Mazda CX-5 Maxx Sport 2022 Review

The 2022 Mazda CX-5 Maxx Sport is the most popular member of the most popular model range the independent Japanese manufacturer makes.

The Mazda CX-5 is the number-two seller in the huge medium SUV segment behind only the Toyota RAV4 and ahead of some pretty impressive newer competitors like the Hyundai Tucson and Kia Sportage.

As part of the revamped and simplified 2022 line-up, the Mazda CX-5 Maxx Sport now comes powered only by a familiar 2.5-litre four-cylinder naturally-aspirated engine that drives via a six-speed automatic to either the front or all four wheels.

Here we’re testing the front-wheel drive, which is currently priced at $38,190 plus on-road costs (up $200 from the launch in March).

Changes to Maxx Sport FWD for 2022 include the upgrade from 2.0- to 2.5-litre petrol engine. It also picks up some minor restyling including new LED headlights (now incorporating fog lights), grille, lower wing and front and rear bumpers.

The 2022 CX-5 range has new front seats first seen in the Mazda3 and which we had a bit to say about when they launched, plus a head-up display with a digital speedo. A 7.0-inch digital display now sits within the instrument cluster.

The Maxx Sport missed out on wireless charging added to higher-spec models this year, so keep your cable handy. There’s also no power tailgate, so bring your muscles too.

While we’re on ease of access, the Maxx Sport does not get keyless entry. So you have to plip the key fob to unlock the doors. It’s a small thing, but at more than $40K on the road you might expect that feature.

Stuff the Maxx Sport already had in its equipment armoury includes dual-zone climate control with adjustable rear outlets, cloth seat trim and leather wrapping for the gear shifter and steering wheel.

Infotainment is housed in an 8.0-inch screen atop the dashboard that is small by current-day standards. It’s a touch-screen only when the car is stationary and must be operated by dials and buttons when on the move.

More recent Mazdas have deleted the touch function altogether, beginning with the aforementioned Mazda3.

Embedded satellite navigation, Apple CarPlay and Android Auto wired connection, six-speaker audio, AM/FM and digital radio and USB connection front and rear are included in the infotainment package.

A limited-use spare tyre is located within the body under the rear floor.

The CX-5 range is protected by a five-year/unlimited-kilometre warranty. The service intervals are 12 months or a short 10,000km. The first five services will cost $1777, which is up $62 since MY22 launch.

The age of the current 2022 Mazda CX-5 is reflected in a five-star ANCAP rating that dates back all the way to 2017, when the second generation launched in Australia.

No surprise there’s no sign of the front-centre airbag that many new models come standard with. Instead the CX-5 gets front, front-side and curtain airbags.

The other big deal for CX-5 safety is standard autonomous emergency braking (AEB). The Mazda system operates between 15km/h and 160km/h, can spot pedestrians day or night and bicycles during the day. It is paired with adaptive cruise control with a stop-and-go function in all models.

Other digital driver assistants fitted to the CX-5 Maxx Sport include new traffic sign recognition and carryover blind spot monitoring, lane departure warning, lane keep assist, rear cross traffic alert and driver attention alert.

The Maxx Sport misses out on a more sophisticated form of autonomous driving calling Cruising and Traffic Support that’s restricted to the higher-spec GT SP and Akera. Without it, the Maxx Sport tends to pinball ‘hands-free’ down the freeway lane. The system can be easily switched off.

Other important safety features include a reversing camera and rear parking sensors; that’s right, no sensors at the front.

There are three child seat top tethers mounted on the rear seat and two outboard ISOFIX mounts.

Mazda says the car-like monocoque bodyshell of the 2022 Mazda CX-5 is now more rigid and better damped to lower noise, vibration and harshness levels.

The architecture underpins a five-seat cabin and a handsome exterior that has stood up well to the test of time. Yep, styling is subjective but the CX-5 surely looks better than some newer mid-size SUVs doing the rounds…

Still, the Mazda trades some size for its svelteness. Measuring up at 4575mm long, 1845mm wide and 1675mm high, it is smaller than the RAV4 in all ways except wheelbase where it is 10mm longer at 2700mm.

The boot isn’t especially generous at 438 litres, but split-fold the rear seats and space expands to 1340 litres. That equates to just enough space to accommodate a large mountain bike without having to take the front wheel out.

The Maxx Sport weighs in at a relatively lithe (for the category) 1607kg – the AWD version adds 52kg – and has a claimed braked towing capacity of 1800kg with a 150kg maximum tow ball download. GVM is 2070kg.

Pulling this potentially substantial load along is the utterly familiar SKYACTIV-G petrol engine that makes 140kW at 6000rpm and 252Nm at 4000rpm.

