Mercedes-Benz G580 vs Mazda CX-90

What's the difference?

As per the 1979 original, the current G-Class is produced by Magna Steyr in Arnie’s home town of Graz in Austria. And many fundamental things haven’t changed since then. But clearly this EV monster’s exotic electric powertrain is a huge departure.

It retains impressive off-road ability and straight-line speed. But will it hit the mark with top-end luxury 4WDers? Short story, this thing is wild, and it will be irresistible for a likely narrow band of tech-focused ‘must have the latest and greatest’ buyers. Nothing like impressing friends and family with a tank turn.

Note: CarsGuide attended this event as a guest of the manufacturer, with travel, accommodation and meals provided.

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.

Okay, so Mercedes-Benz says, with a straight face, that “with the aim of optimising the vehicle’s aerodynamics” classic G-Class elements have been revised, including the reprofiled bonnet, ‘air curtain’ vents in the flares over the rear wheel arches, A-pillar cladding and the small spoiler on the edge of the roof.

At the same time, the 20-inch wheels are also claimed to be "aerodynamically optimised” and underneath, a 26mm underbody casing made from a mix of materials, including carbon-fibre (attached to the ladder frame with more than 50 steel screws), protects the battery from dust, dirt and rocks.

In ticking off the Edition One, car-spotters should look for black rims with blue brake callipers behind them, blue inserts in the exterior protective strips as well as black door handles and a new rectangular design box on the rear door for storing items such as charging cables, tools or snow chains. If you want a spare wheel, choose the standard model.

An optional black-panel radiator grille ($3800) features tinted lighting units as well as an animated LED light band and chrome surround. The light band can be activated as a running light or an animation when locking and unlocking the vehicle.

And it’s worth noting Mercedes-Benz and the car’s contracted manufacturer, Magna Steyr, have invested much time and many Euros in retaining the car’s classic handle and door lock design. G-Wagen owners will recognise its sound from several kilometres away.

Inside the G580 it’s clear this is one area where the G-Class has progressed enormously over the decades. It’s still quite upright in terms of the dash design, but you’re confronted by twin 12.3-inch screens, supporting the Mercedes-Benz user interface. 

All very high-tech, but that’s balanced by an old-school grab-handle for the front passenger to latch onto during off-road work. 

The signature turbine-style air vents are located within squared-off panels, and in the limited Edition One you have a blue fleck running through carbon-fibre inserts on the centre console, door cards and that front grab handle. In the standard car it’s a (very attractive) walnut open-pore wood rather than carbon.

A luxurious interior for sure.

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. 

For the record, the G63 is just over 4.6m long and a little more than 1.9m wide with a 2890mm wheelbase. So, not huge, but its close to 2.0m height is hard to ignore. 

In the front there’s lots of breathing space, and in terms of storage you have generous bins in the doors with plenty of room for big bottles. Then there’s a centre armrest, which doubles as the top of a deep storage box housing a USB-C port inside. 

A sliding roller cover in the centre console reveals two cupholders, another two USB-C sockets, a 12-volt outlet and a wireless charging pad. Add in a big glove box and you’ve got plenty of options in terms of storage, power and connectivity. 

In the back, sitting behind the driver’s seat set for my 183cm position I’ve got tons of foot and legroom and, no surprise, lots of headroom.

There’s a fair bit of sculpting in the rear seat, which is as nice as it is unusual (makers often avoid bolsters on the rear seat as it makes the backrest harder to fold flat). And in terms of three-abreast accommodation, a smaller adult will be okay in the centre spot for shorter journeys. Three up to mid-teenage kids will be swimming in it.

Then, for practicality you again have generous bins in the doors. And if you need even more capacity, fold down the centre armrest which houses two different size cupholders. 

In the rear of the centre console you’ve got two USB-Cs, a 12-volt power outlet, individual climate control and directional vents.

There are map rockets on the front seatbacks and more air vents in the B-pillar. So, when it comes to comfort, powering up devices and storing ‘things’ you’re well taken care of.

The side-opening tailgate door opens from right to left, which isn’t ideal when parallel parked on the left hand side of the road, but boot volume is over 600 litres (VDA) with all seats upright, expanding to nearly 2000 litres with the 60/40 split-folding rear seat lowered.

