Mazda enters crossover SUV segment

Mazda's first crossover sport utility vehicle, the 2007 CX-7, looks more like a stylish, tall wagon than an SUV. It handles and rides more like a wagon, too.

Most surprising, though, is the engine under the hood of this new, five-door, five-passenger vehicle. Its a turbocharged four cylinder that delivers as much horsepower -- 244 -- and torque -- 258 foot-pounds starting at 2,500 rpm and going to 5,000 rpm -- as some V-6's.

Mazda's CX-7 and Acura's new-for-2007 RDX are the only crossovers to come solely with turbocharged four-cylinder power plants. Officials say they want to provide both spirited power and decent fuel economy. The Mazda CX-7, which debuted in recent weeks as an early 2007 model, is more mainstream-priced vis-ˆ-vis the luxury Acura vehicle.

Starting manufacturers suggested retail price, including destination charge, is $24,310 for a base, 2007 CX-7 Sport with front-wheel drive and six-speed automatic transmission.

This compares with the 2006 Nissan Murano, which starts at $28,205 for a base, front-drive, S model with a 245-horsepower V6 and continuously variable transmission, and the 2006 Toyota Highlander, which starts at $25,135 for a base, front-drive model with 155-horsepower, non-turbocharged four cylinder and four-speed automatic. Acura has not announced RDX pricing yet but has indicated the vehicle will start above $25,000.

Carmakers are introducing more crossover SUVs. These vehicles have the sporty look and higher seat height of an SUV combined with the handling, ride, and in this case, even the engine, of a car. But they're not typically designed for off-roading.

Specifically, the CX-7 is based on a much-modified version of the Mazda6 sedan platform.

The CX-7's four-cylinder engine comes from the sporty MazdaSpeed6 car. The crossovers all-wheel-drive system also is a modified version of that on the MazdaSpeed6. But compared with the MazdaSpeed6, the CX-7 is 3 inches longer and wider. Its more than 8 inches taller and some 200 pounds heavier.

Despite the CX-7's more than 3,700-pound weight, the seat-of-the-pants "oomph" -- or torque -- of the rather small, 2.3-liter engine is palpable. Some of this is due to the direct injection turbo. Indeed, the CX-7 torque is higher than the 246 foot-pounds at 4,400 rpm from the 3.5-liter engine in Nissans Murano.

In the test CX-7, there wasn't any noticeable turbo lag. The vehicle eagerly merged into traffic, climbed hilly roads and passed other vehicles.

Mazda decided against using a V6 for several reasons.

A V6 would be a larger unit under the hood, and designers wanted a hood that wasn't too long. A V6 would add weight to the vehicle up front, which would affect the CX-7's handling. And, of course, a V6 could use more gasoline.

Too bad, though, that pricey premium gas is listed as the required fuel for the CX-7.

And, some SUVs and crossovers with V-6s have higher government fuel economy ratings than the two-wheel-drive CX-7's 19 miles per gallon in city driving and 24 mpg on the highway. These include the Ford Escape, Subaru Outback and Hyundai Sante Fe.

An interesting note: The CX-7 doesn't have the word "turbo" included in the vehicle badging. Its not in the instrument panel inside, either, and there's no turbo boost gauge to show drivers when the turbo is kicking in. A Mazda official from Japan said the company worried that Americans, who have long preferred big engines, don't have a great opinion of turbo four cylinders. He also assured that the CX-7 turbo, with high-tech features, is long-lived and durable.

The CX-7 has only one transmission: A six-speed automatic with shift-it-yourself mechanism.

The test CX-7 impressed with its lack of wind noise, even at highway speeds. No wonder. The windshield is steeply raked at a 66-degree angle, which is more than whets on some sports cars.

While this gives the CX-7 a sporty look, it also makes for some large side pillars by the windshield. So drivers must look carefully around these pillars when making turns. The rack-and-pinion steering is more responsive, almost like a sports cars -- than I expected. I just wish the steering wheel was a bit larger in diameter, because its smallish size tends to encourage drivers turn it a bit farther than they need, and then further adjustments follow.

The CX-7 gives good views over traffic because of the high seat height, and passengers can notice some head toss when the vehicle is going aggressively through curves and turns.

But the test CX-7 handled admirably, holding its line on mountain roads with nary a tire squeal. There's also no unsettling feeling of weight shifting precipitously in this nicely-done crossover, and brakes in the test vehicle had strong stopping power.

There was a considerable amount of road noise, though, coming into the passenger compartment of the test CX-7, which wore 18-inch tires. Passengers also routinely felt road vibrations through the seat cushions.

Except for the old-style ceiling material that looks a bit like mouse fur, the CX-7 interior looks modern and upscale. Gauges are easy to read and the center stacks audio and ventilation controls are well arranged.

Seats feel both cushioned and supportive, though, at 5 feet 4, I never could see the end of the CX-7's hood. I had a great view of the windshield wipers resting atop the lower windshield glass, instead.

Three full-size golf bags fit into the cargo area when the rear seats are in use. But when more room is needed back there, the rear seatbacks don't fold down quite flat and the front passenger seatback doesn't fold forward at all. These are features that are found in several SUVs, though.

Maximum cargo space is 58.6 cubic feet, and the CX-7's towing capacity is just 2,000 pounds.

Standard safety features include traction control, antilock brakes and curtain air bags.

Mazda officials look to sell 40,000 CX-7's in the first year.

A final note: In 2007, Mazda will add a slightly larger crossover. In contrast to the CX-7 with two rows of seats, the CX-9 will have three rows of seats.