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The second-generation Mazda CX-9 may have been on sale in Australia for nearly five years now, but it remains the second best-selling large SUV using unibody construction (as opposed to old-school, off-road-focused body-on-frame).
That said, it is getting on a bit, so Mazdaâs given it an update with a twist for 2021, hoping to inject a little bit more life into its flagship model.
And when we say twist, we mean it. After all, who wouldâve thought thereâd ever be a six-seat CX-9? Well, weâve checked it out to see if itâs the version we needed all along. Read on.
Thereâs a new top dog in the Subaru Forester family (without getting into the hybrids, that is), and itâs wearing an STI badge.
But donât get too excited about it, because this isnât a full-blown piece of engineering from Subaru Tecnica International - rather a slightly modified special edition based on a high-spec Forester.
Is it worthy of the iconic pink badge? Or more importantly, is it worthy of your money? Weâre putting this kitted-out version of Subaruâs likeable family SUV to the test to find out.
The CX-9 is still a great option for families looking for a large SUV, even if it is starting to show its age as new rivals continue to launch with newer technologies.
That said, the availability of a luxury-focused six-seat configuration (Azami LE AWD) for the first time might be enough to convince some buyers to give it further consideration.
But for others who need the versatility of seven seats, this is still the CX-9 weâve all come to know and love â but just a little bit better â particularly in its best-selling Azami AWD form.
Donât let the 7.5/10 make you think the Forester is not a good car. For the person who needs a practical, off-road-capable mid-size family SUV without too many complications, itâs extremely hard to look past this thing.
Is the STI Sport the best choice in the range? Not for most, given its higher price and relative lack of extra ability to go with it. A standard suspension tune and even a slightly less plush interior are probably a better call for most family needs, which means saving a fair bit at the purchase.
Itâs also worth noting that the next generation Forester is coming soon, and with that could come a price hike. If a Forester is on the shopping list but the cost of living is starting to bite, now might be the time.
If the slightly sharper handling and red interior leather is of interest to you, the STI Sport might be worth a look, but just know the Foresterâs best attributes can be had for less money in a much cheaper variant.
Given its latest update is relatively minor, the CX-9âs exterior largely looks the same as before, which, depending on your point of view, is a very good thing. As far as weâre concerned, it certainly is.
That said, train-spotters will notice some differences, with the GT SP (new), Azami and Azami LE (new) grades getting a refreshed grille thatâs slotted and available in two grade-specific finishes unlike the insert their carryover Sport, Touring and GT siblings still have.
And aside from the GT SP, Azami and Azami LEâs new sets of 20-inch alloy wheels (again in grade-specific finishes), the only other exterior change is the Azami and Azami LEâs larger-diameter chrome exhaust tailpipe extensions. Sporty!
Inside, the CX-9 has more changes in store, headlined by the new âfloatingâ 10.25-inch central display all but the Sport and Touring get (they stick with 7.0- and 9.0-inch units respectively).
The new set-up is powered by Mazdaâs latest multimedia system, which is certainly an improvement over its predecessor, and a much needed one at that.
Worth noting, touch is not an input method, with the rotary controller on the centre console the only option, which is actually great for safety, so weâre all for it.
The Azami and Azami LE also get new quilted Nappa leather upholstery, which looks and feels great, and adds to the overall high-quality theme.
Otherwise, itâs pretty much business as usual, which is great because the CX-9 has always had a well-designed interior. Yep, if it ainât broke, donât fix it.
The Forester is a pretty good-looking thing in this writerâs eyes, but its design hasnât changed dramatically in the last few years.
The mid-size SUV looks equally at home on inner-city residential streets and in the middle of nowhere, even with the slightly âsported-upâ black trim of the STI version. And I do mean âslightlyâ.
Aside from the fact it looks a lot like the Forester 2.5i Sport of a few years ago (without the red bits), the STI Sport is perhaps ironically unadventurous. Even its alloy wheels donât scream âsportsâ.
For all the SUVs with their respective brandsâ performance badging (and not engineering) attached to them that bear more bark than bite, maybe itâs not such a bad thing Subaru has refrained from putting the Forester in full Tecnica uniform.
Inside, however, the black and red leather seems determined to distract from the fact that not much else has changed cabin-wise. It feels visually busier than it needs to, but still falls on the correct side of the restrained/garish line.
