Mazda CX-90 vs Kia EV9

What's the difference?

There are many reasons I quite like this CX-90. It sells the plush luxury promise when it comes to its interior and design, it feels big and purposeful, and has a refreshingly minimalist approach to its cabin tech. As a seven-seat SUV it’s particularly impressive, with plenty of amenity and a third row that can genuinely fit an adult in comfort.

However, there are areas where it could use more polish, from the drivetrain to the ride, and it ultimately strikes an odd point for price and ownership which feels lost between the premium segment and the mainstream rivals.

If you’re a long-term Mazda owner, I still think you’ll love it, and this Touring grade is definitely the best value in the range. It offers the lion’s share of equipment at a price more comparable to Mazda’s traditional mainstream rivals.

The Kia EV9 GT-Line earns some serious family points with its practical and luxuriously appointed cabin. Each row enjoys ample amenities and space and you can’t discount the ability to fit five child seats!

That’s where similarities with its Carnival sibling end because the driving performance is too mixed for my liking. Some of its safety features don’t react well in real-world situations but if you’re looking for an electric car that will fit a big family, this ticks that box.

My son thinks the EV9 is really cool with the ambient lighting and two sun roofs. He also loves having his own climate control and sun-blinds, so he gives it a 10/10.

The CX-90 is an impressive car to behold. Moving things onwards and upwards from its CX-9 predecessor, the CX-90 is bigger and even more refined in a lot of ways.

Mazda’s signature design language has evolved into something a bit beefier, trading out the delicate sharp angles and chromes of its front-wheel-drive predecessors for something a bit more upright, with a wide stance and tough proportions.

The long bonnet and expansive body panels stress the long-engined, fluid nature of this car’s design language. It certainly gives it a more premium vibe than the boxy American-influenced style of the Hyundai Palisade, and leans more European than the science-fiction styling of something like the Kia Sorento.

If anything, there’s some clear BMW influence in the shape of the tail and light fittings. Light lashings of chrome keep it in-line with Mazda’s previous design language, and on this base model at least, plastic claddings over the arches toughen it up a bit.

Inside is plush. In fact, it’s treading on Lexus territory when it comes to the design and feel of the seats, dash, doors and there are even padded leather touches down the sides of the centre console for your knees to rest against. Even the standard leather seats are nice (with softer Nappa leather available on higher grades), and I actually find the somewhat monochrome interior treatment on our test car to be the most modest option. It’s off-set by silver trims and a touch of chrome in the steering wheel and doors.

The dash is in a more traditional style (again, it feels influenced by BMW here) with a padded insert across the front, inset vents and a climate control panel leading down to a nice wide console with tasteful patterned trims, and an electronic shifter. The screen in this base car is of modest dimensions compared to most cars today, but those who aren’t sold on giant touchscreens will love it.

Even the digital dash elements are tastefully executed, although they’re not particularly customisable, which is a shame. 

To be frank, the EV9 resembles a Lego car on steroids, but it turns heads. I’ve had more looky-loos peeking into the windows this week than any other car I’ve driven.

Once you get over the (very) square shape, there are some awesome design aspects to be had.

Like the flagship exclusive Matrix LED headlights and 'Ocean Blue Matte' paintwork that feels velvet-like under your hands. The black 21-inch alloy wheels and their aerodynamic covers look futuristic and cool.

The pronounced nose looks wide-set because of the positioning of the tall headlights separated by a strangely blank panel in the middle.

In fact, the whole exterior incorporates a slew of blank panels which reinforce the square look.

The flush auto door handles, big windows and dark roof give some cool-kid cred. The digital side mirrors are not for everyone but as a driver, you get used to them. The tech looks as though it's come straight out of sci-fi movie!

The interior is downright plush with the premium-looking upholstery and customisable 64-colour ambient lighting.

The dashboard has floating panels which create a cool 3D effect and even the badge on the steering wheel is illuminated.

There is a plethora of soft touchpoints throughout and the black headliner helps make the cavernous cabin feel almost cosy.

