Toyota BZ4X vs Mazda CX-90

What's the difference?

When the bZ4X first launched it was already late to the game and blended into the background too much. However, this update has dramatically improved its appeal.

Despite this, the electric mid-size SUV segment is incredibly fierce and it’s hard to not get caught up in glitzier rivals like the BYD Sealion 7, Tesla Model Y and Zeekr 7X.

It’ll be interesting to see whether the Australian public reacts to this update and if it draws in more punters.

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 exterior design of the bZ4X never really blew me away. It’s just sensible and not too out there. In saying that though, being sensible is no bad thing and can be seen as a positive for some buyers.

This facelift has brought Toyota’s new corporate look, including the hammerhead shark-like LED lighting signature. It already features on models like the C-HR, Camry and RAV4. In fact this update has made the bZ4X look more like an electric RAV4 than ever before.

I like the C-shaped daytime running lights but I’m not a fan of how the main headlight section is now separate. I prefer how they looked before.

The black wheel arch cladding is now also glossy and not matte. Sure, this looks great right now, but it likely won’t be long until it unfortunately gets scratched.

Inside, if you covered up the Toyota badge you could likely fool me into thinking this is a Lexus. The new 14.0-inch touchscreen is virtually identical to the one in models like the Lexus NX, RX and GX.

There are also plenty of premium-feeling soft-touch materials around the cabin. I’m not a huge fan of the grey and white two-tone interior, at least from a family-friendly standpoint, but thankfully you can get an all-black interior instead.

Another major design change with the interior is the new centre console. It now features two wireless chargers and a revised button layout. I particularly like it because it’s no longer covered in glossy piano black.

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. 

The front seats in the bZ4X are deliciously comfortable and supportive. They make long trips a breeze, plus the ventilation that’s standard on the AWD trim works well in the heat.

Despite this, I’m still not a huge fan of the driving position. You need to look over the steering wheel in order to view the almost windscreen-mounted digital instrument cluster. It’s a similar set-up to what Peugeot employs and is intended to reduce the amount you need to stray your eyes from the road.

I appreciate this but it just doesn’t work for everyone. Personally I need to jack the seat up more than I’d like in order to see the screen fully. When I do this my knees get in the way of the steering wheel no matter how I position it, which isn’t ideal.

The set-up in the related Solterra is a little better as it has a squared-off steering wheel instead of a traditional round steering wheel.

Going back to the digital instrument cluster, the content display on this is still rather limited. Thankfully, critical information like your current speed is displayed clearly, but having added customisation through more informative displays to toggle through or more themes would be a nice extra touch.

Moving across the larger touchscreen multimedia system is a welcome addition, but I didn’t think there was anything wrong with the old one. The user interface is still basic in a good way, meaning it’s hard to get lost.

A difference is the climate control features are now fully integrated into the touchscreen, save two physical dials that change the dual-zone climate control temperature.

While this means you need to press on the touchscreen to change certain climate control-related features now, a lot of these in the pre-update were touch-sensitive buttons on a panel under the touchscreen. Really, it makes no difference.

Wireless Apple CarPlay and Android Auto are still standard and work flawlessly with my iPhone 15 Pro Max. There are now also two wireless chargers, which is great if you want to charge your phone and your passenger’s phone.

However, they don’t work properly as they don’t offer any ventilation. They regularly make my phone overheat and stop charging, even on shorter trips. If you want to reliably top your phone’s battery up, it’s best to just plug into a USB port with a cable.

Looking elsewhere around the cabin, there is an adequate amount of storage, though some more would be nice. There are two decently sized cupholders, a small shelf under the centre console and a side-hinging centre console box. Like the pre-update version, there is still no proper glove box.

In the second row there’s plenty of legroom available for adults behind adults, though due to the placement of the high-voltage battery this leaves you with a knees-up feeling. This is common in a number of EVs, even some that are based on dedicated electric architectures, like the bZ4X.

Headroom also isn’t fantastic as the roof starts to taper back where your head is located. You wouldn’t want to be much taller than 180-odd centimetres back there. It’s also made worse when you recline the seat backrest.

