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Mazda CX-9 Luggage Test | How much fits behind the third row?

We recently tested the luggage-carrying capability of one of the most spacious three-row crossovers, the Hyundai Palisade, and now it's time for one of the smallest. The Mazda CX-9 may look terrific and drive even better, but that zest comes at the expense of cargo capacity, as we're about to see. The big culprit is that rakish liftgate, which not only robs the CX-9 of luggage space, but third-row headroom as well. It's pretty dungeon-like back there despite competitive legroom, and there aren't any air vents or USB ports, either. But this is about cargo capacity, so let's see how much luggage will fit inside. According to the specs, the CX-9 has 38.2 cubic-feet with the third-row lowered. That's far less than the Palisade's 45.8 and Honda Pilot's 46.8. It's actually even less than the five-passenger Honda Passport (50.5).  The test car came with a $100 cargo mat, which is velcroed to the seats and folds OK with it, but the carpet also takes up some extra space ... and the CX-9 needs as much as it can get.  To raise the seats, lean inside and pull up/back on those two handles. There is 14.4 cubic-feet of space behind the raised third row. On paper, that is indeed one of the smaller amounts in the segment, but in practice, it seems even smaller.  You can free up space by removing the rigid floor panel. If you need to carry multiple pieces of luggage, it's almost a necessity.  OK, so I have two midsize roller suitcases, both of which would need to be checked. Then there's two larger carry-on roll-aboards and one smaller one. As a bonus, there's my wife's quasi-fancy weekend bag. It was a struggle to fit three of them aboard, and Tetrised together two formations. The first uses all three carry-on bags with the cargo floor removed. And no, the fancy bag won't fit atop the blue one because it'll run into the liftgate window. A smaller tote would definitely fit, however.  This is how I could fit one of the bigger check-in bags. The liftgate just barely closed. Again, you could fit a small tote atop the blue bag, plus some other items in the lower outboard regions.  OK, so how could you fit everything aboard? Lowering half of the 50/50-split third row is a must, obviously. Both big check-in bags then stack atop each other, and then stack the other four atop each other with the cargo floor in place.

Mazda's mission for the 2017 CX-5: Smooth out the NVH

NVH: the dreaded noise, vibration, and harshness. According to current Mazda CX-5 owners, as well as those who decided against becoming owners, NVH was its biggest area of need. Traveling in the CX-5 was just too loud, so Mazda's engineers made sure that the redesigned, second-generation model would offer its occupants a more serene environment in keeping with quieter competitors. To reduce wind noise, more aerodynamic parts were strategically placed about the exterior, while extra efforts were made to reduce low-frequency noises on coarse surfaces. According to Mazda engineer Dave Coleman, the new CX-5 is nearly as quiet as its platform-mate, the 2016 CX-9. Actually, to be very accurate, all Mazdas apart from the CX-3 and 2 (aka Toyota iA) now share that platform. Another reason compact SUV buyers opted to skip the CX-5 was its comparatively firm ride. So, while the CX-5 remains "head and shoulders above the segment for handling," according to Coleman, the ride was improved. One of the primary ways of achieving that was the adoption of rigid steering mounts, which allowed for the suspension to be less stiff without a loss in handling precision. View 12 Photos Of course, handling remains a key reason to buy the CX-5, and it's improved for 2017 courtesy of an increase in body rigidity, the adoption of liquid-filled front suspension bushings, and Mazda's G-Vectoring Control. Under the hood, every CX-5 now comes standard with the 2.5-liter Skyactiv-G four-cylinder, with output figures to be announced at a later date. The 2.0-liter, previously standard on the Sport trim, has been exiled to other markets. However, finally making its appearance on these shores is Mazda's 2.2-liter Skyactiv-D diesel engine. Although Mazda did its darndest to make it certifiable in the United States without a urea injection system, it was ultimately unable to do so without resorting to an ultra-sluggish throttle response that engineers deemed was anathema to what was expected of a Mazda. Therefore, the diesel-powered CX-5 will indeed have a DEF tank that will need to be periodically topped off to not run afoul of emissions regulations. Otherwise, the 2017 CX-5 is very much an evolution of the SUV it replaces. Customers thought its size was just right, so its passenger and cargo area remain in the same ballpark.

Mazda teases its Tokyo-bound EV again — and it's a crossover coupe

Another 15-second teaser clip, the third so far, stars Mazda's coming electric vehicle in the role of coquette. This time we get a glimpse of the body shape, and coming as a shock to no one since Mazda practically admitted it, we'll be seeing a crossover coupe on the Tokyo Motor Show floor. Mazda says there'll be a few surprises therein, though. The overall line and detailing embody "an expansion of our renowned Kodo design philosophy" at the same time as the EV "explores new directions in design." And within the "uncompromisingly simple" form we're told to expect "a unique door concept, opening your mind." Another couplet in the press release poetry promises a "friendly expression" up front for a new segment entry embodying "futuristic values and changing lifestyles." Well then. This will be Mazda's fourth electric vehicle, but the first meant for mass production. The company built a small batch of the Mazda Demio (our Mazda2) battery electric vehicle in 2012 for the Japanese market, leasing them to government and corporate customers. The following year the automaker built a Mazda Demio EV prototype with a 330-cc rotary-powered range-extender engine. After that came the e-TPV prototype that the company's used to prove out the powertrain going into this month's show car.  The urban-focused electric runner should go on sale next year in markets like Japan, China and Europe, where dense city centers negate the need for sky-high range figures; the 35.5-kWh battery is likely to return a 150-mile range at most. As foretold in the most recent teaser, the interior will deliver an airy sense of space thanks to open spaces between the driver's and passenger's seats. Zoom-Zoom will come with EV internals, too — Autocar recently drove the eTPV prototype and lauded it for being "well-planted," "original to drive" and "more like a car in the traditional sense of the word."