Mazda CX-5 G35 Akera v Mazda CX-60 G40e Evolve 2024 Comparison

The 2024 Mazda CX-5 G35 Akera and 2024 Mazda CX-60 G40e Evolve play in the same medium SUV segment. However, the former resides in the class below $60k while the latter rises above that price threshold.

The range-topping CX-5 Akera asks $55,000 while the entry-level CX-60 Evolve is $60,500 – all listed prices are before on-road costs (ORCs). It’s worth checking Mazda’s website for sharp drive-away deals.

Powertrains in the second generation CX-5 are limited to petrol and turbo-petrol variants tied to front- or all-wheel drive.

The CX-60 is built on the new scalable SUV platform with rear-biased all-wheel drive and the choice of turbo-petrol, turbo-diesel and four-cylinder plug-in hybrid configurations.

At entry level, the CX-5 costs $36,590 for the G20 Maxx, while conversely, the CX-60 tops out at $86,800 for the four-cylinder plug-in hybrid P50e Azami.

Premium metallic paint costs $795 if you option it for the CX-5, but $995 for the CX-60.

When it comes to equipment, the 2024 Mazda CX-5 G35 Akera has all the goodies the importer can throw at the KF Series.

The Polymetal Grey CX-5 tested comes with body-coloured wheel arches, mirror caps and lower cladding as well as 19-inch alloys. Adaptive LED headlights are also a noteworthy inclusion for both aesthetics and safety, while the powered tailgate is handy to have.

Inside you can’t want for much more with luxuriously soft Nappa leather trim and electronically operated front seats (10-way driver, six-way passenger) with memory functions for the driver.

Extra niceties include seat heating and cooling up front, heating for the outboard rear seats, steering-wheel heating, a frameless rear-view mirror, head-up display, sunroof, keyless entry with push-button start, dual-zone climate control and a space-saver spare tyre.

The CX-60, despite being the ‘povo’ variant, is anything but poorly specified. Yes, it misses out on real leather; the eight-way manually adjustable seats are instead cloaked in Black Maztex.

heated seats, steering-wheel heating, seat ventilation and sunroof are all missing from the specification. Yet, you don’t really miss those features. That’s because the base product includes tactile materials, head-up display, dual-zone climate control, and a powered tailgate as well as keyless entry and start.

Outside, the CX-60’s design is rather polarising, but the extended wheelbase (2870mm) and long bonnet create an appealing silhouette, especially from the rear three-quarter. The 18-inch alloys are an attractive design and the bigger Mazda also runs auto-dimming LED headlights as standard.

Unsurprisingly, both the CX-5 and CX-60 are covered by the same five-year/unlimited-kilometre warranty and five years of roadside assistance. Servicing periods are identical at every 12 months or 15,000km.

However, the bigger Mazda is estimated to be $1125 more expensive than the CX-5 across the first seven years of dealership visits, racking up a bill of $4696.

The 2024 Mazda CX-5 G35 Akera no longer carries an ANCAP rating. It was last tested in 2017 and that five-star result elapsed with effect from December 2023.

However, the CX-5 remains full of safety kit including six airbags, two ISOFIX anchor points and three child-seat top tether points in the back.

Being the much fresher offering, the 2024 Mazda CX-60 G40e Evolve packs a full five-star ANCAP safety rating.

The CX-60 G40e Evolve also gains 10 airbags (including the latest centre-front airbag) as well as dual ISOFIX anchor points and three top tether points for the rear seats.

Other features offered in both Mazdas include autonomous emergency braking (AEB) with pedestrian and cyclist detection, adaptive cruise control with stop/go functionality, lane departure warning, lane keeping, blind-spot monitoring, traffic sign recognition, driver attention alert, front and rear parking sensors, and a 360-degree camera.

The 2024 Mazda CX-5 G35 Akera is fitted with the company’s latest 10.25-inch infotainment system and it is mounted high in the dash for clear visibility.

In terms of connectivity the Akera offers wireless Apple CarPlay and Android Auto, DAB+ digital radio, Bluetooth and in-built sat-nav.

There is a wireless charging pad and USB-A/USB-C ports, while the audio can be cranked right up thanks to the great-sounding Bose 10-speaker sound system.

As you’d expect, the 2024 Mazda CX-60 G40e Evolve, being the newer car, also gains the 10.25-inch infotainment screen with wireless Apple CarPlay and Android Auto as well as DAB+ digital radio, Bluetooth and sat-nav. However, the 10.25-inch digital instrument cluster is an optional extra.

The audio quality from the unbranded eight-speaker system isn’t quite as good as the Bose offering, but there’s still a wireless charge pad as well as USB-C connections front and rear.

Annoyingly, a constant Mazda bugbear continues with the CX-60 – a lack of touch-screen functionality. However, it’s only an issue in the base model G40e Evolve as the higher-grade GT and Azami allow for touch inputs both when stationary and on the move.