Second-row amenities include air vents, heated outboard rear seats, USB-C ports, seatback map pockets, as well as a fold-down armrest with some cupholders and a tablet holder.

At the back there is a hands-free power tailgate which is rather slow to open and close and makes plenty of beeping while doing so. It's a classic Toyota on this front.

The bZ4X AWD offers 410L of boot space with the rear seats upright which is slightly less than the 2WD due to the added rear electric motor.

It’s a decent space but doesn’t stand out from the crowd. There’s some extra underfloor storage which is large enough to fit some cables and that’s about it. Unfortunately there’s no front boot.

Boot-related amenities include a cargo blind, a variety of hooks, as well as vehicle-to-load (V2L) capability using 220V/1500W AC inverter and a single household power socket. The latter allows you to power household appliances using the vehicle’s high-voltage battery.

Disappointingly there is no spare wheel, but this isn’t uncommon for EVs. You have to make do with a tyre repair kit, which is fine if you have a small air leak but pointless if you have a proper puncture.

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.

While there have been a number of spec changes or additions with this update, even more tweaks have happened under the skin.

All versions of the bZ4X now make more power and torque. The AWD’s dual electric motor set-up now has a total system output of 252kW (+92kW) and 438Nm (+101Nm).

Like the pre-update version, the bZ4X AWD offers 'X-Mode' off-road drive modes, crawl control, as well as downhill assist control. However with 20-inch alloy wheels as standard, I doubt these will be taken off the beaten track very often, if at all.

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 bZ4X AWD was never a slow car to begin with but the added oomph is welcome.

While it's not overtly noticeable in everyday driving, when you mash the throttle at the lights you're pinned back in the seat a lot more than before.

Despite this, it still doesn’t feel like this car wants to be driven quickly. If you drive with a docile right foot, the bZ4X is a supremely comfortable vehicle that’s relaxing and easy to drive.

There are a number of regenerative braking modes to select from by using the steering wheel-mounted paddle shifters, but none of them offer a one-pedal driving mode. This means you need to use the brake pedal to come to a complete stop.

As a result, this car’s driving experience is more like a combustion or hybrid vehicle, like the RAV4. This can make the transition to an EV easier if you’ve never driven one before.

The steering feel in the bZ4X has a noticeable weight and heft to it which feels nice when you’re zipping around on urban streets. It also feels like the steering wheel is actually connected to the wheels rather than the overly assisted and light steering systems in some of its rivals.

Where the added steering heft can feel a touch annoying is when you’re doing a tight parking manoeuvre. This car is longer than you think, meaning you may need to do three-point turns more often.

Speaking of parking, the bZ4X’s surround-view camera system is detailed and high-resolution, which is a great peace of mind. The semi-autonomous park assist is also fantastic as it can detect and park the vehicle within painted lines, rather than just slot it between two parked vehicles.

Adding to the comfort factor is this car’s ride, which is a major highlight. Despite the large 20-inch alloy wheels, the suspension does a great job at softening bigger bumps and small road imperfections.

There is little that upsets the interior ambience in this car, making it a serene place to be regardless of where you’re travelling. For an EV you’d expect more tyre and wind noise given there’s no engine to drown the noise out, but Toyota has seemingly done a great job of insulating the cabin and choosing suitable tyres.

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.

As standard there is a five-year, unlimited-kilometre warranty which is fine but does not stand out for the segment anymore.

However, if you service at one of Toyota’s 260+ dealers around Australia when required, warranty coverage for the high-voltage battery can be extended all the way out to 10 years.

Logbook servicing is required every 12 months or 15,000km, whichever comes first, and the first five services are capped at $180 each. While the pricing in classic Toyota fashion is competitive, the 12 month intervals aren’t (in the EV space). The standard is now closer to 24 months.

As part of the ownership package owners get Mode 2 and Mode 3 charging cables. The 'Toyota Go' loyalty programs also allows for the choice of a complimentary 7.0kW home charger or 12-month Chargefox subscription.

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.