The CX-90 is enormous, but despite its long bonnet, it feels on the inside like it makes good use of its dimensions.

Up front, it’s easy to find a seating position thanks to an array of adjustability, from the seats to the telescopic adjust for the wheel, and the cabin is wide and tall enough to accommodate pretty much anyone with ease.

Unlike some Mazdas which have a strange zoom-factor on their rear vision mirrors, the CX-90 doesn't have this problem, and visibility generally out the windows is impressive. I can see the long, tall bonnet and cosy dash design creating visibility issues for shorter drivers, however.

Padded materials are everywhere they should be (and more), and when it comes to storage there’s a large bottle holder in each front door, two more cupholders in the centre console (with a flip-out cover), a split-opening centre console box (which hides USB-C connections, great for cable management) and a wireless charging bay up front below the climate unit.

It’s rare these days to see a full array of physical buttons and toggles for a dual-zone climate set-up, but the Mazda has the whole lot. It’s a breeze to adjust on the fly and integrates into the design in a subtle way.

It’s also worth calling out the multimedia screen isn’t a touch unit. Instead, you need to control it through a handful of buttons and a rotary dial on the centre console. It’s nice to have a physicality to it, and it works well for the relatively simple base operating system, but it’s a clumsy way to interact with phone mirroring.

In my experience Apple CarPlay has simply too many icons and menu features to work around with a dial-operated system, to the point where it’s distracting to use on-the-go (thus, defeating the purpose of having physical controls).

The second row is a real highlight. Set to its default position, I have leagues of legroom behind my own driving position (at 182cm tall). Again, heaps of width and headroom here, and even the huge rear doors open nice and wide, which should make loading luggage and fitting child seats easy.

The seat trim is just as good as it is in the front, with decent side bolstering, and top-notch amenities, with shades built into the windows, decent-sized bottle holders in each door, a further two in the drop-down armrest, soft pockets on the backs of each front seat, and a separate climate zone with independent temperature and fan speed controls.

There are two adjustable air vents with a lock-off, as well as two USB-C ports for power. Top marks.

The third row is usually where things get tricky for SUVs like this, but the CX-90 isn’t out of tricks yet.

Access isn’t the easiest. The second row can fold forward, but the left over aperture for clambering in, even though the doors are quite large, isn’t great, which will make it a no-go for anyone with mobility issues.

However, once you’re back there, I was surprised to find a full-sized adult like me can fit in relative comfort. With the second row set as far back as it can go, my knees are hard up against the back, but when rolled forward for more third-row space, there's still plenty of room in the middle. I was left with ample room for my knees and feet in the back seats. The seat trim also offers decent padding and comfortable trims, which is rare for most three-row SUVs, and while you wouldn’t want to be too much taller than me, the roof was just tall enough to have a little airspace above.

The armrests are hard plastic, unfortunately, but offer two large bottle holders on each side, as well as a USB-C port, and vents with decent air flow, which is again, quite rare for a three-row SUV.

I’d go so far as to say this is one of the best SUV third rows I’ve been in when it comes to space, comfort and amenity.

Now for the luggage space. I was pleased to find, even with the third row up, I could fit the largest (124 litre) CarsGuide luggage case with room to spare on either side. Officially, space here is 257L, but it’s rare to fit a case this size in a three-row SUV.

With the third row folded down, space comes in at 608 litres, which is on-par for this segment, and with the second and third row down, it tops out at 2025L.

With such space on offer it’s probably worth keeping in mind the payload, which is 580kg, and for those who want to add a trailer to the mix, the maximum towing capacity is 2500kg braked or 750kg unbraked for the 50e petrol straight-six versions like the one we’re testing here.

It’s large and you have ample space throughout the car. Even third rowers don’t miss out.

It feels quite van-like with the high seat positioning and extending centre console but you get a great view out of the massive windows.

The electrically-adjustable front seats are very comfortable but the mesh ergonomic headrests are a little too comfy!

The boxy steering wheel is nice to use but cut into my vision of the climate control screen from my driving position. I felt like I was looking around it a lot.

