2018 Audi Q7 vs Mazda CX-9

What's the difference?

It's difficult to pick between the 160 and the 200. Neither are particularly cheap but this is another of those occasions where it would be a waste of money to bring in a comparatively stripped-out entry level that nobody would buy.

If pressed, I'd say spend the extra on the 200 - it's got a fair bit more gear for the extra outlay and in both the theoretical and real worlds, it doesn't really use that much more fuel for the decent performance boost.

The e-tron is a long shot for a bigger wad of cash and is really only for those keen on a plug-in hybrid Q7. The limited competition isn't any better.

The Q7 is a belter of a large SUV - quiet, refined and reasonably capable off-road, despite its decidedly on-road focus. It goes about its business quietly, confidently and with a minimum of fuss . You know it's big, but it doesn't shout about it and, crucially, it doesn't feel like it from behind the wheel. That's a neat trick.

The CX-9 is big – too big for my little family. Yep, a CX-5 SUV would be better suited to us. But, nobody’s ever complained about too much room, and our Touring fit all of our gear and performed well during its holiday week with us - easy to pilot through the city despite its size and effortless on the highway with excellent fuel economy over the whole trip. Sure, the ride became a bit ‘jiggly’ on the backroads and this grade doesn’t have adaptive cruise control, but the great points far outweigh those few drawbacks.

The second-generation Q7 is a familiar sight on our roads. I remember the change from the first to second iterations clearly - I wasn't a fan of the old one's overbearing looks and it always looked as though it rode too high, especially on smaller wheels. As its long model cycle wore on, it became ever more bejewelled and the basic shape was lost in bling.

Thankfully, the second generation went light on the chrome and flashiness. Always riding on big rims, it looks less imposing than the original. There are some off-road nods, like vestigial wheelarch extensions, but anything with a rear diffuser is meant more for tarmac than gravel.

This Q7 is more a high-riding wagon (or higher-riding of you take the A6 Allroad into account) and seems more optimised for passenger space and utility rather than shouting 'Look at my massive car!'. Like the bulk of the current Audi SUV range, it's quietly elegant.

And inside, it's tremendous. The now de rigueur 'widescreen' feel to the interior means an airy, light space. Materials are spot on, the design coherent and sensible and the ergonomics are close to faultless. You'll want for nothing in here, with plenty of space, gadgets and style.

Could that be the world’s largest grille? Even by Mazda standards it’s big, but it suits the brand’s flagship SUV perfectly. Sure, the headlights seem a little too small for its face and the same can be said for the taillights and the rear of the car, but this is a stunning-looking SUV that has plenty of presence without going over the top.

Stepping up to the Touring grade gives that grille shiny teeth, too – chrome-look blades, while the Sport grade has black-coloured horizontal elements which look pretty ordinary. The Touring also has LED fog-lights.

How big is the CX-9? Seriously big – look at the dimensions: 5075mm end to end, 1969mm across and 1747mm tall. That’s longer than a Toyota LandCruiser Prado. Will it fit into your garage/parking space?

The Toyota Kluger is 210mm shorter at 4865mm long, a bit narrower at 1925mm wide and almost the same height at 1730mm tall.

Something smaller? Well the Kia Sorento is a 4780mm in length, 1890mm wide and 1690 high. Hyundai’s Santa Fe is 4700mm bumper to bumper and the Skoda Kodiaq is just a hair’s width less.

The Touring’s cabin is premium feeling with its leather upholstery and big display. This is a well-finished cockpit with a higher quality feel than all of its rivals except the Kodiaq.

The size of this car is undeniable - interior images confirm loads of space and comfort for passengers and cargo. The interior dimensions match the huge exterior (the Q7 measures 5052mm long, 1968mm wide, and 1740mm high).

The diesel-only Q7s are seven-seaters, with access to third-row seating provided by tumbling the middle row forward. You can change how many seats by specifying it with just five as a no-cost option. The e-tron is available as a five-seater only.