But thereâs probably a reason the interior feels a little bit âclassic Subieâ - if it works, it might pay to avoid making big changes.
Being an SUV thatâs 5075mm long, 1969mm wide and 1747mm tall, practicality is arguably the most important thing for the CX-9, and with the option of six seats for the first time with the new Azami LE, itâs even more versatile.
All seven-seat grades have a 60/40 split-fold second row that manually slides and reclines the same as before, with only the Sport missing out on one-touch tumble operation, which makes accessing the 50/50 split-fold third row even easier, even if itâs still not graceful.
But the six-seat Azami LE is configured differently, given its second row has two captainâs chairs instead of a bench. That said, it operates in a very similar manner, just with power adjustment.
I still had around eight centimetres of legroom and four of legroom behind my 184cm (6'0") driving position, while the large transmission tunnel thatâs a foot-space issue in seven-seat versions... isnât.
One key difference with the very roomy and comfortable Azami LE is it only has four top-tether child-seat anchorage points, while all other grades have five thanks to their extra seat. Either way, four ISOFIX child-set anchorage points are split across the second and third rows.
Alternatively, the third row can be used by adults on shorter journeys, although they wonât have a lot of space to enjoy. Again, I'm 184cm tall and itâs tight back there, with no headroom or legroom on offer, but children will, of course, fare much better.
The CX-9âs boot is still pretty usable with all three rows in action, with 230L of cargo capacity available, but you can stow the two rear seats to get 810L in total.
And if you want maximum cargo capacity, the middle seats can also be folded, but not in the Azami LE, annoyingly.
Either way, the CX-9 doesnât have a load lip but does have a flat floor, so loading bulkier items is a cinch, while two bag hooks and four tie-down points are on hand for securing loose items if they canât fit in the double map pockets on the front seat backrests.
There are two cupholders in the third row, another two in the second rowâs fold-down armrest (seven-seater versions) or large centre console (Azami LE), and another two in the first rowâs larger centre console, while the front and rear door bins can also take bottles â and other knick-knacks.
All grades get USB ports in the first row, while the Touring and above also have them in the second row, and the GT and above also feature them in the third row. Itâd be nice if there was no differentiation, though.
I've heard the Forester called a âjack of all trades, master of noneâ kind of car, and I reckon thatâs unfair. Aside from having Subaruâs venerable all-wheel drive at its disposal, the Forester is a supremely practical SUV - exactly what it needs to be given the reasons most people buy SUVs.
Okay, so the interface and tech is pretty old. If youâve been in a Forester built in the last few years, thereâs not a lot new to find.
There are some deliberately large buttons, the climate controls are still very classic and tactile, even the steering wheel buttons are pretty chunky.
If youâre not used to the amount of technology in new cars, Subaru has tried to make this as easy as possible to navigate.
I hate to sound like one of those âback in my dayâ people, but in a lot of cases Iâm finding myself preferring interior layouts and controls of a few years ago rather than post-2020 screens and âiPadâ style controls.
Newer Subarus have a rather large portrait centre screen, and even though it works fine, this one with the buttons below it is easier.
The instrument cluster being a pair of physical dials is also welcome, even if it means the digital display looks many years older than the car really is.
Itâs also a spacious cabin, if not just physically then in feeling also. The huge sunroof and high-visibility glasshouse means plenty of light comes in and makes it feel roomy while also of course being easy to see out of (and therefore, manoeuvre).
Ergonomically, the Subie is sound. The seating position, aforementioned driver visibility, controls placement and space around each passenger is practical and well thought out, plus moving back into the second row doesnât feel like a huge comfort downgrade.
Light in the second row is also good, the seats recline and the touch-point materials are like the front seats - comfy leather and a lack of scratchy plastics unless you go looking for them.
The second row can also be folded down (in a 60/40 split) from the boot with controls near the electric tailgate, which brings the boot space from 498 litres to 1060L, though Subaru says maximum space available is 1740L up to the ceiling.
The CX-9 has become more expensive, with some grades up a little, while others are up a lot. The range now starts from $45,990, plus on-road costs, and reaches $73,875 (see pricing table below), but there is more standard equipment now.
Either way, two new grades have joined the now-comprehensive CX-9 line-up, bringing the total to six, with the new GT SP slotting in above the mid-range GT but below the previously flagship Azami, which is now bettered by the new Azami LE.
