Mazda CX-9 vs Mazda CX-30

What's the difference?

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.

I’m glad we checked in on our old friend, the Mazda CX-30. Despite being a car with two wheels planted in the future, and two firmly planted in the past, it manages to hold the line against many of its newer rivals, both on the cheaper and higher-tech end of the spectrum.

What you see really is what you get with this Mazda; it’s lovely to drive, looks fantastic, and punches above its weight when it comes to cabin ambiance. While what’s under the bonnet might no longer be in vogue, driving this car again has only reinforced its standing as small SUV royalty.

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.

While the Haval Jolions of the world look ready to hit up the McDonald’s drive thru with their youthful flair, and cars like the Toyota Corolla Cross want to save money and dine at home with their conservative appearance, the Mazda CX-30 looks dressed to impress, as though it should be seen at the valet stand of your nearest Michelin-star restaurant.

A few years of age or not, the design of this car is still spectacular at this price, placing it right at the forefront of looks for the mainstream small SUV segment.

The delicate panel work, signature big grille, and large wheels at this Astina grade match nicely with the minimalist light fittings which themselves come complete with a soft-fade effect for the indicators.

It’s attention to detail like this which makes the CX-30 look like it belongs in a price-bracket above, and demands rivals pay attention.

The interior meets expectations, too, which is no small feat given some cars in this space prove it’s one thing to look great, and quite another to match it with a truly premium feel.

Mazda has done a fantastic job in the cabin which feels the part with an abundance of soft-touch materials, a dark, modern colour scheme, and an overall vibe which is ageing well even compared to more recently launched rivals.

I would go so far as to say, at the Astina grade the CX-30 feels more like it should be competing with Lexus, certainly punching above the mark, even at its mid-$40K price-point.

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.

It looks good and feels good, but is it practical? While the CX-30 is larger than its smaller CX-3 sibling, it still leaves space to be desired, especially compared to some other segment-bending small SUVs it competes with.

The front seat is not where the bad news starts though. It feels spacious enough inside for a couple, with large seats, plenty of space separating the front two occupants, and plenty of comfort on offer with padded armrests on both sides.

There are big bottle holders in the doors and in a flip-open bay in the console (wouldn’t want to interrupt this design… ), and there’s additional storage once you slide and flip open the armrest.

To keep things tidy, your USB and 12V power connections are also located in the console bay. No need for messy cables, and there’s a little divider, too.

On the downside here, there’s a chunk of dead space under the climate unit, which looks like it could be filled with a shelf or, better yet, wireless charger. As it is, it’s just a plastic panel with a small bay underneath which barely fits a phone.

Adjustability is great for the driver, with a reach- and tilt-adjustable steering wheel, and high belt-line offering a sporty hatch-like feel, which I instantly felt comfortable with.

The rear seat isn’t as impressive. While the fancy seat trim and soft-touch points mostly continue, some of the padding in the doors has been replaced with hard plastic, and there’s a raise in the floor to facilitate all-wheel drive on some variants which eats into the centre occupant’s foot space.

Behind my own seating position, my knees have a tiny amount of room, and so does my head, at 182cm tall. Technically, I fit, but it’s close, and feels it.

Rear occupants get a padded drop-down armrest with two bottle holders, an extra two surprisingly large ones in the doors, but no power outlets. There are two adjustable air vents on the back of the centre console.

The coupe-like design also has a cost when it comes to boot space. There’s 317-litres (VDA) of space available, although we could only fit the CarsGuide luggage set when the parcel shelf was removed.

The space is suitable for a couple on a weekend adventure, but a bit tight if you have more requirements, like a pram-age child, for example.

There is an under-floor space which houses a space-saver spare wheel and part of the Bose sound system.

When Mazda started what seemed like a push upmarket at the time, the CX-30 was an expensive small SUV. The intention with this car’s look and feel seemed to match the pricing, though, so we all thought Mazda was trying to establish a new semi-premium positioning.

As fate would have it, though, through a pandemic and various fluctuations when it comes to supply and raw material costs, every other manufacturer in this mainstream small SUV space has pushed up the price-scale, too, now making even the more expensive versions of the CX-30 look not so bad value after all.

The specific version we have for this test is the top-trim Astina, using the larger 2.5-litre engine in front-wheel drive form.

The CX-30 range is expansive and confusing, because you can also have an Astina with the smaller 2.0-litre engine, or in all-wheel drive, or even with Mazda’s odd new ‘X20’ engine option which is effectively a supercharged compression-ignition science experiment.

This front-drive 2.5-litre version is probably the pick of the Astina bunch, though, offering the larger engine without the weight or unnecessary cost of all-wheel drive.

Wearing a before on-roads price-tag of $43,310, it now goes into battle with the surprisingly expensive Toyota Corolla Cross (Atmos FWD - $43,550), Honda HR-V (e:HEV L - $47,000), Volkswagen T-Roc (R-Line AWD - $45,200), and the almost as expensive top-spec Kia Seltos (GT-Line FWD - $41,500).

Of course, if these prices, which will approach $50K once you factor in on-road costs, are making you wince, there’s always the more affordable Haval Jolion (from $36,990 for an equivalent high-spec S) or the MG ZST (from $34,990 for an equivalent Essence) from China.

