Mazda CX-5 Maxx AWD 2015 Review

From the moment of its introduction in early 2012, Mazda's CX-5 went straight to the top of the mid-size SUV segment. Is it still the front-runner in a quickly moving category? We test the AWD Series II CX-5 in base Maxx form to find out. The Mazda CX-5 is available in front and all-wheel drive form and covers a price range from $27,190 to $50,610 (plus on-road costs).

It might be reasonable to ask why Mazda felt the need to improve its top-selling CX-5 SUV.

Already recognised as an A-level teacher's pet in a class of gifted students, the CX-5 significantly raised the standards for mid-size SUVs when it was introduced locally in early 2012, nudging aside the previous class star, the Volkswagen Tiguan, and leaving the rest to fight it out for a place in the top three.

But come 2015 and the CX-5 has had its first upgrade: While you might ask how badly it was needed, to Mazda's credit much of the money has been spent on the things you don't see.

Visually, the changes are subtle. In a sense, they mirror those already wrought in the recently-upgraded Mazda6. In addition to further refining the suspension, improving in-cabin comfort and whittling away at a familiar Mazda bugbear – in-cabin noise levels – the second-series CX-5 also comes with an improved connectivity system and more storage spaces to make life a little more convenient for passengers.

Like we said, there's much less focus on the visual than on the truly meaningful: Series II CX5s can be recognised by a minimally changed grille and headlights, 'LED signature' tail-lights and a slightly reworked interior. That's about it.

In other words, it's the Mazda CX-5 we have come to know and love, but with a little extra class. Considering its current top-ranking in the SUV segment, the improvements serve only as a positional consolidation.

And a week with a base all-wheel-drive CX-5 Maxx was proof of Mazda's corporate smarts: Already perceived as strong on safety, quality and style, the latest version further enhances its image as being a classy, refined and influential presence in the medium SUV segment.

All of the Mazda's credentials come home to roost with the nicely matched SKYACTIV engine-transmission combination: From being a languishing presence in a new world of high-tech, high-efficiency drivelines, Mazda today is right up there with the front-runners.

The 138kW/250Nm 2.5-litre four-cylinder that comes once you tick the AWD box on the Maxx specification list is crisp and vocal from the moment it's fired up. It delivers smooth, progressive non-turbo power across the operating range, all the way to the 6500rpm redline.

And the six-speed SKYACTIV-Drive auto transmission is not only brisk-shifting and intuitive, but also challenges many dual-clutch transmissions in terms of performance and fuel efficiency. While the auto is good at thinking for itself, the engine's characteristics are such that the self-shifting option is always a tempting wrist-flick away. To add icing to the cake, there's also the new switchable drive-selection system that sharpens up drivetrain responses if you're wanting a little more eagerness in the power delivery.

And even though it doesn't self-brake like some high-end Euro cars, Mazda has also sorted out the CX5's cruise control so that it is one of the more effective systems at holding the chosen speed on long descents.

In terms of the overall suspension behaviour including steering response, ride comfort and overall power delivery, the latest CX-5 delivers what are probably most accurately termed as incremental improvements. The steering remains quick (just 2.6 turns lock-to-lock) and the responses are always fluid, accurate and predictable. No other SUV in the mid-size category is better on unsealed surfaces than the CX-5, and on bitumen it's as close to a regular car as you can get. The further revised on-demand AWD system helps.

We did notice, however, that the CX-5 still errs on the high side when it comes to interior noise levels, even if it is a claimed 10 per cent improvement on the pre-update model and – typically of just about any car-maker – we found the real-world fuel consumption, despite mainly-freeway use, failed to match the official 7.4L/100km combined figure. Though still pretty fair for a 1567kg (kerb) SUV, our average on test, at 8.7L/100km, was a little distant of the factory figure.

Despite being the base AWD model (there's no sat-nav or climate control and the wheels are 17-inch steel), the CX-5 Maxx cabin still comes across as thoughtfully designed and carefully put together, with impeccable fit and finish, good quality trim and a decent line-up of standard equipment.

A newly-adopted electric parking brake, 7.0-inch touch-screen display for various MZD Connect functions including audio and Bluetooth, a reversing camera, tyre pressure monitor and push-button ignition – not to mention the addition of extra storage nooks and crannies throughout – leave no impressions of being entry level.

Redesigned seats front and rear make a comfortable interior even more so and the amount of space available for five passengers is impressive given its size. Also scoring high points is Mazda's variable 60:40 (40:20:40 in other, higher-spec models) split-fold loading system that extends from 403 to 1560 litres and the clever Karakuri rear tonneau cover that opens with the tailgate to give full access to the load area without needing to be removed. Just the sort of stuff you want in an SUV.

Most of the technology available in Maxx Sport, GT and Akera CX-5 models – blind-spot monitoring, rear cross-traffic alert, auto-dimming rear-view mirror and accident-avoiding Smart City Brake Support – is optionally available although you can't get a diesel in the base Maxx and the front-rear version of Smart City Brake Support is also off the options list.

Although the CX-5 gets a full five-star ANCAP safety rating, the airbag count of six is in arrears of a segment where an extra driver's knee airbag is becoming more common.

There's no question, however, that the Mazda CX-5 remains a benchmark in the mid-size SUV segment. It is without question among the best in class for refinement, packaging, performance and efficiency, and with all the recent refinements takes its lead a step or two further.

What we liked:
>> Interior feel
>> Interior space
>> On-road capabilities

Not so much:
>> Cabin noise
>> Fuel economy
>> No driver's knee airbag

Also consider:
>> Toyota RAV4 (from $27,490 plus ORCs)
>> Nissan X-TRAIL (from $27,990 plus ORCs)
>> Honda CR-V (from $27,490 plus ORCs)