Mazda CX-9 vs Toyota HiLux

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.

The Toyota HiLux SR5 now feels nicer and more modern inside and out and it no longer lags behind some other utes – even some of the cheaper ones – in terms of comfort, refinement and all-round driveability.

Toyota has in the past been guilty of sometimes doing the bare minimum when it comes to producing a ‘new’ vehicle – especially LandCruisers or HiLuxes – but this time even though this HiLux is definitely not a new model, the exterior revamp and interior refresh have added more than enough to the HiLux package to keep fans and new buyers happy.

This is the best HiLux so far.

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.

This HiLux is 5320mm long (with a 3085mm wheelbase), 1885mm wide and 1865mm high. No change there.

It does, however, have a new distinctive front end incorporating a revised design, which includes LED headlights, retro-style ‘Toyota’ brand across the front, and honeycomb-style mesh grille.

Initially I wasn’t keen on the HiLux’s revised front end, but it looks a lot better in the metal than it does in photos and it has grown on me.

This ute’s profile remains the same as before, but the rear end has also been given a sly slap and tickle, giving it a squared-off look.

The interior has also undergone a glow-up – there’s a real 250 Series LandCruiser look and feel to this cabin – and it now has a 12.3-inch touchscreen multimedia system rather than the old 8.0-inch unit.

It still has plenty of hard plastic surfaces but, overall, the HiLux interior doesn’t look or feel anywhere near as old as it used to.

While it remains definitely a HiLux, the new look brings this Toyota ute closer to its rivals, such as the Ford Ranger, in terms of contemporary styling.

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 HiLux cabin is very familiar – you know where everything is and how to use it and that’s reassuring – but besides some minor changes and the introduction of an electric park brake the most noticeable change is that aforementioned new 12.3-inch unit.

Apple CarPlay is easy to get working via the multimedia system, and the screen is now big enough and clear enough to operate with ease.

Beyond that, there are plenty of durable hard plastic surfaces, numerous storage spaces, a reasonable number of charging points up front – two USB ports as well as a wireless charging pad and two 12V sockets and a 240V socket inside the centre console.

The driver’s seat is power-adjustable and comfortable without ever being at risk of being described as “plush”.

The rear seat is on the wrong side of squeezy across the shoulders and is best suited to accommodating three children, three jockeys or two adults.

People seated back there have access to two USB-C ports, bottle holders in each door and a dual cupholder in the fold-down centre armrest.

In terms of packability for touring, the SR5’s tub is 1550mm long (1100mm between the wheel arches), 1520mm wide and the load space itself is 490mm deep. Load height is 830mm.

There is nothing extra-special going on in the SR5’s tub – no marine-grade carpet, LED strip lighting, or hidden storage compartments – but it does have four tie-down points.

In terms of practicality, the HiLux, while it does have a barebones approach, still holds its own against the likes of the Ford Ranger.

The SR5 sits in the middle of the HiLux line-up. This version – with a six-speed manual gearbox – has pricing starting at $63,990 before on-road costs. Our test vehicle has Toyota’s premium interior pack ($2500) and premium paint ($675).

Standard features include a 12.3-inch touchscreen multimedia system (with wireless Apple CarPlay and Android Auto plus wireless charging), eight-speaker stereo, dual-zone climate control, and 18-inch alloy wheels.

Other features include high-grade LED headlights, a “comfort-oriented” leaf-spring rear suspension tune, larger front brake discs, power-folding, heated exterior mirrors, an integrated tow-bar, as well as LED tail-lights and LED rear fog lights.

Exterior paint choices include 'Glacier White', 'Frosted White', 'Ash Slate', 'Eclipse Black', Feverish Red' and 'Sunglow'. Some – like 'Stunning Silver' on our test vehicle – cost $675.

The HiLux offers reasonable value for money when cross-shopped against the likes of Ford Ranger, especially the XLT (approx. $64,000) or Sport (approx. $72,000) variants.

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.

This SR5 has a 2.8-litre four-cylinder turbo-diesel engine, producing 150kW at 3400rpm and 420Nm at 1400-3400rpm and a six-speed manual gearbox; the six-speed auto SR5 gets 500Nm at 1600-2800rpm and auto HiLuxes also have the 48-volt mild-hybrid technology onboard.

This is a proven engine-and-gearbox combination, with plenty of lowdown torque, and it’s more than a match for the likes of Ranger and D-Max/BT-50 in terms of overall performance.

This SR5 has part-time four-wheel drive and a rear diff-lock.

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.

Official fuel consumption for the manual is listed as 7.1L/100km on a combined cycle. The auto is 7.4L/100km.

