Toyota HiLux vs Mazda CX-9

What's the difference?

It might be a new generation HiLux but we get the (oh what a) feeling that Toyota has adopted a that-will-do approach with this one, based on its cautious view of the ute market.

Although it’s still a competent load-hauler that will no doubt continue to attract Toyota loyalists, even a major facelift and tech upgrades can’t hide its decade-old origins.

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.

Toyota states this was the first time in HiLux history that a new exterior design was spearheaded by the company's Australian design team, with its confronting appearance claimed to be inspired by the stance held by Japanese sumo wrestlers at the start of a fight. Really?

Regardless of its inspiration, there’s no denying the imposing new-look front with its high slimline headlights, gaping body-coloured grille and trapezoidal side air intakes polarised opinion among passers-by we spoke to during our week of testing.

The cabin and doors are carried over from the previous generation but the rear styling has also been refreshed, with a more hard-edged appearance that incorporates concave rear side-steps for load tub access plus ‘TOYOTA’ lettering stamped into the tailgate like the good old days.

The squared-off styling theme inspired the HiLux’s interior design featuring new dash and centre console layouts, plus tasteful blending of soft-touch and hard-wearing surfaces to create a visually appealing cabin environment.

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.

With its 2125kg kerb weight and 3090kg GVM, our test vehicle has a useful 965kg payload rating.

It’s also rated to tow up to 3500kg of braked trailer but with its 6300kg GCM (or how much it can legally carry and tow at the same time) the payload would need to be reduced by 290kg to tow the maximum trailer weight without exceeding the GCM.

Even so, that still leaves a practical 675kg of payload capacity, so these are useful numbers for any number of working roles given that few owners (if any) would need to tow 3500kg with a HiLux.

The load tub is 1570mm long, 1645mm wide and 495mm deep, offering an enclosed load volume of more than 1.2 cubic metres. However, with 1105mm of load floor between the rear wheel housings, it can’t carry a standard Aussie pallet but can fit a Euro.

The SR does not come standard with a spray-in or slide-in tub liner so its painted surfaces are vulnerable to load damage. There’s a sturdy front bulkhead that provides rear window protection and is fitted with pivoting load retainers on the top rail for securing long lengths of timber, conduit, PVC pipe, etc.

The load tub is also equipped with four load anchorage points mounted at mid-height (not ideal for low loads) and hydraulic struts provide lowering/raising assistance for the tailgate. Externally there are also new concave rear steps on each side to provide easier access to the load tub.

There’s ample cabin space for the driver and front passenger, and storage that includes a bottle holder and bin in each door, along with two cupholders, upper and lower gloveboxes in the new dash and an overhead glasses holder.

The front of the new centre console includes a wireless phone charging pad and two USB-C ports, plus a single cupholder in the middle (why not two?) and a lidded box at the rear which also contains a 12V socket and AC220V inverter socket that’s compatible with devices or appliances that use a domestic three-pin plug.

Rear seating for tall people (I’m 186cm) is still as restrictive as it’s always been, with minimal knee/shoulder/head room combined with a notably short distance between the top of the base cushion and floor creating a steep thigh angle that concentrates body weight on your lower back.

It’s worse in the slightly higher centre position, with my head pressed firmly into the roof lining, knees squeezed together between the front seat backrests and feet either side of the transmission tunnel. So, for any trip longer than the local shops, the HiLux rear bench is strictly a two-seater.

Even so, there’s a bottle-holder and bin in each rear door plus pockets on both front seat backrests and two USB-C ports and a storage slot on the rear of the centre console. The centre seat backrest also folds forward to provide an armrest with two cupholders.

Only the narrower driver’s side of the 60/40-split rear seat base cushion can swing up and be stored vertically as the passenger side is now fixed, given the V-Active’s 48V battery resides beneath it.

Being an SUV that’s 5075mm long, 1969mm wide and 1747mm tall, practicality is arguably the most important thing for the CX-9, and with the option of six seats for the first time with the new Azami LE, it’s even more versatile.

All seven-seat grades have a 60/40 split-fold second row that manually slides and reclines the same as before, with only the Sport missing out on one-touch tumble operation, which makes accessing the 50/50 split-fold third row even easier, even if it’s still not graceful.

But the six-seat Azami LE is configured differently, given its second row has two captain’s chairs instead of a bench. That said, it operates in a very similar manner, just with power adjustment.

I still had around eight centimetres of legroom and four of legroom behind my 184cm (6'0") driving position, while the large transmission tunnel that’s a foot-space issue in seven-seat versions... isn’t.

