Mazda CX-5 2018 Range Review
We pass the new CX-5 around the road test department to see what the team thinks of Mazda’s updated family-sized SUVDiversity is one of the great strengths of the motoring.com.au team. It brings balance to our reviews, and allows the varying expectations we collectively share on a car to be thoroughly explored before putting pen to paper (or words on a screen, as it were). This got us to thinking… What if we all drove a different variant of a car for a week and expanded those thoughts on to the page? In short, a review where you get to know us, our habits, how we use the car, and how that usage relates to your own. In our view there was no better vehicle to begin this experiment than the mid-size family SUV. It’s the sort of vehicle that means different things to a wide variety of buyer types – just like those of our team.
Mazda CX-5 Maxx SKYACTIV-G
Tester: Ken Gratton – Technical Editor
Status: Married, two high school-aged kids
Location: Suburban
Three base-model SUVs with manual transmission over the past 12 months – two even rode on steel wheels! I suspect I’m being punished by the Road Test Editor (in my best Colonel Klink voice: Brogannnn!)
But the latest vehicle of this kind – the Mazda CX-5 Maxx – really impressed. It lacks for little other than dressy alloys, auto headlights and an automatic transmission. It offers lightly weighted steering, precise gear shift, comfortable seats, sensible ergonomics and decent field of vision.
Those virtues, plus the native torque from the 2.0-litre engine, smooth power delivery and a relatively low ratio for first gear all combined to get me thinking: This could be a very good car for teaching someone inexperienced to drive a manual vehicle. There's even an auto-hold facility to take all the pain out of launching the car on a slope.
So I cleared the idea with Mazda, and then cleared it with Stephanie, my teenage daughter. Mazda was fine, Steph not so much. Her last attempt at driving a manual car didn't end all that happily, and she has driven a car with a CVT during the two years since. So this would be a test not only of the car, but also the patience of father and daughter.
Steph’s mum, after driving the CX-5 for herself, described the manual gear shift as “forgiving”. Her gear changes were noticeably smoother than in the family car after just brief acclimatisation.
On a semi-public track around local market gardens in the Melbourne suburb of Doncaster – where Steph could re-learn the basics of clutch, throttle and gear shift without getting in the way of other road users – the CX-5 was subjected to its toughest test to date... and from potentially its harshest critic.
Steph was on a steep learning curve. She's a patient person, but doesn't suffer manuals gladly, so I estimated she had maybe half an hour to feel at home with the CX-5 before she threw in the towel. We therefore tackled things a bit faster than I would normally recommend: Hill starts on a low-friction track, for instance.
There was some over-revving, a couple of stalls, and a fair amount of rolling backwards – even with the CX-5 holding the brakes locked on for a couple of seconds. I felt she would become accustomed to balancing clutch and throttle without resorting to the auto-hold facility.
Eventually she began to feel more at home behind the wheel… and even enjoy driving the Mazda to an extent.
“The steering is really light and easy,” Steph reported. She was clearly at ease with the CX-5 threading its way along the narrower sections of the track, and she also liked the brake pedal feel and could bring the CX-5 to a halt without any sudden lurching.
After half an hour Steph was “definitely” getting the hang of driving the manual Mazda. She changed into second a few times and third on one occasion. She even reversed the Mazda a couple of times (and intuitively used the reversing camera display to watch where she was going).
Initially reluctant to take part in this exercise, she finished the session a much happier little learner driver.
2018 Mazda CX-5 Maxx SKYACTIV-G pricing and specifications:
Price: $28,690 (plus on-road costs)
Engine: 2.0-litre four-cylinder petrol
Output: 115kW/200Nm
Transmission: Six-speed manual
Fuel: 6.9L/100km (ADR Combined), 10.1L/100km (as tested)
CO2: 161g/km (ADR Combined)
Safety Rating: Five-star ANCAP (2017)
Mazda CX-5 Maxx Sport SKYACTIV-G AWD
Tester: Nadine Armstrong – Consumer Editor
Status: Married, two primary school-aged kids
Location: Inner City
A small sedan driver by choice, it’s always a surprise just how quickly I fill a medium-size SUV given half the chance. Behind the wheel of Mazda’s mid-spec CX-5 Maxx Sport, it’s a familiar story. The car masquerades as the extra storage cupboard I wish I had – think basketballs (we have five), soccer bags and balls.
This medium-size platform feels like the default size SUV for a family of up to four with predominantly inner-city habits – it’s spacious, practical and flexible, and never overwhelming or unwieldy.
Our test vehicle is the all-wheel-drive variant and can tow up to 1800kg (braked), but that’s never happening in my family.
I find driving the CX-5 (and CX-9 for that matter) one of the most car-like experiences of any SUV. Its ride and handling feels familiar and easy, coupled with good levels of cabin refinement. At this size, it’s also free of the manoeuvrability implications that some larger SUVs bring such as poor visibility and big turning circles.
