Mazda CX-5 2026 review

The new-generation Mazda CX-5 is utterly remarkable. Not because it blazes new design trails, offers a revolutionary drivetrain or is bubbling over with innovation, but because it tries to do none of these things.

In fact, it stands out by being reassuringly old school in the face of ever-increasing threats from thrill-of-the-new Chinese rivals, and traditional foe Toyota RAV4, now available only as a hybrid or plug-in.

Mazda – by accident or design – has launched its third-generation CX-5 at a time when many Australian shoppers are simply seeking the basics. A family SUV that’s spacious, uncomplicated, decent to look at and drive, and not daftly expensive.

Pleasingly, the above boxes are thoroughly ticked. What you’re not getting, however, is the impressive fuel economy offered by a decent hybrid (Toyota remaining the benchmark), and in these fuel crisis/cost-of-living times, that’s no small matter.

But different strokes for different folks. If you’re seeking a fuss-free non-turbo petrol engine, simple six-speed torque converter auto transmission and a distinct lack of gimmicks (or anything electrified), Mazda’s got you covered. You just must brace for fuel economy more typical of 1996 rather than 2026.

But how’s this for keeping things simple? This new gen CX-5 launches in five different grades, but all share identical drivetrains. That’s highly unusual for a brand’s runaway best-selling model, which accounts for roughly 25 per cent of all Mazda Australia’s sales.

There’s only the carryover G25 2.5-litre four-cylinder petrol, but it’s revised and – for economy reasons – detuned to 132kW/242Nm, down from the outgoing 140kW/252Nm.

It vents less toxins, but fuel economy’s dropped just 0.1L/100km to a hardly sparkling 7.4L/100km.

Gone is the punchier 2.5-litre turbo petrol (no more base 2.0-litre either), while the promised Skyactiv-Z hybrid engine isn’t due to launch in North America until late 2027, so chances are we’ll not see it here until early 2028.

What are the new RAV4’s features and options for the price?

Positively, Mazda’s kept CX-5 price of entry under $40,000: the base Pure lands $10 below this threshold. Standard is the six-speed auto (CVT haters rejoice!), as is all-wheel drive.

There are improvements worthy of note. For starters, this new gen is 115mm longer than old, with all of that in the wheelbase. This addresses one of the CX-5’s biggest flaws of less-than-generous rear seat and boot space.

Styling is an evolution rather than radical, with the front grille and bonnet barely changed, but LED headlights with hockey stick daytime running lights jazz up the face somewhat.

It looks a markedly bigger car when viewed in profile, the rear doors looking particularly stretched, and they open to near 90 degrees to help loading kids into car seats. I notice the doors have a quality-feeling solid clunk to them; a Nissan or Mitsubishi at this price sounds far tinnier.

Rear LED lights are longer and meaner-looking than old; twin exhaust exits add sportiness, while lettering spelling out “Mazda” is more modern than just the logo.

In the metal there’s a distinct lack of wow factor, not least compared to some the new rival brands’ sharp and blingy efforts. I say good job, Mazda.

It remains distinctively CX-5, favours purity of design and feels like the grown-up in the room. That said, the cheaper Pure and Evolve grades look woefully under-wheeled on 17-inch alloys.

With the same drivetrain range-wide, if you’re CX-5 shopping it basically comes down to your budget and specification wishes.

Having cycled through the CX-5 grades, the extra $3000 asked for the $42,990 Evolve feels worth it. Especially for family life as it brings rear vents, smart keyless entry, heated front seats, wireless phone charger and wireless CarPlay/Android Auto. Mazda expects this grade to pick up 30 per cent of all CX-5 sales.

The jump in luxe offered in the $47,490 Touring grade makes it my pick, if you can stretch. It looks less dorky now it uses 19-inch alloys, while Maztex (faux leather) trim with synthetic suede inserts for the seats lift cabin class. A power driver’s seat and heated steering wheel’s an added bonus, while roof rails and power tailgate boost convenience.

Next is a $51,990 GT SP, which shows the new CX-5 in its most aesthetically pleasing form thanks to black alloys and gloss black wheel arches and bumper finish. Match this with Soul Red Crystal metallic paint and you’ve got a proper looker.

There’s also Bose audio, fancier head and tail-lights, ambient cabin lighting, proper leather seat trim, heated outer rear seats, and now, finally, they give rear passengers a pair of USB-C ports to go with front ones.

Flashest buyers can pick the $54,990 Akera for 15.6-inch infotainment (it’s actually unnecessarily big), seat ventilation, panoramic sunroof, hands-free tailgate and personalised easy entry system.

What is the CX-5’s interior and tech like?

There’s an everyman feel to cabins, eschewing flash for simple and smart, although presentation absolutely improves as you climb the range tree.

The Pure boasts 12.9-inch infotainment, 360-degree camera, digital driver display, radar cruise, dual zone climate, wired CarPlay and Android Auto and core safety such as blind spot monitor and parking sensors front and rear.

But the manual-control cloth seats feel basic; hard plastics are the norm (although not cheap-feeling) and very stingily, there are no rear air vents for the base car. Sorry kids; perhaps crack the window a touch.

A face-palm moment comes with Mazda doing away with physical buttons for vitals such as climate adjustment. Temperature’s controlled through an always-there panel on the screen, but you must prod the monitor to get the fan speed adjustment to show, then make adjustments.