Rear legroom in the middle row ranges from almost zero if you slide the seats all the way forward, to 'limousine', and that obviously affects the back row. The four-zone climate control (optional in the 160) also means third row passengers don't have to sweat it out when it's hot, which is a nice touch.

Boot space starts at an already-massive 770 litres with the third row stowed, and up to 1955 litres with the middle row down. The e-tron, with its underfloor gubbins, has a slightly reduced capacity with 650/1835 litres. The bottom line is, luggage capacity is excellent when the third row is out of the way.

The car comes standard with a cargo cover, roof rails (but no roof rack, although I'm certain a dealer will sell you one from an extensive accessories list). A net-style cargo-barrier can be erected either behind the middle or front rows of seats.

Storage space is good - the interior features a shallow centre console up front, a cupholder each for up to six passengers, a good glove box and bottle holders in each door.

Gross vehicle weight is rated at 2940kg for the 160 and 200 while the e-tron, with its higher kerb weight as a result of the electric gear, is rated at 3185kg. Double the turning radius and you have a turning circle of 12.4 metres. Ground clearance is 245mm unladen and wading depth, if you're game, is 535mm.

The CX-9 is a seven-seat SUV, and while its third row is one of the very few that even I (at 191cm tall) can sit almost comfortably in, those back two seats really are for kids or small adults.

Climbing into those third-row seats is easier now, with the second row able to tilt further forward and the seat itself is easier to slide and tilt, too. That's part of the 2018 update.

Legroom in the second row is excellent. I can sit behind my driving position with about 10cm to spare between my knees and the seat-back.

Storage throughout the cabin is well considered. The centre console storage bin with its double-door lid is big and the Touring has a fold down rear armrest with storage and USB ports - that'll keep the kids happy. There’s also six cupholders (two up front, two in the middle and another pair in the back) and bottle holders in all the doors.

The CX-9’s boot has an 810 litre (VDA) cargo capacity with the third row folded flat. The Kluger can only manage a luggage capacity of 529 litres.

I had thought that with only three of us the CX-9 was going to be way too big but - as you can see from my bad photos - we could have done with more boot space.

The CX-9 does have an elevated ride height – it’s ground clearance is 222mm, which is higher than most SUVs. My toddler is at the age where he wants to get in and out of a car on his own, but that height proved a challenge for him and we did have one spill where he took the quick way down.

There are four grades in the CX-9 family and the Touring is the second rung up the ladder.

The all-wheel drive version of the Touring lists for $54,290, which is $4K more than the front-wheel drive. Standard features include an 8.0-inch touchscreen, leather seats, sat nav, reversing camera, six-speaker stereo, heated front seats with power adjustment, Bluetooth connectivity, push-button ignition, proximity key, three-zone climate control, LED headlights, rear parking sensors, LED fog lights, second row seats with fold-down armrest storage and twin USB ports, and 18-inch alloy wheels.

The most important thing a car can have according to my three-year-old son is a directional air vent in the back. So, he was ridiculously happy with the three-zone climate control – he had his own temperature and airflow settings: always set to freezing and full-bore. He'd be unhappy in the third-row, though, because there are no vents back there at all.

The Touring AWD is $6400 more than the Sport AWD. What’s difference? The leather upholstery, the heated power seats, the bigger screen (the Sport has a 7.0-inch), those LED fog lights and the back armrest. That’s it really. You might decide, then, that it’s worth saving the money and getting the Sport.

Sure $54,290 may sound like a lot of money, but the Touring undercuts Toyota’s $57,550 Kluger GXL. Kia’s Sorento SLi 4x4 flies in under both at $50,490 but it’s only available as a diesel. Then in between them all is the Hyundai Santa Fe Elite 4x4 (also diesel) for $53,990.

All Q7s are available with same engine size - a turbo-diesel 3.0-litre V6. In the base model it spins up 160kW/500Nm. Step up to the second spec and with a bit of extra turbo boost and some software tweaks you have 200kW/600Nm. 