Fuel consumption on this test was 9.1L/100km, which is pretty good because I have done a lot of low-range 4WDing.

The SR5 has a 80-litre fuel tank so, going by that fuel figure, you could reasonably expect a driving range of about 879km out of a full tank

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.

As mentioned, there have been no major mechanical upgrades to the HiLux, but it does now have electric power steering (rather than the hydraulic assistance it’s had in the past). Result? There’s a smoother, more precise feeling to the steering, with a nice weight and balance to it, on sealed and unsealed surfaces.

The HiLux, with a listed kerb weight of 2215kg and a turning circle of 12.6m, is not an insubstantial vehicle but, at the same time, it’s not unwieldy either and manages to feel quite nimble on and off the road.

On sealed surfaces it yields a surprisingly high level of ride and comfort. It’s actually quite compliant, controlled and somewhat refined. That’s largely because this SR5 has multi-purpose suspension on board rather than the heavy-duty suspension, which is on lower-spec, work-focussed HiLux variants for load-carrying duties.

This set-up is intended to offer a softer ride on road – and it does – but off-road it's a different story. Even on minor imperfections (small potholes, minor corrugations and the like) on dirt tracks it tends to thump and bump in and out and it doesn't offer such a comfortable all-round ride as you might be hoping.

I didn’t have much weight onboard – vehicle-recovery gear, a first-aid kit, four Maxtrax and an air compressor – and it will, of course, settle down with more of a load but I was expecting the multi-purpose suspension to be better than it was at soaking up a track’s lumps and bumps – it’s not terrible, but it is noticeable.

However, in terms of pure off-road effectiveness, the HiLux is impressive.

It's never been an underperforming 4WD, it’s simply never been as refined or as comfortably capable as others, such as the Ranger, but it is much more comfortably capable now than it used to be.

There is plenty of power and torque in this HiLux and while this six-speed manual version has 80Nm less than the auto version, it uses what it has really well. The 2.8-litre is a tractable engine and works well as part of an effective powertrain that is well suited to low-range 4WDing. There is a heap of torque at low revs, which is great for low-speed, technical off-roading.

Low-speed throttle response is also impressive, offering nice control when you need it.

I have driven auto HiLuxes in the past and the auto is very clever and it may be your better bet, but I like the manual.

Ground clearance is listed as 224mm and while the HiLux doesn’t have any trouble clearing most jagged rock steps or tree roots you’ll likely encounter on a weekend trip, I didn’t have the opportunity to seriously scrutinise the 700mm wading depth because our testing area was pretty dry. Next time.

Off-road angles – 29-degree approach and 26-degree departure (no rampover is listed) – all check out, even though they are a little shallower than the Rugged or the Rogue variants, they are fine for light-to-moderate 4WDing.

The off-road traction control system in this HiLux is well calibrated and if you do need more dirt-grabbing ability, then this ute does have a rear diff lock.

The only real off-roading weaknesses in the HiLux package are the tyres (Dunlop Grandtrek A/T 31, 265/60R18 110H). They’re not well suited for anything more than light to moderate 4WDing. If you’re planning anything rougher than a well-maintained dirt road in dry weather then consider replacing the showroom tyres with a set of decent all-terrain tires, light-truck construction preferably and away you go.

In terms of towing capacity the SR5 is rated to tow 750kg unbraked, and 3500kg braked.

Payload is a listed 900kg, Gross Vehicle Mass is 3090kg and Gross Combined Mass is 6300kg (a 450kg increase).

While nothing mechanical has changed onboard this vehicle, the combination of 4WD set-up, driver-assist tech, rear diff lock, as well as structural modifications (such as thicker steel in the ladder-frame chassis, a stiffer roll-bar, and reinforced side rails) and suspension tweaks (including retuned dampers and re-rated coil springs at the front, and new dampers and softer spring rates on the live-axle rear) all works well together in this current HiLux package.

The HiLux has now drawn closer to the Ranger in terms of comfortable capability, if not matched it.

The Toyota HiLux SR5 has the maximum five-star ANCAP safety rating, as a result of testing in 2025.

As standard, it has eight airbags (now with a front-centre airbag) and an upgraded suite of driver-assist tech including improved auto emergency braking (AEB), lane-keep assist, adaptive cruise control, and blind-spot monitoring.

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.

The HiLux has a five-year/unlimited kilometre warranty.

Service intervals are scheduled for every six months or 10,000km and cost $395 per service.

Toyota Australia has about 300 dealerships across the country.

This type of warranty is pretty standard among the HiLux's rivals so the Toyota ute does remain competitive, in terms of these ownership costs.