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Mike McCarthy1 May 2008
REVIEW

Comparison: Ford Territory Ghia vs Mazda CX-9 Luxury vs Subaru Tribeca 3.6r Premium

The weighty issue of shifting a pack of seven is addressed here with three SUVs that offer the crucial third row. So which is right for your team?

Back Row Scrum
Ford Territory Ghia vs Mazda CX-9 Luxury vs Subaru Tribeca 3.6r Premium



As they say, one thing leads to another. It used to be that wagons with more than five seats, such as the '80s Peugeot eight-seaters, went almost unheeded.


Then along came soccer mums, school runs, extended neighbourhood families and similar sociological influences, which led to opportunities, real or perceived, for more passenger capacity.


A surge in van-based multi-seaters, followed by a proliferation of job-specific people-movers, led almost inevitably, to a growing influx of three-row SUVs. And thence to this three-way involving the Ford Territory, Mazda CX-9 and Subaru Tribeca 3.6R.


The Territory Ghia, CX-9 Luxury and Tribeca Premium we're testing here represent peaks of their respective AWD model lines. However, the seven-seat net spreads rather wider. The CX-9 and Tribeca offer single lower-level versions, while the Territory extends two rungs below and one (turbo) above. Unlike the solely AWD CX-9 and Tribeca, Ford also offers third-row seating for equivalent RWD Territories.


At first sight the Tribeca Premium's $60,990 ask is costliest of the three. However, the higher initial ante is offset by value-adding goodies including electric sunroof, roof bars, rear DVD player/screen, large front display/touch-screen with info facility and sat-nav, along with very hospitable rear-cabin air-con.


The CX-9 Luxury lives up to its $57,265 price tag. There are no options as such, except that, by the time this report is published, integrated sat-nav will be available for $2800.


Like the Subaru, the CX-9 Luxury includes heated front seats and electric sunroof, but brings three memory settings for the all-electric driver's seat (to Tribeca's two). The Mazda and Ford also have two-way steering wheel adjustment and six-speed automatics, versus Subaru's simple tilt solution and five-speed auto.


As a seven-seat Ghia with the standard leather interior, the AWD Territory enters the fray at $58,990. Or at $58,790 for those who prefer velour/cloth trim; an alternative not offered by the opposition. However, each make lists prestige paint as a no-cost option.


In front-seat specifications, the main difference is that the Territory Ghia driver gets only push-button cushion height and travel, with manual backrest rake and lumbar adjustment. The front passenger foregoes any electrical assistance. However, the Ford's driving position benefits from the pedals' exclusive fore-aft (electrical) adjustability.


Territory offers rear-passengers DVD entertainment for $2885 extra, and the driver the convenience of sat-nav for a comparatively steep $3600. Then again, for wannabe soft-road explorers with lofty aspirations, the Ghia's $910 speed-limiting Hill Descent Control promises a worthwhile advantage unavailable in the Tribeca and CX-9.


The drivetrains represent the three mainstream six-cylinder configurations: where the Territory has an in-line six, the Tribeca employs a flat-six, and the CX-9 a 60-degree V6.


The 4.0-litre Ford engine exploits its extra displacement over the 3.7-litre Mazda and 3.6-litre Subaru by not only producing higher maximum torque than its rivals (383Nm versus 366 and 350 respectively), but also doing so at appreciably lower engine speeds. However, the Ford sets no records for maximum power, its 190kW peak equals the Subaru's, and gifts 204kW bragging rights to the Mazda.


Although the Ford readily winds up to 6000rpm when pressed - albeit with considerably louder, grainier noise and less sense of refinement than the other two - it's noticeably a more deeply muscled plonker than its busier, revvier rivals at low to middling speeds.


The Territory's beefier torque doesn't go amiss because the Ghia is a fairly hefty bugger at 2125kg, or about 45kg and 83kg more than the CX-9 and Tribeca respectively. Accordingly, the Aussie hasn't as impressive a power to weight as the two Japanese models, but not too much should be read into that as a reflection of real-world performance potential.


The 4.0-litre Ford engine exploits its extra displacement over the 3.7-litre Mazda and 3.6-litre Subaru by not only producing higher maximum torque than its rivals (383Nm versus 366 and 350 respectively), but also doing so at appreciably lower engine speeds. However, the Ford sets no records for maximum power, its 190kW peak equals the Subaru's, and gifts 204kW bragging rights to the Mazda.


Although the Ford readily winds up to 6000rpm when pressed - albeit with considerably louder, grainier noise and less sense of refinement than the other two - it's noticeably a more deeply muscled plonker than its busier, revvier rivals at low to middling speeds.