The entry-level Sport and Touring round out the line-up, with each grade coming with front-wheel drive as standard, although all-wheel drive is an expensive $4000 option for all but the Azami that instead asks for a $4435 premium, and the Azami LE which gets it as standard.
Features-wise, the Sport gets dusk-sensing LED headlights, rain-sensing wipers, 18-inch alloy wheels, push-button start, a 7.0-inch central display, satellite navigation, Apple CarPlay and Android Auto support, digital radio, a six-speaker sound system, a head-up display, three-zone climate control and black cloth upholstery.
While the Touring has the same 18-inch alloy wheels, it steps up with keyless entry, a 9.0-inch central display, paddle-shifters (new), power-adjustable front seats with heating, and black leather upholstery.
The GT goes even further with 20-inch alloy wheels, a hands-free power-operated tailgate, a sunroof, the aforementioned 10.25-inch central display (new), a 12-speaker Bose sound system, a wireless smartphone charger (new) and heated outboard middle seats.
As its name suggests, the new GT SP is the sportier version of the GT, adding a unique black finish to its 20-inch alloy wheels and side-mirror caps as well as burgundy leather upholstery and red stitching for just $500 more.
Meanwhile, the Azami has 20-inch alloy wheels with a bright finish (new) as well as adaptive LED headlights, LED daytime running lights, a 7.0-inch multifunction display, a heated steering wheel and 'Pure White' or 'Walnut Brown' quilted Nappa leather upholstery (new).
And finally, the new Azami LE mimics the Azami but replaces its middle bench with two power-adjustable captainâs chairs with heating and cooling plus a dedicated centre console, so six seats in total instead of the usual seven.
Also of note, the CX-9 has a new metallic paintwork option: 'Polymetal Grey', which helps it stand out from the crowd.
For reference, the CX-9âs rivals include the soon-to-be-replaced Toyota Kluger ($44,850 to $68,574) and the recently launched facelifted Hyundai Santa Fe ($43,990 to $61,660) and new-generation Kia Sorento ($45,850 to $63,070).
2021 Mazda CX-9 pricing before on-road costs
At $48,640, before on-road costs, the Forester STI Sport AWD (to use its full name) has some strong competition - there are high-spec AWD hybrid Toyota RAV4 GXLs, powerful front-drive SUVs like the Ford Escape Vignale and Hyundai Tucson N-Line hybrid, or even variants of Euros like the VW Tiguan and Renault Koleos all within $1000 of the STI Sportâs sticker price.
But those looking for the practicality the mix of Subaruâs AWD, the space inside, and perhaps even the slightly older interior can provide, thereâs a decent list of features for a car coming in at just a slice under âfifty largeâ.
The STI Sport AWD is based on the top-spec (petrol) Forester 2.5i-S, so it shares plenty of standard features - read on for those - but the key additions for this variant include a suspension tune by the eponymous performance division, a combination black and âBordeaux Redâ interior leather with red contrast stitching, STI badging inside and out, dark grey 18-inch alloy wheels and black exterior trim for the grille, mirrors, roof rails and light surrounds.
From the Forester 2.5i-S, the STI Sport also brings along the existing leather seats and trim, with power-adjustable fronts which are also heated, plus the other main interior features like the 8.0-inch touchscreen for multimedia with wired Android Auto and Apple CarPlay, an eight-speaker Harman Kardon sound system with subwoofer and amp and a large electric sunroof.
Itâs lacking some more modern features like wireless phone mirroring, wireless phone charging, USB-C ports or a fully digital driver display, but the latter of those is certainly no great loss.
On the outside, the existing self-levelling LED headlights with cornering response, LED DRLs and fog lights, privacy glass, roof rails and electric tailgate all also carry over from the 2.5i-S.
There are certainly rivals with more features, but they require trade-offs in other areas that might not appeal to Subaru customers.
All CX-9 grades are powered by a carryover 2.5-litre turbo-petrol four-cylinder engine, which produces 170kW of power at 5000rpm and 420Nm of torque at 2000rpm.
A six-speed torque-converter automatic transmission is standard, and again, you get the option of front- or all-wheel drive for all grades but one, the AWD-only Azami LE.
If youâre after a diesel-powered seven-seater, Mazda also has the similarly sized CX-8 in its line-up, but it still doesnât offer a hybrid option in any of its SUVs, even though many rivals are moving in that direction, including the aforementioned Kluger, Santa Fe and Sorento.
