2021 Kia Sorento vs Mazda CX-9

What's the difference?

Much like the wider Sorento range, the GT-Line petrol is an absolute knockout and therefore should be on top of the shopping list of any family looking for a seven-seater.

In fact, the Sorento GT-Line petrol’s brilliant combination of good looks, cutting-edge technology, seven-seat versatility and overall driving comfort is worthy of Olympic gold.

While it might be hard to look past the lack of third-row curtain airbags, families that don’t need seven seats full-time should be able to, and they’ll be rewarded for doing so.

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.

When was the last time a new Kia model turned this many heads? The Stinger? Probably, but the Sorento is a different beast because it’s a vehicle most people would actually buy.

Yep, the Sorento is out to make a statement from the get-go. Where its predecessor was close to anonymous, this car draws attention for all the right reasons.

This all starts up front, where an enlarged version of Kia’s signature ‘tiger nose’ grille sits loud and proud with a black mesh insert.

The striking look is made all the more attractive courtesy of daytime running lights, which trail into the bottom corners of the grille while underscoring the headlights.

Then the bumper adds a bit of aggro with its large air intake, which is flanked by black U-shaped trim. Even the bonnet is nicely creased!

Around the side, the GT-Line petrol tested here ups the visual ante with an appealing set of Dark Chrome 20-inch alloy wheels.

Chrome accents also add intrigue below the A-pillars, while the wedge-like glasshouse dials up the sportiness.

At the rear, things get quite daring, with the split, horizontal tail-lights guaranteed to stand out from the crowd.

The tailgate is also intricately ‘folded’, while the spaced-out, centred ‘Sorento’ lettering below the number plate points out the bleeding obvious.

Inside, the Sorento GT-Line petrol continues to delight, with it feeling far, far more premium than you’d expect. No, seriously.

First, black quilted Nappa leather-appointed upholstery lovingly covers the seats, armrests and door inserts, while soft-touch plastics are deployed on the upper and middle dashboard, and door shoulders.

Then there’s the cool crosshatch metallic trim, which combines with the prevalent silver and gloss-black accents, with the latter attracting fingerprints and scratching, very easily.

But the main event is a side-by-side digital screen tag team - a 10.25-inch multimedia touchscreen and 12.3-inch instrument cluster.

Alongside the windshield-projected head-up display, this set-up is powered by Kia’s latest software, which is a pleasure to use, even with the myriad of capacitive buttons around the place. You still get some physical controls, though.

It’s also worth mentioning the gear selection, which is a rotary dial instead of a traditional lever. There’s a learning curve, but it works well enough when you get your head around it.

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.

Measuring 4.8mm long (with a 2815mm wheelbase), 1.9m wide, and 1.7m tall, the Sorento GT-Line petrol is on the smaller side for a large SUV, but that doesn’t mean bad things for practicality.

For example, the boot’s cargo capacity is a useful 187L (VDA), but stow the 50/50 split-fold third row (via handy pull tabs) and it increases to a competitive 616L, while shelving the 60/40 split-fold second row (via two latches) will grow it to a cavernous 2011L.

Better yet, four tie-down points and two bag hooks are on hand to secure loose items, while the load lip is tiny and the floor flat, making bulkier loads easier to deal with.

And yes, a 12V power outlet is also in tow, while the load cover can be stowed underfloor when not in use.

The third row is accessed via one-touch buttons, which mercifully tumble the second row forward. With the latter in its rearmost position, a 184cm (6'0") frame like mine needs to split its legs, with knees pressed against the backrest in front, but a centimetre of legroom is on offer.

Amenities-wise, each of the two seats gets its own USB-A port, cupholder and rectangular cubby, which are located to the sides. Not too shabby.

Things get even better in the second row, where the bench manually slides and reclines. Behind my driving position, I have a massive eight centimetres of legroom as well as roughly four centimetres of headroom. And the central tunnel is small, so three adults can sit abreast with no complaints.

Better yet, there are two USB-A ports are in the front seat backrests, plus another at the rear of the centre console, right next to a 12V power outlet. Map pockets are also on hand alongside storage nets. You don’t see that every day.

Then there’s the second-row cupholder overload, with the fold-down armrest featuring two, while another two are incorporated into the door armrests. And yes, the rear door bins can also accommodate two regular bottles.

