HYUNDAI SANTA FE MAZDA CX-9
TWIN TEST Mazda CX-9 vs Hyunda Santa Fe
Equipment and value
At $51,000, the Elite designation renders this Santa Fe V6 variant the middleground, value-for-money proposition within the range. Still, it’s decked out with kit such as AEB, driver attention warning, blindspot warning, lane-keep assist, rear cross-traffic alert, radar cruise and auto high beam. The Santa Fe V6 is covered by a five-year/unlimited-kilometre warranty (with one-year roadside assist), and you’ll need to get it serviced every 12 months or 15,000km. 21/25 Yes, the GT AWD is a higher spec level than the Santa Fe Elite, hence its price tag sits at $65,720. Still, the GT is well equipped for the coin, and the 2020 update sees the AEB system add night-time pedestrian protection. The CX-9 is also covered by a five-year/unlimited-kilometre warranty with roadside assist, but you could be frequenting your dealer more often, with 12 months/10,000km service intervals. 19/25
Space and comfort
The materials used and build quality are of a high standard, while both SUVs have Apple CarPlay and Android Auto. The Hyundai’s infotainment system is better, though. Handily, there is dedicated air-con for the third row, a 12v power source, plus buttons in the boot to stow the middle row. Cabin space is generous, with the third row just for kids, like the CX-9. Cargo capacity is 130 litres with all seats in place and 547 litres in five-seat mode. 20/25 Interior quality is top-notch, but the MZD Connect system is old. Neither car is as simple as an MPV for accessing the third row, and once there both have comparable head- and legroom. The same goes for the sliding middle rows. The CX-9 gains USB charging points in all three rows, but lacks dedicated air vents and climate control for the third row. Boot space is 230 litres as a sevenseater and 810 litres (to the roof) with 50/50-split third row stowed. 20/25
Ride and handling
Hyundai hasn’t just bolted a heavier bent-six in the front and left the suspension alone. The springs and dampers have been retuned to suit the new powertrain, meaning the Santa Fe V6 retains a comfortable ride quality and rewarding dynamics (riding on 18-inch alloys). It’s a shame the V6 isn’t offered with all-wheel drive. The cabin is noticeably louder than the Mazda’s, with the Santa Fe recording 63.8dB at 80km/h on the same road. 16/25 Not that you buy a seven-seat SUV for cornering prowess, but if you find yourself on a twisty road, the CX-9 has driver appeal. The 2020 update incorporates G-Vectoring Plus to help stability. The system aims to pull the car into a straight line past an apex – it’s quite noticeable and needs an acclimatisation period. The ride quality is supple, despite 20-inch wheels, while body control is kept nicely in check. It’s quieter too, at 60.9dB. 19/25
Performance and economy
Out goes the lethargic 2.4-litre four, in comes the trusted 3.5-litre atmo V6 with 206kW and 336Nm. That’s a 68kW/95Nm jump. And it’s noticeable behind the wheel, as the front can sometimes struggle with the extra grunt being sent to the front wheels alone. All-wheel drive is saved for the 2.2-litre turbo-diesel four. It sounds great with a bent-six growl entering the cabin. It feels a little punchier than the 2.5-litre CX-9, but it’s also thirstier, at 10.6L/100km. 16/25 Despite being down two cylinders on the Santa Fe, the turbo 2.5-litre four in the CX-9 delves into its 420Nm of torque from as low as 2200rpm. Its meaty mid-range response is easy to access and perfect for city driving. In the GT model tested, power is sent to all four wheels via a six-speed automatic, which can’t quite match the slick eight-speeder in the Hyundai – although the CX-9 wins the economy race with a figure of 9.0L/100km. 18/25