Toyota Yaris Cross vs Mazda CX-90

What's the difference?

Going from dorky to dishy thanks to some clever detail changes, the GR Sport Hybrid certainly earns its place in the high-flying Yaris Cross range. For many buyers, that it also offers enough athleticism to match its newfound style seals the deal.

But not all the changes are welcome, especially as they upset the fine balance that the GX and GXL grades in particular possess in spades. The firmer suspension and bigger wheels have a harder time soaking up the rough stuff. Yet Toyota hasn't gone far enough, by failing to provide the extra go to match the extra show.

If none of these matter, then choose the GR Sport Hybrid and enjoy its many virtues, for the Yaris Cross' time is now and you won't really lose regardless.

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.

Back in October 2020 when the Yaris Cross landed in Australia, Toyota put interesting stats in the press kit showing how the original RAV4 5-door of 1995 compared with the newcomer.

Height-aside (by a substantial 70mm), the Yaris Cross is longer (by 55mm) and wider (+70mm), while its wheelbase and tracks are a whopping 150mm and 60mm more generous.

It's the last point that has us puzzled, because the Yaris Cross still seems a little tippy-toed in proportion, though the GR Sport does at least look better resolved with its larger alloys and lowered chassis.

And the smoked headlights and sad blacked-out grille still seem a bit dead-eyed and gormless. Not Toyota's prettiest styling effort, then.

That all said, the chunky shape and box-ticking crossover styling accoutrements seem to keep bringing people to showrooms in droves.

Finally, how Yaris is this, anyway? To refresh, compared to its supermini sibling namesake that uses the same GA-B 'Toyota New Global Architecture', the Yaris Cross sits higher off the ground and is longer and wider, as well as taller.

All in the name of a roomier body.

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. 

Very. As with all Yaris Cross models, the GR Sport Hybrid is designed to be easy to live with, with ample roof height, large doors and hip-level seating to aid entry/egress. No kneeling down to sit inside or hauling yourself up exiting this small SUV.

Comfy and embracing, the sporty front bucket seats seem to offer better support and location than the regular seats, and – as with the rest of the cabin's finish and ambience – are great to behold. It's smart and sassy in there.

Once settled in, the Japanese giant's smallest SUV continues to impress with its sense of space and pleasing all-round vision, making this seem larger than its city-slicker badge implies.

Nothing cramped or tight to report here – unless you're a basketballer perched high on the front passenger seat. Please, Toyota, provide the option of a lowering lever.

Aided by an amenable driving position, simplicity remains the name of the game, as demonstrated the tactile three-spoke wheel, wide adjustability of seating and steering column, unobstructed views of the attractive dash and effortless access to switchgear. If you run a driving school then here's a great lesson in elementary vehicle operation.

That said, the big digital speedo is not up high in the driver's direct sightline; you'll need to do a switcheroo with an Urban grade and its head-up display to remedy that, while the centre screen's layout can be a bit fiddly at first to figure out, though all necessary info is present.

With no shortage of storage, including 1.5-litre bottle-ready door bins and lots of areas to leave stuff in or on securely, effective ventilation and a sense of hardy quality, it's easy to imagine the Yaris Cross appealing to a broad array of buyers, whether singles, families or Empty Nesters.

It's that sort of do-it-all for less packaging that makes you question spending more for a larger SUV.

Downsides? As well as denying us front passenger seat height adjustment, Toyota seems to see no reason to provide its up-spec crossover with a front centre armrest, driver's seat lumbar support and wireless smartphone charger.

Maybe that's why the centre screen's graphics are so Nokia-esque. Plus, rear vision is hindered by fixed tombstone-style headrests out back. Remember when carmakers used to hollow them out to avoid such blind spots?

The Yaris Cross' rear-seat area benefits from lofty seating, a high ceiling to clear scalps, reasonable kneeroom and space beneath the front seats for big boots to tuck in under. But we'd think twice about squeezing three larger people abreast as shoulders and thighs would likely rub.

Still, outboard-sited passengers should rate the well-angled backrests and shapely cushion offering sufficient thigh support. Note that nothing slides or reclines back there.

Other observations? The 40/20/40 backrest's middle portion folds to reveal a pair of cupholders, like in a BMW. Useful, too, are more bottle-friendly door storage (up to 600ml), reading lights, a single map pocket, two coat hooks and auto up/down electric windows.

Some might miss the lack of face-level air vents, though nobody complained about it being stuffy back there.

Moving to the luggage compartment, a flimsy, fiddly, foldable fabric mesh cover is your only defence from prying eyes, and this is a poor substitute for a parcel shelf; Toyota, if you must, please check out how Honda's Civic does it.

Otherwise, the news is positive, due to a sizeable loading cavity, long flat floor and VDA-rated luggage capacity of up to 390L with rear seatbacks up in situ.

Check out the novel 60/40-split false floor, which provides some degree of extra out-of-sight security as well as loading versatility.