The CX-5 Akera also accepts touch inputs while mirroring your smartphone, although you will have to delve deep into the settings menu to activate this functionality. That’s not an activity you want to attempt while the car is on the move, and any driver who tries will be drawing the ire of the ergonomics experts at Mazda who prize driver attention.

The multi-function Commander Control wheel for the MZD Connect systems in both SUVs is intuitive to use when navigating the native infotainment system, but the process becomes a nightmare when using Apple CarPlay and Android Auto. Hence, the touch inputs facility in the CX-5 is appreciated.

The Japanese brand has largely eschewed electric vehicles and hybrids until recently, and the 2024 Mazda CX-5 G35 Akera unrelentingly adheres to the old-school past.

For now at least, the popular medium SUV is powered by a punchy 2.5-litre four-cylinder turbo-petrol Skyactiv-G engine with 170kW and 420Nm. A hybrid version is planned for the next generation.

The powerplant drives the front-biased i-ACTIV system via a conventional six-speed torque-converter automatic. While the CX-5 runs on petrol, it behaves much more like a diesel – in a good way. It’s a torquey unit, doing its best work in the lower rev range, which is exactly what you want for city driving.

Once up and running, the engine delivers plenty of punch for single-lane highway overtakes, and manages a 0-100km/h time of 7.7 seconds. The six-speed automatic might be short a few ratios in current times, but it is effective and performs smoothly.

Under the long bonnet of the CX-60 there lies an impressive engine, both in application and existence. The M Hybrid Boost 3.3-litre turbo-petrol inline-six cylinder powertrain is a solo Mazda development and uses 48V mild-hybrid assistance.

Overall figures for the e-Skyactiv unit come to a healthy 209kW and 450Nm, enough to motivate the circa 1900kg medium SUV to reach 100km/h in 6.9 seconds – that’s verging on hot hatch territory. It feels strong on the road, too, with an eagerness to rev matched with significant torque levels for effortless country cruising.

Revisions have been made to the original calibration and software of the eight-speed single-clutch automatic, coinciding with an update to the original suspension tune.

Tweaks to the mapping aimed to improve shift smoothness. For the most part it has worked, with the auto ’box being vastly improved, but it isn’t perfect. Low-speed gear changes and up shifts under heavy load can still generate unpleasant responses at times.

What must be commended here is the fact that despite being a relatively small player on a global scale, Mazda has developed the powertrain and drivetrains in-house at great expense – just like the platform itself.

As previously mentioned, the CX-5 line-up is now petrol-only with the axing of the Skyactiv-X and diesel units. So, the 2024 Mazda CX-5 G35 Akera’s official combined fuel-consumption figure of 8.2L/100km isn’t particularly frugal or competitive for the medium SUV segment.

We came close to matching Mazda’s claim, achieving 8.4/100km across varied conditions. For cheaper fills at the servo, both SUVs can run on 91 RON (the CX-60 also accepts E10) and they drink from a 58-litre tank.

However, the story changes with the 2024 Mazda CX-60 G40e Evolve with its modern, MHEV powertrain offering efficiency benefits, seeing its official combined average reduce to 7.4/100km. Not bad for a 1.9-tonne medium SUV.

While the 3283cc straight six does utilise an e-motor located between the engine and gearbox, the CX-60 can’t run on EV power alone. Instead, electrification is there to assist under light loads. It mainly gleans economy benefits from coasting at speed (essentially shutting off the engine for short bursts).

The system works seamlessly and the only real way you know the engine has shut down is seeing the revs drop to zero.

Despite the clever trickery, we couldn’t match the official figures, returning 8.0L/100km throughout the week of testing. Still, for a petrol-powered SUV verging on two tonnes, this isn’t a bad result.

They say you can’t teach an old dog new tricks, but what if it doesn’t need to learn any? That’s where the venerable 2024 Mazda CX-5 G35 Akera steps in. In fact, compared against its fresher brethren, it fairs very well.

Sporty pretentions certainly aren’t generally part of the medium SUV ethos, but the ‘little’ CX-5 handles with a dash of welcomed verve. It’s keen to turn in, especially with a 2700mm wheelbase that’s 170mm shorter than the CX-60’s measurement. It feels agile thanks to the G-Vectoring Plus all-wheel drive. And despite its taller body the G35 corners in a relatively flat stance.

There’s a firmness to the Akera’s ride quality with its stiffer suspension and 19-inch alloy wheels (running 225/55 Toyo Proxes tyres). However, it’s never uncomfortable and the CX-5 remains liveable within the city limits and on the open road.

Drivers will smile to themselves from behing the wheel of the CX-5 Akera, whether completing the mundane daily drive or opting for the back road home. The steering is well judged, too, and the brake pedal feels positive, despite some initial travel.

In contrast, the CX-60 has endured a rocky start with its suspension tune deemed too harsh for Aussie roads. Mazda swiftly offered a fix by way of softer rear shock absorbers to help rectify the ride-quality issues (that change was also offered free of charge to existing purchases).