The same drivetrain as is used in the 2.5i-S is found in the STI Sport AWD.
No prizes for anyone who guessed itâs a 2.5-litre flat-four engine, but some might be disappointed to know that means no turbocharging and no sporty transmission - the STI Sport still outputs 136kW and 239Nm via a continuously variable transmission (CVT).
Subaruâs ever-present âsymmetricalâ all-wheel drive system is, of course, here in the Forester too, but the brandâs relatively recent foray into hybrid drivetrains was given a miss for this version.
According to the official combined fuel consumption figures (ADR 81/02), FWD variants of the CX-9 sip 8.4 litres per 100km, which isnât too bad for a petrol-powered large SUV that weighs just shy of 1900kg. Claimed carbon dioxide (CO2) emissions are 197 grams per km.
And given they weigh a whisker more than two tonnes, AWD versions of the CX-9s drink a slightly higher 9.0L/100km and emit 211g/km.
We covered 188km in the Azami AWD and Azami LE AWD at the CX-9âs launch and recorded 11.5L/100km after primarily driving on country roads and highways.
While that figure is nearly 30 per cent higher than Mazda's claim, itâs not outlandish considering the type of vehicle the CX-9 is. Either way, results will vary.
For reference, AWD variants have a slightly large fuel tank (74L) than their FWD counterparts (72L), but they all take more affordable 91RON petrol at minimum.
Subaru claims a 7.4L/100km combined cycle (urban/extra-urban) fuel consumption figure for the STI Sport AWD, and while weâve seen tests come close to that in other variants of the Forester with the same drivetrain, inner-city life can be a detriment to the Foresterâs drinking habits.
On a test loop which was fairly unsympathetic to fuel efficiency, the Foresterâs trip computer reported a 10.2L/100km figure, though a commute from inner-Melbourne to the CBD saw the digits nudge 13.0.
Historically, highway driving has been better for the Forester, and the STI Sport should be no different - plus its 63-litre fuel tank (able to run on 91 RON) should mean if you can approach Subaruâs claimed fuel consumption figure, you could theoretically find yourself driving more than 800km on a single tank.
As far as large SUVs go, the CX-9 is one of the better ones to drive. Itâs certainly not confused; it knows what it needs to do and does it well.
The engine is properly punchy down low, serving up plenty of initial torque, so much so that you rarely need to chase its top-end power. In that way, itâs very diesel-like, despite being petrol. Needless to say, acceleration is surprisingly brisk. Not bad, then!
And the transmission itâs matched to also does its job well. Gear changes are pleasingly smooth, if not quick, while it's receptive to heavy applications of the accelerator, kicking down a ratio or two with little hesitation. Yep, donât bother with its Sport mode.
The CX-9 also rides pretty well thanks to its independent suspension set-up, which consists of MacPherson-strut front and multi-link rear axles with passive dampers. Indeed, the kids arenât going to be upset when theyâre onboard.
Again, we mainly drove on country roads and highways, but it proved to be comfortable, particularly at high speed. And even during those rare, in-town, low-speed moments, it still impressed, on lower-quality roads or not.
And while the CX-9âs electric power steering is well-weighted, some buyers might be left wishing it was a tad lighter, especially when parking, but thatâs more about personal preference than anything else.
What is more universal, though, is the systemâs lack of feel. Obviously, weâre not dealing with a sports car here, but a little communication through the wheel wouldnât go astray, particularly on a twisty road.
Speaking of which, the CX-9 handles its mass pretty confidently around a corner. That said, while it is relatively tied down, it still regularly exhibits a fair degree of body roll to remind you that youâre dealing with a large SUV.
Like much of the Forester STI, the driving experience is heavily borrowed from some tried and true Subaru characteristics.
That naturally aspirated flat-four engine, though underwhelming on paper, gets the job done without much fuss. In fact, it sometimes feels peppier than it should given its outputs.
Its 'S/I' (Sport or Intelligent) drive mode selector is there to adjust acceleration style, but it doesnât make an enormous difference.
Yes, it could do with more torque, but the engine doesnât struggle and only starts to sound laboured at high revs during the kind of acceleration youâd need for seconds at a time.
The sound of a CVT whirring away isnât exactly auditory bliss, nor does it make for engaging acceleration.
