-folding second-row bench seat is not as easy to operate as is the one-touch system in the Pilot. And once an adult has clambered into the economy-class third row, well, they’ll wish they were a child. And if they’re actually a child, they’ll wish they were an adult so they could tell someone else to ride back there.

View Photos ALEX CONLEY , CHRIS DOANE AUTOMOTIVE, MICHAEL SIMARI

We certainly don’t plan to spend much time as passengers, as the CX-9 promises nothing less than being the driver’s alternative to the world of softly suspended transportation appliances. With flesh-and-blood families of our own, when it comes time to grab keys for the weekend we often have no choice but to pass over favorites like our long-term MX-5 Miata. We look forward to the CX-9 making that choice easier to swallow for many months to come.—Jeff Sabatini

Months in Fleet: 2 months Current Mileage: 4465 miles

Average Fuel Economy: 20 mpg Fuel Tank Size: 19.5 gal Fuel Range: 390 miles Service: $0 Normal Wear: $0 Repair: $0

Specifications Specifications: VEHICLE TYPE: front-engine, all-wheel-drive, 7-passenger, 4-door hatchback

PRICE AS TESTED: $45,955 (base price: $44,915)

ENGINE: turbocharged and intercooled DOHC 16-valve Miller-capable inline-4, aluminum block and head, direct fuel injection

Displacement: 152 cu in, 2488 cc

Power: 250 hp @ 5000 rpm

Torque: 310 lb-ft @ 2000 rpm

TRANSMISSION: 6-speed automatic with manual shifting mode

DIMENSIONS:

Wheelbase: 115.3 in

Length: 199.4 in

Width: 77.5 in Height: 67.6 in

Passenger volume: 135 cu ft

Cargo volume: 14 cu ft

Curb weight: 4393 lb

PERFORMANCE: NEW

Zero to 60 mph: 7.1 sec

Zero to 100 mph: 19.9 sec

Zero to 120 mph: 36.8 sec

Rolling start, 5-60 mph: 7.7 sec

Top gear, 30-50 mph: 3.6 sec

Top gear, 50-70 mph: 5.0 sec

Standing ¼-mile: 15.5 sec @ 90 mph

Top speed (governor limited): 132 mph

Braking, 70-0 mph: 168 ft

Roadholding, 300-ft-dia skidpad*: 0.83 g

*stability-control-inhibited PERFORMANCE: 40,000 MILES

Zero to 60 mph: 7.0 sec

Zero to 100 mph: 19.2 sec

Zero to 120 mph: 34.2 sec

Rolling start, 5-60 mph: 7.5 sec

Top gear, 30-50 mph: 3.5 sec

Top gear, 50-70 mph: 4.9 sec

Standing ¼-mile: 15.4 sec @ 91 mph

Top speed (governor limited): 132 mph

Braking, 70-0 mph: 168 ft

Roadholding, 300-ft-dia skidpad*: 0.85 g

*stability-control-inhibited C/D FUEL ECONOMY:

Observed: 22 mpg

Unscheduled oil additions: 0 qt EPA FUEL ECONOMY:

Combined/city/highway: 23/21/26 mpg WARRANTY:

3 years/36,000 miles bumper to bumper;

5 years/60,000 miles powertrain;

5 years/unlimited miles corrosion protection;

5 years/60,000 miles roadside assistance >>CLICK TO DOWNLOAD FINAL TEST SHEET<< >>CLICK TO DOWNLOAD INITIAL TEST SHEET<<

Expand Collapse

This content is created and maintained by a third party, and imported onto this page to help users provide their email addresses. You may be able to find more information about this and similar content at piano.io