Mazda CX-5 Evolve 2026 review

It’s a study in sensibleness, the 2026 Mazda CX-5 Evolve. That’s hardly a sexy opening statement to send you sprinting to a Mazda dealer, but in today’s car climate, a bit of simplifying and restraint is altogether refreshing.

While Chinese newbies have gone all-in on showroom sparkle – giant rotating screens and massaging rear seats – the new-gen CX-5 is the antidote choice for buyers who’ve had a gutful of over-complication and bling, or who simply don’t want it.

Long Mazda Australia’s top-selling vehicle, we’ve bought 325,000 of these old stager CX-5s in the past 13 years, and for 2026 the third-gen model is longer, more practical and more tech-advanced. Meanwhile, it remains one of the most rewarding medium SUVs on sale.

But the CX-5’s engine range, or lack thereof, is a sticking point. No hybrid, no diesel and nothing turbo. Just a carryover G25 2.5L four-cylinder naturally-aspirated petrol is offered across the lineup, which has been de-tuned for emissions reasons.

It’s down from 140kW/252Nm to only 132kW/242Nm, yet lowers economy just 0.1L/100km to a not-great 7.4L/100km. At least runs on cheap 91RON.

That fuel figure’s an unwelcome old-school hangover, and doesn’t help the CX-5’s cause. Not least when chief medium SUV rivals – Toyota RAV4, Mitsubishi Outlander, Hyundai Tucson, Kia Sportage, Haval H6 and BYD Sealion 6 – come as hybrids or plug-ins.

But the CX-5 is competitive on price, especially the one-from-bottom Evolve at $42,990. That’s $3000 beneath a 2WD Toyota RAV4 GX hybrid. If you favour all-wheel drive and a traditional six-speed auto over a front-drive hybrid with CVT gearbox, the CX-5 will suit.

Let’s see how this Evolve, which Mazda expects to make up some 30 percent of CX-5 sales, stacks up.

What are the CX-5 Evolve’s features and options for the price?

While far from fancy inside with its manual-adjust cloth seats, the CX-5 Evolve nevertheless offers significant spec gains over the previous model.

While Evolve is a new name, the equivalent Maxx Sport of the previous generation lacked the new car’s dual-zone climate, heated front seats and drive to all four wheels.

It’s a $3000 jump into the Evolve from the entry Pure ($39,990), and for certain buyers it’ll almost be a necessity. Your reviewer has two teenage kids, and the Pure stingily lacking rear air vents would force us to scrub it.

The Evolve brings the humane back seat vents, then the convenience of smart keyless entry, wireless Apple CarPlay/Android Auto, wireless phone charging, auto folding and heated exterior mirrors and auto dimming rear view mirror. The Pure lacks all of these.

As for general inclusions in all CX-5s, there are LED front and rear lights, 12.9-inch infotainment screen, 360-degree camera, 10.25-inch digital driver display, Mazda connected services, radar cruise, leather-wrapped steering wheel and shift knob, tyre pressure monitoring, drive mode selection and a comprehensive safety suite (see below).

Disappointingly lacking from our Evolve are larger alloys (the 17-inchers look comically small under the arches), no auto tailgate, head-up display, rear USB-C ports or steering wheel paddle shift. Such things are standard on many (particularly Chinese) rivals costing less.

How does the CX-5 Evolve drive?

Don’t expect performance thrills from the latest CX-5 generation. The non-turbo 2.5-litre engine lacks the zesty torque hit of a turbo petrol or diesel; or a hybrid with an electric motor backup.

But as the family SUV, does this matter? On a sensible throttle there’s an easy smoothness to power delivery, it pulls well enough, and has a chunk more muscle than Mazda’s old 2.0-litre naturally aspirated effort, now retired from the CX-5 lineup.

The four-cylinder doesn’t get out of breath up hills, but if you stomp on the throttle it’ll get shouty. Tempering matters is the reliable six-speed torque converter auto, which does a fine job in smartly swapping cogs.

It brings a kind of wholesome, familiar and old-school driving feel, with ample driving joy simply not found with CVT autos.

The traditional (almost 1990s) gear shifter can be moved to manual mode to allow driver involvement. Needed, as our Evolve lacks paddle shifts which should be standard.

You may look to electrified rivals with more power and torque, but for some, this reviewer included, I’d favour a well-balanced chassis. And here the CX-5 delivers, as the model always has. For over a decade it’s punched above its weight for medium SUV driving joy.

The combination of all-wheel drive, smart G-Vectoring Control and Mazda engineers’ fettling of springs, dampers and anti-roll bars has returned a balanced beauty.

There’s precise steering feel and tight body control, and it handles quick direction changes very well. Key, it feels safe on wet or loose surface corners.

Being non-turbo there’s instant throttle response when revs are high, but boy, you’d love a bit more power. Perhaps not for our cheaper Evolve model, but certainly for higher grade CX-5s.