The Territory's beefier torque doesn't go amiss because the Ghia is a fairly hefty bugger at 2125kg, or about 45kg and 83kg more than the CX-9 and Tribeca respectively. Accordingly, the Aussie hasn't as impressive a power to weight as the two Japanese models, but not too much should be read into that as


Perhaps more importantly, certainly for people concerned about petrol costs (regular 91 RON all 'round, hurrah), the Tribeca is clearly the more fuel-efficient model here. Over our some 1000km of realistically varied convoy driving, the Tribeca averaged 14.6L/100km. Interestingly, despite some expectations, the CX-9 and Territory were within decimal points of one another at the intermediate refills, and mutually arrived at 15.4L/100km overall.


Although the Tribeca's five-speed auto 'box gives nothing to the rival six-speed units in utterly smooth functionality, switching between models for comparative purposes reveals subtle differences in driving refinement due to having one ratio more, or less. It's also noticeable the Japanese autos have succumbed to the debatably worthy European influence of anticipatory down-shifting whenever you back off the gas, let alone brake, and of hanging onto gears longer than seems necessary before up-shifting. The Territory doesn't indulge such precocious machinations.


Manual sequential control in the CX-9 and Territory sees the lever drawn back for upshifts, pushed forward to change down. The Tribeca is the other way around. Incidentally, even when gears are manually selected, the CX-9 automatically up-shifts if the tacho needle nears the redline. However, the Tribeca holds selected gears until the engine bounces off the rev limiter, and the Territory stays where told, regardless of revs, until you pick the next move.


At brisk speeds, the trio's ride qualities are reasonably good. Not plush, but well controlled and sufficiently supple to absorb most irregularities without discomforting the occupants. It's then that the Tribeca and CX-9 are at their respective bests, though neither matches the Territory's superior bump-blotting absorbency on rough roads. The Subaru registers more pronounced body vibes across washboard surfaces, which make some impression on the CX-9 and comparatively little on the Territory.


To its credit, the Ford's amenable ride quality continues its untroubled dispatch of low-speed, small-bump disturbances which habitually catch the Tribeca's ride short and busy while giving the CX-9 incessant and obtrusive jiggles.


The CX-9 handles particularly well, generally better than may be expected for its size and kind. Hurried through corners, the Mazda answers the helm with tangible assurance, keeps body roll within bounds, settles into the turn with nicely balanced attitude and feels so securely planted it could be keyed to the road. Thus the CX-9's handling comes close to being outstanding, except for two things - unpredictable electronic interruptions, and the Territory.


The Ford's class-benchmark chassis dynamics and handling skills still serve some reality checks to the CX-9 and Tribeca and other such newcomers. Through any sort of swerves or curves, the Territory's handling is as good as it gets in this corner of the market. So while the CX-9 can hang with the Territory in places where responsively sure-footed handling really counts, neither can decisively gap the other from point to point.


Indeed, the only gap, and it's obvious though not vast, is back to the Tribeca, which, like its driver, has to work harder to stay in touch with the front runners. Not that the Tribeca has poor handling, just its dynamics aren't quite as disciplined under pressure. Its body-roll control is softer than the others, allowing more lean and movement through corners, its steering is slower and its turn-in-eroding understeer is more pronounced. The Tribeca's brake pedal, too, is softer than the others, and despite the brakes biting well enough, they haven't the resolute determination of the Territory and CX-9.


Not the least deciding point of difference between the Territory and CX-9 brakes and braking is that the Ford has a dinkum handbrake, whereas the Mazda (like the Subaru) has a push-push foot pedal.


The driving positions aren't created equal, either. The Territory offers most adjustability (via seat, wheel and pedals), wide-screen fields of view and the most comfortable, most supportive front seats. General controls and dash panel presentation hold their own against the opposition, except that the central display screen is much smaller and the drab grey instruments (in every sense pale) against the rivals' brilliant luminescent faces.


To most eyes the CX-9's interior is visibly more modern than the Territory's, but not necessarily more functional. For instance, unless the CX-9's wheel is set low, you lose sight of the trip and odo meters. Like the Territory Ghia and the Tribeca, the CX-9 provides a reversing camera, but not their reversing sensors.


Graphic instruments aside, the Tribeca interior's main eye-catcher, and opinion splitter, is the deeply curved dash panel and protruding centre stack. The layout works well, even if the concept is a Starship Tarago flashback. Tribeca's front seats rate third in this group for comfort and support.


As expected, the second-row split-fold benches have fore-aft and rake adjustments, while also sliding for rear-row access. Each model provides adequate to generous roominess for adult passengers, with the Territory offering best seat comfort and best ride quality. But its door windows drop only halfway.


And so to the third row, the very reason these models exist. Kids may love it back there, distanced from the olds, but in all honesty the rearmost accommodations aren't exactly the Ritz. Even in the best case, namely the CX-9 by some margin, rear seat accessibility is for the limber, preferably fairly young and relatively small.


Accessing the Territory and Tribeca rear row is a challenge for average adults who then find legroom, foot-space and seat comfort noticeably lacking. Ride quality isn't great either. At least the Territory has useable outer armrests, where the Tribeca traps occupants' elbows in poorly placed cup-holders. However, Subaru's excellent rear-row ventilation puts the others to shame.