It’s all simple when stationary, but on a bumpy road it’s an unnecessary faff. Sadly for Mazda, they’ve ditched the much-loved buttons and gone to screen functionality, just when many rivals have accepted it’s an annoyance, and are reverting to good ol’ switches and knobs.

The screen has fair functionality with its customisable widgets, but feels basic next to some of the flashy (if often confusing) Chinese standouts. Smartphone mirroring is the preferred option, and connectivity proved fuss-free on our test. The parking cameras are average quality at best.

Even in the Pure, driving position’s great, seats comfy and there’s a proper gear shifter by your left hand. With no steering paddles until you reach the range-topper, being able to tap through gears using the central shifter is surprisingly satisfying in its traditionalness.

Shared across the range is the improvement in rear seat space. It’s not vast and the rear chairs don’t slide on runners to boost practicality, but as a six-footer (183cm), I found leg and head room good, and toe room (more important than you’d think) excellent.

Rear plastics are very hard bar the arm rests, while forward visibility is great thanks to the front seats’ shape. A little nugget we learned, the rear seat head rests can be reversed, then can serve as (hard) pillows if you fold the rear seats and lay down in the back. Due to the CX-5’s extra length, somebody up to 185cm can car camp fully stretched out.

Boot’s a larger but still not huge 466 litres and is long if not terribly deep. There’s a space saver rather than tyre goo, handy side storage areas to keep goods upright, while simple, effective handles rapidly fold the rear pews.

How does the CX-5 drive?

On first sample, the conservative nature of this refreshed CX-5 has endeared me to it more than I’d have ever believed. Perhaps I’ve driven too many soggy, not-yet-really-finished SUV dross in recent years, that it’s achingly refreshing to hop into a family five-seater that knows exactly the job it must do.

The CX-5’s been an SUV stalwart in Australia for 13 years, and has rightly earned its reputation for style, simplicity, reliability (for the most part) and being up there with the best handling and riding mid-sizers available. But Mazda’s not had an easy run with its premium-push CX-60, CX-90, et al: SUVs with well-reported drivability dramas.

Blessedly, the CX-5 has no such sufferings. This new version may lack much in the way of performance, but Mazda’s engineers have ensured it remains a peach to drive. For some of us, that remains pivotal.

On the road, the only real difference to report between grades is the ride on 17- or 19-inch wheels. After long distances using both, the larger diameter alloys with skinnier tyres never disgraced themselves, so don’t fret over much difference here.

Ride is firm, but never uncomfortable. This new-gen CX-5 has changes to its anti-roll bar, bump stoppers, dampers and springs, merely improving on the impressive ride of the outgoing generation.

If you care for decent engineering and pleasing, rewarding driving dynamics, this mid-sized Mazda is standout. Key controls – steering, throttle and brakes – impress in their fuss-free, feedback-giving nature. It’s a confident and mature drive experience, and if you want some playtime, there’s a cracker of a chassis beneath you.

It sits tight and balanced in turns, and won’t consider going all wobbly and surprised by a quick change of direction. Same can’t be said of a sizeable chunk of new players in the medium SUV segment.

Keep the throttle light and there’s an easy smoothness in a well-cossetted cabin, while the full suite of driver aids are magnificently near-silent. Whoever at Mazda has calibrated them deserves a medal, as only when you really start nudging the white lines does it gracefully caress you back into your lane. No infuriating beeping to distract.

Okay, we can’t overlook the lack of guts from this non-turbo 2.5-litre. There’s a distinct lack of low-down oomph with no forced induction nor electric assistance to call upon, and if you go asking for performance in a hurry, the four-cylinder gets shouty. But never vulgar.

There’s still fair pull from the motor when flirting with the redline, even when hauling uphill, and there’s assured, familiar, cog-swapping simplicity from the six-speed auto. It’s certainly less jerky that the more advanced transmission found in the pricier CX-60 medium SUV.

Overall, there’s something wholesome and honest about this new CX-5’s old-school powertrain…and that should be celebrated. But alas, one can’t help feeling there’s a missed opportunity in not retaining the turbo 2.5-litre, especially for the top two grades.

The superb chassis could absolutely handle more power and torque, but looks like we must wait (perhaps 18 months) for the new hybrid to bring a flagship engine. It’d inevitably involve a price rise, but would lessen the fuel bill blow.

In the city hustle I was seeing over 10L/100km, while my overall mix of town and country driving returned a challenging 9.3L/100km.

Far from good, but if we consider a CX-5 Pure is $6000 less than the cheapest Toyota RAV4 hybrid, that buys a hell of a lot of regular unleaded.

Verdict

Mazda could be accused of just re-heating the soup with its CX-5 big seller: offering the same as before with a dash of fresh seasoning.

Good, we say. It’s been the brand’s best seller for seven years for sound reason: a strong-value family SUV, rich in style, simplicity and with a healthy dose of dynamic excellence.

No hybrid and a relatively tame engine will cost Mazda sales, but those desiring fuss- and electrified-free driving will likely be won over by its trad-car charms. Well, except for the unnecessary removal of proper climate control buttons.

At a time we’re being besieged with new-fangled and oft-unnecessary complications to so many of today’s cars, the CX-5, in its old-schoolness, is a breath of fresh air.