Mazda CX-9 vs Tesla Model Y

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.

Tesla promised wholesale improvements to the Model Y, and this Juniper update delivers where it counts. But with increased, and sometimes cheaper, competition arriving every day, the pressure remains on Tesla to keep the Model Y ahead of the pack.

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.

We’re not talking massive changes here – more a modernising of the Model Y offering that doesn’t really change the shape or dimensions. 

The most noticeable changes outside are the front and rear light bars, spanning the width of both the bonnet and the boot. They’re a nice touch, and seriously soften what many (including me) consider the worst angles of the Model Y. There are also new headlights, a refreshed front bumper and a new look for the alloy wheels.

Inside, it is the absolute definition of pared-back minimalism. In fact, some could argue it’s gone a little bit too far.

There are no physical buttons anywhere but on the steering wheel, and there's just the one stalk, which has the sole function of operating the indicators. Everything else - mirrors, windscreen wipers, headlights etc - are accessed either through the steering wheel, or through the central screen.

And that includes the gear selector, which is now a swipe-down-for-reverse, swipe-up-for-drive function on the central screen. You might love that, but I don't. I'm sure I'd get more used to it, but initially it did nothing but slow down how quickly I could get the car moving.

Helpfully, the central screen is big and very easy use, and logging into Spotify and Apple CarPlay does largely negate the missing phone mirroring – though if the function exists, I couldn't get it to read my incoming texts to me.

Our test car's cabin was black but highlighted with quality-feeling fabric panels in the doors and on the dash, which are then framed by a metallic-feeling mesh, helping the Model Y's cabin feel definitely elevated from the vehicles that came before it.

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 new Model Y stretches 4792mm long, 1982mm wide and 1624mm tall, and the practicality perks of the outgoing model still shine strongly in this new version.

Climb into the backseat and you’ll find a seriously spacious area, and one that feels even bigger and lighter thanks to the completely flat floor and the glass roof.

Even sitting behind my own 175cm driving position, there was ample knee and headroom, and the addition of the 8.0-inch rear screen, which supports two headphone connections, is a clever touch. Gone are the mind-numbing days of staring out the window on long family road trips. Now, kids get access to YouTube, Netflix and a heap of games.

There are also two USB charge points, and a pull-down divider that separates the comfortable rear seats. The door pockets front and rear are sizeable, and cabin storage abounds, including a hugely deep storage bin that separates the front seats.

Open the boot, and remove the shade, and you'll find another fairly massive storage area, including a deep hidden area under the boot floor. But you won't find a spare tyre – instead Tesla offers a 24-hour call-out service for the life of the warranty, where someone will come and repair or replace your tyre, should you have an issue.

Tesla isn't good at detailing specifics about its vehicles, but says you can expect a total 2138 litres of storage space in the Model Y, presumably with the rear seats folded flat and measured to the ceiling.

So yes, this Model Y RWD is the cheapest way into the Model Y family, listing at $58,900 before on-road costs – exactly $10k cheaper than the Long Range All-Wheel Drive.

That’s a little more than some of its core Chinese rivals, like the XPeng G6 which kicks off at $54,800, and a lot more than vehicles like the Leapmotor C10 and Geely EX5. But you could argue that Tesla has more brand standing than them in Australia, given it has been around for so much longer. 

Tesla has also jacked up the included features for this update, with heating and cooling for the front seats, new 19-inch alloy wheel designs, adaptive LED headlights, and a very cool 8.0-inch rear screen that gives backseat riders access to games, YouTube and Netflix.

Tech up front is handled by a 15.4-inch central screen on which you can connect your Spotify or Apple accounts, but there’s no Apple CarPlay and Android Auto. The system pairs with a nine-speaker stereo, and there’s still the best wireless charging pad in the business below the screen.

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.

Again, Tesla keeps its cards close to its chest on specific outputs, but data we've seen points to this Tesla's rear-mounted electric motor producing 255kW, a smallish increase from the 220kW of the outgoing model.

Tesla says that's enough to produce a sprint to 100km/h time of 5.9 seconds.

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.

Again, more cloak and dagger from Tesla here, but most reporting suggests a 75kWh battery is housed beneath the new Model Y.

We do know that our rear-drive Model Y will deliver a claimed 466km driving range on the WLTP cycle.

Charging is capped at a reported 220kW, with the brand suggesting 238km in driving range can be added in 15 minutes when using a 175kW Supercharger. Home AC charging is capped at 11kW.

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.

Reviewing a Tesla Model Y at the moment is no mean feat. The company's very public figurehead is fighting for a front-row grid position in the battle for world's most unlikeable human at the moment.

But anyway, journalist hat on, personal views aside, Tesla has done a good job with the new Model Y. I actually didn't much like the outgoing model – the ride was too harsh, the steering too darty and the cabin too austere – but Tesla has comprehensively overhauled each of those drawbacks to create a car that is genuinely much better than it has ever been before.

Let's start with the cabin. It's still austere, but the quality feels higher and more premium, and while I'll die on a hill of the screen-controlled drive selector being a bad idea, it is otherwise now a nice place to spend time. The screen and the software powering it largely replace the perks of Apple CarPlay, and the addition of the rear screen is a very good one, too.

But the biggest improvements are in the way the Model Y drives. It's far more compliant on Sydney roads, while the steering sensitivity has been dialled back so it doesn't feel as though you're constantly making corrections.

I also like the power delivery in the RWD. It's not lightning fast, but the grunt is constant and feels really instantaneous and usable.

It's no sports car, though. Our test car took in some of the windiest roads in greater Sydney and beyond, and while the body roll and composure feels on point, the Model Y does struggle with really sharp cornering. The aggressive traction control was a constant passenger on the really challenging stuff.

Overall, the improvements are good, and very noticeable.

This Tesla Model Y wears the same five-star ANCAP safety rating as its predecessor, awarded back in 2022.

Everything you expect is present and accounted for, including seven airbags, auto emergency braking (AEB), lane departure warning and assist (the latter being a little too panicky for my tastes) and cameras front and rear.

Special mention for the brand's semi-autonomous functionality, which – while not perfect – is among the best I've experienced. On the highway, it will stay in the centre of its lane, rather than the bumper-bowling-style swaying that some systems serve up, and change lanes for you when you indicate.

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.

Underwhelming, I'm afraid. A four-year/80,000km warranty might be the worst offered by any mainstream brand in the country. For the record, five-year/unlimited km is now the minimum standard, with many brands far exceeding that.

Servicing intervals are a bit scattered, with the brand instead listing when things need to be done, rather than a traditional schedule.