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Take advantage of Australia’s BIGGEST new car website to find a great deal on a Mazda CX-9.

The Mazda CX-9 is an endangered species – about to be replaced by a newer, plusher CX-90.

Now six years old, the current-generation CX-9 has served as the Japanese brand’s flagship in markets like Australia and North America for some time, and has long been regarded as a benchmark for unibody large family crossovers.

On test we have the 2023 Mazda CX-9 Sport FWD, the absolute cheapest variant money can buy today. At $47,600 plus on-road costs, it’s a lot of metal for your money no matter how you look at it.

With space for seven, an exterior design that still looks smart six years since its release, and a quality cabin that has stood the test of time, the CX-9 makes a case for itself as affordable family transport.

Even at the bottom of the range, there’s plenty of features and space that could sway you from buying a mid- to high-spec alternative from the segment below.

Until the CX-90 lobs in August, the CX-9 will remain top dog in the Mazda line-up.

Are you better off nabbing one of these before the end of its run? Or, should you wait for the even bigger, even more expensive new CX-90?

How much does the Mazda CX-9 Sport FWD cost?

Pricing for the CX-9 range kicks off at $47,600 before on-road costs or the entry-level CX-9 Sport FWD we have here on test.

If you want one with all the goodies you’ll be pushing $75,000 before taxes, which is a lot of money. The upcoming CX-90 will range from $74,385 to $95,185 – or over $100,000 in your drive-way for the flagship variant fully optioned.

The CX-9 competes with various well-known large SUVs in the mainstream segment, including the likes of the Kia Sorento (from $50,790 drive-away) and Toyota Kluger (from $51,120).

Other rivals include the Hyundai Palisade (from $65,900) and Nissan Pathfinder (from $71,490), but their respective starting prices in Australia are more in line with high-spec versions of the CX-9.

If you’re looking for turbo-diesel power instead of the CX-9’s exclusively turbo-petrol offering, Mazda also offers the slightly smaller CX-8 D35 (from $49,060) which just launched in facelifted form.

2023 Mazda CX-9 pricing:

Mazda CX-9 Sport FWD: $47,600

Mazda CX-9 Sport AWD: $51,600

Mazda CX-9 Touring FWD: $55,200

Mazda CX-9 Touring AWD: $59,200

Mazda CX-9 GT FWD: $64,700

Mazda CX-9 GT SP FWD: $65,200

Mazda CX-9 Azami FWD: $67,900

Mazda CX-9 GT AWD: $68,700

Mazda CX-9 GT SP AWD: $69,200

Mazda CX-9 Azami AWD: $71,915

Mazda CX-9 Azami LE AWD: $75,165

Prices exclude on-road costs

What is the Mazda CX-9 Sport FWD like on the inside?

The base CX-9 certainly is quite pared back compared to higher grades, but the fundamentals are still good.

Where higher grades have the newer and larger 10.25-inch Mazda Connect infotainment display, the CX-9 makes do with a piddly little 7.0-inch screen running the ancient MZD Connect interface.

The cloth seat trim and more basic analogue gauges are also a reminder that you’re in the base grade, but there’s an honesty to the more basic CX-9’s appointments.

Even in its barest form, the CX-9 is a pretty nice place to sit by class standards. There’s a nice ratio of soft plastics and padded leatherette rests for your arms and elbows, and the smooth leather on the steering wheel feels lovely.

Speaking of tactility, you’ll be hard pressed to find blank buttons if you discount where the heated seat and steering wheel controls would normally sit, and everything operates in typical Mazda – chunky, with a satisfying action.

Comfort up front is good thanks to the good adjustment in the driver’s seat and steering wheel, as well as the supply cloth trim and plentiful bolstering.

However, if you’re long-legged like myself, you’ll find older Mazda products like the CX-9 are sorely lacking in seat base cushion length. It can get tiresome on longer stints, as the seat doesn’t support you up to behind the knees.

I know that sounds oddly specific, but it’s a common complaint I’ve had across several Mazda models including the CX-5, CX-8 and CX-9. The new stuff like the Mazda 3 and CX-30 have much more supportive seats, and these older pews aren’t even that uncomfortable.

