Mazda CX-9 VS GWM Tank 300
Mazda CX-9
Likes
- New 10.25-inch display
- Seven-seater's versatility
- Comfortable ride
Dislikes
- Expensive AWD option
- Six-seater's compromises
- Older ANCAP safety rating
GWM Tank 300
Likes
- Diesel engine is the pick of the engines
- Excellent value for money
- Genuine off-road ability
Dislikes
- ADAS needs more calibration
- Some cabin noise
- Jittery ride on some road surfaces
Summary
Mazda CX-9
The second-generation Mazda CX-9 may have been on sale in Australia for nearly five years now, but it remains the second best-selling large SUV using unibody construction (as opposed to old-school, off-road-focused body-on-frame).
That said, it is getting on a bit, so Mazda’s given it an update with a twist for 2021, hoping to inject a little bit more life into its flagship model.
And when we say twist, we mean it. After all, who would’ve thought there’d ever be a six-seat CX-9? Well, we’ve checked it out to see if it’s the version we needed all along. Read on.
| Safety rating | |
|---|---|
| Engine Type | 2.5L turbo |
| Fuel Type | Regular Unleaded Petrol |
| Fuel Efficiency | 8.4L/100km |
| Seating | 7 seats |
GWM Tank 300
GWM’s Tank 300 struck a chord with Australian buyers when it launched in 2023. The rugged, boxy design, serious off-roading ability and unbeatable value for money - especially compared with similar models like the Jeep Wrangler - won it a number of new fans.
But something was missing. With an uninspiring petrol engine and a patchy hybrid powertrain the only options, the Tank 300 was sorely missing a diesel.
GWM itself says about 75 per cent of models in the off-road-focused large and upper-large SUV segments are made up of diesel-powered SUVs, so it was missing out on a chunk of sales.
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Thanks to some serious nudging from GWM Australia and New Zealand, the Chinese parent company saw the potential and have added a diesel engine to the mix. This is the same diesel unit found in the GWM Cannon and Cannon Alpha utes.
Is the diesel now the pick of the Tank 300 range? Or should you look at another oil-burning 4x4?
| Safety rating | |
|---|---|
| Engine Type | — |
| Fuel Type | Diesel |
| Fuel Efficiency | —L/100km |
| Seating | 5 seats |
Verdict
Mazda CX-98/10
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.
GWM Tank 3007.6/10
The diesel is now the pick of the Tank 300 range. It’s the best fit for this vehicle and offers greater driver engagement than the petrol or hybrid.
It also has genuine off-road chops while still managing to suit family life.
While it could benefit from further refinements to on-road behaviour, cabin noise and the ADAS systems, none of these are deal breakers.Â
The fact that it is priced so keenly against some excellent competitors and is stacked with standard gear adds to the Tank 300’s appeal.
Note: CarsGuide attended this event as a guest of the manufacturer, with meals provided.
Design
Mazda CX-99/10
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.Â
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.
GWM Tank 300
The only visible difference between the diesel and the petrol or hybrid 300s is a 2.4T badge. So you get the same boxy exterior as before.
It’s somewhat derivative and gives more than a nod to Jeep, but the design has intent - it looks capable off-road and for most people that’s enough. Luckily it is capable off-road. More on that later.
Inside the upright, shelf-like dash is appealing. I like that everything is nicely integrated, like the dual 12.3-inch screens which flow nicely into one another.Â
The big T-shaped three-spoke steering wheel looks cool and the aeronautical air vents are clearly inspired by Mercedes-Benz.Â
The chunky metal-look plastic glove box cover adds extra visual flair and the stitching throughout elevates the cabin further.
However, the futuristic looking gear shifter is chunky, takes up too much space and is unnecessary.
Practicality
Mazda CX-99/10
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.
GWM Tank 300
Up front the Tank 300 offers a commanding view of the road and it’s easy to find your perfect driving position thanks to the power-adjustable seats.
Those seats have good side bolstering but could do with a little extra cushioning for the thighs. The Nappa leather-appointed seats in the Ultra look and feel lovely.Â
Storage is average for the segment with room for larger bottles and additional flat items in the door pockets, and a well-sized central bin that also houses two cupholders, although they sit low in the cavity and two coffees sit awkwardly together.
The Tank has one USB-C port for charging only but another USB-A port up front for connectivity. You shouldn’t need that given Apple CarPlay and Android Auto is wireless.
Keen off-roaders will have fun with the extensive Tank Expert Mode in the multimedia screen, which allows you to individualise your 4WD experience.Â
Beyond that the screen is neatly laid out, responsive and easy to use. GWM has come a long way when it comes to in-car tech. The icons on the digital instrument cluster, however, are still too small.
