Buying a used Mazda CX-5 KF Series (2017-21)

Mazda’s history as a supplier of roomy and practical family all-wheel drives dates back to the 1990s and its cooperative effort with Ford that brought us the shared-design Ford Escape and Mazda Tribute.

Tribute production ended in 2005 and for several years afterwards, Mazda buyers who needed an all-wheel-drive family wagon had to spend up on a roomy CX-7 or wait for the even bigger CX-9 that came here in 2011.

Size didn’t rock the world of every family SUV buyer but it took time before Mazda was ready to launch its ‘Goldilocks’ model – the CX-5.

The mid-sized Mazda began its local campaign in 2012, with an entry-level 2.0-litre front-wheel drive at less than $28,000 and the ultimate all-wheel-drive turbo-diesel Grand Touring topping $46,000.

By December 2013, after just 12 months in the medium SUV market, the CX-5 led the medium SUV (under $60,000) segment by a comfortable measure.

That market, however, was changing rapidly, and 2016 brought a significantly improved KF version of the CX-5. By the end of that year Mazda was retaining its medium SUV segment lead with annual sales of 24,564 units, in a swelling segment that by then accounted for over 140,000 units.

During 2021 Mazda would again improve the CX-5 without making any major changes to the shape or dynamics of a successful package. Leadership in its category had by then been relinquished to Toyota’s RAV4, but that didn’t stop the CX-5 hanging onto top spot when carsales handed out its 2024 award for Best Used Medium SUV.

• Low oil levels due to high consumption and owner failure to regularly check levels
• Underbody damage due to inappropriate off-road use

If pinpointing the CX-5 that best met your needs wasn’t tough enough, tracking down an example of that actual car within Mazda’s national network could be a nightmare.

By mid-2017 Mazda was offering the CX-5 in five trim levels and with around a dozen variations. Possible options were FWD or AWD, 2.0- or 2.5-litre non-turbo petrol, and 2.2-litre turbo-diesel. One could even be specified with a manual transmission.

Two years later a 170kW turbo-petrol engine extended the range of possibilities even further, although it was available in just two of the KF Series variants.

Cheapest at $28,690 was the six-speed manual Maxx with a 115kW, petrol-fed 2.0-litre. This engine was restricted to FWD versions only, with the heavier AWD requiring a 2.5-litre petrol or the 2.2-litre turbo-diesel.

Next in line for CX-5 buyers was the Maxx Sport, available as a 2.0-litre FWD for $33,990 but more commonly found as a 2.5-litre AWD for $36,990. Adding the turbo-diesel engine cost $3000 more.

A six-speed auto transmission was mandatory on all CX-5 diesels, even though Toyota had a RAV4 turbo-diesel that competed directly with the Maxx Sport and was available as a manual.

Using Mazda’s SKYACTIV integrated engineering, the 2.5 delivered 140kW and 20 per cent more torque than the 2.0-litre petrol engine. Diesels produced the same 140kW as petrol versions but with a prodigious 450Nm of torque, which did their best work when towing at up to the model’s maximum braked towing limit of 2000kg.

Next in the range and seemingly less popular when new than other versions was the CX-5 Touring. Listed in 2018 at an entry price of $38,990, it was available only with AWD and came with 17-inch alloy wheels.

Seats came in an attractive combination of Alcantara (pseudo suede) and faux leather (vinyl) with height adjustment for front occupants, a reclining backrest in the rear and dual-zone air-conditioning.

Trimming your CX-5 with genuine leather and adding powered seat adjustment meant taking the jump to a GT, which when new cost $43,590 (or $46,590 for the diesel). Included in the GT package were seat heaters and power adjustment plus a power sunroof and 19-inch alloy wheels.

Topping the CX-5 range was the Akera, which added an extensive array of driver assistance systems including front and rear collision mitigation, pedestrian detection, lane keeping and blind spot warnings, park assist, and 360-degree camera coverage. Like the GT, Akera versions included 19-inch alloy wheels but in diesel form cost almost $50,000 when new.

From 2019, Mazda made turbocharged versions of the 2.5-litre engine available to GT and Akera buyers, with GT versions priced at $46,970.

KF Series styling updates included a reshaped grille and sinister looking headlights, yet beneath its mildly revised skin the new CX-5 saw some significant engineering changes.