Props to Mazda to including a colour head-up display as standard, which projects a basic array of information including speed, cruise control and assistance system data, in addition to speed sign information.

As noted earlier, the small 7.0-inch base infotainment system sticks out like a sore thumb, especially when there’s a larger 9.0-inch MZD display on the Touring and then an even better 10.25-inch Mazda Connect system in higher grades.

The big bezels make it look smaller than it is too, and the grainy resolution is likewise sub-par compared to the bulk of the segment.

At least loading times are fairly quick, and it’s a simple and easy interface to use day-to-day. This system has been around for yonks, so if you’re a previous Mazda owner from the last decade or so you’ll no doubt know your way around the interface.

It’s fairly well featured too, with embedded satellite navigation, wired Apple CarPlay and Android Auto, as well as DAB+ radio. Sound quality from the standard six-speaker audio system is clear too, if lacking the clarity, depth and bass of the thumping 12-speaker Bose arrangement standard from the GT grade up.

With a hefty 5075mm long body and 2930mm wheelbase, the CX-9 has plenty of space to offer in the second and third rows. It’s was the benchmark until the Hyundai Palisade and latest Nissan Pathfinder came along.

There’s acres of space, particularly in the outboard seats, and the flat floor means you’re not short changed if you get the middle seat.

Even the base CX-9 gets a third zone of climate controls with directional air vents, though weirdly there are no face level vents in the third row like you’ll find in just about any competitor.

The second row also slides and reclines, and allows for easier access into the third row. A fold-down centre armrest, bottle holders in the doors, ISOFIX and top-tether points, as well as map pockets behind the front seats all feature.

As noted earlier, the CX-9’s third row has long been a benchmark for space, but the lack of roof-mounted or face-level air vents and small windows aren’t a match for the likes of the Hyundai Palisade.

Even at 6’1 I can fit in the third row in reasonable comfort for short journeys, and kids will be more than happy back here. There are storage nooks and cup holders too.

Parents will be happy to know the curtain airbags fully extend into the third row of seating, and both seats have top-tether points.

I’ll be interested to compare the CX-9’s rear accommodation to the upcoming CX-90, which is larger again.

With the third row in place, the CX-9 offers 230L of cargo capacity, expanding to 820L with it folded – though this measurement is to the roof, not the cargo cover line.

For reference, the Kia Sorento offers 187L/616L in seven-seat/five-seat configurations, and expands to 2011L with both rear rows of seating folded. Under the boot floor is a space-saver spare wheel.

What’s under the bonnet?

As has been the case since launch, the Mazda CX-9 is powered by a 2.5-litre four-cylinder turbocharged four-cylinder petrol engine.

Outputs are quoted at 170kW (5000rpm) and 420Nm (2000rpm). All models are fitted with a six-speed automatic transmission as standard, with front-wheel drive standard (as tested) and all-wheel drive optional.

Fuel consumption, meanwhile, is rated at 8.4L/100km on the combined cycle for FWD models (9.0L/100km AWD), with idle stop-start technology also fitted across the range.

Mazda quotes CO2 emissions of 197g/km, with 91 RON regular unleaded compatible with the CX-9’s 72-litre fuel tank.

How does the Mazda CX-9 Sport FWD drive?

The CX-9 has long been praised for its confident on-road feel blended with keen dynamics – not much has changed.

Mazda’s 2.5-litre turbo four is a willing unit that has diesel-like shove, with all 420Nm on tap from 2000rpm. It outmuscles V6-powered rivals, and if you’re too keen from a standstill you’ll light the front tyres up.

It’s a pretty common trait of high-powered front-wheel drive vehicles, so if you’re after more confident acceleration and grip in all conditions you’re best to splurge $4000 for all-wheel drive.

Once you’re moving, the CX-9 FWD will happily putt around the city and ‘burbs, making it a comfortable, relaxed companion to drop the kids at school, do the weekly shop, as well as heading out of town on a road trip.

Mazda hasn’t skimped on comfort or refinement in the base grade, if anything it’s the most relaxing variant to spend long periods of time in thanks to its chubby tyres and smaller wheels – at least in terms of NVH and ride comfort.

