Mazda CX-5 review
The Mazda CX-5 is good to drive, while decent levels of comfort, space and tech help it challenge the leading mid-size SUV pack
The Mazda CX-5 is now better than ever after receiving a mid-life refresh in 2022, and the Japanese mid-size SUV will need every advantage if it’s to compete with the best in the tough mid-size SUV market. Thankfully, the car has retained (and improved on) its USP of being the SUV of choice for keen drivers. It handles better than ever, but most importantly its comfort and refinement are at another level when compared to the previous model.
Combined with a very punchy and efficient diesel engine or a responsive petrol unit, plus an upmarket interior and plenty of kit, it's easy to see why this is one of Mazda's best sellers. Granted, the slightly sharper design doesn't really move the game on, and some rivals still beat it for tech and practicality. But as an all-round family SUV that's both comfortable and agile, it's an excellent package.
About the Mazda CX-5
The Mazda CX-5 is a mid-size SUV that's ideal for drivers who are used to owning a car that's fun to drive, rather than just being practical everyday transport. It competes in an extremely competitive family SUV market place with its sharp handling being a key selling point, although there's much more to the CX-5 than that.
Used - available now
As well as being a fun drive, the Mazda CX-5 offers good practicality and boot space, thanks to its larger than average dimensions. The engine range also offers good economy to go with responsive performance.
A glaring omission throughout the CX-5’s lifespan has been the lack of plug-in hybrid or even mild-hybrid technology, however this changed in 2023 when the 24V Mazda M Hybrid mild-hybrid system was added to the mid-size SUV, along with cylinder deactivation – the result of both updates is an average CO2 reduction of 9g/km for the petrol CX-5 range.
The engine range comprises of two petrol engines and a diesel unit. The lower-powered petrol engine is a 2.0 e-Skyactiv G unit making 163bhp, available with a six-speed manual or automatic gearbox. The 191bhp 2.5-litre e-Skyactiv G petrol adds all-wheel drive and is offered exclusively with the auto transmission.
The 2.2-litre Skyactiv-D diesel in 148bhp form is no longer offered, while the 181bhp variant has the choice of front- or all-wheel drive and, again, either gearbox.
In 2023 Mazda simplified the trim structure for the CX-5, reducing it to Centre-Line, Newground, Exclusive-Line, Homura and then the range-topping Takumi. Prices for the Mazda CX-5 start from around £31,000, but while that's a little higher than some rivals, all CX-5 models are very well equipped. Sat-nav is standard across the range, as is privacy glass, auto lights and wipers, LED headlights, climate control, wireless Apple CarPlay, Android Auto and front and rear parking sensors.
Engines, performance and drive
Mazda says this second-generation CX-5 features a “fully revised body structure”, using the firm’s SkyActiv underpinnings. Changes include a 15 per cent improvement in the body’s torsional rigidity, which has enabled engineers to tweak the suspension to offer more comfort, apparently without compromising the CX-5’s trademark engaging dynamics.
All Mazdas offer an agile and fun driving experience relative to their competitors, and the CX-5 is no different. For a tall and fairly heavy SUV, its direct steering, strong grip levels and impressive agility makes cars like the VW Tiguan look like lumbering beasts. You can tell from the way the CX-5 drives that it was developed by the same company who build the MX-5 sports car.
The CX-5’s steering is very communicative. It’s heavier than you'll find in a Skoda Kodiaq or VW Tiguan, but it gently ripples with information – not to the point where it becomes taxing, but just enough to offer you a good connection with the front tyres.
It’s this that gives the Mazda its dynamic edge. The effect of the G-Vectoring Control is so subtle that it’s difficult to feel it working in truth, but the CX-5 certainly turns in sweetly. There’s plenty of grip to lean on, while the suspension takes up a nice amount of roll but controls body movement well.
During the recent facelift, the CX-5 received updated damping to help make it feel more composed than some rivals, with only a little more body-roll as a trade-off. However, the difference is still marginal at normal speeds, and although this makes it an enjoyable car to drive, around town and on a cruise there’s not much in it.
For the 2023 update, the CX-5 hybrid model will feature a series of drivetrain modes which can be adjusted to suit a particular road surface. There’s even an ‘off-road’ mode which Mazda claims makes the CX-5 “feel more natural on unmade and slippery surfaces”, such as gravel.
0-62mph acceleration and top speed
The CX-5’s two four-cylinder engines are both carried over from the previous CX-5, with several revisions to improve refinement, response and fuel efficiency. For instance, every new petrol-powered CX-5 comes with 24V mild-hybrid technology and cylinder deactivation, which Mazda says this has reduced average CO2 emissions across the range by 9g/km.
