The CX-9's positioning — the anti-Toyota
Where the Toyota Highlander and Honda Pilot lean into practical family utility, the second-generation Mazda CX-9 (2016–2023) leaned unapologetically into driving feel and interior craftsmanship. Sharper steering, firmer suspension, materials that look and feel closer to an Audi Q7 than a mainstream Japanese SUV. If you cared about how a three-row SUV drove — and how it looked from the driver's seat — this was your pick, and it still is on the used market in 2026.
Mazda's second-generation CX-9 was built on the KODO-design language that also produced the Mazda6 and CX-5. It shares the "SkyActiv" chassis philosophy: aluminum-intensive suspension components, a stiff unibody, and steering geometry tuned for on-center feel rather than parking-lot lightness. In a three-row SUV segment where most rivals prioritize third-row space above everything else, the CX-9 traded some of that space for genuine driving pleasure. Whether that trade-off works for you depends entirely on how you'll actually use it.
Powertrain: the SkyActiv 2.5T explained
Every second-generation CX-9 uses the same engine: Mazda's 2.5-liter SkyActiv-G turbocharged four-cylinder, mated to a conventional 6-speed automatic transmission (not a CVT, not a dual-clutch). This is important — Mazda picked a torque-converter automatic because it delivers smoother shifts and more predictable behavior on winding roads than a CVT could.
Peak output depends on which fuel you run:
- 87-octane regular unleaded: 227 horsepower, 310 lb-ft of torque.
- 93-octane premium: 250 horsepower, 310 lb-ft of torque.
Torque is identical either way at 2,000 rpm — Mazda's Dynamic Pressure Turbo (a genuinely clever design that uses an active exhaust manifold to eliminate lag) means peak torque arrives at low rpm regardless of fuel grade. On octane's effect on horsepower: 87 gives you the same driving experience 95% of the time and only trails on full-throttle passing above 4,000 rpm. Most Lebanon-area CX-9 owners run 87 unleaded and never notice.
Max towing capacity is 3,500 pounds — less than a Pilot or Highlander (5,000 pounds each). If you tow a boat or a small camper regularly, this matters.
Real driving impressions in Central PA
On route 501 from Lebanon climbing north into the Blue Mountains, or route 322 heading northeast toward State College, the CX-9 is the only three-row SUV I've driven that makes you want to take the long way home.
Steering is quicker and more communicative than any direct competitor — closer to a European premium SUV than to a Toyota. Turn-in is precise, weight builds naturally as you load the front tires, and there's genuine on-center feel on I-81 at highway speeds. Body roll is well-controlled without being harsh over expansion joints.
The 2.5T is smooth and torquey. Zero-to-sixty runs in the low 7-second range. More importantly, the low-rpm torque plateau makes real-world driving feel effortless. Merging onto I-83 south from route 322 at Middletown, passing a school bus on route 897, climbing route 419 out of Womelsdorf — the CX-9 just gets on with it without downshifting through three gears.
The seating position is a touch lower than typical SUV, which helps handling but makes third-row access slightly harder for older or less mobile passengers.
Real-world MPG
EPA rates the CX-9 AWD at 20 city / 26 highway / 23 combined. In central PA mixed driving (Lebanon commuting plus weekend trips) I've seen 22–25 combined all year. Long steady interstate cruising at 65 mph will return 27–28. The 2.5T rewards a light throttle foot; the same trip driven aggressively can drop MPG into the high teens.
Fuel cost math: at $3.40/gallon for 87 unleaded, driving 12,000 miles a year at 23 combined costs about $1,770. That's about $200/year more than a comparable Highlander, but the CX-9 doesn't have a hybrid option, so if fuel is the dominant concern, look at a Highlander Hybrid.
Interior — where the value shows
Signature-trim CX-9 has a genuinely luxurious interior: real Nappa leather, rosewood trim (yes, real wood), aluminum accents, and an available Bose 12-speaker audio system. Even the Touring trim we currently have on the lot is a step above equivalent Toyota or Honda trims: soft-touch dashboard, sculpted door panels, thoughtful control layouts, and a dashboard-mounted 8-inch or 10.25-inch (later years) infotainment display controlled by a rotary knob on the console. Apple CarPlay and Android Auto became standard on all trims in 2018 (wired only until the very last model years).
Front seats are the class benchmark for comfort — a wide seat, real bolstering, and lumbar support that Mazda has spent a decade perfecting. Second row (captain's chairs in higher trims) is genuinely spacious. The third row is the CX-9's weakness — noticeably tighter than a Pilot or Highlander. If you rarely use the third row, this doesn't matter. If you use it daily for adults or teenagers, look at a Pilot instead.