Individual storage is fantastic in all three rows. Up front you get a little pocket in the armrest and a huge shelf underneath the centre console.

The glove box is large, but curiously, has a small aperture. There are retractable cupholders in the centre console utility tray and drink bottle holders in each door.

The middle row has two drink bottle holders, four cupholders, two map pockets and a deep but narrow storage cubby at the back of the centre console.

Third rowers are not forgotten, either, with four cupholders and directional air vents to enjoy.

Amenities are great throughout the car and my son loves having the retractable sun-blinds and his own climate control in the middle row. It’s also an easy car to get in and out of, which we both enjoy!

The middle row's 60/40 split is a practical touch and they can be shifted manually or electrically with a one-touch button for access to the third row.

Speaking of which, there is an okay amount of room for my 168cm (5'6") height in the third row (if you push the middle row forward a smidge). And it doesn’t feel claustrophobic thanks to the wide windows.

If you have a pile of kids to shove in this car, you’ll be happy that this row also features two ISOFIX child seat mounts and two top tethers.

I wouldn’t want to be climbing into the third row to buckle in a kid, so reserve these seats for older kids.

The technology looks good but is simple to use which is always a good combination. There are plenty of charging options to choose from with each row getting two USB-C ports, while the front also enjoys a 12-volt socket and a wireless charging pad.

The touchscreen multimedia system is responsive and easy enough to use but the controls on this panel can be difficult to see and use. They’re not always responsive.

I like the satellite navigation and the way the head-up display pulls through the directions. There’s wired Apple CarPlay and Android Auto, too.

The digital instrument cluster is mildly customisable and easy to read. There is a little control panel on the driver’s door which houses the buttons for most of the added seat functions. But it’s hard to read as all the buttons are almost identical.

The boot is a good size when all seats are in use at 333L, which is plenty for my day-to-day errands, but pop the third row down and that jumps up to 828L.

Not as big as you might expect in a car of this size but that’s the compromise of going electric. The batteries have to go somewhere.

You do get a 52L frunk at the front, for cable storage. The loading space is level and you only get a tyre repair kit rather than a physical spare but it’s handy having the powered tailgate.

There are three variants for the EV9 and our test vehicle is the flagship GT-Line model that will cost you $121,000, before on road costs. That makes it the most expensive Kia to date, with the top-spec Carnival Platinum diesel only costing $67,580 (MSRP).

However, it’s nearest rival, the Mercedes EQS450 SUV, sits at $194,900 making the EV9 look downright cheap with the $73,900 price difference.

Yes, you could argue the badges would always offer a little price difference but Kia has made a true flagship model in the GT-Line because it is stupidly well-specified. It’s almost a case of what doesn’t it come with!

In terms of luxury appointments, occupants enjoy two sunroofs and two-toned synthetic leather upholstery. The electric front seats feature heat and ventilation functions, adjustable lumbar support and the driver gets a massage function.

The front seats have a relaxation mode, which I liken to the reclining seats in business class (someone send me on a trip to confirm!).

If you recline, add the sounds of nature feature and pop on the massage function, it’s like you’re in a day spa. Delightful.

The middle row outboard seats are also heated and ventilated which adds a lot of comfort and there’s a heated steering wheel, too.

Other standard equipment includes 21-inch alloy wheels, flush door handles, digital side mirrors, privacy tinted rear glass, pixel matrix LED headlights, 14-speaker Meridian premium sound and remote parking assist.

Practical features include a powered tailgate, extendable sun visors, retractable sun-blinds and three-zone climate control.

The technology is upmarket with dual 12.3-inch digital screens covering instrumentation and multimedia. There's also a 5.0-inch ‘quick-look’ climate control panel. A full tech run-down will come later.

The CX-90 gets a bit exciting under the bonnet with its big 3.3-litre in-line six-cylinder turbocharged petrol engine. It produces a whopping 254kW/500Nm, well above par compared to its mainstream rivals.

This engine is mated to an eight-speed automatic transmission. This is no run-of-the-mill transmission though. Instead of the usual smooth hydraulic coupling this style of transmission is known for, the Mazda uses a hybridised single clutch set-up instead.