The 2.2-litre diesel is a strong and flexible unit, with gutsy torque delivery and a broad spread of power resulting in even the 148bhp version feeling reasonably quick (although this version is no longer available on the price list).
Other advances include Mazda's G-Vectoring Control, which adjusts engine torque on the way into corners to help improve turn-in response, while a newly designed pin that secures the piston to the connecting rod in the engine helps dampen vibration and boost refinement. This dynamic damper cuts engine noise noticeably. The CX-5 is quiet at idle and more hushed on the move, with the extra torque combining with this refinement to deliver a relaxing drive. The petrol feels much more composed in the bends than the more nose-heavy diesel model as well.
When we tested the 148bhp CX-5 against a 148bhp Skoda Kodiaq and VW Tiguan, the Mazda's punchier engine gave it an advantage in-gear; it accelerated from 30-50mph in fourth and 50-70mph in sixth well ahead of its rivals, in 5.4 and 10.0 seconds respectively. The free-shifting but precise six-speed manual box helped it sprint from 0-60mph the fastest, in 9.1 seconds.
The original 173bhp engine was replaced by a more powerful 181bhp oilburner in 2018, but the effect of its extra power over the 148bhp engine is mitigated by the increased weight if you opt for four-wheel drive. Still, whichever output you go for refinement is very good, with only a bit of a clatter on start-up which becomes a muted hum on the move.
The 2.0-litre petrol engine is naturally aspirated, unlike most rivals which are turbocharged. But it doesn’t feel as strained as you might expect. With a respectable 213Nm of torque and 163bhp, it manages the 0-62mph sprint in 10.7 seconds.
The power delivery across the rev range is decent, but compared to turbocharged offerings from the VW Group you’ll have to work the petrol engine a bit harder. On the bright side this does mean you get to utilise the excellent shift of the manual gearbox more often – we’d recommend choosing the manual because while the six-speed automatic is okay, it’s a little slow to shift and can hold on to gears for too long. Volkswagen’s DSG automatic is much better in this segment.
Despite its extra 28bhp and 50Nm of torque, the 2.5-litre petrol version only manages a 9.5 second time from 0-62mph – almost two seconds off a comparable Skoda Karoq 2.0-litre TSI. We found this version of the CX-5 to be a little unrefined, too, particularly when pressing on. It definitely suits a more relaxed driving style where the powertrain isn't overly stressed.
MPG, CO2 and running costs
The simple engine choice for the Mazda CX-5 means that some rivals with a broader spread of powertrains are cheaper to run. SUVs such as the SEAT Ateca and Peugeot 3008 offer downsized petrol engines claiming greater efficiency, but the units in the CX-5 are more frugal than their size would suggest. That’s because of Mazda’s low-friction, low compression SkyActiv engine tech, allowing the performance of a larger engine but, when driven sensibly, the economy of something smaller.
In the pursuit of cleaner emissions Mazda has also added 24V mild-hybrid technology and cylinder deactivation across the range. The system shuts down two of the engine's four cylinders under light load, contributing to an 9g/km reduction in CO2.
Under the latest WLTP test procedure, the 2.0 e-SkyActiv G petrol is able to return up to 43.5mpg (combined) with the manual gearbox, and 40.9mpg for the six-speed auto-equipped version, although higher spec cars on bigger wheels and with more kit will deliver poorer figures. The 2.5-litre car delivers up to 37.2mpg on the combined cycle.
The SkyActiv-D diesel also delivers different figures depending on the car's spec. Both the 148bhp (no longer available from new) and 181bhp manual versions manage a best combined figure of 50.4mpg, while adding the auto box sees this reduce to 46.3mpg. Adding all-wheel drive means the figures drop to 44.8mpg for the manual, and 42.8mpg for the auto.
Emissions for the CX-5 see the petrol car ranging from 146-171g/km, while the diesels sit between 147-173g/km. However, rivals such as the Peugeot 3008, Skoda Karoq and hybrid-equipped Honda CR-V and Toyota RAV4 are less polluting.
Insurance Groups
The stronger, safer CX-5 looks to be competitive in terms of insurance costs. The petrol is the cheapest, starting at group 15, which puts it on par with a 148bhp petrol Karoq. The CX-5 diesels slot into group 18 to 24, depending on which variant you choose.
Check if your car needs an MoT and view its complete history with our MoT History Checker...
