Volvo XC60 vs Mazda CX-9

What's the difference?

The Volvo XC60 Ultimate B5 Bright is a fine example of a family car that actually caters to families. There are plenty of practical features inside to help everyday living and it has a good amount of occupant and boot space for the class. I like how it handles on the road and its running costs are reasonable for a luxury SUV. It's not as flashy as its rivals but it's still stylish.

My husband and son spent a lot of time in the XC60 and they have enjoyed a high-level of comfort on our journeys together. We all love the built-in booster seats in the back row because of the independence they offer.

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 XC60 looks mature and graceful with its wide stance and well-proportioned body. The pronounced bonnet and stylish grille confirm its luxury SUV credentials.

The LED headlight design has been inspired by ‘Thor's Hammer’ (gotta love that Scandi heritage!) and the chrome accents around the windows accentuate the optioned darker tint.

Despite having a stately kerb-side presence, it’s not a boring looking car. The 20-inch dual-coloured alloy wheels and sleek body panelling help the XC60 appear almost sporty. Overall, its exterior design looks like it will age well.

The interior style of the XC60 can be summed up in two words - understated elegance.

The cabin isn't as flashy or wowing as some of its rivals and that might be because it lacks the visual impact of customisable ambient lighting, or because the chunkier dashboard looks more solid and dependable than sleek and fancy.

Regardless, the high-quality leather-accented upholstery and trim options elevate the space to earn the 'luxury' tag.

There is a plethora of soft-touchpoints throughout the car and visual highlights like chrome accents, an illuminated crystal shifter by Orrefors and a solid-feeling steering wheel.

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.

Families will appreciate the XC60's cabin. Both rows of seating are roomy for the class and the front seats are supportive and comfortable with multiple adjustments available.

However, there is an electric toggle dial that controls the lumbar-, side-, and under-thigh supports as well as the massage function, but flipping between modes can be a bit confusing at first.

I enjoy having the practical two-position memory function on both front seats, as I’ve been travelling a lot with my husband and the heat/ventilation features on the front seats have been great during a recent run of strange weather.

The back seats are well-cushioned and the bench is wide with three adults being able to sit without too many grumbles. 

I have plenty of room for my 168cm height and my seven-year old is able to get in and out without any trouble thanks to the higher ground clearance.

Our absolute favourite feature is built-in child booster cushions in the outboard seats. They have two height positions to accommodate different heights/weights and it’s been wonderful for my son to have the autonomy of buckling himself in. But also just awesome for my husband and I because it’s one less thing to think about! 

Storage throughout the car is good for the class with the front enjoying a mid-sized middle console, large glove box, two cupholders and two large drink bottle holders. The extra-large storage bins in the front doors are also very handy. 

In the rear, you have two retractable cupholders in the fold-down armrest, two map pockets and two drink bottle holders in each door.

The other amenities are great with the individual climate control and four sets of directional air vents – ideally located on the back of the centre console and on the B-pillars. 

Charging options are solid with both rows enjoying two USB-C ports and the front also getting a 12-volt outlet and wireless charging pad. The boot has a 12-volt socket, too.

Onto the other technology, the 9.0-inch touchscreen multimedia system is responsive and relatively easy to get around once you spend some time with it. Along with the Google subscription, you also get wired Apple CarPlay and Android Auto. 

The 12.3-inch digital instrument cluster shows the navigation map and the head-up display incorporates directions, which is great.

The cluster itself isn’t customisable, though, and I like fiddling with things like that to personalise the driving experience.

Another practical feature is a secondary key fob which can be programmed to control the maximum speed the car can travel and the audio volume.

I'm sure this would be handy for parents of any P-platers out there who often borrow the family car.

The key fobs are easily distinguishable. too. The spare for our test vehicle is a bright orange colour, so there are no 'whoops, I grabbed the wrong key' arguments, either.

The boot space is a great size at 483L offering plenty of room for holiday luggage. The back seat has a 60/40 split and a ski-port to open up storage options.

The loading space is level and there is a temporary spare tyre underneath the floor. You can adjust the height of the car using the air suspension and I love a powered tailgate.

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 CX-9 has become more expensive, with some grades up a little, while others are up a lot. The range now starts from $45,990, plus on-road costs, and reaches $73,875 (see pricing table below), but there is more standard equipment now.

Either way, two new grades have joined the now-comprehensive CX-9 line-up, bringing the total to six, with the new GT SP slotting in above the mid-range GT but below the previously flagship Azami, which is now bettered by the new Azami LE.