One key difference with the very roomy and comfortable Azami LE is it only has four top-tether child-seat anchorage points, while all other grades have five thanks to their extra seat. Either way, four ISOFIX child-set anchorage points are split across the second and third rows.

Alternatively, the third row can be used by adults on shorter journeys, although they won’t have a lot of space to enjoy. Again, I'm 184cm tall and it’s tight back there, with no headroom or legroom on offer, but children will, of course, fare much better.

The CX-9’s boot is still pretty usable with all three rows in action, with 230L of cargo capacity available, but you can stow the two rear seats to get 810L in total.

And if you want maximum cargo capacity, the middle seats can also be folded, but not in the Azami LE, annoyingly.

Either way, the CX-9 doesn’t have a load lip but does have a flat floor, so loading bulkier items is a cinch, while two bag hooks and four tie-down points are on hand for securing loose items if they can’t fit in the double map pockets on the front seat backrests.

There are two cupholders in the third row, another two in the second row’s fold-down armrest (seven-seater versions) or large centre console (Azami LE), and another two in the first row’s larger centre console, while the front and rear door bins can also take bottles – and other knick-knacks.

All grades get USB ports in the first row, while the Touring and above also have them in the second row, and the GT and above also feature them in the third row. It’d be nice if there was no differentiation, though.

The CX-9 has become more expensive, with some grades up a little, while others are up a lot. The range now starts from $45,990, plus on-road costs, and reaches $73,875 (see pricing table below), but there is more standard equipment now.

Either way, two new grades have joined the now-comprehensive CX-9 line-up, bringing the total to six, with the new GT SP slotting in above the mid-range GT but below the previously flagship Azami, which is now bettered by the new Azami LE.

The entry-level Sport and Touring round out the line-up, with each grade coming with front-wheel drive as standard, although all-wheel drive is an expensive $4000 option for all but the Azami that instead asks for a $4435 premium, and the Azami LE which gets it as standard.

Features-wise, the Sport gets dusk-sensing LED headlights, rain-sensing wipers, 18-inch alloy wheels, push-button start, a 7.0-inch central display, satellite navigation, Apple CarPlay and Android Auto support, digital radio, a six-speaker sound system, a head-up display, three-zone climate control and black cloth upholstery.

While the Touring has the same 18-inch alloy wheels, it steps up with keyless entry, a 9.0-inch central display, paddle-shifters (new), power-adjustable front seats with heating, and black leather upholstery.

The GT goes even further with 20-inch alloy wheels, a hands-free power-operated tailgate, a sunroof, the aforementioned 10.25-inch central display (new), a 12-speaker Bose sound system, a wireless smartphone charger (new) and heated outboard middle seats.

As its name suggests, the new GT SP is the sportier version of the GT, adding a unique black finish to its 20-inch alloy wheels and side-mirror caps as well as burgundy leather upholstery and red stitching for just $500 more.

Meanwhile, the Azami has 20-inch alloy wheels with a bright finish (new) as well as adaptive LED headlights, LED daytime running lights, a 7.0-inch multifunction display, a heated steering wheel and 'Pure White' or 'Walnut Brown' quilted Nappa leather upholstery (new).

And finally, the new Azami LE mimics the Azami but replaces its middle bench with two power-adjustable captain’s chairs with heating and cooling plus a dedicated centre console, so six seats in total instead of the usual seven.

Also of note, the CX-9 has a new metallic paintwork option: 'Polymetal Grey', which helps it stand out from the crowd.

For reference, the CX-9’s rivals include the soon-to-be-replaced Toyota Kluger ($44,850 to $68,574) and the recently launched facelifted Hyundai Santa Fe ($43,990 to $61,660) and new-generation Kia Sorento ($45,850 to $63,070).

2021 Mazda CX-9 pricing before on-road costs

The ubiquitous 1GD-FTV 2.8-litre four-cylinder turbo-diesel with V-Active 48V mild-hybrid assistance produces the same 150kW and 500Nm as it does without V-Active, driving through a six-speed torque-converter automatic that offers the choice of sequential manual shifting and three drive modes.

V-Active is claimed to improve fuel efficiency, acceleration and smoothness, along with enhanced off-road prowess, as it can send up to an additional 8.4kW of power and 65Nm of torque through its motor-generator to assist the engine.

The part-time, dual-range 4x4 system includes a switchable rear diff-lock and a choice of numerous multi-terrain driving modes to enhance off-road ability.

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.

Toyota claims combined average consumption of 7.2L/100km which is aligned with rivals like the Ford Ranger XLS 2.0L (7.2L/100km) and Isuzu D-Max X-Rider 2.2L (7.1L/100km).