There are multiple tie-down hooks, a netted pocket, two lights, a 12-volt outlet as well as a ‘ski-port’ door and sliding cargo cover to enhance practicality and security.

As mentioned earlier, the full-size spare in the standard model, but the Design Box replaces it on the Edition One, although Mercedes-Benz says it’s aiming to make a spare available as an option later in the year.

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.

We’ve reported on Mazda’s march upmarket at CarsGuide for quite some time, and while the brand has always led the charge on the pricing front, it’s sometimes surprising how quickly rivals catch up, following Mazda into pricing territory.

Remember when premium mid-size SUVs started at $74,550? It doesn’t feel that long ago, and yet here we are on the eve of 2025 with Mazda asking this price (before on-road costs) for its CX-90, and for a base model Touring G50e no less.

Honestly, this base version is the pick of the range. You still get the big powerful inline six engine, but with a more modest trim on the inside, free of luxuries you might not actually need when you think about it.

And yes, $74,550 before on-roads used to be BMW X5 territory, and it surprised us when the CX-90 launched. But now some of its key rivals are playing in the same space, although their ambition isn’t quite as stratospheric as Mazda in the seven-seat SUV space.

The new-generation Land Rover Discovery-aping Hyundai Santa Fe, for example, has crept up to this price point, although you can have the very plush top-spec Calligraphy for $75,000 and it’s a real hybrid too (as opposed to this Mazda’s sort-of hybrid drivetrain - more on this later), you can also get the Kia Sorento hybrid in top-spec AWD GT-Line form at $73,330, or even a Toyota Kluger hybrid in mid-spec GXL grade at a significantly more affordable $70,990.

Finally of course, and closer on a size and price basis, is Hyundai’s other seven-seat SUV, the more American-styled Palisade, which comes in at $75,900 in petrol six-cylinder 2WD form (also in top-spec guise). In terms of premium rivals, you could also step into a size-down seven-seater like a Mercedes-Benz GLB or a Land Rover Discovery Sport, but they’re nowhere near as big as this giant Mazda family hauler.

At this price you can also shop in the off-road 4x4 segment, which in the mid-to-late $70,000 mark offers anything from GWM’s Tank 500 to Ford’s Everest.

Even though this Touring version of the CX-90 is a base model, it’s packed with standard equipment. Key highlights include the 19-inch wheels, 10.25-inch multimedia screen with wireless Apple CarPlay and Android Auto connectivity, built-in sat-nav, a 7.0-inch info display in the dash, a wireless phone charger, tri-zone climate control, auto-dimming rear-vision mirror, leather seat trim with power adjust and heating for the front two positions and memory settings for the driver, LED headlights, front and rear parking sensors, and a power tailgate. 

There’s even some rare stuff, like a 150W full-size power outlet, and if you look further up the spec tree the additional equipment you gain is mainly luxuries like larger wheels, larger screens, additional heated seats, premium audio and a sunroof.

I’d even say some things on this grade, like the smaller wheels which improve ride quality, are an improvement over the higher specs.

Is it a lot of money for a seven-seat family SUV? Still yes, but I can understand the allure of the Mazda against its rivals, especially with the way it looks and feels.

The G580 is powered by four permanently excited synchronous motors, each delivering around a CLA200’s worth of power and torque to each wheel for overall outputs in excess of 432kW/1164Nm.

Each motor has its own two-stage transmission and power electronics for almost infinite fine-tuning of the direction and amount of drive sent to individual wheels. Merc calls it ‘individual-wheel drive’.

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.

So, with 432kW and around 1160Nm, even though the G580 weighs in at around three tonnes, you’re talking 0-100 km/h in 4.7 seconds. And this car gets up and goes… like a beast.

What you don’t get is that traditional Merc-AMG G63 V8 rumble, because, of course, no engine. 

But you do get what Mercedes calls ‘G-Roar’, essentially a sound bar at the front of the car also using the audio system inside to give it what is not exactly an engine noise but some sense of the car progressing. And you can turn it off for completely silent running.

‘Electric Dynamic Select’ changes the parameters of the motors, transmission, suspension, ESP and steering as required. On-road that means ‘Comfort’, ‘Sport’ and ‘Individual’ modes, with off-road comprising ‘Trail’ and ‘Rock’. In the Comfort setting drive flows primarily to one axle for optimum energy efficiency.

