Mazda CX-9 vs Mercedes-Benz GLC-Class

What's the difference?

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 we’ve all come to know and love – but just a little bit better – particularly in its best-selling Azami AWD form.

The GLC43 will inevitably remain one of AMG's more popular models, given Australian apetites for performance cars and the popularity of the mid-size SUV segment.

While the GLC doesn’t move the game forward massively aside from its new engine - which is a huge plus for the SUV - BMW has a new generation of X3 on the way, which will undoubtedly feature a performance variant.

And keen drivers should keep in mind that Porsche’s impressive Macan SUV is available in sharp-driving variants like the GTS for not much more, or even an S for notably less. And chances are, they’ll be more satisfied on a winding or twisty road. However stock of the ICE Macan will run out soon.

But the AMG offers a balance between convenience, comfort, and performance that will suit plenty of customers, rather than excelling in one particular area.

Given its latest update is relatively minor, the CX-9’s exterior largely looks the same as before, which, depending on your point of view, is a very good thing. As far as we’re 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 that’s 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 LE’s new sets of 20-inch alloy wheels (again in grade-specific finishes), the only other exterior change is the Azami and Azami LE’s larger-diameter chrome exhaust tailpipe extensions. Sporty!

Inside, the CX-9 has more changes in store, headlined by the new ‘floating’ 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 Mazda’s 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 we’re 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, it’s pretty much business as usual, which is great because the CX-9 has always had a well-designed interior. Yep, if it ain’t broke, don’t fix it.

The AMG GLC43, as you’d expect, has a few immediate give-aways that it’s no regular GLC300.

The vertical grille slats, the lower part of the apron featuring covered-up intake-style designs, and a different set of 20-inch AMG wheels are the easiest things to spot.

But the aforementioned Night pack, which adds black trim to the performance SUV, as well as the quad-exit exhaust tips instead of dual-exit on the GLC300 might be the most quantifiable way to explain the differences to the uninitiated.

In terms of dimensions, the GLC43 is now 67mm longer for the SUV, or 43mm longer in Coupe form. Both have an 11mm wider wheel track, and a 15mm longer wheelbase.

Inside, it’s quite similar to the 300, save for the AMG steering wheel and elements like the contrast stitching in the leather upholstery.

While other - especially more luxury-focused - Mercedes models have moved to a new interior design language with features like the Superscreen or Hyperscreen spanning the dash, the GLC’s interior still looks and feels suitably premium, and hasn’t dated much since being introduced.

The same can be said for its exterior, following relatively small changes over the still good-looking previous generation.

Being an SUV that’s 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, it’s 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 it’s still not graceful.

But the six-seat Azami LE is configured differently, given its second row has two captain’s 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 that’s a foot-space issue in seven-seat versions... isn’t.

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 won’t have a lot of space to enjoy. Again, I'm 184cm tall and it’s tight back there, with no headroom or legroom on offer, but children will, of course, fare much better.

The CX-9’s 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 doesn’t 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 can’t fit in the double map pockets on the front seat backrests.

There are two cupholders in the third row, another two in the second row’s fold-down armrest (seven-seater versions) or large centre console (Azami LE), and another two in the first row’s larger centre console, while the front and rear door bins can also take bottles – 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. It’d be nice if there was no differentiation, though.

The GLC’s interior feels more spacious than in its predecessor, and its ergonomics have been improved a little with the removal of elements like the touchpad control for the multimedia.

The software itself is quite easy to use on the touchscreen itself, removing the need for a physical control, and it’s rather customisable. 

Users are able to even adjust what order the drive modes appear in, and change what the two AMG Dynamic Select control dials on the steering wheel display or change.

The wheel itself is comfortable to hold, but its two-tier rows of controls and the lack of distinct physical buttons is a downside.

There is however plenty of storage, the central cubby and glovebox have space for all your assorted bits and pieces, and the door cards are able to accommodate even the biggest of bottles.

In terms of seats and comfort, the GLC’s cabin doesn’t feel cramped at all, with the seat itself supportive and adjustable to an impressive extent.

Space in the second row is comfortable rather than massively generous, but feels more spacious thanks to plenty of light via the sunroof.

The Coupe’s rear seat also does a decent job of accommodating average-heighted adults.

Behind that, 620L of boot space in the SUV and 545L in the Coupe are 40 and 45 litres more than the previous models, respectively.

Kicking off from $136,400 before on-roads for the SUV or $146,900 for the SUV Coupe, the AMG GLC’s pricing puts it roughly against the likes of the BMW X3 M40i or the Porsche Macan GTS, formidable rivals for sure.

To bring more than just its AMG bite and bark, the GLC43 comes with a reasonable list of kit, mostly borrowed from the GLC300 - the original launch variant of the mid-size Mercedes SUV.

That means it comes with a reasonable list of features like an 11.9-inch multimedia touchscreen with the brand’s MBUX software, a head-up display over the 12.3-inch driver display, a large sunroof, wireless phone charging, heated electrically adjustable front seats, wireless Android Auto and Apple CarPlay and a Burmester 3D sound system.

In terms of design and materials the GLC43 features a leather interior upholstery with an AMG Performance steering wheel in Nappa leather, but it’s mostly the exterior where the design departs from the GLC300.

An AMG exterior styling pack and the Night Package are both standard - for the first time on the SUV in Australia - and mean black trim highlights, a set of 20-inch AMG multi-spoke light-alloy wheels and the Urban Guard Vehicle Protection Plus package are standard.

The optional $6900 Performance Ergonomic Pack adds AMG Performance front seats, which hold front occupants in place a little more snugly, and add a Nappa leather/Microcut microfibre wrap to the steering wheel.

Aside from the different body style, the main difference between the wagon SUV and Coupe is that the aluminium roof rails are absent for the latter.