And when it comes to fitting child seats, five top-tether and four ISOFIX anchorage points are split between the second and third rows. Yep, it’s pretty easy being a parent here.

In the first row, a wireless smartphone charger, three USB ports and a 12V power outlet take up most of the centre stack’s cubby, while two cupholders and a small cubby are located behind.

And the central bin is not only large, but features a removeable tray, while the glove box is also on the larger side.

Finally, the front door bins can also take one regular bottle each and still have enough space for other paraphernalia.

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

As its name suggests, the Sorento GT-Line petrol is motivated by a 3.5-litre naturally aspirated V6 petrol engine.

This 'new' 'Smartstream' unit produces a hearty 200kW of power at 6300rpm and 332Nm of torque at 5000rpm.

And in tow is a dependable eight-speed torque-converter automatic transmission (with paddle-shifters) and a basic front-wheel-drive system.

But if you’d prefer a 148kW/440Nm 2.2-litre turbo-diesel four-cylinder engine, an eight-speed dual-clutch automatic transmission and all-wheel-drive instead, the GT-Line diesel will do the trick for $3000 more.

The Sorento line-up will add eco-friendly Hybrid and Plug-in Hybrid petrol-electric powertrain options later this year, but it remains to be seen if they will be available in the GT-Line grade.

For reference, both versions of the Sorento GT-Line have a braked towing capacity of 2000kg (750kg unbraked).

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.

The Sorento GT-Line petrol’s fuel consumption on the combined-cycle test (ADR 81/02) is 9.7L/100km, while its carbon dioxide (CO2) emissions are 222g/km.

Reasonable numbers, but in the real world we averaged a higher 11.7L/100km over 209km of driving, and I'm not sure how much better anyone else could do in mixed conditions.

For that reason alone, the Sorento’s upcoming ‘self-charging’ hybrid version is shaping up as the go-to option for family buyers, particularly in and around the city.

In good news, though, the Sorento GT-Line petrol’s 67L fuel tank takes more affordable 91RON petrol at minimum, which is always a win for the budget-conscious.

And for what it’s worth, the alternative Sorento GT-Line diesel uses 6.1L/100km and emits 159g/km, although it will take years to recoup the $3000 difference in cost and make the initial investment worthwhile.

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.

As far as family-focused seven-seaters go, the Sorento GT-Line petrol is nice to drive around town, although it is a little unrefined in some areas.

For example, off the line and at low speed, the engine-transmission combination isn’t as smooth as you’d expect it to be. It just feels a bit lazy and clunky.

This is a shame, because once you're up and running, the naturally aspirated V6 delivers pleasing performance, even if it doesn’t feel quite as quick as its outputs suggest.

And the torque-converter automatic behaves just the way you’d want it to, eventually proving to be responsive when required, while also being subtle with its gear changes.

Better yet, the suspension (MacPherson strut front/multi-link rear) lacks adaptive dampers but is no worse off for it, with it being more than comfortable in its own right, despite the obvious threat posed by the 20-inch alloy wheels.

Indeed, this set-up deals with speed humps and road imperfections really well. And with ride quality almost always flawless, children will have few complaints to make, including in the third row.

Parents will also have a good time when driving thanks to the electric power steering, which is on the lighter side, making low-speed manoeuvres, including parking, easier to perform.

This system is also quite direct, but not sports-car quick, so you certainly won’t be fooled into thinking you’re driving something very different. That said, its balanced nature is well suited here.

And when it comes to handling, the effects of the local tuning program are once again apparent, with relatively strong body control demonstrated in spite of a 1835kg tare mass.

Again, we’re not talking about a sports car here, but cornering can be enjoyable so long as understeer and traction can be managed.

Yep, the front wheels can be spun quite easily in the wet and dry, and not just off the line…

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.

As with all Kia models, the Sorento GT-Line petrol comes with an industry-leading seven-year/unlimited kilometre warranty with no strings attached. It also gets seven years of roadside assistance.

And the Sorento GT-Line petrol’s service intervals are every 12 months or 15,000km, whichever comes first.

Capped-price servicing is available for the first seven visits, costing $3449 in total, for an average of about $493, which isn’t too bad.

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.