As with all Yaris Cross 2WDs, there's a space-saver spare below that. Going AWD means you'll have to put up with a tyre-repair kit – something we'd not inflict on anybody - as well as a substantially smaller cargo capacity (down to just 314L VDA).

Overall, with its subtle yet effective sporty accents and tasteful trim choices, the GR Sport Hybrid enhances an already generally thoughtfully presented and executed Yaris Cross interior.

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.

Just as with the regular Yaris Cross as well as all Toyota hybrids sold in Australia since 2001, the GR Sport Hybrid is a series-parallel set-up.

It features a 1.5-litre, three-cylinder, naturally-aspirated petrol engine dubbed 'M15A-FXE', making 67kW of power at 5500rpm and 120Nm of torque between 3800rpm and 4800rpm.

That's backed up by an 85kW permanent magnet synchronous motor, producing 59kW of power and 141Nm of torque, with electricity stored in a 4.3Ah lithium-ion battery pack.

Charging is via the petrol engine and recuperated energy from braking. There's no plug-in facility, while pure-electric drive is only offered during low-speed light-throttle driving for short bursts, or during off-throttle coasting where conditions are right.

Drive is sent to the front wheels via an electronic continuously variable transmission (CVT) offering a 10-speed manual sequential mode as well as a mechanical first gear for a more natural torque-converter automatic gearbox experience. Less prone to engine droning that way.

Weighing in at around 1235kg (kerb), the GR Sport Hybrid has a power-to-weight ratio of 68.8kW per tonne, which is okay.

Supporting this Yaris Cross' sporty aspirations, the MacPherson-style strut-front and torsion beam rear suspension tune sees a 10mm drop, resulting in a ride height of 160mm and a lower centre of gravity.

This, along with revised suspension components and additional underfloor bracing for increased stiffness and rigidity, are claimed to benefit steering, handling, body control and ride comfort capabilities.

But we're unsure whether the benefits are felt in equal measures – or at all, in some cases.

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.

We've driven every version of the Yaris Cross since its late 2020 launch in Australia, and without hesitation, the GR Sport is the least impressive of an otherwise great range of small SUVs.

And nowhere is that more evident than in the way it behaves around town.

As its creators intended, the Yaris Cross was born to be an urbanite. Lofty seating, good visibility, zippy acceleration, strong brakes, a tight turning circle and – in the base GX and mid-spec GXL on 16-inch wheels and tyres – a decent level of isolation from road bumps are key and very desirable attributes for city and suburban commuting.

Tick the hybrid box and the added electrical oomph and occasional silent running that electrification brings just add to the Toyota SUV's appeal in these circumstances.

Now, what you gain in style, stance and better tyre grip in the Urban, wearing the 18-inch wheels, you lose in ride comfort over bad roads due to an underlying firmness, and increased road noise intrusion over some coarse surfaces.

However, with its 10mm lower ride height and sports-tuned suspension, the GR Sport is firmer and louder again, and that detracts from its comfort and refinement.

Not to the degree that it's a deal-breaker, because the basics are still there and the Yaris Cross DNA remains, but there are marked differences between the grades.

If most of your driving is urban, you might want to rethink the GR Sport as a result unless the roads you commute on are smooth, because you'll barely notice the improved handling and body control at lower speeds that this grade specialises in.

Driving away onto rural roads, however, reveals a slightly more solid and focused handling machine, with quite direct (if not very tactile) steering through fast tight turns, accompanied by a flat and neutral attitude.

In other words, you can point and shoot a GR Sport up a mountain road with the confidence that it will steer and hold the road calmly and in control, even at speed.

So composed is this version of the Yaris Cross that, on a couple of occasions, we were surprised at how high our corner exit speeds were. Dynamically this is a warm-hatch-like crossover.

Which makes the lack of any power or torque increase over regular hybrid grades all the more disappointing and a missed opportunity. The chassis is clearly up for more muscle.

Yes, as per all Yaris Cross hybrids, the GR Sport is quick off the mark, smooth in its seamless delivery of power, regardless of whether it's petrol or electricity sourced, and eager to respond to throttle inputs.

This is rapid around town and speedy on the motorway. But we'd like a bit more punch to go with the added sporty visual panache.

On our final day of testing, rain washed away weeks of dry, dust and humidity, and the roads became treacherously slick, testing the mettle of many.

Despite being front-drive, the GR Sport continued to be in total command with its grip and braking abilities, but the added surety of AWD that the identically-priced GXL would have brought cannot be denied.

In other words, the GR Sport is best where it can be enjoyed – out away from the city and on good roads. Otherwise, there are better choices within the Yaris Cross range.

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.

Toyota offers a five-year/unlimited kilometre warranty – with the option of extending that to seven years – as well as roadside assistance.

Service intervals are at 12 months or 15,000km. The first five scheduled services are capped at $250 each, with the work carried out detailed online.

The engine and transmission are under a seven-year warranty, while the hybrid battery pack is up to 10 years as long as the owner undertakes an annual inspection "... as part of routine maintenance according to the vehicle logbook."

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.