Previewed at the 2007 Melbourne Motor Show in American left-hand-drive specification, Australian-bound CX-9s will roll off a Hiroshima, Japan production line later this year with an anticipated release date of January, 2008.

To be offered in two grades, the Australian CX-9s, which have been extensively modified for right-hand drive Australian use, are expected to be priced around $60,000.

Modifications include “flipping” the centre seat 60/40 split and middle row seatbelt mounting point, ensuring that the CX-9’s interior works for Australian families.

While final Australian specifications have yet to be confirmed, the CX-9 will be equipped with a choice of 18 or 20-inch alloy wheels, dual zone climate control air conditioning, cruise control, power windows and mirrors, six airbags and active safety features such as Dynamic Stability Control (DSC) and Roll Stability Control (RSC).

The CX-9 rides on a 2,875 mm wheelbase, one of the longest in its class. There’s room for adults in every position and sufficient cargo space to accommodate modern Aussie families.

An all-new 186 kilowatt, 3.5-litre V-6 engine has been engineered to provide power for the CX-9. The new 60-degree short-stroke V-6 features include a die-cast aluminium block with cast-in iron cylinder liners and aluminium cylinder heads. The valvetrain includes chain-driven dual overhead camshafts, four valves-per-cylinder with direct acting bucket-type actuators, and variable intake valve timing.

A power peak of 186 kW at 6,250 rpm provide CX-9 with reasonable accelerating and passing performance. Torque is rated at 325 Newton meters at 4,500 rpm.

Mazda’s Active Torque Split All-Wheel Drive system will be standard on Australian CX-9s. Originally developed for the Mazda 6 MPS and also used in the CX-7, this system adjusts to changing traction needs by monitoring wheel slippage, steering angle, yaw rate, lateral acceleration and available driveline torque. In normal driving, 100-percent of the driving torque is delivered to the front wheels. During aggressive acceleration or when one front wheel is on the verge of slip, a controlled percentage of the available torque is directed to the rear axle. A power take-off device integrated with the CX-9’s transaxle spins a drive shaft attached to an active coupling built into the rear differential. Commanded by a control module, the servo-controlled multi-plate coupling can route up to 50 per cent of the available torque to the rear wheels.

In front, the perimeter frame mounted to the unibody through six rubber isolators supports the powertrain, the engine-speed-sensitive rack-and-pinion power steering and a low friction strut-type suspension system using coil springs. The multilink rear suspension consists of one trailing arm and two lateral locating members per side. To minimise cargo-compartment intrusion and permit a wider load space, the rear coil spring is positioned between the lower lateral member and the unibody. A damper is located as close as possible to each rear wheel to provide excellent motion control with minimal friction. Anti-roll bars at each end maximise agility and control during assertive driving.

A choice of 18 inch P245/60R 18 or twenty-inch P245/50R 20 low-profile tyres will be standard.

Four-wheel ventilated disc-brakes include an Anti-lock Brake System (ABS). In the event the driver applies the brakes rapidly in an emergency but with insufficient force to engage the ABS function, a brake assist function takes over to stop the vehicle as quickly as possible. To provide drivers with a confident feel during stops, the CX-9’s braking system is extra-rigid so that deceleration is more directly proportional to pedal pressure than pedal travel.

When excessive wheel slippage is detected during acceleration, the Traction Control System (TCS) automatically reduces driveline torque to help restore traction. Dynamic Stability Control (DSC) reduces driveline torque and automatically applies one or more brakes to minimise under- or over-steer.

PRELIMINARY SPECIFICATIONS