On the go this ease of drive continues with a 2.5-litre petrol engine matched to a smooth six-speed automatic. It’s no powerhouse, but feels perfectly fit for purpose.
While the CX-5 feels so close to the perfect recipe, it has its detractors.
It feels like an utterly first-world problem, but the lack of remote keyless entry is a complete downer. I usually grab the key, throw it in my handbag and that’s it (like many things). Having to ferret through the depths of my bag to find a key – particularly with kids and a load of shopping in the mix – is inconvenient.
Conversely, there’s a push-button ignition. I figure if I need the key in hand to enter the car, I may as well be sticking it in the ignition – at least then I know where it is.
My second (ongoing) gripe with Mazda (in general) is boot amenity. Where load capacity is concerned, the CX-5 has plenty of space (442 litres) for my day-to-day needs, as well as weekends away. The second-row floor space is generous too, so kids overflow goes here.
What it doesn’t have, however, are bag hooks. Shock horror. It feels like such a middle-aged-mum first-world problem to rate bag hooks so highly – but such is life. I like bag hooks and I cannot lie.
For a weekend away, there’s plenty of room (1342 litres with the second-row folded flat). I could fit bags, kids bikes and more. Add 40:20:20 split fold function for the ultimate in cargo flexibility.
Second-row seating offers the kids (and adults) good space and amenity. You’ll find back of seat pockets (which we rarely use) and small in door storage – for drink bottles, mostly. The centre arm rest conveniently features two cup holders and two USB charge outlets – both of which we often use.
Dedicated air vents mean kids can regulate their own airflow, affording them an inflated sense of control that I’m happy to concede in this instance. The three seating positions can recline independently, too.
Two ISOFIX positions and three child seat tether points are standard. The joy I feel now that I’m no longer using these things is unprecedented.
The Maxx Sport features good driver assist technology such as blind-spot monitors, parking sensors (rear only), rear cross-traffic alert and Mazda’s Smart City Brake Support for both forward motion and reversing. The reversing camera is of a good resolution and the 7.0-inch touch screen is perfect for the job at hand.
Mazda’s MZD Connect infotainment interface remains one of the more intuitive on the market, I believe. I do however think the common arrangement of the tablet style screen protruding from the dash is a look that’s fast dating.
The CX-5 is a great example of many small things done very well. It’s not perfect, but show me a medium-sized SUV that is? The value-equation is strong with this one. I’d happily own a CX-5, but I’d want the extra bells and whistles offered in the Touring or GT variants.
2018 Mazda CX-5 Maxx Sport SKYACTIV-G AWD pricing and specifications:
Price: $37,390 (plus on-road costs)
Engine: 2.5-litre four-cylinder petrol
Output: 140kW/252Nm
Transmission: Six-speed automatic
Fuel: 7.5L/100km (ADR Combined), 12.8L/100km (as tested)
CO2: 175g/km (ADR Combined)
Safety Rating: Five-star ANCAP (2017)
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Mazda CX-5 Touring
Tester: Feann Torr – Staff Journalist
Status: Partnered, no kids at home
Location: Suburban… usually
The mid-spec Mazda CX-5 Touring eased into the weekly routine like a well-oiled machine. Intuitive to operate, with keyless entry and engine start, nice to look at with clean lines and feels good to sit in and drive.
My favourite feature on the mind-numbing commute is the updated high resolution head-up display, which has a couple of new tricks. An integrated blind spot warning system is the highlight, and one of the best systems I've tested. Having those 'alerts' displayed directly in front adds greatly to your spatial awareness.
Indeed, the mid-spec Mazda CX-5 Touring proved a capable weekday steed for the daily commute… but this particular round-house story doesn't truly begin until the weekend.
On a frigid Saturday morning, so early it feels as though the world hasn't arisen from its slumber, I walk towards the CX-5 with my gut-sliding gear – that's a boogie board to those outside the clique. Yep, winter waves beckon.
There's a consistent and sizable swell about to hit the Mornington Peninsula that, like clockwork, always makes me excited about winter.
It's an icy four degrees centigrade outside – about the same temperature as the D'Affinois in the fridge – and the car's windows are completely fogged. A quick blast from the air-con and I'm on my way.
Punching the demister button clears the rear window quickly, and like finding a $20 note in a jacket pocket, I'm delighted to see heated side mirrors clearing the condensation, a godsend on the dark, misty morn. The icing on the cake? LED headlights provide an awesome spread of light on the dark, deserted roads.
No heated seats on this model though. Natch.
As I blast onto the freeway (haste is important, as conditions will fade towards lunchtime) and glance at the tree-tops, there's barely a lick of wind about – perfect for glassy ocean conditions – but there's movement of another kind. Cyclists are out in force, their bright LED lights strobing in unison
My thoughts drift: What compels people like us to be up and about in such bleak conditions?