Another first for the GLC is the inclusion of rear-wheel steering, which enables the rear wheels to turn 4.5 degrees opposite to the fronts at low speeds for extra manoeuvrability, or 0.7 degrees in the same direction when travelling above 100km/h for extra stability - I’ll come back to this later.

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 you’re after a diesel-powered seven-seater, Mazda also has the similarly sized CX-8 in its line-up, but it still doesn’t 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.

This is where the AMG version of the GLC really outshines the ‘standard’ GLC300, and starts to justify the extra ask over its $103,370 sticker price.

Like the GLC300, the AMG GLC43 has a turbocharged 2.0-litre four-cylinder petrol engine, which is paired with a nine-speed automatic transmission sending drive to all four wheels.

But unlike the 300, the AMG GLC43 borrows its engine from the likes of the AMG A45S, the M139 engine which puts out 310kW and 500Nm thanks to some seriously impressive engineering - and a lot of turbo pressure.

AMG’s one builder, one engine policy (they call it “One Man, One Engine”) means each engine in a GLC43 has been built by a sole expert engineer who has been certified to a high degree.

A 48-volt ‘mild-hybrid’ system is also present in the GLC43, which helps keep the turbocharger spinning (at up to 175,000rpm) to be more responsive, eliminating turbo lag.

The nine-speed auto is also slightly higher-tech than the GLC300’s, a wet start-off clutch replaces the traditional torque converter, which AMG says is lighter and more responsive - also featuring a double de-clutch function for faster shifts.

The AMG Performance version of the 4MATIC all-wheel drive system permanently diverts power to all four wheels with a 31 to 69 per cent front-rear distribution.

Mercedes-AMG claims the GLC43 is able to hit 100km/h from stand-still in just 4.8 seconds.

For reference, the old GLC43 (with a turbocharged inline six) made 287kW/520Nm and was a 4.9sec to 100km/h car.

According to the official combined fuel consumption figures (ADR 81/02), FWD variants of the CX-9 sip 8.4 litres per 100km, which isn’t 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-9’s 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, it’s 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.

Mercedes-Benz says the AMG GLC43 consumes 9.7 litres for every 100km travelled in an SUV, or 9.9L/100km in the Coupe version, We were unable to properly test both of these figures on the launch.

Both have the same 62-litre fuel tank, and require premium RON 98 fuel.

CO2 emissions are rated at 219g/km for the SUV and 223g/km for the Coupe.

On test, after an hour of driving the GLC43 quite dynamically, the fuel consumption displayed on the trip computer sat around 15L/100km, so regular driving is sure to return a figure closer to Mercedes’ claim.

As far as large SUVs go, the CX-9 is one of the better ones to drive. It’s 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, it’s very diesel-like, despite being petrol. Needless to say, acceleration is surprisingly brisk. Not bad, then!

And the transmission it’s 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, don’t 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 aren’t going to be upset when they’re 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-9’s electric power steering is well-weighted, some buyers might be left wishing it was a tad lighter, especially when parking, but that’s more about personal preference than anything else.

What is more universal, though, is the system’s lack of feel. Obviously, we’re not dealing with a sports car here, but a little communication through the wheel wouldn’t 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 you’re dealing with a large SUV.

A long drive loop that consisted of limited sections of tight twisty roads meant getting to know the GLC in an intimately dynamic sense proved tricky, but what stands out about the mid-size SUV from Affalterbach is how much its ability in cornering belies its size.

The rear-wheel steering makes a big difference for the otherwise sizeable SUV, and even though the it weighs 1976kg (53kg more than before; the Coupe is 94kg heavier than before at 1998kg), the 4MATIC all-wheel drive keeps the GLC’s purchase on the road in check.

Suspension is relatively stiff for a family SUV even in Comfort, though adjustable, as one of the many aspects able to be customised through the multimedia screen menu or even steering wheel dials.

Steering itself can be adjusted, though is probably fine to leave in Comfort depending on personal preference.

But the hero of this - and any - AMG is the engine, and the M139 works surprisingly well in the big GLC.

Where it turns the A-Class hatchback into a proper supercar fighter, it makes the GLC a relatively muscular yet responsive family hauler.

The 310kW and 500Nm outputs are probably the sweet spot in terms of the GLC43 not feeling like there’s too much for anyone to handle, while still being quick enough to keep a keen driver happy.

On calmer roads, highways and gentle winding country roads, the GLC is comfortable enough with everything set up in the appropriate drive mode, though don’t expect to feel immensely refreshed after hours behind the wheel - it’s still set up for relatively dynamic driving.

Noise and road surface imperfections make their way into the cabin to some extent, though it’s not egregious, while one of the cars on test had a small creaking sound present in the dash, set off by road bumps and corners.

It has 10 airbags, plus a fairly standard (for its class) suite of safety tech including active features like pedestrian warnings, active lane-keep assist, driver attention reminders, parking sensors and cameras for surround-view monitoring, and collision warnings and mitigation.

Of course, the standard features like ABS, stability control, brake assist, auto emergency braking and lane departure warning all feature.

The rear seats feature ISOFIX and a 40/20/60 split fold.

The current GLC has been awarded five stars by ANCAP and scored well in both adult and child occupant protection.

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 Kia’s market-leading seven-year terms with ‘no strings attached’.

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.

Mercedes-Benz Australia’s warranty is a relatively standard five-year/unlimited kilometre offering, level with rivals like BMW.

Servicing intervals are every 25,000km or 12 months, whichever comes first.

Mercedes’ servicing costs can be covered in packs and for the first three services of a GLC43 SUV it will cost $3445, four for $4552 or five for $6935. These prices are as listed in December 2023, and are subject to change.