There’s ample leg room in the rear, with space between my knees (I am 184cm tall) and the rear of the front seat, and enough toe room. It doesn’t feel enormously spacious across the rear row but three kids should be comfy. Headroom is enhanced by a scalloped section of the roof specifically for rear-seat passengers, but it doesn’t leave a huge amount of space for taller people.
The rear seat bench is flat but the backrests have some support and overall the seats back there are comfortable.
You’ll find lower rear-seat air vents, map pockets, a fold-down central arm rest with two cupholders, room for small bottles in the doors and two USB-A ports.
The boot can take 400 litres with all seats up and 1635L with the rear seats folded. That figure is measured from the floor to the top of the rear seats.Â
Jeep says the Wrangler has 898L capacity with all seats in place but that is measured from the floor to the roofline.
There is no under-floor storage in the 300’s boot and the full-size spare wheel is housed in traditional 4x4 fashion on the tailgate.
Price and features
Mazda CX-98/10
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).
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2021 Mazda CX-9 pricing before on-road costs
| Sport FWD | automatic | Â $45,990 (+$70) |
| Sport AWD | automatic | $49,990 (+$70) |
| Touring FWD | automatic | $53,490 (+$180) |
| Touring AWD | automatic | $57,490 (+$180) |
| GT FWD | automatic | $62,990 (+$1270) |
| GT AWD | automatic | $66,990 (+$1270) |
| GT SP FWD | automatic | $63,490 (NEW) |
| GT SP AWD | automatic | $67,490 (NEW) |
| Azami FWD | automatic | $66,190 (+$1297) |
| Azami AWD | automatic | $70,625 (+$1686) |
| Azami LE | automatic | $73,875 (NEW) |
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GWM Tank 300
One of the key selling points across GWM’s entire range is value for money, and the Tank 300 has always had that in spades.Â
As with the petrol and hybrid 300, the diesel is offered in two well-specified model grades - Lux and Ultra.
At $47,990 drive-away, the Lux diesel is $2000 more than the Lux petrol, but $3000 cheaper than the Lux hybrid.Â
The Ultra diesel, at $51,990, is $1000 pricier than the petrol equivalent and $5000 more affordable than the hybrid Ultra.
The GWM Tank 300 diesel Lux is also more affordable than equivalent grades of a number of ladder-frame 4x4 SUV rivals like the Isuzu MU-X, Toyota Fortuner, SsangYong Rexton and the Ford Everest.
It’s also significantly more affordable than the Jeep Wrangler, with the Tank 300 Lux costing about $30,000 less than a Wrangler Unlimited Sport S.
Note however that many of those models - except the Wrangler - have the option of seven seats, whereas the Tank is strictly a five-seat proposition. If you want a third row, check out GWM’s Tank 500.
There are cheaper off-road large SUVs out there – the LDV D90 and Mahindra Scorpio. But the Tank 300 is a more refined and higher-quality offering than those models.
Standard gear in the Lux includes 17-inch alloy wheels, synthetic leather seats and steering wheel, power-adjustable front seats, dual-zone climate control, seven-colour ambient lighting, keyless entry and start, a sunroof, power-folding mirrors, paddle-shifters, a nine-speaker audio system with digital radio, built-in sat-nav, and a pair of 12.3 inch digital displays with wireless Apple CarPlay and Android Auto.
It also gets roof rails, side steps, privacy glass, all-terrain mode selection and a rear diff lock.
The Ultra upgrades to 18-inch wheels, Nappa leather-accented seats, heated and ventilated front seats, a heated steering wheel, more adjustment for the front seats and a memory setting, a massage function for the driver’s seat, a wireless phone charger, 64 colours in the ambient lighting suite, and a nine-speaker premium audio system.
There is nothing obvious missing from the standard features list, but I don’t know why a wireless device charger is limited to the top grade.
Under the bonnet
Mazda CX-97/10
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.
GWM Tank 300
The big news with the Tank 300 is, of course, the new engine.
It is a 2.4-litre four-cylinder turbocharged diesel engine borrowed from the GWM Cannon and Cannon Alpha utes.
It pumps out 135kW of power and 480Nm of torque. That’s more torque than an MU-X but not as much as an Everest.
It is paired with a nine-speed automatic transmission and has part-time four-wheel drive.Â
If you need to tow, the diesel has a 3000kg towing capacity, which is 500kg more than the hybrid and petrol. It can’t beat the 3.5-tonne towing capacity of the MU-X and the Everest.
Payload has also increased compared with the petrol and hybrid, up from 400kg to 600kg.
GWM says it conducted extensive testing internationally but also in Australia to improve towing performance. There are approximately 20 different parts compared with the other powertrain variants to get the best out of towing in the diesel.