There's not a whole lot of traffic about as the Japanese-made 2.5-litre four-cylinder petrol engine hums away, sitting on 100km/h via the easy-to-use cruise control settings on the steering wheel.
The six-speed automatic transmission is almost forgotten until a swift overtake is mandated, the cogs quickly and smoothly swapping to tap into the engine's optimum thrust zone.
The Mazda's 140kW/252Nm of torque on tap provides enough hustle to get the 1641kg hunk of plastic, rubber, metal and glass moving rapidly, even at higher speeds. Perfect to beat the crowds to the best surf.
After just over an hour on the road, I arrive at the end of a dirt track, park the Mazda and sprint through the ti-trees and up over the sand dunes. After the 500m dash, I'm crestfallen. It's too big!
The waves are beautifully straight but they're closing out, making them virtually unrideable.
Somewhat dejected, I climb back into the Mazda and cruise towards home but on whim decide to check one more spot I used to surf as a teenager, in a slight hope the bluff will block some of the huge swell.
Well, local knowledge prevails and I join three other surfers as we attempt to tame some of the biggest waves I've ever surfed. Long story short, I catch four life-changing waves, get rag-dolled towards the end of the session by a massive set and wind up getting smashed on the reef.
But as I coax the Mazda CX-5 smoothly back onto the road, the salt water dripping out of my sinus onto my trackie-dacks, I cannot wipe the smile from my face.
2018 Mazda CX-5 Touring SKYACTIV-G AWD pricing and specifications:
Price: $38,990 (plus on-road costs)
Engine: 2.5-litre four-cylinder petrol
Output: 140kW/252Nm
Transmission: Six-speed automatic
Fuel: 7.5L/100km (ADR Combined)
CO2: 175g/km (ADR Combined)
Safety Rating: Five-star ANCAP (2017)
Mazda CX-5 GT SKYACTIV-D AWD
Tester: Matt Brogan – Road Test Editor
Status: Partnered, no kids
Location: Outer Fringes
Living on the urban fringe I find a diesel-powered SUV a near-ideal fit for my lifestyle. Long weekday commutes (+90km/day) and adventurous weekend road trips make the fuel economy of a diesel vehicle advantageous for someone like me, especially when it’s powering a higher-grade SUV like the Mazda CX-5 GT.
Equipped with Mazda’s on-demand i-ACTIV all-wheel drive system, iACTIVSENSE safety technologies (with slightly over-sensitive blind-spot monitoring) and G-VECTORING Control torque vectoring by brake technology the CX-5 GT is a composed performer on the open road seeming to always have a feeling of security to its hold on the road while remaining involving and, as cliché as it sounds, fun to drive.
A big part of that, for me at least, is the pliability of the CX-5’s torque delivery. The recent upgrades to Mazda’s SH-VPTR 2.2-litre turbo-diesel see a dual-stage variable geometry turbocharger up torque to 450Nm at 2000rpm (from 420Nm) and 140kW at 4500rpm (from 129kW). Hills don’t really seem to exist – at least they don’t with just two of us on board – while overtaking is a non-event.
Of course a nicely-trimmed and quiet cabin is a pretty big plus too. Some of Mazda’s MZD Connect infotainment technology items might be a little behind the times (i.e. there’s no Apple CarPlay or Android Auto connectivity), and I did find the Bluetooth connection ‘dropped out’ a couple of times. But the console-mounted rotary dial is still preferable to a touchscreen in my view, especially as it doesn’t detract from the oddment and cup-holder storage on offer.
In fact, cabin stowage is pretty useful throughout. The door pockets, console bin and glove-box are of a useable size and within easy reach of the driver. I really liked the White Leather upholstery – which contrasted well with the optional Soul Red Crystal metallic paint – comfortable heated seats, diligent dual-zone climate control and decent BOSE audio system, but felt there were some inclusions that show the CX-5’s age when viewed against its rivals [although recently updated the CX-5 is largely unchanged since its 2012 debut].
For starters is the tiny sunroof. Most competitors offer a panoramic glass roof at this price point ($46,590 as tested, plus on-road costs), which I feel would make the CX-5’s rear seat accommodation feel ‘airier’. At 442 litres the cargo area also lags behind the likes of the Honda CR-V (522 litres), Nissan X-TRAIL (565 litres) and Toyota RAV4 (577 litres), the lack of a ‘close and lock’ button on the tailgate another strange omission given the CX-5 GT features keyless entry and push-button ignition.
Importantly, though, the CX-5 is easy to place on the road, and doesn’t feel as bloated as some of its rivals when parking. The reverse camera and acoustic parking sensors aid sizable mirrors in easily manoeuvring into tight spots, the substantial thickness of the A-pillar base the only real obstruction in day-to-day situations.