The peak torque number and where it’s delivered isn’t up there with the best of the low-blow turbos, but being a less complicated Japanese engine is something of a reassurance when it comes to reliability.

Having said that, it’s still an aluminium-alloy, high compression ratio (13.0:1), double overhead camshaft, 16-valve unit with the added feature of cylinder deactivation to save fuel.

Speaking of which, the official claim for the Maxx Sport is 7.2L/100km. Our week of testing ended with the trip computer estimating an acceptable 8.7L/100km average, a number made more palatable by the use of the most affordable 91 RON unleaded.

The CX-5’s chassis comprises MacPherson strut front and multi-link rear suspension, electric-assist steering and disc brakes all-round. Dynamic behaviour is aided by torque vectoring called G-Vectoring Control Plus.

For 2022 the suspension dampers, springs and stabilisers have been retuned in search of better ride and handling. Like all petrol-powered CX-5s, the Maxx Sport has new steering vibration “countermeasures”. Hmmm, sounds very cloak and dagger.

There’s nothing too secretive about the way the 2022 Mazda CX-5 Maxx Sport drives.

It’s been around for 10 years through two generations and it’s fair to say it’s been a case of evolution not revolution.

Rolling on 17-inch Yokohama Geolandar rubber, the Maxx Sport retains that commendable CX-5 (and Mazda models more broadly, for that matter) trait of trading some ride plushness for responsive steering and assured body control.

There are caveats. Being front-wheel drive, this car is more inclined to torque steer when the throttle is pushed hard than an all-wheel drive. And there’s no real off-road ability here beyond gravel roads.

And you have to put up with some sharp inputs on broken surfaces to gain upsides such as the confidence the CX-5 is going to respond in an emergency situation.

It also means a winding hill road is more enjoyable, and a tight and congested city road or car park is easy to navigate.

But age wearies all and the CX-5 Maxx Sport doesn’t quite feel the same cutting-edge dynamic combo it once did. Newer vehicles with newer technologies will do that to you.

The other thing happening here is an acceptable rather than dynamic powertrain. Upgrading from the 2.0 to the 2.5 is a definite step in the right direction, and for most of us most of the time it will do the job without any real issue

But at the margins when more energy is demanded for a steep hill or quick overtake that lack of low-rev torque makes itself felt and the engine makes itself heard more obviously. It feels stressed and doesn’t move that quickly. This is where those downsized turbos fight back.

The other issue is the auto transmission. Despite claims it is more refined and responsive in 2022, it made some obvious gear changes and on one horrible occasion produced so much shift-shock I thought it might have broken.

The throttle and transmission can be adjusted through multiple modes by the driver to change their behaviour patterns. Put it this way, fiddling with the dial didn’t change the Maxx Sport attitude fundamentally. Flappy paddles and manual shifts have a more direct input if you need it.

The new front seats are plush but not all that supportive. Nor do they come with any form of power adjustment. At the lowest position the driver’s seat still sits a little high for me.

The driver does benefit from some typical Mazda attention to detail including reach and rake steering column adjustment and a properly-sized left foot rest.

The updates to instrumentation including the head-up display are welcome, but the touch/non-touch screen is small and fiddly and outclassed by newer rivals.

The CX-5 has never been the roomiest mid-size SUV in the back seat for legroom and nothing changes for 2022. It’s more about kids than adults. There are useful levels of storage both front and rear.

Build quality is an ongoing Mazda positive. The interior of the CX-5 is no longer cutting-edge, but the materials used and the way they are bolted together is a real positive.

The verdict

The 2022 Mazda CX-5 Maxx Sport is a minor update of a worthy vehicle that continues to impress even as it enters its final years on sale.

It could do with a few more equipment bits and bobs to make the owner feel a tad more special. Is it really too much to ask for a power tailgate, front parking sensors and wireless charging at this price?

The overall CX-5 package remains good quality and a fine drive but there’s no doubt it’s now being outdone for space, equipment and performance by a selection of rivals, as we’ve found in carsales’ Best Mid-Size SUV testing.

That the Mazda CX-5 is holding up as well as it is speaks volumes for the fundamental package as it was originally envisaged and executed.

Hopefully the next generation is just as well done.

How much does the 2022 Mazda CX-5 Maxx Sport cost?
Price: $38,190 (plus on-road costs)
Available: Now
Engine: 2.5-litre four-cylinder petrol
Output: 140kW/252Nm
Transmission: Six-speed automatic
Fuel: 7.2L/100km (ADR Combined)
CO2: 167g/100km (ADR Combined)
Safety rating: 5-Star (ANCAP 2017)