Cargo: 14.4 cubic feet behind the third row, 38.2 with the third row folded, 71.2 with everything down. Class-average, not class-leading.
Touring AWD spec — what our unit includes
Touring AWD is the middle trim and the volume seller. Standard equipment includes:
- Leather-trimmed seats, heated up front.
- Power liftgate.
- Blind-spot monitoring with rear cross-traffic alert.
- Adaptive front lighting.
- Bose 12-speaker premium audio (on some sub-packages).
- Second-row captain's chairs (in later Touring trims — earlier years had bench).
- Mazda's i-Activ AWD system.
What Touring skips versus Grand Touring or Signature: heads-up display, ventilated seats, and the full leather-and-wood Signature treatment.
AWD and Central PA winter performance
Mazda's i-Activ AWD is a predictive system — the ECU monitors 27 parameters (steering angle, throttle position, ambient temperature, windshield wiper activity, and more) to preemptively route torque to the rear axle before the front wheels actually slip. In practice, this means the CX-9 launches cleanly from a stop on a slippery Lebanon driveway rather than momentarily spinning the fronts.
Ground clearance is 8.8 inches — better than a CR-V (7.8) and comparable to a Pilot (7.3). More than enough for snowy county roads and unplowed neighborhood streets. With proper winter tires (Blizzak, Nokian Hakkapeliitta, or Michelin X-Ice) the CX-9 handles central PA snow as well as any competitor. Without winter tires, no AWD system saves you.
Reliability and long-term ownership costs
Mazda reliability is comparable to Honda and Toyota — top quartile in most Consumer Reports and JD Power surveys. The 2.5T is a proven engine, well-supported by Mazda dealers (nearest to Lebanon: Faulkner Mazda in Harrisburg, Sun Motor Cars in Mechanicsburg) and independent import specialists alike. The 6-speed automatic is a bulletproof torque-converter unit.
Routine maintenance items:
- Oil changes: Full synthetic 0W-20, every 7,500 miles per Mazda's schedule.
- Timing chain — not belt. No service required.
- Transmission fluid: Mazda's schedule says "check periodically." Real-world best practice is a drain-and-fill every 60,000 miles.
- Spark plugs: Iridium plugs at 60,000 miles.
- Brake fluid: Every 3 years.
Known issues to verify:
- 2016 model year had some early front-seat trim wear that Mazda addressed under warranty. 2017+ was resolved.
- Transmission fluid service history — the single most important record for long-term reliability.
- Turbo actuator — a small percentage of high-mileage units develop actuator wear. Listen for a clicking sound at idle when hot.
- Water pump — some units need replacement around 80–100k miles.
Value on the used market
Here's where the CX-9 becomes genuinely compelling for a Central PA buyer. CX-9s depreciate faster than Toyotas or Hondas — not because they're less reliable, but because Mazda's brand equity in the mainstream three-row segment is smaller. That depreciation is a gift for used buyers.
A well-equipped 2018–2020 Touring AWD with 60,000–90,000 miles typically prices $4,000–$6,000 less than a comparable Highlander or Pilot. For the driving experience and interior quality — both meaningfully better than the Toyota or Honda — that's real value. Over five years of ownership, the CX-9 also loses fewer dollars because it started from a lower base.
Who should buy the CX-9
Buy the CX-9 if: you value driving feel and interior quality above absolute cargo/third-row space, you rarely use the third row, you appreciate design details that go beyond specification-sheet metrics, and you don't need to tow more than 3,500 pounds.
Skip it if: your third row gets used weekly for adults, you tow a boat or camper, or you drive strictly for maximum fuel efficiency (Highlander Hybrid wins outright).
Verdict and next step
The second-generation CX-9 is the enthusiast pick in the three-row segment — and it earns that title. It's more fun to drive than any direct competitor, has a legitimately premium interior, and depreciates enough on the used market to make the value math genuinely favorable. Its real weaknesses (a tight third row, no hybrid option, 3,500-pound tow rating) are honest and specific — easy to plan around if you know your family's actual use case.
We currently have a Mazda CX-9 Touring AWD on our Lebanon lot. See the full listing, compare against our 2023 Highlander XSE review or 2017 Pilot EX-L review, apply for financing, or call (717) 673-1484 to schedule a test drive. We serve Lebanon, Harrisburg, and the surrounding Central PA area.
