Haval H9 VS Mazda CX-9
- Ride and gearbox both great
- Space galore
- Unbeatable value proposition
- Some electrical gremlins
- Huge lag when taking off
- A longer warranty with public capped-price servicing would help
- New 10.25-inch display
- Seven-seater's versatility
- Comfortable ride
- Expensive AWD option
- Six-seater's compromises
- Older ANCAP safety rating
From almost the moment carmakers began popping up in China, we've talked of the soon-to-arrive boom in Chinese new-car sales in Australia.
They're coming, we said. And no, they're not much chop right now, but they'll get better and better and better, until they're one day giving the best from Japan and Korea a run for their money.
That was years ago now, and the truth is, they never really got good enough to seriously rattle any cages here in Oz. They inched closer, sure, but there was still a heap of daylight between them and the competition.
But we've just spent a week piloting the updated Haval H9 large SUV, and we can report that the gap hasn't just shrunk, it's near-enough vanished, the daylight reduced to a sliver in lots of important areas.
So is this the beginning of the Chinese revolution?
|Engine Type||2.0L turbo|
|Fuel Type||Premium Unleaded Petrol|
The second-generation Mazda CX-9 may have been on sale in Australia for nearly five years now, but it remains the second best-selling large SUV using unibody construction (as opposed to old-school, off-road-focused body-on-frame).
That said, it is getting on a bit, so Mazda’s given it an update with a twist for 2021, hoping to inject a little bit more life into its flagship model.
And when we say twist, we mean it. After all, who would’ve thought there’d ever be a six-seat CX-9? Well, we’ve checked it out to see if it’s the version we needed all along. Read on.
|Engine Type||2.5L turbo|
|Fuel Type||Regular Unleaded Petrol|
The Haval H9 Ultra is proof that Chinese cars are at last living up to the hype. The value proposition is unbelievable, and a five-year warranty helps calm any ownership concerns. Is it bang-on against the competition? Not quite. Not yet. But you can be sure that other vehicles in the segment can feel the H9's hot breath on the back of their necks.
Would you consider a Haval, or do you still doubt the Chinese? Tell us in the comments below.
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.
It's a big and slab-sided beast, the H9, and it's unlikely to win too many beauty contests. But then, few in this category do, or attempt to, and it looks tough and purposeful, which is probably more important.
Front on, it looks positively massive, with its giant and silver-slatted grille, huge headlights and a jumbo foglight perched like alien eyes in the furthest corners of the front end.
From the side, lashings of silver (a touch too blingy for our tastes) break up an otherwise fairly bland profile, with the rubber-gripped sidesteps a nice touch. From the back, a large and largely unremarkable rear end is home to a massive, side-hinged boot opening, with the pull handle mounted to the far left.
It's not perfect in places, though, with some panels that don't quite match up, and more gaps between others than we'd like, but you have to look closely to notice.
Inside, the fit and finish is pretty good, with a giant faux-wood centre console home to a one-touch gear lever, an electric handbrake (a luxury still missing in some Japanese models) and most of the four-wheel-drive functions. The "eco" leather on the seats and the soft-touch dash are both nice under the touch, as is the steering wheel, and the second and third rows are pleasantly furnished, too.
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.
Very practical, thanks for asking. It's a behemoth (4856m long, 1926mm wide and 1900mm high), so space is really no problem in the cabin.
Up front, there are the prerequisite brace of cupholders, mounted in a centre console so wide you could play football on it, and the seats are big and comfortable (and they'll give you a massage to boot). There is room in the front doors for bottles, and the infotainment, while a little slow and clunky, is easy to understand and operate.
Climb into the second row and there's heaps of space (both leg and headroom) for passengers, and you can, without doubt, fit three kids across the back. There is a storage net on the rear of each of the front seats, room for bottles in the doors and two more cupholders in the pulldown divider.
There's no shortage of niceties for backseat riders, too, with air vents and temperature controls and heated rear seats. And there are two ISOFIX points, one in each window seat.
Things aren't so luxurious for third-row passengers, with thin-and-hard seats mounted in cramped surrounds. But there are third-row vents and a cupholder for seats six and seven.
The side-hinged boot opens to reveal a laughably small storage space with the third row in place, but things improve considerably when you flatten (electronically, no less) the rear seats, with a gigantic storage area that will have your phone ringing hot every time one of your friends is moving house.
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.
Price and features
Let's be honest, Haval hasn't been around anywhere near long enough in Australia to sell on anything even resembling badge loyalty. So if it is any hope of increasing its 50-odd sales a month (March 2018), it knows it has to sweeten the pot on price.
And it doesn't get much sweeter than the $44,990 sticker glued to the H9 Ultra. That's about $10k cheaper than the cheapest Prado (and a staggering $40k cheaper than the most-expensive version), and the Ultra is absolutely swimming with kit for the money.