Depreciation
The Mazda CX-5 has residual values in the region of 50 per cent for petrol versions, with diesel variants a little behind on 47 per cent - all of which means it should perform slightly stronger on the used market than a Peugeot 3008 or Skoda Karoq.
To get an accurate valuation on a specific model check out our free car valuation tool...
Interior, design and technology
The CX-5's front end is more muscular than the rounded face of the old car, and the surfacing is very smart. Styling is ultimately subjective, but in our view it’s one of the most attractive designs in the class, giving the SEAT Ateca a run for its money in the desirability stakes. There are clear elements of Mazda’s overarching Kuro influence here – sharing design traits with the MX-5 and Mazda3.
The design changes from the facelift are even less radical inside – the layout and switchgear will be instantly recognisable to owners of the first-generation CX-5. However, detail changes to the controls ensure it’s even easier to operate things on the move, and there’s a real sense that Mazda wants the driver to be focused on the job of actually driving the car.
The biggest improvement inside is the rise in perceived quality – the CX-5 uses a largely first-rate blend of materials and fit-and-finish is excellent. The old car was already pretty good in this regard, but now the Mazda is on a par with VW for interior polish.
Kit levels are fairly strong as well, with Centre Line models featuring 17-inch alloy wheels, front and rear parking sensors, LED headlights, sat nav, Apple CarPlay and Android Auto connectivity and dual-zone climate control. For an extra £1,000 you could have the Newground specification which adds bigger 19-inch alloys, black exterior and interior trim with lime green accents, and heated seated heats with six-way power adjustment.
Moving up to Exclusive-Line brings niceties such as black leather upholstery, a wireless charging function, a heated steering wheel and a power tailgate, with Homura and Takumi trims upping the luxury look with gloss black exterior finishes, Nappa leather upholstery and front seat ventilation and rear outer seat heating.
Stereo, sat-nav and infotainment
Infotainment used to be a weak link with Mazdas, but in recent years the brand has upped its game, particularly with the introduction of the larger 10.25-inch infotainment screen you find in the CX-5. Apple CarPlay and Android Auto are available, along with DAB, Bluetooth and five years’ map updates for the standard sat-nav.
If you’re not a fan of touchscreens then the CX-5’s rotary controller will be a breath of fresh air. The controller is easy to operate on the move, although the menu layout isn’t especially logical and too many inputs are required to perform some tasks.
Entry-level cars come with a six-speaker sound system that provides perfectly adequate quality. However, Exclusive-Line trim and above offers a Bose ten-speaker audio system with a subwoofer and separate tweeters, which should keep audiophiles happy with its punchy and crisp sound.
Practicality, comfort and boot space
Mazda hasn’t seen fit to follow most manufacturers by making the CX-5 bigger in every direction. The boot is the same size as in the previous car, and passenger space isn’t much bigger. However, the CX-5 was already competitive in this area, so it’s not too much of an issue.
Subtle changes help improve comfort, with a gear lever raised by 40mm to bring it closer to the steering wheel and repositioned armrests for better body alignment. Visibility is pretty good, despite a driving position that’s a bit more low-slung than rivals.
The rear seat backs have been moved slightly for better posture and recline in two steps, while there’s now air-con vents back there, too. Extra cabin storage features to ensure it’s a truly useable family holdall. It’s a shame that the rear bench doesn’t slide, but the seat back does usefully split in a 40/20/40 configuration.
Size and dimensions
The CX-5 is just over 4.5m long and 1.84m wide, and is identical to the outgoing car in these respects. The wheelbase, too, is the same. It’s slightly lower than before, though, which is unusual for a SUV. For comparison, the CX-5 is slightly smaller than a outgoing Honda CR-V.
Legroom, headroom and passenger space
Small changes make the CX-5 more comfortable for passengers, but the actual space on offer is unchanged. Both front and rear seats have similar amounts of legroom, and it’s plenty spacious enough for a growing family.
There’s a good amount of headroom for all but the tallest adults, while there’s more legroom on offer than there is in a Ford Kuga. Even the largest people will be well accommodated in the front of the Mazda. It’s just a pity that no seven-seat variant is offered, as a number of rivals offer that choice now.
Boot space
The CX-5 offers 522-litres of boot space with its rear seats up and, while the Skoda Kodiaq and Nissan X-Trail are larger, most families will find the Mazds's wide, flat load bay offers plenty of space. Under-floor storage has increased from 10 litres to 30 litres, while folding all seats down opens up a substantial 1,620-litres of space.