This is in the name of efficiency. A single-clutch plate has less loss, and is therefore more fuel efficient, with a small electric motor helping to push things along as part of the mix.

The catch is, like the sometimes-derided dual-clutch automatics, it’s not as smooth to operate. More on this in the driving section.

Efficiency – What is its fuel consumption? What is its driving range? 8/10

As a result of this unusual transmission set-up, fuel efficiency isn’t bad for such a big and powerful engine, and for such a large vehicle.

The official combined fuel consumption for the CX-90 G50e is 8.2L/100km, which is already impressive, and in my week with the car over a few hundred (mostly urban) kilometres it landed close, at just 8.9L/100km.

It’s seriously impressive and runs rings around the six-cylinder Hyundai Palisade (10.7L/100km combined) while producing significantly more power than the more efficient Toyota Kluger Hybrid (5.6L/100km). On the flipside, you’ll need to fill its massive 75L fuel tank with mid-shelf 95RON fuel.

The EV9 GT-Line is a pure-electric AWD with dual motors, one located at each end of the car, producing a maximum power output of 283kW and 700Nm of torque. It has a lithium-ion battery with a big capacity of 99.8kWh.

Overall, the EV9 GT-Line is powerful and capable of sprinting from 0-100km/h in just 5.3 seconds. That’s impressive for such a heavy car with a 2500kg (braked) towing capacity.

For all its clever, efficient drivetrain, the CX-90 has a bit of a mixed drive experience. Initially, it comes off as impressive. It’s plush and quiet from behind the wheel, and the primarily rear-drive nature of its drivetrain gives it the big premium steering response missing from its mostly front-drive rivals.

The flaws with its tricky transmission quickly become evident, though. The clutch constantly needing to engage in stop-start scenarios makes for a slightly jerky and uneven experience, similar to the feel of a dual-clutch auto, particularly in traffic, while the at-speed gear shifts, which in a dual-clutch tend to be much smoother are telegraphed more physically by this Mazda system.

As evidenced by the actual fuel consumption, it’s clear this system does what it sets out to, and it even feels like it could be significantly better, but Mazda will need to invest some time in calibration. For what it’s worth, it feels better than its original implementation I drove at the launch of the CX-60, which was the first car to get this system.

A subsequent software update has solved some issues, but it still can’t compare to a regular auto when it comes to smoothness.

However, the engine is immensely satisfying. The big six has a low roar when pushed, and motivates the big CX-90 with ease when you step on it. It pairs nicely with the weighty steering to make for a car which feels purposeful and satisfying to steer when it gets going.

In this sense it nails the brief of elevating Mazda out of the regular crop of front-drive seven-seat SUVs, giving it a distinct and more premium edge.

As also noted with the CX-60 though, the CX-90 has the same issue with its ride quality. It’s a little too hard to give it the kind of refined response to road imperfections we’ve come to expect from brands like Lexus and BMW. The firm response to the road helps this big heavy SUV feel controlled in the corners, but it doesn’t deal with suburban bumps how it should.

Larger hits in particular are often communicated to the cabin. The CX-90 is better than its smaller CX-60 sibling, which went so far as to have its rear dampers recalled, but the brand is even considering similar updates to this large SUV, so keep an eye out.

While this version of the CX-90, the base Touring with its smaller alloys and larger tyres, is more comfortable than any other Mazda on this new platform I’ve driven, it still leaves room for improvement.

It’s a shame, because otherwise the CX-90 is a lovely and luxurious SUV to drive, with a quiet, plush interior and a satisfying engine. It’s so close to greatness that it’s frustrating.

Strangely for a large SUV, this car feels most at home in an urban environment. It’s in the city where it feels nimble and easy to manoeuvre. Zippy even, and you don’t notice it’s size.

But it’s a different story on the open road. 

At higher speeds there is a lot of movement in the body and thanks to its floaty suspension the amount of roll in corners starts to make it feel cumbersome.