In the unappealing likelihood of the third row being needed for child booster seats, let alone baby capsules, pay due attention to the tethers' anchorage points; the overhead alternatives are preferable to Tribeca's luggage limiting rear-floor location. Not that there's much stowage space to begin with, in any of them. But after losing some cred for its one-piece third backrest, the Territory earns a Brownie point for facilitating luggage loading with an opening tailgate window.


The shake-out from all this is that the newly improved Tribeca isn't a bad thing, particularly for its perceived high build quality, voluptuous equipment list and comparative fuel efficiency. But the slightly grudging performance, just ordinary driving dynamics and indifferent accommodations cement its place at the tail of this triangle.


The very tough decision is between the Territory and CX-9, both of which have real (and really different) strengths. Far from seeming at all aged in design and execution, the Ford is impressively competitive in almost every way. It has the Mazda's measure in performance, fuel consumption, ride quality, driving dynamics and, daresay, seating. Well, five out of seven's a good effort.


The Territory Ghia also adds up as the better choice for users with reasonably serious soft-road intentions. It has the option of Hill Descent Control, includes a full-size spare wheel (not a piddling space-saver), and comes with the group's most all-road-suitable tyre/wheel combo. The comparatively fat 17-inch tyre is a better bump absorber and potentially more puncture resistant than Mazda's dressy 20-inch low-profile footwear. As a bonus, the Territory's impressive Goodyear Fortera tyres have an aggressive tread pattern, yet on bitumen are as adhesive as lower and less chunky treads, while no noisier.


The very tough decision is between the Territory and CX-9, both of which have real (and really different) strengths. Far from seeming at all aged in design and execution, the Ford is impressively competitive in almost every way. It has the Mazda's measure in performance, fuel consumption, ride quality, driving dynamics and, daresay, seating. Well, five out of seven's a good effort.


The Territory Ghia also adds up as the better choice for users with reasonably serious soft-road intentions. It has the option of Hill Descent Control, includes a full-size spare wheel (not a piddling space-saver), and comes with the group's most all-road-suitable tyre/wheel combo. The comparatively fat 17-inch tyre is a better bump absorber and potentially more puncture resistant than Mazda's dressy 20-inch low-profile footwear. As a bonus, the Territory's impressive Goodyear Fortera tyres have an aggressive tread pattern, yet on bitumen are as adhesive as lower and less chunky treads, while no noisier.
























































































































SPECIFICATIONS:
  FORD TERRITORY GHIA MAZDA CX-9 LUXURY SUBARU TRIBECA 3.6R
Price: $56,990/As tested $58,990* $57,265/As tested $57,265 $60,990/As tested $60,990
 
Body: Steel, 5 doors, 7 seats Steel, 5 doors, 7 seats Steel, 5 doors, 7 seats
Engine: In-line 6, dohc, 24v V6, dohc, 24v Flat 6, dohc, 24v
Layout: Front engine (north-south), all drive Front engine (east-west), all drive Front engine (north-south), all drive
Capacity: 3.984 litres 3.726 litres 3.630 litres
Power: 190kW @ 5250rpm 204kW @ 6250rpm 190kW @ 6000rpm
Torque: 383Nm @ 2500rpm 366Nm @ 4250rpm 350Nm @ 4000rpm
Transmission: 6-speed auto 6-speed auto 5-speed auto
Dimensions (L/W/H): 4856/1898/1714mm 5074/1936/1728mm 4865/1880/1720mm
Wheelbase: 2842mm 2875mm 2750mm
Weight: 2125kg 2080kg 1942kg
Fuel/capacity: 91RON/75 litres 91RON/76 litres 91RON/64 litres
Fuel consumption: 15.4L/100km (test average) 15.4L/100km (test average) 14.6L/100km (test average)
Boot capacity: 250 litres 267/928 litres 234 litres
Speed at indicated 100km/h: 98 96 94
Warranty: 3yr/100,000km 3yr/100,000km 3yr/unlimited km
Redbook 3-year resale: 57% 66% 65%
NCAP rating: ???? (Aus) ????? (US) ?????(Aus)
 
For: Torquey engine; first rate driving dynamics; full-size spare wheel Very competent driving dynamics; most useable third-row seat Class-topping equipment level, easy cruising
Against: Dull instruments, one-piece third-row seat Knobbly low-speed ride, low-profile tyres, occasionally aggro ESP Squeezy third row, rear child-seat anchors, soft brake pedal
  *Includes third-row seating ($2000)    


More research
Ford Territory -- Carsales Network's road test: here
Mazda CX-9 Luxury -- Carsales Network's road test: here
Mazda CX-9 -- Carsales Network's launch review: here
Subaru Tribeca 3.6R & 3.6R Premium -- Carsales Network's launch review: here


  » Visit Wheels magazine website

 


 

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Written byMike McCarthy
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