If you’re thinking neither will hold a candle to the Mazda’s dynamics or quality, you’d be right. Read on to learn why.

Before we go on, though, at this Astina grade equipment includes 18-inch alloy wheels, an 8.8-inch multimedia panel with wired Apple CarPlay and Android Auto, LED headlights, a sunroof, heated front seats with power adjust for the driver, a 7.0-inch digital instrument element, surprisingly nice leather interior trim for the seats and wheel, dual-zone climate, a head-up display, and a 360-degree parking camera.

Interesting omissions at this price include a wireless charger, wireless phone mirroring, USB-C connectivity, and while there’s a great safety suite included, there’s also no true hybrid option in the CX-30 range.

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.

This is where the Mazda is really showing its age. G25 variants are powered by a 2.5-litre four-cylinder engine, which isn’t turbocharged, nor is it assisted at the wheels by electric motors in a hybrid arrangement.

It’s punchy enough to keep the pace with most of its turbo rivals, putting out 139kW/252Nm, and some will love the fact it’s paired with a traditional torque converter automatic instead of a rubbery continuously variable or glitchy dual-clutch set-up, but it’s certainly not for the eco-conscious.

Not only is it a relatively large displacement engine, but aside from a start-stop system there’s little to mitigate your emissions. In fact, this unit only complies with Euro 5 emissions regulations, well behind the pace today.

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.

Some bad news, of course, comes at the fuel pump. The official claim for this relatively large engine is a bit bold, at 6.8L/100km on the ADR combined cycle, but if you’re using it for mainly urban duties as we did for this review I wouldn’t be surprised to see figures more in the region between 8.0 and 9.0L/100km.

As it stands, our car produced an average of 7.8L/100km, which is better than expected, but still painful in the era of hybrids and fuel-sipping turbos, especially when fuel is close to $2.00 a litre in most capital cities.

Mercifully, the lack of complexity from this engine does mean you can put bog-standard 91 RON unleaded in the tank.

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.

The CX-30 is awesome to drive. In a sea of lacklustre small SUVs, it’s instantly easy to connect with this Mazda. Yes, the engine and transmission here aren’t the most recent additions to the landscape, but they are predictable, smooth, and easy to deal with.

In fact, one thing Mazda is particularly good at is making its entire range feel homogenous in terms of the drive experience, maintaining the great dynamics which the brand has become synonymous with.

The touchpoints continue to be fantastic on the move. The steering feels light and easy to turn at low speeds, but becomes purposeful and full of feel at higher speeds.

The direct feedback on offer from the rack and the firm springs up front give a great handle on what the front wheels are doing.

The overall feel is firm and reactive, ready for action, and while not everyone will love the hard edge to the suspension, it helps the car feel springy and agile in the corners.

You can feel the Mazda 3 DNA on full display when you’re driving this car in haste, and it’s a kind of dynamism which most rivals can’t match, even if the Mazda’s drivetrain is feeling a little low-tech.

You certainly don’t need to worry about the six-speed transmission, which is a smooth-shifting unit.

There’s no glitchy behaviour on hills or from a stop like you might get in a dual-clutch, or rubbery surging under acceleration often delivered by a CVT, just the feeling of the car riding each gear out, and shifting between clearly defined ratios.

Drivers of older vehicles especially will appreciate its instantly familiar feel.

Ergonomically, it’s pretty straightforward, with the one major downside being the dial set-up. We like physical controls rather than touch controls, but Mazda has taken this to the extreme by not making the main multimedia screen a touch unit.

Instead, you’re forced to negotiate with phone mirroring software using a rotary dial, which is at best clumsy, and at worst distracting.

It’s also a tad difficult to see over this car’s high beltline, making it hard to tell where the corners are, front and rear, and a common Mazda problem is the wing mirrors which seem to have a zoom factor on them. Why? It limits your view into the lanes next to you.

Thankfully the active safety suite spends most of its time in the background and unlike some more recent offerings in the small SUV space, not interfering with the excellent drive experience.

The lane keep software is light handed, and the driver monitoring tech is more basic, which is honestly all you should need.

Overall then, the CX-30 is predictable, familiar, and has a fantastic quality to its handling which fits the Mazda brand promise.

Aside from a few blemishes then, it’s one of the best cars to drive in the segment, just don’t expect it to feel as cutting-edge as it could.

I love the lack of invasive safety tech in the CX-30, but that’s not to say this car lacks any of the required gear.

Active equipment includes freeway-speed auto emergency braking, lane keep assist with lane departure warning, blind-spot monitoring with rear- and front-cross traffic alert, adaptive cruise control, adaptive high-beams, driver attention alert, and traffic sign recognition.

You also score a very nice 360-degree parking camera and sensors, as well as a suite of seven airbags.

The CX-30 scored particularly highly across all of ANCAP’s testing criteria, with a particularly impressive 99 per cent in adult occupant protection. It achieved this rating in 2020.

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.

As with all Mazdas, the ownership proposition is pretty straightforward. There’s five years of warranty, five years of roadside assist, and five years of capped price servicing.

Service costs are pretty tame, too, with our front-drive G25 Astina working out to an average of $360 per year for the first five years.

You’ll need to visit a workshop once every 10,000km or 12 months, whichever comes first.