Outside, the alloy wheels are 18 inches, there are LED daytime running lights, front and rear fog lamps, dusk-sensing headlights with a follow-me-home function and standard roof rails.
Inside, the faux-leather seats are heated in the first two rows (and ventilated in the front), and there's even a massage function for the driver and passenger. The windows are powered, as is the fold-flat function for the third row, and there's a sunroof, leather-wrapped steering wheel and aluminium pedals, too.
On the tech front, an 8.0-inch touchscreen (but no Apple CarPlay or Android Auto) is paired with a 10-speaker stereo, and there is standard navigation, keyless entry and push-button start.
Finally, there's a heap of safety and off-roading kit, but we'll come back to that under our other sub-headings.
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
|Sport FWD||automatic||$45,990 (+$70)|
|Sport AWD||automatic||$49,990 (+$70)|
|Touring FWD||automatic||$53,490 (+$180)|
|Touring AWD||automatic||$57,490 (+$180)|
|GT FWD||automatic||$62,990 (+$1270)|
|GT AWD||automatic||$66,990 (+$1270)|
|GT SP FWD||automatic||$63,490 (NEW)|
|GT SP AWD||automatic||$67,490 (NEW)|
|Azami FWD||automatic||$66,190 (+$1297)|
|Azami AWD||automatic||$70,625 (+$1686)|
|Azami LE||automatic||$73,875 (NEW)|
Engine & trans
It's like a diesel in disguise, this 2.0-litre turbocharged petrol engine, making 180kW at 5500rpm and 350Nm at 1800rpm. It's paired with an eight-speed automatic gearbox, and drives all four wheels. That means a sprint to 100km/h of "just over 10 seconds” - about two seconds faster than the car it replaces.
Haval's All-Terrain Control System is also standard, meaning you can choose between six drive settings, including Sport, Mud or 4WD Low.
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.
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.
Haval reckons you'll get 10.9 litres per 100 kilometres on the combined cycle, with emissions a claimed 254g/km. The H9's 80-litre tank will only accept premium 95RON fuel, which is a shame.
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.
We did a lot of kilometres in the Haval (perhaps subconsciously we were waiting for it to fall over), and over all sorts of road conditions, and it never skipped a beat.
The obvious standout is the ride, which is now very good, and disposes of CBD bumps and corrugations without fuss. At no stage does it feel dynamic or overly connected to the road, but it creates a comfortable disconnect that makes you feel you're floating above the ground. Not good for a performance car, sure, but it suits the character of the big Haval just fine.
The steering has a wafty vagueness, though, and it doesn't inspire confidence on anything twisty, with plenty of corrections when you're tackling something challenging.
The rolling delivery of power is surprisingly strong and smooth when you plant your foot. But there are downsides to a small turbocharged engine shoving the size of a block of flats around. For one, the engine has this staggering delay when you first plant your foot from a standstill - as though you're playing chess with the engine and it is figuring out its next move - before finally surging into life. It makes overtaking moves a heart-stopping challenge at times.
The petrol engine (which does a remarkable job of masquerading as a diesel) can feel a little rough and rugged when you really plant your foot, too, and you'll find all the useable power lurking at the low-end of the rev range. It is bloody comfortable, though. The vision is very good out of all windows, including the rear windscreen. And the gearbox is terrific, seamlessly and smoothly swapping cogs.
But... there were some electrical gremlins. For one, the proximity unlocking is the weirdest we've encountered - sometimes it works, other times its more complicated, and you need a textbook to figure out how it talks to the boot. The alarm went off twice despite me unlocking the doors, too. It might be some user error that I don't understand, but worth mentioning either way.
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.
The safety story starts with dual front and front-side airbags, as well as curtain bags that stretch across all three rows. You'll also find a revising camera, as well as front and rear parking sensors.
Happily, Haval has also embraced the newer technologies, so you'll get lane-departure warning, rear cross-traffic alert and blind-spot monitoring. Off-road, hill descent control is standard, and Haval claims a safe fording depth of 700mm.
The H9 received a four-star ANCAP crash rating when the outgoing model was tested in 2015.
ANCAP awarded the CX-9 its maximum five-star safety rating in 2016, and despite the test occurring nearly five years ago, its results still stand.
Needless to say, the game has moved on, with the Santa Fe and Sorento recently resetting the standard, while the Kluger is soon to follow suit.
The CX-9 does, however, get front and side airbags as well as curtain airbags that cover all three rows, whereas the Santa Fe and Sorento only cover the first and second rows.
All grades of the CX-9 also get front and rear autonomous emergency braking, lane-keep assist, blind-spot monitoring, rear cross-traffic alert, adaptive cruise control with stop and go functionality, traffic sign recognition, high-beam assist and driver attention alert.
A reversing camera and rear parking sensors are also standard in all grades, but the Touring and above add front parking sensors, while the Azami and Azami LE also get surround-view cameras.
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.