Suspension is by double wishbones at the front and a De Dion-style live (rigid) axle at the rear. You’ve got the same adaptive-type set-up as per other G-Class models, so ‘Comfort’ and ‘Sport’ modes and of the many traditional G-Class traits this car exhibits, ride quality is one of them.

Even in Comfort you’ll find even little bumps and thumps making their way up into the seat of the pants and the cabin. It is after all a body-on-frame, ladder-chassis type vehicle and that’s not unusual.  

In terms of steering, it’s accurate and road feel is good. You’ve got 275-wide Falken Azenis FK520 tyres that are more on- than off-road focused. The car feels stable and nicely planted on the road.

The physical brakes are by ventilated discs front and rear, and the big rotors are the same size (353mm) all around. They work nicely and feel like a conventional set-up.

Regenerative braking kicks in as soon as you lift off the accelerator pedal. The powertrain is harvesting energy as the car decelerates and there are four levels you can adjust with the steering wheel paddles up to a quite aggressive level - not quite, but close to a single-pedal set-up.

Off-road, the G580’s ‘G-Steering’ system allows the wheels to turn at different speeds to induce slight ‘drift-like’ oversteer and tighten the turning circle. It works beautifully and the car’s fording depth is 850mm, a full 150mm more than internal-combustion G-Class models.

A three-speed off-road crawl function is adjustable to speeds as low as 2.0km/h, and the car is claimed to remain stable on sideways slopes up to 35 degrees. 

Torque vectoring is used to create ‘virtual diff locks’ and there’s a ‘low-range’ setting. Switch to the ‘Offroad Cockpit’ and data including gradient, lateral inclination, compass readings, tyre pressures and the selected G-Mode appear.

A ‘Transparent Bonnet’ function creates a virtual view of what’s approaching and passing under the front wheels to help the driver pick their way through steep ascents or declines.

For the record, the G580’s approach angle is 32 degrees, departure is 30.7, breakover is 20.3 and ground-clearance is 250mm.

And of course, with the wheels independently powered, the G580’s signature move is what Mercedes-Benz calls a ‘G-Turn’ but the rest of the world calls a tank turn.

If you encounter an obstacle that makes forward progress impossible, the system spins the left- and right-hand wheels in opposite directions so this brute can turn on the spot like an M1 Abrams. You can’t help but crack up laughing when executing this extreme party trick!

In terms of miscellaneous observations around ergonomics and the car in general, it has a 13.6-metre conventional turning circle. So if you’re not using the G Turn function in the car park be ready for a sizeable turning arc.

Also, those aero tweaks here and there seem to have had an effect. Wind noise, especially for such an upright, squared-off design is surprisingly modest. And overall, from a build point of view, this car feels as though it’s been carved from a solid piece of metal. In every aspect it presents as a quality item.

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.

Safety equipment is mostly standard across the CX-90 range. Even this base Touring grade scores auto emergency braking with cross traffic assist, lane keep assist, blind spot monitoring, front and rear cross-traffic alert, front and rear parking sensors, driver attention alert, traffic sign recognition, and a 360-degree parking camera.

The mid-spec GT gains adaptive LED headlights, while the top-spec Azami grade scores a stop-and-go function for the cruise (dubbed cruising and traffic support), and a see-through function for the 360-degree parking cameras. Like the rest of the CX-90 range, these are purely luxury items which I don’t consider to be dealbreakers either way.

Eight airbags feature (dual front, side, and curtain, with a far side and knee airbag for the driver), with the curtain set extending the whole way to the third row.

The CX-90 is yet to be rated by ANCAP, but its smaller CX-60 relation secured a maximum five-star rating in 2022.

The G580 is covered by Mercedes-Benz Australia’s five-year/unlimited-km warranty, which remains the standard offering in the premium part of the market and an eight-year/160,000km drive battery warranty.

Service intervals are every 12 months or 20,000km with service plan pricing available over three ($2645), four ($3980) and five ($4670) years. In approximate terms, each workshop visit will cost ‘around’ $900. Not exactly cheap, especially for an EV, but this is no ordinary electric vehicle.

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.