While it has accurate, fluid steering and a relatively pointy front end, the CX-9 is set up to offer a controlled level of body lean in corners and has the sort of fun, chuckable dynamics the rest of Mazda’s range is known for.

It’s definitely one of the more engaging large family SUVs to drive, and offers ample performance to boot.

Worth noting is the 2.5-litre Skyactiv-G motor’s tendency to get a little loud under hard acceleration, with that same buzzy note that’s common to the brand’s high-compression four-cylinder engine line-up.

To be honest though, you can drive this in a fairly relaxed manner 95 per cent of the time and not be left wanting for more.

As noted earlier, the CX-9 is a nice comfy thing in town or on the highway, and while the cylinder count is only four compared to a number of rivals that offer six, the turbocharged petrol eats up highway miles with its low-down torque.

If there was one main criticism I had of the drivetrain, it’d be the lack of one or two more gears for motorway jaunts.

The CX-9 will sit around 2000rpm in sixth when travelling at 100km/h, which is far from laboured or unrefined, but having a seventh or eighth like most rivals would relax things even further – we’ll have to wait for the CX-80 and CX-90 for eight-speed autos, as well as smooth inline-six engines.

Otherwise, the soft but resolved ride isolates the cabin from the bumps and undulations of Australia’s country freeways, and road and wind noise intrusion is kept impressively hushed.

Mazda has also decked out even the base CX-9 with a full suite of driver assistance systems to keep you on the road.

Standard adaptive cruise control with stop/go takes the load off longer stints on the freeway as well as navigating traffic jams, while blind-spot monitoring and rear cross-traffic alert make lane changes and merges into small gaps that much easier given the CX-9’s 5075mm long body can be hard to judge at times with the magnified side mirrors.

Perhaps the biggest omission from the base Sport’s spec sheet is the lack of a 360-degree camera, which remains exclusive to the flagship Azami.

Given you can option this tech on a base Mazda 3, it seems odd that the brand hasn’t made a surround parking camera more widely available on a larger vehicle that’s more likely to be around small children and pets in tight urban environments.

What do you get?

CX-9 Sport highlights:

18-inch alloy wheels

Steel temporary spare wheel

Auto LED headlights

Auto high-beam

Halogen daytime running lights

LED tail lights

Rain-sensing window wipers

Heated and power-folding side mirrors

7.0-inch touchscreen infotainment system

Wired Apple CarPlay, Android Auto

DAB+ digital radio

Satellite navigation

6-speaker sound system

Head-up display

Tri-zone climate control

Auto-dimming rear-view mirror

Leather-wrapped steering wheel

Leather-wrapped gear shift knob

Cloth upholstery

Electric parking brake

Push-button start

Off-road traction assist (AWD only)

Is the Mazda CX-9 Sport FWD safe?

The CX-9 wears a five-star ANCAP safety rating based in 2016 tests against older criteria.

It received an overall score of 35.87 out of 37, plus Good ratings for whiplash and pedestrian protection.

Standard safety equipment includes:

6 airbags

Autonomous emergency braking (AEB) Pedestrian detection (day, night) Forward, Reverse

Adaptive cruise control incl. stop/go

Blind-spot monitoring

Driver attention monitoring

Traffic sign recognition

Lane departure warning

Lane keep assist

Rear cross-traffic alert

Rear parking sensors

Reversing camera

Tyre pressure monitoring

How much does the Mazda CX-9 Sport FWD cost to run?

The CX-9 is covered by a five-year, unlimited-kilometre warranty, with servicing required every 12 months or 10,000 kilometres – whichever comes first.

Mazda CX-9 service pricing:

12 months or 10,000km: $378

24 months or 20,000km: $424

36 months or 30,000km: $378

48 months or 40,000km: $424

60 months or 50,000km: $378

Scheduled maintenance is required every 12 months or 10,000km – whichever comes first. The mileage intervals are shorter than the 15,000km gaps becoming increasingly common, something to consider if you do a lot of driving.

Fuel consumption for the 2.5-litre turbo has never really been a strong point, but it’s still on par if not a little better than naturally-aspirated V6 alternatives on the market.

We saw 8-9L/100km with a skew to highway and freeway stints, climbing to around 11L/100km with more high-traffic urban commuting thrown in.