As owners updating from previous versions would have noticed, the front pillars had been reshaped and repositioned to better mitigate blind spots and road noise was curtailed by heavier gauge steel in the structure and extensive sound deadening. The KF revamp also saw additional glass adopted through the lowering of the vehicle’s ‘belt line’.

Seats in the KF were reshaped and repositioned either side of a console that sat 40mm higher than in previous versions.

Occupant safety had been a focus of CX-5 design from the outset and this retained its importance when Mazda was developing third-generation models. Tested locally for ANCAP accreditation, the KF scored 36 from a possible 38 points for adult occupant protection. Also tested was the forward collision warning system, which scored 17 out of 18 points, while autonomous braking returned a score of 11 out of 11.

Other features included the high-tensile steel used to form the passenger cell, front and side airbags, and stability and switchable traction control, all of which contributed to a full five-star ANCAP safety rating.

Mazda’s marketing gurus coined the slogan ‘Zoom, Zoom’ to describe the way its cars felt when let off their leashes, and the CX-5 was no exception.

With 140kW of non-turbo power underfoot or the even more potent 170kW turbo-petrol, 2.5-litre CX-5s get away quickly from rest and maintain momentum through the gears.

Higher-spec versions have paddle shifters that let drivers pit their instincts against the transmission’s inbuilt versatility. Flipping up and down the ‘box becomes fun, even if you do sometimes need to go chasing the paddles, which move with the wheel when turned.

Visibility from the driver’s seat is impressive and supplemented when parking by various cameras and sensors. Very tall drivers might complain about headroom, especially in cars with a sunroof, but the vast majority will be fine.

The steering wheel is also a perfect size and even though the maze of buttons might take a while to learn, the pop-up display is very easy to read and operate. Steering is electrically assisted and a little wooden at first taste but improves with familiarity.

Diesels weigh almost 1700kg and aren’t rockets from a standing start but once on the move they respond well. Tests of new versions found 80 to 120km/h acceleration would take less than six seconds.

Fuel consumption is the primary reason for choosing a diesel and the CX-5 doesn’t disappoint here with an official average of 5.7L/100km. The aspirated 2.5 returns an average of 7.5L/100km with the 2.5 turbo at 8.3L/100km on premium 95 RON fuel.

Media assessments when new didn’t take the CX-5 on any serious off-road driving adventures and that’s just as well. Mazda’s i-Activ system is designed to drive via the front wheels until an array of sensors detect reduced traction and divert some of the torque rearward. So sensitive is the system it will detect very minor changes in the road surface and even variations in air temperature.

On unsealed roads where more than one wheel can lose traction simultaneously, traction control kicks in to minimise wasteful wheelspin. However, the CX-5s viability as an off-roader suffers due to limited clearance and a lack of a diff lock, so taking it places you might go with a Subaru Forester or Toyota RAV4 is unwise.

The other reason for not venturing very far off sealed roads is Mazda’s decision eliminate the full-sized spare wheel and replace it with an 80km/h-rated temporary wheel.

Absolutely – until those occupying the rear seat start demanding prodigious amounts of legroom or refuse to sit for long periods in the centre of the back seat.

Head and legroom up front are excellent but the rear seat can be cramped and smaller fry might complain about limited vision. KF versions have vents for rear seat passengers.

Boot space with all seats occupied is 442 litres, so a decent-sized baby pusher will fit in there behind the schoolbags and weekly shop. The split rear seats then fold very easily into a platform that will accommodate an extra 900L of cargo.

• Inspect for underbody damage due to AWD versions being taken into genuine 4x4 terrain
• A recall issued in 2021 affecting 2017-19 versions of the CX-5 highlighted the need to replace a fuel pump that could fail and bring the car to a stop. Check with Mazda Australia or a dealer to ensure this repair has been carried out

Rebook Inspect mobile inspectors can take the guesswork out of buying a car with a comprehensive vehicle inspection.

Used vehicle grading for Mazda CX-5 (2017-21)
Design & Function: 15/20
Safety: 16/20
Practicality: 16/20
Value for Money: 14/20
Wow Factor: 12/20
Score: 73/100

Also consider:
Subaru Forester
Toyota RAV4
Volkswagen Tiguan

Join the conversation at our Facebook page
Or email us at editor@carsales.com.au