But itâs relatively quiet under regular load below highway speed and, as long as the road isnât too coarse, NVH is generally good in the Forester.
Road, wind and engine noise are certainly present in certain circumstances, but theyâre not intrusive until you get to higher speeds.
At those high speeds is where you might notice one of the most significant changes to the STI version of the Forester - the dampers have been retuned by STI, for what Subaru hopes is a âsharper, more responsive driving experienceâ.
Itâs hard to seriously call the Forester sharp - itâs a mid-size family SUV with enough clearance to go light off-roading - but the STI Sport holds up well for what it is.
The Forester driving experience was already likeable and easy, and in terms of cornering and handling bumpy rural (or even just bumpy urban) roads, the suspension keeps things under control without feeling too stiff.
Its body doesnât roll as much as you might expect when cornering, but given STIâs engineers focused their efforts on the dampers, its a good thing the Forester doesnât either waft or thud when presented with big sharp bumps, nor does it vibrate and rattle over constant rough surfaces.
Of course, itâs also got 'X Mode' controls for different surfaces like snow, dirt and mud, making it a pretty handy companion for outdoor adventuring or camping trips in regions where the weather gets a bit unpredictable. If youâve ever tried to get a front-wheel drive hatchback out of a muddy hillside campsiteâŚ
Essentially, the Forester is the kind of SUV that, if you wanted to, you could have a medium amount of fun with on a twisty road before taking it down a particularly rough, unsealed or muddy trail, then later hand the keys to your grandma knowing sheâd be able to handle everything about the driving experience, too.
ANCAP awarded the CX-9 its maximum five-star safety rating in 2016, and despite the test occurring nearly five years ago, its results still stand.
Needless to say, the game has moved on, with the Santa Fe and Sorento recently resetting the standard, while the Kluger is soon to follow suit.
The CX-9 does, however, get front and side airbags as well as curtain airbags that cover all three rows, whereas the Santa Fe and Sorento only cover the first and second rows.
All grades of the CX-9 also get front and rear autonomous emergency braking, lane-keep assist, blind-spot monitoring, rear cross-traffic alert, adaptive cruise control with stop and go functionality, traffic sign recognition, high-beam assist and driver attention alert.
A reversing camera and rear parking sensors are also standard in all grades, but the Touring and above add front parking sensors, while the Azami and Azami LE also get surround-view cameras.
The Forester holds a maximum five-star ANCAP rating from assessment in 2019, which sounds outdated but arguably the most important aspects of the ANCAP testing are the crash protection, for which the Forester scored highly - an extremely good 94 per cent for adult occupant protection and 86 per cent for child occupant protection.
Seven airbags including dual frontal, side chest, curtain airbags and a driver knee airbag keep occupants protected, while Subaru notes the engineâs low-centred nature means itâs designed to slip under rather than into the cabin cell in case of a frontal collision.
Its active safety systems have been kept up to date, with functions like lane-keep assist, driver monitoring, automatic reverse braking and the help of Subaruâs âEyeSightâ monitoring system are all welcome additions, particularly since theyâre not as intrusive as some rivals.
The lane-keep assist, for example, only beeps (relatively calmly) and intervenes when the Forester actually approaches the lane edge, and the driver monitoring and speed warning systems donât chime or give warnings unless something is actually going wrong.
Like the multimedia and interior layout, the active safety is one area where the most recent previous generation of common features seems to be better than those many manufacturers are now implementing.
As with all Mazda models, the CX-9 comes with a five-year/unlimited-kilometre warranty with five years of roadside assistance, both of which are average when compared to Kiaâs market-leading seven-year terms with âno strings attachedâ.
Service intervals are 12 months or 10,000km, with the distance on the shorter side, although capped-price servicing is available for the first five visits, costing $2022 in total at the time of the writing, which is very reasonable.
Subaruâs five-year/unlimited kilometre warranty is now considered the minimum par-for-course coverage for a mainstream new car in Australia, while some rivals are offering seven-, eight- or even 10-year warranties (though the longer one are sometimes conditional).
Subaru also offers 12 months of roadside assistance, though this is also often offered in similar lengths to warranties by competitors.
Servicing intervals for the Forester are every 12,500km or 12 months, with the first of five capped price services (aside from a free one-month check-up) costing $370.91 and the most expensive (fourth) costing $888.62.
A $1387.25 three-year service contract or a $2674.64 five-year plan are on offer.