CarExpert’s Take on the Mazda CX-9 Sport FWD

There’s still life in the old girl.

There’s an all-new replacement on the way, but even several years on from its initial release the big Mazda is still one of the best family SUVs out there.

The solid foundations of this entry-level Sport show the core ingredients that make higher grades so good, and even this base specification has a lot to offer for not a lot of money relative to the segment.

While the Touring and GT are arguably the sweet spots of the range thanks to their desirable equipment additions – larger screens, front parking sensors and powered front seats – they both require significant investment over this base Sport ($7800 and $17,100 respectively, ouch).

All told, there’s no shame in getting one of the last CX-9s if you can’t wait for the CX-90, or aren’t prepared to spend a hefty premium on the new model – the entry point will be $75,000 before on-road costs, which is about the same as a top-spec CX-9.

I’d also urge you to look at the slightly smaller and recently refreshed CX-8, which can be had with a more efficient and torquier twin-turbo diesel and features the larger 10.25-inch infotainment display and wireless smartphone mirroring as standard.

The CX-8’s flagship status in Japan also means it has some nicer cabin trims than the US-leaning CX-9 which isn’t sold in Mazda’s home region.

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MORE: Everything Mazda CX-9

Quickly see how this car stacks up against its competition. Select any benchmark to see more details.

Take advantage of Australia’s BIGGEST new car website to find a great deal on a Mazda CX-5.

Where once upon a time keeping up with the Joneses was all about the Holden or Ford sedan in your driveway, the suburbs are bursting with Japanese, Korean, and Chinese-made family crossovers in 2022.

Mazda’s weapon in the fight for family dollars is the CX-5. It’s consistently the brand’s best-selling car in Australia, and is nipping at the heels of the Toyota RAV4 on the hotly-contested mid-sized SUV sales charts.

The more expensive CX-5 Akera and its turbocharged engines tend to hog the headlines, but they aren’t necessarily the best models to test if you want to know whether a mid-sized SUV is built on strong foundations.

Our 2023 Mazda CX-5 Maxx Sport tester, with its more basic interior and engine, doesn’t have as many bells and whistles to hide behind. This is the CX-5 in close to its purest form.

Even without bells and whistles to hide behind, it’s a good thing.

How much does the Mazda CX-5 cost?

The Mazda CX-5 Maxx Sport 2.5 FWD on test here is priced from $38,190 before on-road costs, $3800 more than the entry-level CX-5 Maxx automatic with its smaller 2.0-litre petrol engine.

It’s the most expensive front-wheel drive CX-5 you can buy; the Touring and above are all-wheel drive only.

The car on test aligns with the Toyota RAV4 GXL 2WD ($37,950), Hyundai Tucson Elite 2.0 FWD ($39,400), and Kia Sportage SX+ 2.0 FWD ($41,500).

All are similarly-specced versions of their respective model ranges, and all are in the same ballpark on price.

2022 Mazda CX-5 pricing:

Mazda CX-5 Maxx 2.0 FWD manual: $32,390

Mazda CX-5 Maxx 2.0 FWD: $34,390

Mazda CX-5 Maxx Sport 2.5 FWD: $38,190

Mazda CX-5 Maxx Sport 2.5 AWD: $40,690

Mazda CX-5 Touring 2.5 AWD: $42,580

Mazda CX-5 Touring Active 2.5 AWD: $42,880

Mazda CX-5 Touring Active 2.2D AWD: $45,880

Mazda CX-5 GT SP 2.5 AWD: $48,990

Mazda CX-5 GT SP 2.5T AWD: $51,490

Mazda CX-5 Akera 2.5 AWD: $50,880

Mazda CX-5 Akera 2.5T AWD: $53,480

Mazda CX-5 Akera 2.2D AWD: $53,880

Prices exclude on-road costs

What is the Mazda CX-5 Maxx Sport FWD like on the inside?

The current Mazda CX-5 has always had an interesting, upmarket feeling interior. Even the Maxx Sport feels high quality, although it’s lacking some of the more expensive materials that feature elsewhere in the range.

