2020 Mazda CX-9 vs 2021

What's the difference?

Mazda asks a lot of money here at the top of the range, but a Toyota Kluger Grande costs more and isn't anywhere near as economical, nice to drive, or to look at.

The unique blend of a turbo petrol four-cylinder and devastatingly good looks, along with the kind of driving and riding experience that puts a smile on your face, make it a winner.

There is little wrong with the CX-9 Azami but really, you get most of the truly useful stuff in the GT and, if you're less fussy, the taller-tyred Touring. But at the same time, if you do choose this variant, you won't feel like you've failed to get your money's worth.

In other words, four years after launch, the big Mazda is holding up very nicely indeed.

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.

I still find the CX-9 strikingly pretty, four years after I first drove it. Big cars like this are hard to make attractive while also delivering on the seven-seat promise, but a clever mix of detailing, effective concealing of its true size and the simplest interpretation of Mazda's Kodo design language really delivers.

Nothing has changed for 2020 looks-wise, apart from the new 20-inch wheels, and that's quite all right by me.

The cabin is huge and, given how much glass there is to work with, unusually light for a Mazda. The materials are well thought through and the new leather on the seats is very pleasant.

There is a huge amount of space in here, obviously, but nobody got lazy in the design studio - there's nothing clunky or out of place. Even the wood surround on the centre console is acceptable, and it's probably not real wood, so that's okay. The metallic finishes keep things nice to look at and the judicious use of chrome means none of it looks cheap.

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.

With all three rows in use, you start with 230 litres of boot space, or about the same as the CX-3. Fold down the third row and you get a startling 810 litres. Mazda doesn't offer a figure for all the seats down, but it's going to be a big one.

You're well set for cupholders, with a total of six spread across the three rows. Each of the doors will hold a bottle, too, for a total of four.

The third row has always been reasonably accessible for kids and nimble adults, but now it's easier to escape with a new lever to flip the middle row, just in case you've forgotten someone/trapped them in there.

Middle-row passengers get a very good deal, with plenty of room in each direction, including plenty of foot space under the front seats.

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

Mazda's SkyActiv 2.5-litre four-cylinder turbo drives the CX-9 along with 170kW and 420Nm. In the AWD it, obviously, drives all four wheels via Mazda's own six-speed transmission. 

It's just as well all that torque is on board because the CX-9's kerb weight is a chunky 2006kg. Towing capacity is rated at 750kg unbraked and 2000kg braked.

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 figure for the CX-9 is 9L/100km, a few tenths of a litre more than the front-wheel-drive car. The reality is that you'll get closer to my figure of 11.1L/100km, although my loan of the car was slightly abbreviated when an errant pensioner swiped the front bumper while it was parked outside my home.

The fuel tank is a big one, with 74 litres.

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.

Back in 2016, I said the CX-9 was the benchmark and the only reason it isn't the absolute top of the heap now is the arrival of the new Hyundai Santa Fe last year. It's still way better to drive than the segment's runaway hit, the Toyota Kluger, and shades the Kia Sorento in most areas, except perhaps ride quality.

The Mazda really is a very nice thing to drive. The smooth 2.5-litre turbo revs readily under a heavy foot, delivering a nice flat torque curve. Mazda's G-Vectoring system now has a Plus version, which means it also uses brake-based torque vectoring to help tighten the line when physics overcomes the admittedly middling tyres.

My previous complaints about the tyres hold true, too - they're still a bit lame in the wet, with the fronts spinning up, the only difference being the all-wheel drive and traction control cutting in to spoil the dance.

In the dry, however, the combination of G Vectoring and a fine chassis tune means the high-riding SUV is always in control, with a good balance between ride quality and handling finesse. It feels like a bigger CX-5, but not that much bigger.

The CX-9 has that unique Mazda feeling of not being overtly sporty, yet you still get out thinking, "Gee, that was pretty good."

A couple more gears - like most of its rivals have - would be nice and perhaps a little more steering feel. These are really nitpicks,  because there's so little to complain about.

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.

Since my first drive in 2016, the warranty has gone from three to five years, as well as offering unlimited kilometres into the bargain, plus roadside assist.

Service intervals are Mazda's customary 12 months/10,000km, the latter number being a bit on the short side for average-mileage owners. The first five services are capped, ranging from $356 to $400, for a total of $1868 for five services. I hesitate to average that out over five years because, as I say, 10,000km per year is a bit on the short side. The prices also don't include things like filters and brake fluid.

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.