A rear diff lock is standard on both grades while the Ultra gains a front diff lock.
Efficiency
Mazda CX-97/10
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.
GWM Tank 300
The diesel Tank 300 consumes 7.8 litres of fuel per 100 kilometres on the official combined cycle, which is better than the 9.5L figure for the petrol and the 8.4L quoted for the hybrid.
That figure also sits somewhere between a 2.0-litre bi-turbo Everest (7.1L/100km) and a 3.0L MU-X (8.3L/100km).
It has a 75-litre fuel tank and GWM claims an NEDC range of about 950 kilometres. GWM says the Euro 5 engine does not require Adblue.
Given the restrictions of a media launch, we did not obtain real-world fuel use figures.
Driving
Mazda CX-98/10
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.
GWM Tank 300
I last drove a Tank 300 in late 2023 and it was the hybrid variant. While the hybrid has some positives, its driving characteristics were not high on that list.
It had an erratic throttle response, hesitation on take-off and it felt underdone.
In contrast, this new diesel variant just feels like the right fit for this SUV.Â
There is slight lag accelerating from a standing start, but the powertrain is torquey and there’s plenty on tap when overtaking or just increasing speed when already on the go. GWM has not provided a 0-100km/h time.
It is clear you’re in a diesel as soon as you turn on the ignition - it has that typical diesel rattle, but it is not as unsophisticated as some oil-burners I have driven.
The cabin could do with some extra insulation with wind and tyre noise detected, but it’s hardly a deal breaker.
Given the vehicle’s size, heft (nearly 2.3-tonne kerb weight) and the fact it’s shaped like a brick, the 300 holds its nerve on winding stretches of road with only a little body roll. In saying that, best not to treat it like a Mini Cooper on your favourite twisty road.Â
Ride quality is a bit mixed. We only drove the Ultra on 18-inch wheels and while it manages to soak up bumps, the ride is jittery, and that’s even more evident on uneven road surfaces.
Steering is heavily weighted and a little vague, but fine for a big off-roader, and the brakes need to be pushed hard.
One quirk is the indicator - it appears to be a one-touch setup for indicating to change lanes, but then the indicator stays on. I tried several times to test this, even flicking it to the opposite side to turn it off and it was very stubborn.Â
The good news is it appears GWM has toned down the awful indicator sound of its earlier models and is now much more subtle.Â
So on-road the Tank 300 is more than competent, and a much nicer vehicle to drive in an urban setting than a Jeep Wrangler, for example.
We also drove it briefly on an off-road trail, and in low range the Tank 300 proved that it can do what it says on the box.Â
I’m no off-roading expert and there are much more challenging trails out there, but I had confidence that the Tank 300 would not let me down traversing the many chunky rocks, massive holes and fallen tree limbs.
Safety
Mazda CX-98/10
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.
GWM Tank 300
ANCAP awarded the Tank 300 a five-star crash safety rating from testing done in 2022, scoring highly across all four of the major test categories.
GWM says it is waiting to hear from ANCAP but expects the diesel to be covered by the same rating.
As well as seven airbags including a front centre bag, the Tank 300 has a long list of safety gear covering both the Lux and Ultra.Â
There’s a suite of collision mitigation systems that includes auto emergency braking (AEB), lane departure warning, lane-keep assist, emergency lane keep, lane centring, front and rear collision warning, front and rear cross-traffic alert and lane change assist.
It also has driver fatigue monitoring, a rear seat child monitor, door opening warning, adaptive cruise, traffic sign recognition and hill-descent control.
I noted this in my recent GWM Haval H6 GT PHEV review, but GWM has made consistent tweaks to improve its advanced driver-assist systems (ADAS) and as a result they are less intrusive than they were when the Tank 300 launched in 2023.
There is still the occasional tugging of the wheel but it’s much less of a tug-of-war than it once was.
For the first 45 minutes of our test drive there was an annoying beep every 10 seconds that my co-driver and I could not identify. There was no icon on the driver display to indicate that it was a lane departure warning or speed limit alert, but eventually it just stopped. We still have no idea what it was but it was, thankfully, not present in the vehicle we drove in the second half of the launch drive.
Ownership
Mazda CX-98/10
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.
GWM Tank 300
GWM covers the Tank 300 with its seven-year/unlimited-kilometre new-vehicle warranty, which is an impressive offer.
You are covered for seven years of roadside assist and the Tank is offered with a seven-year capped-price servicing program.
GWM is yet to confirm the Tank 300 diesel’s servicing offer (including pricing), but expect a service schedule similar to the Cannon ute with the same powertrain.
That means the first service might be required at 5000km or six months and beyond that it will need a service every 12 months or 10,000km, whichever occurs first.Â