The e-tron plug-in hybrid runs the same diesel engine with an electric motor added. The diesel specs come in at 190kW/600Nm while the electric motor brings 94kW/350Nm to the party. It's not as simple as adding the figures together, however - Audi quotes the combined specifications as 275kW/700Nm. The battery is a 17.3kW/h lithium-ion pack under the boot floor.

Charging times vary from 2.5 hours from a 400V/16-amp supply to 10.5 hours from a household socket. 

All Q7s ship with an eight-speed automatic transmission (from ZF) with power going through all four wheels. All Australian Q7s are all-wheel drive.

Towing capacity is 750kg for unbraked trailers and 3500kg braked - the ratings are identical across the three trim levels. A tow bar is on the optional features list.

The 0-100km/h acceleration times are an impressive 6.2 seconds for the e-tron, 7.3 for the 160 and 6.5 for the 200. These are good performance numbers for a 2000kg-plus SUV with decent fuel mileage.

The question of whether the engines use a timing belt or chain has a simple answer - the Q7's engines all use a chain. The engine also features a diesel particulate filter and the turbocharger is inside the engine V for quick response. The oil type is listed in the owner's manual.

There is no manual transmission or LPG version.

There’s only one engine in the range – it’s a 2.5-litre four-cylinder turbo-petrol and even though that’s small and the all-wheel drive CX-9 is pretty heavy at almost two tonnes its output of 170kW and 420Nm is more than enough grunt.

No manual gearboxes here – just a six-speed automatic transmission, but it’s a smooth shifter that is keen to be playful and responsive in Sport mode.

For the 160kW, claimed consumption is listed at 5.8L/100km, while the 200kW is barely more at 5.9L/100km. Our time with a 200kW with a few options on board resulted in an average of 8.2L/100km.

On pure electric, Audi says you can shift the e-tron Q7 up to 56km with a top speed of 135km/h. This is purely academic - after a full charge we managed about 20km on pure electric, which isn't terrible but a fair way off the claimed range.

The e-tron's claimed combined consumption figure is 1.9L/100km but we got 4.5L/100km.

The fuel-tank capacity is a hefty 85 litres with the exception of the e-tron, which carries 10 fewer litres at 75.

As the Q7 is available only as a diesel or diesel PHEV, petrol consumption is a non-issue.

Mazda says the fuel consumption of the CX-9 all-wheel drive is 8.8L/100km after a mix of open and urban roads. On our little family holiday from inner Sydney to Jervis Bay and back we covered 600km and the trip metre was telling me it was using an average of 9.7L/100km. That’s within a litre of the serving suggestion which is excellent (especially for me).

We were 40 kilometres from Wollongong on the way home but the trip computer was telling me had 35km of fuel left in the tank. I made the mistake of announcing to everybody that we were going to see if we could make it, but then chickened out with five kilometres left in the tank and 10kms to go and ducked in to grab fuel. I didn’t want the family holiday to end on the side of the road.

Hit the start stop button (like most cars, carefully hidden from view behind the steering wheel) and the 3.0-litre V6 starts quietly (or not at all in the e-tron). As soon as you're out driving, you realise how little road noise invades the cabin, even with the fat tyres all Q7s wear.

Acceleration is good in all of them, even the 160 feels quick. At speed, the cabin is super-quiet and with the air suspension the ride is almost supernaturally good. With the steel springs, you do feel the weight of the car more than with the air suspension, but it handles the bumps and grates of Sydney roads very well indeed.

The e-tron feels heavier, but the standard air suspension copes nicely with the extra bulk. In all other ways it feels extraordinarily similar to the 160 and 200, with the predictable penalty in handling. While the pure EV range might be a little disappointing, the stats tell a rosier story. Around town, you might see 0km in the digital display for electric range, but stepping off from a standstill - a big contributor to city fuel consumption - is electric, with the diesel quietly intervening at around 20km/h. All up, the MMI system told us electric drive accounted for half of city running.