The driving position is good, with plenty of adjustment for different-sized bodies, and losing the headroom-sapping sunroof offered elsewhere in the range makes the Maxx Sport feel a bit less claustrophobic behind the wheel than in the Akera if you’re unusually tall, and already close to the roof like me. Mazda says the difference in headroom is 9mm between sunroof and non-sunroof models.

With soft cushions and warm, comfortable cloth trim, the seats are a nice place to spend time. There’s enough manual adjustment for taller driver to get comfortable, and the leather-wrapped steering wheel is a quality item.

The cold, knurled climate controls make a satisfying click when you turn them, and all the buttons are nicely damped.

Mazda’s digital dashboard is basic compared to what’s on offer in Volkswagen products, and doesn’t offer mapping or many options in the way of customisation.

It’s easier to swallow at this price than it is in top-end models, but a more up-to-date digital dashboard would make the CX-5 feel more modern.

Then there’s the infotainment system, which is a real weak spot in every CX-5 below the GT SP.

Where most of the range has moved to a new infotainment system, the older MZD Connect setup featured here is slow to load, features blocky graphics, and isn’t a touchscreen. It feels faster here than in the CX-3 we tested recently with the same system, but it’s still not up to scratch.

At least the inbuilt interface is simple enough to navigate using the rotary controller, so the learning curve is shallow.

It’s disappointing Mazda hasn’t rolled out its newer 10.25-inch Mazda Connect system across the CX-5 range, and instead reserves it for the GT SP and above.

There’s plenty of storage space up front. Along with twin cupholders behind the shifter, there’s a phone-sized space at the base of the dash, bottle holders in the door pockets, a central bin beneath the armrest, and a spacious glovebox.

Rear seat space is acceptable, but it’s not standout. The CX-5 has never been one of the most practical mid-sized SUVs, and this update – given it’s a refresh, not a proper overhaul – does nothing the change that.

That’s not to say it’s terrible. There’s enough leg room, knee room, and headroom for kids and shorter adults back there, and the bench is generously padded if you’re sitting in the either of the outboard positions.

Things aren’t quite as rosy perched atop the harder, slightly raised central seat.

The windows are reasonably tall, so enough light gets back there to keep little kids happy. Air vents and USB ports round out the rear-seat amenities.

There are two ISOFIX and three top-tether points for mounting child seats.

As for the boot? With a claimed 438 litres of space with the 40/20/40 folding rear bench in place, it trails bigger rivals such as the Hyundai Tucson on paper. In practice, it’s a flat and broad space with enough room to comfortably swallow a set of golf clubs or a week’s shopping.

The luggage cover is smartly designed. It doesn’t need to be removed to load the car, instead lifting with the tailgate.

Folding the rear seats frees up 1342L of space. Beneath the floor is a 17-inch spare wheel across the CX-5 range.

What’s under the bonnet?

Power in our Maxx Sport FWD tester comes from a 2.5-litre naturally-aspirated four-cylinder petrol engine making 140kW of power and 252Nm of torque.

It’s sent to the front wheels through a six-speed automatic transmission, although all-wheel drive is available.

Claimed fuel economy is 7.4 litres per 100km on the combined cycle, and the car runs on 91 RON regular unleaded.

Turbo petrol and turbo diesel engines are offered elsewhere in the range, but aren’t available on the one-from-base Maxx Sport.

How does the Mazda CX-5 Maxx Sport FWD drive?

Even without the more powerful turbocharged engine used in more expensive models, the CX-5 is one of the nicest mid-sized SUVs out there to drive.

The steering is light and fluid at low speed, but has just enough weight off-centre to inspire confidence at higher speeds, while the suspension neatly balances ride comfort with body control.

With chubby sidewalls on the base models’s smaller wheels, the car floats over small bumps. It has a lovely, relaxed feeling that you don’t get in more expensive models with bigger wheels, but that also doesn’t mean it’s floaty at higher speeds.

The CX-5 is nicely controlled on the highway, settling over crests quickly. It’s also impressively hushed behind the wheel, meaning this is a base SUV you could happily drive long distances.

Road and wind noise are impressively suppressed, even on some seriously average rural roads. Mazda points to sound deadening as one of the things it’s worked on with this update, and whatever it’s done has worked.