The entry-level Sport and Touring round out the line-up, with each grade coming with front-wheel drive as standard, although all-wheel drive is an expensive $4000 option for all but the Azami that instead asks for a $4435 premium, and the Azami LE which gets it as standard.

Features-wise, the Sport gets dusk-sensing LED headlights, rain-sensing wipers, 18-inch alloy wheels, push-button start, a 7.0-inch central display, satellite navigation, Apple CarPlay and Android Auto support, digital radio, a six-speaker sound system, a head-up display, three-zone climate control and black cloth upholstery.

While the Touring has the same 18-inch alloy wheels, it steps up with keyless entry, a 9.0-inch central display, paddle-shifters (new), power-adjustable front seats with heating, and black leather upholstery.

The GT goes even further with 20-inch alloy wheels, a hands-free power-operated tailgate, a sunroof, the aforementioned 10.25-inch central display (new), a 12-speaker Bose sound system, a wireless smartphone charger (new) and heated outboard middle seats.

As its name suggests, the new GT SP is the sportier version of the GT, adding a unique black finish to its 20-inch alloy wheels and side-mirror caps as well as burgundy leather upholstery and red stitching for just $500 more.

Meanwhile, the Azami has 20-inch alloy wheels with a bright finish (new) as well as adaptive LED headlights, LED daytime running lights, a 7.0-inch multifunction display, a heated steering wheel and 'Pure White' or 'Walnut Brown' quilted Nappa leather upholstery (new).

And finally, the new Azami LE mimics the Azami but replaces its middle bench with two power-adjustable captain’s chairs with heating and cooling plus a dedicated centre console, so six seats in total instead of the usual seven.

Also of note, the CX-9 has a new metallic paintwork option: 'Polymetal Grey', which helps it stand out from the crowd.

For reference, the CX-9’s rivals include the soon-to-be-replaced Toyota Kluger ($44,850 to $68,574) and the recently launched facelifted Hyundai Santa Fe ($43,990 to $61,660) and new-generation Kia Sorento ($45,850 to $63,070).

2021 Mazda CX-9 pricing before on-road costs

Volvo is aiming to offer only fully-electric powertrains from 2026 and the new XC60 B5 petrol variants feature a mild-hybrid element designed to improve fuel economy, especially in stop-start traffic.

Our test vehicle has a 2.0-litre, four-cylinder, turbo-petrol powertrain with a maximum power output of 183kW and 350Nm of torque. It’s an all-wheel drive and has a smooth eight-speed auto transmission.

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.

The official combined cycle fuel figure is 7.6L/100km and my real-world usage averaged 8.1L/100km.

That’s pretty economical given that I cover a good mix of open road and urban driving and am not precious with the power.

Based on the combined cycle number and the large 71L fuel tank, expect a driving range of around 934km. To give you an idea of time between fills, I drove it for 14 days before having to fill up.

You can’t sneak in any blends or lower grade fuel though as Volvo recommends a minimum 95 RON premium unleaded be used.

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.

The XC60 is a relaxing car to drive, it does what you expect it to do most of the time. It has enough power to handle open-road touring with ease and while the suspension is on the firmer side, the ride feels well-cushioned.

The only time it skips a beat for me is when you're easing off the accelerator, slowing down, but then need to pick up speed again.

Say, when you find a gap in traffic and begin to merge. There can be a short delay before acceleration happens and it feels somewhat clumsy. But these moments are few and far between.

The cabin is quiet, with minimal wind and road noise. Our family had no issues chatting. It only gets loud inside when heavy rain hits that big panoramic sunroof.

Adaptive steering makes the XC60 feels nimble and horribly tight city streets less daunting. It’s easy to manoeuvre in a small car park, as well.

The clear 360-degree camera system and sensitive front and rear parking sensors also help to make light work of a parking. 

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.

It’s not often common to associate a luxury brand with reasonable on-going costs but the Volvo XC60 is offered with very competitive pricing and terms.

The five-year/unlimited km warranty is normal for the class but you can pre-purchase a three-year/45,000km or a five-year/75,000km servicing plan.

The three-year plan is priced at $1750 (averaging $583 per service) and the five-year plan is priced at $3000 (or an average of $600 per service). Both plans are cheaper than a pay-as-you-go option and are inexpensive compared to some rivals.

Servicing intervals are good at every 12 months or 15,000km, whichever occurs first.

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.