Kudos to the driver assist calibration. The safety suite is long, but I endured no over-nannying on my lengthy test. Only a slight massage back into lane was noticed when skimming white lines.

Suspension is on the firm side, but the trade off is worth it for its handling prowess. Our Evolve’s meaty 17-inch tyres help absorb road bumps, and on the highway, road noises are mainly kept in check.

Cylinder deactivation tries to cut fuel use, as does Mazda’s i-stop which shuts the engine down in stop-start traffic. It becomes annoying, but once you start seeing 12L/100km in town, you may choose to put up with it.

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

The new CX-5 is 115mm longer than before, and all of that’s in the wheelbase. The model has long been criticised for tight rear seat space, but this change has remedied that.

Rear doors open to almost 90-degrees, helping to provide freer access when loading kids into or out of car seats, while rear leg and hear room are now average-to-good, and toe room is superb.

Kids won’t be blown away in the back. There are many hard plastics, no USB-C ports and seats can’t slide on runners for versatility. Positively, the forward view is good thanks to the shape of the front seats, and large side windows give a sense of openness.

Up front there’s good and bad news. If you like fuss-free simplicity, thoughtful design and a distinct lack of clutter, the CX-5 Evolve scores well. Although it’s rather austere with black-on-black throughout, and no option to pick a lighter colour.

The cloth seats look and feel plain, as does a plastic and simple centre console. Regrettably, Mazda’s ditched physical buttons from here, sending key controls through the touchscreen. It looks tidier and the large screen is far more modern than old CX-5s, but no question, adjusting the climate is now more of a faff.

A small panel at the screen’s base always shows the temperature number and can be prodded to adjust, but fan speed needs changing with a separate screen prod. It’s a regressive step: making fan changes while on the move is far harder than just turning a knob. Camera quality’s hardly sparkling, either.

There are customisable widgets and a split-screen capability, but it feels rather basic, so you’ll want to mirror your smartphone. Connectivity proved fuss-free on our test, and going wireless in the Evolve is a big benefit.

It’s a good driving position (manual adjustments eight ways) on well-padded seats, and there’s a classy feel to the steering wheel. Lack of proper buttons aside it’s a decent cockpit, albeit lacking in flair.

The boot, meanwhile, is up 43 litres over before to 466L, with a space-saver spare under the floor.

Is the CX-5 Evolve a safe car?

It scored the maximum five stars with Euro NCAP in 2025, so it’s highly likely there’ll be a direct transfer of this to ANCAP.

The new CX-5 scored 90 per cent for Adult Occupant protection; 89 per cent for Child Occupant; 93 per cent for Vulnerable Road Users and 83 per cent for Safety Assist.

Standard safety includes blind spot monitor with safe exit, front and rear parking sensors, 360-degree camera, AEB, front and rear cross traffic alert, driver attention alert, lane departure warning and lane keep, and radar cruise control.

What are the CX-5 Evolve’s ownership costs?

Rare these days, the new CX-5’s servicing costs are slightly lower than the outgoing model’s.

Dealer visits are annual or every 15,000km, and three-years/45,000km is $1229, and five-years/75,000km $2201. For reference, servicing a Toyota RAV4 Hybrid for five years costs $1675.

Expect the CX-5’s fuel use to be above 10L/100km in city traffic, and our test returned 9.3L/100km over a mix of town and country road driving.

It makes the Mazda a tough sell to those with high annual mileages, or those overwhelmingly using their SUV in town: here, a hybrid may use roughly half the fuel of the CX-5’s 2.5 litre.

Budget Direct told us the median annual premium purchased for the first time between 1/5/25 and 1/5/26 to comprehensively insure a new Mazda CX-5 was $1339. Individual circumstances and policy terms may vary.

Of course, everybody’s situation is different, and the premium will vary according to make and model, and other things insurers take into account, such as your postcode, driving history, who drives the car, where you garage the car and more.

Please quote for yourself. Subject to meeting underwriting criteria. Insurance issued by Auto & General Insurance Company Limited. See PDS & TMD at budgetdirect.com.au.

The honest verdict

Grade choice is all-important with the new CX-5, as whatever you pick, it’s the same engine, gearbox and all-wheel drive.

It’s a beautiful to drive if underpowered SUV with significant cabin space improvements and fuss-free design, but screen-based climate control will annoy, and lack of hybrid engine (it’s due in early 2028) will rule this Mazda out for some.

The $42,990 Evolve’s little luxuries make it a smart pick for $3000 above a Pure, and is almost a non-negotiable if you have kids due to the Evolve’s rear vents.

It’d be worth sampling the $47,490 Touring before committing. It ups the style with 19-inch alloys, more luxe leather-like seats and convenient power tailgate. I’d argue it’s worth the financial stretch over the Evolve.