Anyone spending long hours on the highway will appreciate the smoothly-tuned adaptive cruise control and lane-keep assist, which don’t try and wrestle the wheel from your hands as you drift towards the white lines.

It’s not brimming with punch, but the 2.5-litre petrol engine is adequate for the most part. It’s smooth and quiet at low revs, and the six-speed automatic is tuned to shuffle unobtrusively through the lower gears when you aren’t in a hurry.

Put your foot down and it’s happy to chase the redline, backed by a reasonably sporty snarl.

As is the case with the naturally-aspirated engines in most mid-sized SUVs, you need to work the CX-5 hard to get the best out of it. Mazda has put lots of work into making its cars more refined, and it’s mostly paid off.

It’s one of the quieter mid-sizers out there, but you’re always aware when the engine is up near the redline. If you’re constantly carrying lots of people and lots of stuff, the more powerful turbocharged engine is a better bet. If you’re always on the highway, the diesel is worth a look.

For pootling around town though, the naturally-aspirated engine is going to be fine for most people. Traction from the front wheels is decent, but if you bury the accelerator off the line you can get them spinning – especially in the wet.

All-wheel drive isn’t strictly necessary, but it does make the CX-5 feel more sure-footed in the rain. If you’re heading away from paved roads, or want your SUV to feel more capable than the average family hatchback, it’s a box worth ticking.

Where the Maxx Sport excels is in its simplicity. There’s no learning curve here.

Mazda sets its auto start/stop up to active only when the driver presses the brake firmly, which means the car doesn’t cut out unless you want it to, and the transmission will feel natural to drivers hopping out of an older car in a way a dual-clutch might not.

What do you get?

CX-5 Maxx highlights;

17-inch alloy wheels with 225/65 tyres

Automatic LED headlights

Rain-sensing wipers

Power-folding mirrors

Rear seats with reclining function

40/20/40 split-fold backrest

Black cloth seat trim

8.0-inch touchscreen (MZD Connect)

7.0-inch digital instrument display

Apple CarPlay, Android Auto (wired)

AM/FM radio, DAB+

Electric park brake with Auto Hold

Leather-wrapped gearshift, steering wheel

Push-button start

CX-5 Maxx Sport adds:

Dual-zone climate control

Paddle shifters

Rear-view mirror with auto-dimming

Rear centre armrest storage incl. USB charging ports

Satellite navigation

Traffic sign recognition

Is the Mazda CX-5 safe?

All versions of the Mazda CX-5 wear a five-star ANCAP safety rating based on tests carried out in 2017.

The CX-5 scored 95 per cent for adult occupant protection, 80 per cent for child occupant protection, 78 per cent for pedestrian protection, and 59 per cent for safety assist.

Standard safety features include:

6 airbags

Autonomous emergency braking (AEB) Forward, Reverse Pedestrian detection (Forward)

Blind-spot monitoring

Rear cross-traffic alert

Lane departure warning

Lane-keep assist

Driver attention alert

Auto high-beam

Adaptive cruise control (6MT) with stop/go (6AT)

Rear parking sensors

Tyre pressure monitoring

How much does the Mazda CX-5 Maxx Sport FWD cost to run?

Mazda backs its range with a five-year, unlimited-kilometre warranty and five years of roadside assist.

Maintenance is required every 10,000km or 12 months, and the first five services cost a combined $1777 using Mazda’s capped-price service program.

CarExpert’s Take on the Mazda CX-5 Maxx Sport FWD

The Maxx Sport might be a base model (or close to it), but it doesn’t want for much.

It handles with the same polish as more expensive members of the range, and has a comfortable interior that doesn’t feel stripped back or poorly specced thanks to the thoughtful design and quality materials.

It’s missing a few key features, however, in what feels like a bid to push you into the more expensive Touring AWD model; keyless entry should be standard, and it’s time Mazda stopped offering the creaky MZD Connect infotainment system in anything but the most basic CX-3 – it feels so far off the pace it’s not funny.

The Maxx Sport shows the CX-5 is a good thing, even without all the bells and whistles. It’s just a shame Mazda hasn’t made it even more compelling by adding a few choice features.

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MORE: Everything Mazda CX-5