Towing
Opting for the CX-5 in 2.0-litre petrol form with a manual gearbox means a maximum braked trailer weight of 1,800kg, while the auto version, or the more powerful 2.5-litre model sees this figure climb to 2,000kg. Diesel variants also provide a 2,000kg towing limit, with the all-wheel-drive automatic upping this slightly to 2,100kg.
Reliability and safety
With an engine range carried over from the last car with only small revisions, as well as plenty of existing tech from the rest of the Mazda car range found throughout the cabin, there shouldn't be much that will go wrong with the second-generation CX-5.
Mazda’s reliability record is rated positively by customers - in our 2023 Driver Power satisfaction survey the manufacturer finished seventh out of 32 brands, while the CX-5 achieved ninth place on a 75-car list.
On the safety front, Mazda has made a number of key advances. An increased use of ultra high-tensile steel and underbody structures enhance the car’s strength in an impact without adding significant weight, while Mazda has worked hard on improving pedestrian safety with the front-end design. As a result, Euro NCAP awarded the CX-5 a top five-star crash test score in 2017.
All models come with six airbags as standard. Isofix child seat points feature on the rearmost two seats, too, but it’s the active safety tech that’s come on most: Advanced Smart City Brake Support (standard on all models) is improved over the old car with a wider operating window and the ability to detect pedestrians.
Adaptive LED headlights are standard on Exclusive-Line and above, while lane-keep assist, blind-spot monitoring and adaptive cruise control feature across all trim levels.
Warranty
All Mazdas come with a typical three-year, 60,000 mile warranty. It’s par for the course, but an increasing number of manufacturers offer five or (in Kia’s case) seven-year cover. There’s also a three-year warranty on paintwork, and twelve years cover for rust. There are varying levels of extended cover available to buy, too.
Servicing
Service intervals for the CX-5 are carried over from the old car, meaning all models require a trip to a garage every 12,500 miles or 12 months, whichever comes sooner. Owners can keep track of their service record via a smartphone app, too. In addition, the company offers a fixed-price maintenance plan, which covers all scheduled servicing parts and labour for the first three years. Prices start from around £700, depending on the model.
Mazda CX-5 Alternatives
As we’ve mentioned, the CX-5 has a long list of excellent rivals. Pretty much every mainstream brand has a car in the compact SUV class, and models like the Peugeot 3008, Skoda Karoq and SEAT Ateca are all tough competitors. The CX-5’s dimensions and price tag mean it’s also up against the Honda CR-V, Volkswagen Tiguan and Nissan X-Trail, although unlike these cars, the CX-5 isn't available with seven seats.
Elsewhere, the Toyota RAV4 and Ford Kuga both offer a stern challenge to the CX-5, then there are dependable choices such as the Kia Sportage and Hyundai Tucson, with extended warranty cover designed to give added confidence. The Citroen C5 Aircross and Vauxhall Grandland are also in the mix, but don't offer enough to trouble the class leaders. Many of these cars also come with the option of plug-in hybrid power, although diesel alternatives are limited these days.
Used and nearly new
The latest Mazda CX-5 is a family favourite and offers enough dynamic polish to keep the keener driver entertained. It isn't cheap, but with distinctive looks, great levels of kit and decent tech, it's become one of Mazda's best-selling cars in the UK. Customer responses from our Driver Power survey backs the sales figures up, with overall build quality and reliability highlighted as positive aspects of ownership,
Mazda CX-5 history
Mazda CX-5 Mk2: 2017-date
The CX-5 offers all the quality, practicality and kit you could want, so buying a used, or nearly new model could be the smart move. In fact, it does everything pretty well, although we'd avoid the 2.5-litre petrol model; it's expensive and lacks refinement. Safety has always been a strong point, with the CX-5 benefiting from lots of advanced tech and recognised with a top five-star Euro NCAP score. Read our full Mk2 Mazda CX-5 buyer’s guide here…
Mazda CX-5 Mk1: 2012-2017
If you're buying a used family SUV, then ultimately you'll want it to be reliable. Opting for an early Mk1 Mazda CX-5 should prove to be a good bet, as not only does it continue Mazda's reputation for producing dependable cars, but it's spacious, comfortable and offers excellent levels of standard equipment. Thrown in the fact that it's also fun to drive, for a big family SUV, and it's easy to see why the talented CX-5 has been such a sales success. Read our full Mk1 Mazda CX-5 buyer’s guide here…
More reviews
Car group tests
Long-term tests
Road tests
Used car tests
Which Is Best