Was it successful? Yes and no. The 2024 Mazda CX-60 G40e Evolve runs on the smallest alloy wheels offered on the CX-60 at 18 inches and they’re wrapped in 235/60 Nexen tyres. Those factors are of benefit from the get-go and with the retuned dampers overall comfort has increased tangibly.

Either in the city, on a country road or on a highway, the CX-60 adds some much-needed suppleness to the mix and it takes a really poor surface to unsettle the passengers. However, even with the recalibrated dampers, body control remains an issue. The long-wheelbase Mazda bounces from the rear out of smooth undulations, resulting in unsettling vertical and lateral movements.

Which is a shame, because Mazda usually prides itself on strong dynamics. And there are some good ingredients with the powerful inline-six and rear-biased i-ACTIV all-wheel drive system combining for driving enjoyment on the right road.

The steering is nicely weighted and more tactile than the CX-5’s. Despite its regenerative braking, the CX-60 provides pedal feel that is more immediate and progressive than its smaller sibling’s.

If you’re planning on using your Mazda SUV off-road its worth noting that the CX-5 climbs over obstacles with a ground clearance of 200mm, compared to 176mm for the CX-60. However, the latter has a greater braked towing capacity of 2500kg compared to 2000kg for the CX-5.

If you’re cruising highways most of the time, the CX-60 is the way to go because of its long-distance touring ability. For everything else, the smaller CX-5 will have your bases well and truly covered.

The 2024 Mazda CX-5 G35 Akera has stood the test of time inside. Its origins might date back to 2017, but with its high-quality materials and switchgear, the cabin continues to feel fresh and premium.

Having a smaller footprint might help on-road handling, but it hampers the CX-5’s cabin space. Rear-seat legroom is compromised for taller occupants, despite the generous headroom.

Those back seats fold in a triple-split arrangement, with the middle section offering cup holders, USB-A charge ports and the controls for the heated seats. Rear air vents are also a welcome bonus – a benefit the CX-60 offers, too.

The CX-5’s cargo capacity is decent, but not exceptional in five-seat mode, with 438 litres available. That expands to 1340 litres when the rear seats are stowed.

The 2024 Mazda CX-60 G40e Evolve might run with a base-model designation, but it looks and feels like a product befitting Mazda’s push upmarket. Step up to the GT or Azami and the perceived luxury is elevated once again.

Some undesirable materials are present, however, and the faux woven-effect centre console finish polarises opinion. However, the cabin conveys a progression from the rest of the SUV range. What’s more, both the CX-5 and CX-60 prove refreshingly isolated from unwanted NVH levels, an issue Mazda has grappled with in the past.

Sadly, the CX-60’s shifter is an unsatisfying novelty. It doesn’t revolutionise the game in any way and it is frustrating to use by being slow to engage – you can’t select forward or reverse gear for a few seconds after firing the engine.

In terms of interior space, the bigger CX-60 uses its extra 165mm length and 45mm width (4740mm and 1890mm respectively) to great effect. Rear-seat legroom is ample, so is toe and head room. All occupants can stretch out and the driving position is more ‘car-like’ and not as upright as in the CX-5.

Like the CX-5, the rear seat of the CX-60 folds in three sections to aid practicality and seating options. With the rear seat raised, luggage capacity tops out at 477 litres. Fold the rear seats and the cargo capacity swells to 1726 litres, making it the one to pick if your medium SUV needs to lug more kit.

The 2024 Mazda CX-5 G35 Akera appears to be ageing like a fine wine. In the face of strong opposition, even from within its own family, Mazda’s favourite SUV continues to rake in the sales as the backbone of the Japanese marque’s success Down Under.

The CX-5 Akera is a great handling product; it is practical and has the added benefit of being fitted with every luxury accoutrement the popular medium SUV has to offer.

It might be the newer addition to the household and be endowed with more space and MHEV tech, but the Mazda CX-60 G40e Evolve falls short dynamically, has fewer interior features and is more expensive to purchase and run.

With grades above the CX-60 Evolve offering an increased level of kit and cachet, there’s still reason for aspiration within Mazda’s SUV ranks. However, for now, the top-spec CX-5 Akera wins this family feud.

2024 Mazda CX-5 G35 Akera at a glance:
Price: $55,000 before on-roads costs
Available: Now
Engine: 2.5-litre four-cylinder turbo-petrol
Combined Output: 170kW/420Nm
Transmission: Six-speed automatic
Fuel: 8.2L/100km (ADR Combined)
CO2: 191g/km (ADR Combined)
Safety rating: Not rated

2024 Mazda CX-60 G40e Evolve at a glance:
Price: $60,500 before on-roads costs
Available: Now
Engine: 3.3-litre six-cylinder turbo-petrol mild hybrid
Combined Output: 209kW/450Nm
Transmission: Eight-speed automatic with multi-plate wet clutch
Fuel: 7.4L/100km (ADR Combined)
CO2: 171g/km (ADR Combined)
Safety rating: Five star (ANCAP 2022)

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