From the day this Q7 landed on our roads, we've praised it for its overall refinement, good steering and handy chassis. Ride is excellent on the standard and air suspension, although the latter is clearly better but does add weight (and cost). 

This isn't an off-road review, but the capability of Audi's SUV range surprised me last year on a trip to the Audi Driving Experience where I put Q5s and Q7s through a reasonably tricky set of obstacles and alarming angles, all without the aid of off-road tyres.

Adaptive cruise control is a brilliant thing, and once you’ve been let into the World of Tomorrow it’s a pain going back to regular cruise control – like on the Touring. Only the top spec Azami has adaptive cruise. First world problemos, as they say.

The CX-9's steering is excellent - light but with good feel even at low speeds in car parks. There’s a lot of good feels going on actually – the brakes and the pedals under your feet are placed well, the seats are comfortable as is every touch point – elbows, head rest, shifter.

There are also some not-so good feels – the ride was too often too ‘jiggly’, almost as though the car was oversprung. There were times on the trip where not-so-perfect roads equalled a ride that wasn’t composed with more bounce and roll than I’d expect – that type of thing works against you when you’re trying to get your toddler to sleep.

That engine also feels as though it has to work hard when it’s carrying a packed CX-9 up a steep hill – there’s plenty of power and it tore up every ‘mountain’ we encountered, but a new V6 or V8 would have done it without sounding like it was giving it everything.

Do you need all-wheel drive? It’s not vital, but the traction it provides is excellent. Front-wheel drive SUVs often struggle to get the power to the road in the wet, especially when climbing a hill. If I could afford the all-wheel drive I’d always get it – plus the mileage for both is almost the same in the CX-9 (0.4L/100km difference).

The CX-9 is happiest on the highway where it cruises effortlessly (with a comfy ride) and higher above mostly everybody else. The window sills were low enough for my toddler to see out, although the glass on the Touring grade doesn’t have a dark tint to shield against the sun.

A quiet, well insulated cabin made the trip down a fairly peaceful journey – apart from when everybody was screaming at each other, that is.

The CX-9 was awarded the maximum five-star ANCAP rating in 2016 and the 2017 update improved the advanced safety tech further with pedestrian detection for AEB and with the speed range increasing from 4-30km/h to 4-80km/h.

The Touring grade has the same safety equipment as the Sport – there’s the improved AEB, blind-spot monitoring and rear cross-traffic alert.

The 2017 update also added top-tether anchor points to the third-row seats, these join the three across the second row and the two ISOFIX points in the outside seats of that row, too.

All CX-9s have a temporary spare wheel – it’s not ideal as they have a limited range and are speed restricted to 80km/h. It may not have been an issue on our trip down the coast, but I wouldn’t head anywhere remote without a full-sized spare.

Audi offers a three-year/unlimited-kilometre warranty along with roadside assist. An extended warranty is available from your dealer.

The maintenance cost of the Q7 is controllable if you purchase an Audi service plan. This covers the basic service costs for three years/45,000km and at the time of writing costs $1900.

The stocks of Q7s appear reasonable, particularly during the current dip in the luxury market, so unless you have a weird set of options, your waiting time will be short.

Second-hand resale value stats appear strong. Audi certainly got on top of the common problems, complaints, faults and issues of the first-gen and the new car appears free of major reliability issues. The automatic-gearbox problems and diesel-engine problems of the past seem absent during my usual sweep of prominent internet forums.

Where is the Audi Q7 built? Same place as the forthcoming Q8 - Audi's Slovakian factory in Bratislava.

The warranty for the CX-9 is a three-year, unlimited kilometre agreement. Servicing is recommended every 10,000km or 12 months and costs the same regardless of whether the CX-9 is an all-wheel drive or front wheel drive. Services are capped and alternate from $329 for the first service to $371 for the second all the way up to the fifth service.