The dusk-sensing headlights worked a treat with LED headlights casting an acceptable spread of low-beam light on the road ahead. High-beam performance is better, though the fog-lights seem only to make the CX-5 look pretty, the beam not powerful enough to cut under fog at all. We also found the rain-sensing wipers a touch over-sensitive, failing to deactivate completely even when the rain had stopped.
I think the only other sticking point with the CX-5 – especially for a high-kilometre driver like me – is the short warranty and service intervals of the Mazda product. With a three-year / unlimited kilometre warranty, when many rivals offer five or even seven years – and stingy 10,000km service intervals that total $778 in the first 12 months [including first two services and cabin air filter replacement], it’s increasingly obvious that Korean rivals like Hyundai and Kia are really kicking goals.
2018 Mazda CX-5 GT SKYACTIV-D AWD pricing and specifications:
Price: $46,590 (plus on-road costs), $46,890 (as tested, plus ORCs)
Engine: 2.2-litre four-cylinder turbo-diesel
Output: 140kW/450Nm
Transmission: Six-speed automatic
Fuel: 5.7L/100km (ADR Combined), 7.8L/100km (as tested)
CO2: 158g/km (ADR Combined)
Safety Rating: Five-star ANCAP (2017)
Mazda CX-5 Akera
Tester: Andrea Matthews – Contributing Journalist
Status: Married, one high school-aged kid, one university-aged kid
Location: Rural Township
It’s no surprise that the Mazda CX-5 remains a top choice for Australian buyers. It’s an easy car to jump in and drive, offers a commanding driving position, is a good size for driving around town or in the country, and suits family configurations from a single driver through to a full-grown family.
Sitting at the top of the CX-5 tree, the all-wheel drive Akera is the bells-and-whistles model. It mirrors the GT level of specification to include leather interior with heated front seats, 10-speaker BOSE stereo, powered sunroof and powered tailgate, but is the only model available in the range with advanced driver assistance technologies.
The Mazda CX-5 Akera includes adaptive cruise control with stop-and-go function, lane-departure warning with lane-keep assist, high-speed autonomous emergency braking (up to 160km/h) and a new 360-degree parking camera.
Head-up display is also improved on the previous model, the flip-up plastic reflector has been replaced and information is now beamed straight onto the windscreen. Blind-spot warnings and traffic sign information appears here, delivering effective communication with the driver.
The cruise control performs well, maintaining an accurate speed on freeways. Following distance is not overly conservative and the CX-5’s level of steering input through the lane-keep assist is ideal, offering a gentle encouragement to follow the lines, rather than too much, or not-quite-enough input.
The CX-5’s bolted-on 7.0-inch colour screen is a little small in comparison with the larger integrated screens favoured by manufacturers including Honda, Renault and Volvo, and the continuing use of a MZD Connect rotary dial control, while very effective, may lack the sizzle of touchscreen-based systems offered by the above named competition.
While DAB+ digital radio is available and internet stations are enabled through the Aha Radio app, Apple CarPlay and Android Auto remain noticeable omissions from the Mazda infotainment arsenal although they will at least flow into the range in the near future.
The Mazda CX-5 Akera is well-finished with a polished cabin and interior that is comfortable and a step above much of the competition. There’s plenty of room fore and aft to transport four adult passengers with ease, while the flexibility of the powered tailgate and 40:20:40 split-fold rear seats offering plenty of carrying capacity.
Powertrain-wise the Akera is equipped with either the new 2.5-litre SKYACTIV-G petrol engine with cylinder de-activation or newly revised 2.2-litre turbo-diesel SKYACTIV-D unit.
In this test vehicle, the new 2.5-litre petrol engine delivered surprisingly frugal fuel economy on a 70km run unto the city, achieving fuel usage of just 6.7L/100km against a claimed 7.4 on the ADR Combined cycle. Around town, the naturally-aspirated engine proved less impressive with short journeys seeing usage sitting at around 9.5L/100km. You’ll definitely get the best performance from the new engine on long runs.
There’s little to dislike about the Mazda CX-5 but if I were to pick a couple of negatives, it would be the noise from the engine on start-up and under load and a significant whine from the electric steering motor when manoeuvring at low speed.
That said, the CX-5 is noticeably quieter when cruising, efforts to improve cabin noise have definitely made an impact.
2018 Mazda CX-5 Akera SKYACTIV-G AWD pricing and specifications:
Price: $46,190 (plus on-road costs)
Engine: 2.5-litre four-cylinder petrol
Output: 140kW/252Nm
Transmission: Six-speed automatic
Fuel: 7.5L/100km (ADR Combined)
CO2: 175g/km (ADR Combined)
Safety Rating: Five-star ANCAP (2017)
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