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Cliff Chambers13 Oct 2014
ADVICE

Buying a used Mazda CX-7 (2007-2012)

Mazda's CX-7 is an all-roader with killer looks, performance, handling and no place for boredom. But is it practical?

Mazda's 'Zoom, Zoom' advertising campaign left in no doubt the brand's intention to promote performance throughout its range – even when the model was a 1.8-tonne 'family' 4WD.

As a show car that rapidly made its way onto the production line, the CX-7 broke with quite a few conventions and asked buyers to accept some packaging compromises. In return they got a slick chunk of family transport that left pretty much everything in its class foundering. However, the great looks and value-packed design have been clouded by some durability concerns.

HISTORY
The CX-7 took its basic dimensions and shape from a concept car called the MX-Crossport. Mazda urgently needed a modern replacement for its doddering, fuel-gulping MPV and had plenty of bits in the parts bin to build something practical beneath the Crossport's radical body.

The production version appeared overseas in mid-2006 and made its Australian debut a few months later. The suspension was a blend of Mazda6 sedan/MPV up front  and Mazda 5 at the rear but missing the performance sedan’s limited-slip rear diff. On-demand 4WD drove through the front wheels until traction became marginal then it would send up to 50 per cent of the engine's output to the rear end.

A solid 175kW was delivered by 2.3 litres of turbocharged 2.3-litre Mazda motor; yes, the same engine as in the MPS but with its peak power and torque arriving 500rpm below the 190kW version. Premium 95RON unleaded was still the required grade of fuel.
Prices began at $39,910 for a basic CX-7 – renamed within six months of release as the Classic –before jumping by $5600 to accommodate the very well-equipped Luxury version.

Basic cars weren't bare but the top-spec model replaced cloth seat trim with leather and made power adjustment standard. Overhead was an electric sunroof and on all sides a nine-speaker music system with CD stacker.  No manual option was available but the auto had six-speeds where most competitors made do with five or even four.  

Eighteen-inch alloy wheels were standard across the CX-7 range, with meaty 235/60-section rubber helping absorb bumps and minimise rim damage.

That was important because under the rear floor there was only space for a temporary spare.

The range was expanded to include a $33,900 entry-level car with 2.5 litres and front-wheel drive only.  Equipment was extensive though, with an in-dash display screen, reversing camera, trip computer, automatic headlights and a six-disc CD system.  Wheel size dropped from 18 inches to 17 though.

In 2009 the range was again expanded to include a non-turbo, 2.5-litre petrol engine and 2.2-litre turbo-diesel. The Classic Sports replaced the Classic and was $1000 cheaper with no loss of inclusions.

Those who bickered over the turbo car's liking for costly 95 RON petrol could get almost all of the Luxury model's equipment in a 2.2-litre Diesel Sports. These, with mandatory six-speed manual transmission, cost $43,640, produced 400Nm of torque and 127kW of power.

Upper-end Luxury Sport versions kept their turbo motor and six-speed automatic transmission plus all the cushy equipment then sweetened the deal with a $2000 price reduction.    

ON THE ROAD
The CX-7 shape and its trendy packaging generated plenty of admiration and almost 7000 sales during 2007; its first full year of Australian sales.

However, life since then hasn't been smooth for Mazda's funky all-wheel drive, especially when buyers started comparing fuel consumption against other models in its size and price brackets.  

Road testers exposed the CX-7 to a range of driving environments and returned 15-17L/100km; not great but OK for an 1800kg, turbocharged carry-all.

Then appeared on-line complaints of 20L/100km in urban driving and drivers being able to watch the gauge drop when towing at highway speeds.

The 2.5-litre, introduced to quell buyer discontent, used 20 per cent less fuel – and didn’t need expensive Premium – but with a load aboard the 120kW engine worked harder and its advantage over the turbo diminished. That leaves the diesel version.

On the second-hand market, these will deliver 9L/100km and can get into the 7s with super-cautious use. The mandatory manual transmission might not sit well though with city-dwellers who need to creep along in stop-start traffic.  

There's plenty of leg and head-room for front-seat occupants of the CX-7 but family members who get confined to the rear will find leg-room tight and those high sides disconcerting. Kids past the age of needing a car-seat might appreciate a booster cushion.

Safety features commence with a solid passenger cell that survived ANCAP's barrier test almost unmarked and extend to air-bags in front and down both sides, stability and switchable traction control, seat belt pre-tensioners and, on later versions, a reversing camera. Make sure mirrors are properly adjusted before test-driving as the blind-spots are large.

Luggage capacity using all of the available space is a decent 400 litres and the rear seat-back has a 60/40 split. However, with passengers using the rear seats, the space behind will be pretty much filled once you load a decent-sized pram and drink cooler.

Once out of town and onto a highway or back-top, turbo-engined CX-7s can be forgiven almost any fault. These cars accelerate and handle like a sporty coupe and only the onset of body roll will remind the exuberant driver that they are pushing a little hard into tight bends. The six-slot auto has a good spread of ratios which allows the engine to deliver lots of low-end punch. Gearing is low however, and on the freeway at 100km/h you're spinning the engine at 2560rpm which won't help economy.  

The steering, with 2.9 turns lock-to-lock, is direct and provides good feedback. With stiffish spring settings and shocks that don't do a lot of absorbing, the 60-series rubber plays a significant role in preserving occupant comfort.

CHECK POINTS
>> Mechanical issues affecting turbocharged Mazda engines are seemingly unrelated to poor or neglected maintenance. Cam chains can stretch quite early in life and occasionally break, effectively destroying the engine.  Any whirring, ticking or rattles from the front of the engine needs to be investigated and any CX-7 that has passed 80,000 kilometres without a chain replacement might benefit from some preventive maintenance.
>> Lubricant by-passing a seal has been blamed for sudden turbocharger failures. These can also cause internal engine damage. If the exhaust shows any hint of smoke – except from diesel versions – stay right away from that car.
>> Under-bonnet heat and can cook components that aren't properly shielded. It isn't easy to dig around under the CX-7 bonnet but get a torch and look for perished or heat-affected hoses and plastics.
>> Any car that won't quickly select all-wheel drive may have problems with sensors or the transfer case. If you can find a bit of gravel where wheel-spin can be provoked, accelerate hard to make sure the transmission is responding.
>> AWD CX-7s are competent on gravel, snow and firmly packed sand but keep them away from soft sand or rough off-roading. Inspect the sills and floors for scrapes and stone damage that indicate a car has spent a lot of its life on gravel roads. Damaged drive-shaft seals let in sand and dirt.
>>  Air-conditioning compressor failures have been reported in cars only a few years old. Test the temperature of air coming from vents – it should feel icy not just cool – and that the direction of air-flow changes with each different selection.

USED VEHICLE GRADING
Design & Function:
13/20
Safety: 16/20
Practicality: 14/20
Value for Money: 12/20
Wow Factor: 12/20
SCORE: 67/100

ALSO CONSIDER
: Subaru Outback 3.0R, Holden Captiva Maxx, Ford Territory

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Written byCliff Chambers
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