Mazda BT-50 vs Mazda CX-9

What's the difference?

The MY25 Mazda BT-50 benefits from its robust Isuzu underpinnings to excel in this dual cab-chassis configuration, particularly with Mazda’s premium heavy-duty aluminium tray as fitted to our test vehicle. Fact is, apart from the big drop in payload required to tow 3500kg (but it’s not alone there) it’s hard to find any major flaws. Overall, it’s an excellent workhorse that would be well suited to a multitude of tradie tasks. 

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 must be said that Mazda’s stylists did a commendable job with the third-gen BT-50 when it launched in 2020. Five years later it still looks fresh and we’re yet to find anyone who doesn't like its styling, which is in stark contrast to its polarising predecessor.

Its exterior sculpting embodies Mazda’s design language to maintain a strong family resemblance to the popular CX line of SUVs, yet does not detract from the tough and purposeful appearance expected of a 4x4 ute.

The MY25 facelift includes a newly designed front bumper, radiator grille and unique LED headlights. At the rear, pick-up models incorporate what Mazda describes as a ‘mountain-inspired ridged design’ along the bottom edge of the tailgate, along with new LED tail-lights and a larger Mazda logo.

Apart from the mountain-inspired ridged design, also evident on the glove box lid, the latest XTR interior is largely unchanged, blending different shades of grey with satin chrome highlights on the dashboard and door linings, contrasting fabric seat trim, exposed stitching on seams and adjustable centre console air conditioning vents for rear seat passengers.

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.

Our test vehicle’s 1910kg kerb weight and 3100kg GVM results in a meaty 1190kg payload rating. However, that drops to 891kg after you deduct the combined weight of the premium heavy-duty aluminium tray (243kg), nudge bar (9.0kg) and towing kit (47kg).

It’s also rated to tow up to the class-benchmark 3500kg of braked trailer but with its 6000kg GCM (or how much it can legally carry and tow at the same time), towing that weight would require a substantial 590kg reduction in payload to avoid exceeding the GCM.

Even though few (if any) BT-50 owners would need to tow 3500kg, it’s important to be aware of these numbers if the need arose, to ensure the combined weight of your vehicle and trailer does not exceed the legal limit.

The premium heavy-duty aluminium tray from Mazda’s genuine accessories range is a nice bit of kit with its Mazda-branded tailgate decals and mudguards.

The tray is almost square with internal dimensions of 1800mm length and 1777mm width. And it has numerous internal load-anchorage points, external rope-rails and a sturdy mesh-style rear window protector, plus removable ‘quick-lock’ ladder racks with fold-down load retainers up top.

There’s also a 1500mm-long underbody drawer with adjustable internal dividers and a four-stage incremental locking system. An HDP (High Density Polyethylene) 25-litre water tank complete with tap and handwash bottle-holder resides under the right side of the tray, with a sizeable and lockable HDP toolbox under the left side.

The driver and front passenger have comfortable bucket seats and the rear bench is also accommodating, with ample head and kneeroom even for tall people.

However, shoulder room would be tight for three big tradies, so like most dual cabs short of a full-size US pick-up it’s tolerable for short trips as a five-seater but works best as a four-seater for longer drives.

Cabin storage includes a large-bottle holder and bin in the base of each front door and the dash has upper and lower glove boxes, an overhead glasses holder and a pull-open compartment to the right of the driver’s knee for small items.

The centre console has an open tray at the front, dual small-bottle/cupholders in the centre and a small box at the rear with a contoured lid that doubles as a driver’s elbow rest.

Rear passengers get a large-bottle holder and small bin in each door, plus storage pockets on the front seat backrests and a pair of pop-out cupholders in the fold-down centre armrest.

The 60/40-split rear bench seat’s cushions can also swing up and be stored vertically if more internal load space is needed. This also reveals two underfloor compartments with lids for keeping valuables out of sight.

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

The BT-50’s drivetrain, shared with its D-Max donor, comprises Isuzu’s proven Euro 5-compliant 3.0-litre, four-cylinder, turbo-diesel that produces 140kW of power at 3600rpm and 450Nm of torque between 1600-2600rpm.

This is paired with an Aisin-sourced six-speed torque converter automatic featuring ‘intelligent’ protocols that prompt downshifting to assist with engine-braking on steep descents (great when towing) and overdrive on the top two ratios optimises fuel economy during highway driving.

It also offers the choice of sequential manual-shifting, which can be handy when hauling and/or towing heavy loads particularly in hilly terrain.

The part-time, dual-range 4x4 transmission features 2.482:1 low-range reduction and a switchable locking rear diff

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.

Mazda claims an official combined cycle (urban/extra-urban) average of 8.0L/100km and the dash display was showing 10.2 at the completion of our 369km test, which comprised a mix of city, suburban and highway driving of which about one third was hauling a near-maximum payload.

Our own figure, calculated from fuel bowser and tripmeter readings, was slightly higher again at 10.6L/100km but still within the usual 2.0-3.0L/100km discrepancy between official and real-world figures and not bad for a two-tonne-plus 4x4 ute.

So, based on our figure, you could expect a realistic driving range of around 700km from its 76-litre tank.

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 cabin is spacious and, with side-steps plus large handles on the front windscreen pillars, it’s easy to climb aboard and find a comfortable driving position.

All-around vision is good and active driver aids like blind-spot monitoring, rear cross-traffic alert and reversing camera instil confidence, particularly when hauling taller loads that block rear vision through the central mirror.

The engine is responsive in city and suburban use, thanks largely to its broad spread of torque across a 1000rpm-wide band from 1600-2600rpm that showcases its useful flexibility. The six-speed automatic has well-spaced ratios and shift calibrations that feel like they get the best out of this engine, either unladen or when hauling heavy loads.

It feels well-planted on the road and displays sure-footed handling if driven at appropriate speeds for a high-riding 4x4 ute, combined with excellent steering feel and responsive braking.

The unladen ride is firm, as you’d expect given the heavy-duty rear suspension unique to cab-chassis models, but the combined sprung weight of the tray and tow bar ensure it’s not too harsh.

To test its payload rating we strapped 830kg onto the load tray, which with driver and half a tank of diesel was a snip under its GVM limit. Even so, the rear leaf-springs only compressing 40mm under this loading, which left more than 40mm of bump-stop clearance that ensured no bottoming-out on our test route.

It hauled this big load with competence and a smoother ride quality, given the large increase in sprung weight allowed the heavy-duty rear suspension to do what it’s primarily designed to do.

There was also minimal effect on steering and braking response and the engine’s ample torque was not phased by this payload, particularly on our 13 per cent gradient, 2.0km-long set climb at 60km/h.

Engine-braking on the way down was also robust, highlighting the advantage of larger displacement engines (3.0-litres-plus) on overrun when restraining heavy loads on steep descents.

It also has low engine, tyre and wind noise at highway speeds, where the engine requires less than 2000rpm to maintain 110km/h thanks to its overdriven top gear with full torque converter lock-up.

This ensures the BT-50 is a comfortable and economical highway cruiser, with average fuel consumption that quickly drops into single figures on long hauls.

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.

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.

Our test vehicle comes with a five-year/unlimited km warranty.

Scheduled servicing is every 12 months/15,000km whichever occurs first.

Mazda’s ‘estimated service cost’ for the first five years/75,000km totals $2547 which is an average of $509 annually.

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.