It has the power to handle mountain driving or overtaking, but remains a bit unsure of itself in these situations.

The steering is responsive and concise, which makes for a nice driving experience in the city and navigating a car park.

The cabin gets very little noise thanks in part to sound-absorbing acoustic glass and foam in the tyres. It makes for a fairly pleasant journey overall.

As a passenger, though, I began to suffer motion sickness thanks to the digital side mirrors! Not an issue when I’m driving, but even my husband, who has an iron stomach, commented on how distracting they are.

It’s nice having a column shifter, as it helps open up the storage in the centre console but it can make pressing the push-start button a bit awkward.

The EV9 has a decent 12.4m turning circle and is relatively easy to park. The 360-degree view camera system is clear and I love having the front and rear parking sensors on this big boy.

But to access the front camera, you have to be in Drive. You can’t select it on the touchscreen, which is a pain when you’re manoeuvring into a tight space.

If you’re not confident, the EV9 also features an updated park itself feature which means you can park it remotely from your key fob. 

The EV9 has an extensive safety list and the blind-spot view monitor, which pops a video feed of your blind spot onto your dash, is a stand-out feature.

Standard safety items include blind-spot monitoring, lane departure alert, daytime running lights, forward collision warning, side collision warning, rear-cross collision warning, rear cross-traffic alert, intelligent seatbelt reminders, a 360-degree view camera system, as well as front and rear parking sensors.

There are other items but I need to call out their sensitivity issues.  

The driver attention monitor doesn’t always activate when you have sunglasses on and alerts you via multiple warning sounds and alerts on the instrument cluster.

The lane keeping aid is rather aggressive, which makes for a jerky on-road experience, and the adaptive cruise control with stop/go functionality isn’t nice to use.

Even on the shorter distance setting, it slows down way too fast when approaching a car in front.

Also, annoyingly, this model features all the warning chimes and alerts that are linked to the traffic sign recognition tech.

Go over the speed limit by one kay, chime. Enter a school zone, several chimes. If the speed sign changes, chime. If the traffic sign changes, you guessed it, CHIME.

Suffice it to say I don’t like this feature.

There's an option in the car set-up menu that turns off the warning sounds but keeps the important sign information. However, it's not permanent and has to be selected every time you turn on the car.

In better news, the Kia EV9 has just been awarded a maximum five-star ANCAP safety rating and features nine airbags which includes curtain airbags covering all three rows and side chest airbags for the second row.

Usually, you only see side chest airbags on the front row, so this is great! It also sports a front centre airbag to protect the front row from head clash injuries.

The EV9 has autonomous emergency braking with car, pedestrian and cyclist detection as well as junction turning assist.

It's operational from 10 to 80km/h but surprisingly, the car-to-car avoidance is only operational from 10 to 60km/h.

That upper speed figure usually sits closer to 160km/h. Unless there is a typo on ANCAPs website…

Families will rejoice that there is a total of four ISOFIX child seat mounts (two in the middle row and two in the third row) plus a total of five top-tether anchor points.

The car is large enough to accommodate five child seats and there’s plenty of room for front passengers when a 0-4 rearward facing child seat is installed on the middle row.  It’s pretty much a people mover at this point!

The usual five-year and unlimited kilometre warranty applies to the CX-90 range, with a matching five years of roadside assistance.

Servicing is required once every 12 months or 15,000km, whichever occurs first, and a schedule of costs on Mazda’s website extends to seven years. Over the first five years, prices fluctuate between $469 and $1304 annually, with an average yearly cost of $693.30. The price puts this big-engined Mazda up the premium end of mainstream automakers when it comes to service costs.

The EV9 comes with a seven-year/unlimited km warranty, while its battery is covered for seven years, 160,000km. It’s normal to see an eight-year battery warranty term for EVs, though.

You can pre-purchase a three-, five-, or seven-year servicing plan, priced at $706, $1351 and $1997, respectively.

The seven-year schedule costs an average of $285 per service, which is good, but servicing intervals are more in line with a fuel-based car at every 12 months or 15,000km, whichever occurs first.