Mazda CX-5 2017 Review

Let's be clear from the outset: Mazda's 'Next-Gen' CX-5 is not 'all-new'. It rides on a modified version of the company's SKYACTIV modular platform that debuted under its predecessor. Very clearly referencing its larger CX-9 stablemate, up to half of the CX-5’s structure is new or improved, says the Japanese brand.

Save for tune, suspension and electric steering are unchanged. Combined with more safety and convenience equipment and more sound insulation, the new car is slightly longer, lower, stiffer and more aerodynamic. It’s also heavier -- on average kerb weight has increased by around 40kg.

Also largely unchanged, are the CX-5’s four-cylinder powertrains. Effort has been aimed at making the 2.5-litre petrol unit quieter and the 2.2-litre turbo-diesel smoother. Official fuel consumption increases by up to half a litre per 100km, however, Mazda claims all models are more efficient in the real world.

And many of the CX-5’s new technologies are reserved for upstream models, with the base 2.0-litre front-drive Maxx missing out on rear air-vents and LED fog lights. A powered tailgate joins the range only from GT level. Traffic Sign Recognition (TSR) comes onboard only from Touring level and a side camera and all-speed radar cruise control are reserved for the top-shelf Akera.

Despite this, there are price hikes for all models bar the Akera, which is now $420 cheaper at just under $50K.

At entry-level, the Maxx 2.0-litre front-wheel drive manual is now $800 more than before at $28,690 plus on-roads (on top of its $700 price rise last November). The volume-selling Maxx Sport is up $900 and the GT up $300.

But the base Maxx's sub-$30K price point is still within a few hundred dollars of its chief competitors, and it's still among the most efficient in its class, with diesel versions consuming just 0.1L/100km more than the new Volkswagen Tiguan's less powerful 110TDI.

Evolution works
Fact is, the re-jigged CX-5 didn't need to be all-new. Its forebear's spectacular popularity is testament to the fact it already hit the sweet spot in terms of size, price, economy, performance, dynamics and technology.

And the new CX-5 addresses the few criticisms we ever levelled at the old one -- chiefly a lack of refinement in terms of engine, road and wind noise.

Yes, there's still some tyre roar in models fitted with big 19-inch wheels (from GT level), which deliver a firm ride (though not harsh, and no firmer than the top Tiguan models ) on broken bitumen and mid-corner lumps, but the volume-selling Maxx Sport petrol and top-spec Akera diesel versions we drove both presented significantly quieter interiors.

Indeed, the oil-burning Akera was so quiet at all roads speeds (and at its 5000rpm redline) that we'll need a back-to-back comparo to see if the Tiguan is still the class benchmark for cabin quietness.

Steps upmarket
The 2017 CX-5's cabin also takes a dramatic step upmarket in terms of design and material quality, with the previous model's hard black plastics replaced by soft-touch surfaces almost everywhere.

The Akera's soft perforated white leather trim wouldn't be out of place in an Audi Q5 and the fit and finish of all cabin surfaces was first-class, even in the Maxx. At base grade, the cloth trim also presents well.

Combined with a more modern fascia layout, including a more logically located dash-top infotainment screen, a rear seatback that now reclines and a slightly larger boot, the new CX-5 interior is not only a much nicer place to spend time, but also more practical.

Thankfully, the uplift in ambience and refinement doesn't come at the expense of chassis dynamics, which has always been a CX-5 highlight.

The new model still handles with aplomb, turning into corners with confidence – both at speed and in the car park. It holds your chosen line faithfully and remains vice-free when it comes to steering kick, rattle and torque effect (at least in AWD models).

Added value
Only the big-buck Akera comes with all of Mazda's safety assist features, but the company claims an average $2000 worth of extra standard equipment across the range. Indeed, the base model comes with everything you really need on the safety front, including automatic emergency braking, a full suite of airbags, blind-spot monitoring, rear cross-traffic alert, reversing camera, rear parking sensors, MZD Connect, digital radio and Bluetooth.

Alloy wheels, rear air-vents and sat-nav would've been nice though.

At the other end of the scale, the Akera now brings everything but the kitchen sink, including all-speed auto braking, lane-keeping assist, driver attention alert, radar cruise, adaptive LED headlights and a side camera.

In between, for under $40,000, the new Touring grade brings a flip-up head-up display and traffic sign recognition, and GT variants come with a windscreen-mounted head-up display, 19-inch alloys, adaptive headlights, leather trim, powered tailgate and sunroof.

The trainspotters will notice the new CX-5’s broader model range. Mazda now offers five equipment grades, three engines, two transmissions and both AWD and front-drive. Mid-size SUV buyers have more choice than ever.

The starting price may still be under $30,000, but with an automatic transmission adding $2000 to the base Maxx price, the auto-only Maxx Sport costing $3700 more, a 2.5-litre petrol engine adding $3000 and diesel power (available only in AWD-auto form) commanding another $3000 premium, you could easily spend close to $50K for a well-specced CX-5.

But even in the face of accomplished new rivals like the VW Tiguan and Hyundai Tucson -- and the upcoming Honda CR-V, Holden Equinox and Subaru Forester – we don't see any reason why the CX-5 won't remain Australia's favourite SUV.