The HiLux’s dash display showed 9.5L/100km at the completion of our 457km test, which included the usual mix of suburban, city and highway driving of which about one quarter was hauling a near-maximum payload.

Our own figure calculated from fuel bowser and tripmeter readings was slightly higher again at a neat 10L/100km. That’s just within the usual 2.0-3.0L/100km discrepancy between lab-based official and real-world consumption but thirstier than figures we’ve achieved in some rival 4x4 dual cabs like the JAC T9 with 8.3L/100km and Nissan Navara SL with 8.4L/100km.

So, based on our test consumption, you could expect a realistic driving range of around 800km from its 80-litre tank.

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.

Big handles on the windscreen pillars assist climbing aboard the new interior where (in stark contrast to the rear seat) even tall drivers can find a comfortable position, with ample seat and steering wheel adjustments plus a large left footrest.

The new wheel design feels nice in your hands and Toyota’s switch to electric power steering provides good feel and more noticeable changes in steering weight compared to the previous hydraulic system, being light at parking speeds but increasingly firm as speeds increase like variable-ratio steering should.

The job-focused WorkMate and SR grades have a heavy-duty suspension tune not shared with other HiLux models, which is primarily designed for carrying and/or towing heavy loads. However, that comes with an unwelcome trade-off in unladen ride quality that is notably harsh and jiggly, particular on bumpy roads.

The diesel engine is relatively quiet with good refinement and all-round response, even though we can’t detect any noticeable gain in acceleration, braking or smoothness from the 48V hybrid system compared to the standard engine.

That’s not to say V-Active is not delivering up to 8.4kW of power and 65Nm of torque, as Toyota claims. It’s just that these gains are modest and delivered so seamlessly that they are undetectable in real-world driving.

By contrast, there is a noticeable spike in engine response using the ‘Sport’ drive mode. it’s also a low-stressed and quiet highway cruiser requiring only 2000rpm to maintain 110km/h without the need for raised voices.

To test its GVM rating we forklifted 650kg into the load tub which combined with our crew of two equalled a total payload of 830kg that was about 130kg under its legal limit. The stout rear leaf springs compressed about 50mm, leaving ample bump-stop clearance that ensured there was no bottoming-out on our test route.

The HiLux always shines when it’s heavily loaded, as it maintains a sure-footed stance on sealed or unsealed roads, and the ride quality noticeably improves given the large increase in sprung weight that its heavy-duty suspension is primarily designed to support.

The drivetrain also made light work of this payload, particularly on our 13 per cent gradient, 2.0km set climb at 60km/h where the six-speed auto promptly self-shifted down to fourth gear and 2300rpm (within its peak torque band) to easily haul this load to the summit.

Engine-braking on the way down, in a manually selected second gear, was not as robust but adequate given the large payload it was trying to restrain and well within the capabilities of the brake pedal to maintain the 60km/h speed limit. Overall, it’s still a competent load-hauler.

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.

ANCAP awarded the CX-9 its maximum five-star safety rating in 2016, and despite the test occurring nearly five years ago, its results still stand.

Needless to say, the game has moved on, with the Santa Fe and Sorento recently resetting the standard, while the Kluger is soon to follow suit.

The CX-9 does, however, get front and side airbags as well as curtain airbags that cover all three rows, whereas the Santa Fe and Sorento only cover the first and second rows.

All grades of the CX-9 also get front and rear autonomous emergency braking, lane-keep assist, blind-spot monitoring, rear cross-traffic alert, adaptive cruise control with stop and go functionality, traffic sign recognition, high-beam assist and driver attention alert.

A reversing camera and rear parking sensors are also standard in all grades, but the Touring and above add front parking sensors, while the Azami and Azami LE also get surround-view cameras.

Toyota has a five-year/unlimited kilometre warranty (which is short compared to Mitsubishi’s dealer-serviced 10 years/200,000km offer) that is extendable to seven years with exclusive Toyota dealership servicing.

The 48V hybrid battery has a separate five-year warranty which can also be extended for up to five years (so 10 years in total) subject to annual battery health checks.

Scheduled servicing is Toyota’s usual six months/10,000km whichever occurs first, with capped pricing of $395 for each of the first ten scheduled services up to five years/100,000km. That totals $3950, which is significantly higher than rivals like the Ranger XLS ($1995) or D-Max X-Rider ($2245) for the same five-year period.

Toyota currently has 275 dealers across its vast Australian network located in metro, rural and regional areas. Toyota dealerships are also service centres.

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.