2022 Mazda CX-5 Maxx Sport review: Australian first drive

It’s tougher being the Mazda CX-5 in 2022 than when it was launched a decade ago. The nameplate was the most popular SUV in Australia for seven consecutive years from 2013, yet last year the Toyota RAV4 was the best-seller – and by some margin – with the former champion a comfortable runner up.

Rivals such as the funky, fresh-faced Hyundai Tucson, edgy Kia Sportage and value-focused models from Mitsubishi all have their scopes pointed toward the family favourite Mazda. The current-gen KF CX-5 turns five this year – in life-cycle terms, that makes Mazda Australia’s best-selling model somewhat middle-aged.

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Changes for the MY22 CX-5 may appear minor; we’ve detailed them previously, but in summary there’s tweaked styling and colour updates, reshuffling of engine availability, plus a new Touring Active variant. Yet this is one of the most significant models currently on sale in this country, so when the CX-5 makes a move, its rivals take notice.

The revised styling takes some of the fresher lines from the upmarket Mazda CX-30, with new headlights and integrated grille – which Mazda’s marketing team calls the ‘signature wing’ – and a simpler lower front bumper intake, too. The grille is now ‘textured’, with more distinctive patterns and shapes which, says Mazda, are part of the push to distinguish between trim levels across the line-up. There are new tail-lights, too.

Across the range, there’s revised suspension that has been stiffened in an effort to reduce NVH levels, as well new seats that are more supportive

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Across the range, there’s revised suspension that has been stiffened in an effort to reduce NVH (noise, vibration and harshness) levels, as well new seats that are designed to be more supportive.

The roof lining is a new material that Mazda says absorbs 10 per cent more sound, again in an effort to banish former criticism of the CX-5 as lacking refinement. Inside, there are larger screens – 8.0-inch on Maxx Sport and 10.25 inches on GT and Akera models, with the new ‘Mi-Drive’ offering selectable driving modes for the automatic transmission, too.

Also as previously reported, prices have risen with the entry-level CX-5 now $31,290 (+$1000) and the flagship Akera topping out at $53,680 (+$1300). Both before on-road costs.

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What hasn’t changed are the basic dimensions. The cargo area has a revised adjustable floor within the same dimensions, providing 430 litres of space expanded to 1380L with its 40:20:40 ISOFIX-equipped second row folded.

There are still front driver and passenger airbags, side airbags and full-length curtain airbags, as well as some carryover bugbears such as a space-saver spare and 10,000km service intervals – meaning more dealer visits than some rivals.

The entry-level Maxx, too, continues with the same 2.0L 115kW/200Nm petrol four-cylinder as before. It’s exclusively front-wheel drive and the only CX-5 to be offered with a manual transmission (the auto adds $2000).

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Maxx Sport trim is where the action is. At $37,990 before on-road costs in front-wheel-drive form, the 2.0L and the diesel option have both been dropped, with the 2.5L four-cylinder – previously only offered with AWD – now standard. It delivers 140kW and 252Nm as previously and is rated at 7.2L/100km (combined) Going for all-wheel drive adds $2500 to the price and an extra 0.2L/100km onto the fuel consumption figure.

Visually identical to the Maxx, the Maxx Sport features a chrome jaw surrounding its blacked-out ‘textured’ grille, with chrome running along its window line and applied to its exhaust tips. The 17-inch standard alloys set a well-balanced stance, which is fitting as the Maxx is the sweet spot of the new CX-5 line-up.

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At the wheel, the new black cloth-covered seats are firm and excellently supportive, even if they may be a tad narrow, delivering a good driving position with the full rake and reach steering column adjustment.

The Maxx Sport’s cabin sees the new 8.0-inch centre screen host standard native sat-nav and a full colour reversing camera that’s paired with front and rear parking sensors. Connectivity includes Apple CarPlay and Android Auto, and while there are multiple USB ports and 12V outlets, you need to step up to the Touring trim level for wireless charging.

On flowing roads, it’s enjoyable to drive and continues to be one of the dynamic SUV benchmarks this side of the Euro performance set

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Straight ahead is a crisp head-up display, while there are digital instruments in the binnacle, as previously. In addition to the array of standard carryover driver-assist tech – including auto emergency braking (AEB) with pedestrian detection, blind-spot monitoring, lane-keep assist and rear cross-traffic alert (RCTA) – new for 2022 is traffic sign recognition (TSR).

It actually works in the real world, although on rare occasions it can read off-ramp freeway signs to momentarily display the incorrect speed – and it’s still a step away from ‘intelligent’ versions that work in conjunction with radar cruise, which is also standard on the Maxx Sport.

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The 2.5L is a competent engine and though lacking the outright punch of the turbocharged version as you’d expect, it’s still strong and capable. At low speed, the urban-friendly long throttle pedal means a lot of right foot to get moving, but it’s easier to modulate when rolling, such as slipping through roundabouts. It needs a handful (footful?) more revs to pedal briskly or comfortably flatten the occasional steep hill, and the extra effort required is most noticeable in the new ‘Mi-Drive’ Sport mode, one of two settings, the other being Normal.

In Sport, which recalibrates the six-speed torque convertor auto, you’ll find the 2.5L revving higher as it sits poised for more throttle, with the regular anonymous din rising to a frenetic, high-revving backing track; there’s no symphonic timbre here, but that’s how most customers like it. Like the paddleshifters and the manual mode, Sport is best for occasional use, then, for even in its default turn-key guise, the CX-5 Maxx Sport is a superb handling SUV.

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On flowing roads, it’s enjoyable to drive and continues to be one of the dynamic SUV benchmarks this side of the Euro performance set. The steering, which has been recalibrated on petrol models, isn’t the most engaging but is precise enough to take full advantage of excellent body control, improved by Mazda’s revised spring and damper rates.

There’s little dive when using the strong brakes, and working with 17-inch Yokohamas, the Maxx Sport offers a firmer ride than you may expect. Small road surface changes can be felt through the chassis and on occasion, a sharp bump may break through with little absorption – but this is a tiny price to pay for that handling prowess.

What’s more, the brief stint we had in the flagship Akera – which uses more punishing 19-inch wheels – confirmed the Maxx Sport’s superb blend of performance, ride and handling.

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The 2022 CX-5 is also much improved over the already strong models that have come before it. The relentless updates since the nameplate’s introduction are akin to a disciplined student toiling away with a number of small, incremental efforts that eventually add up to a substantial improvement – a slightly better CX-5 than the year before, and the year before that…

The Maxx Sport is the most convincing of the MY22 updates for the CX-5 and is exactly where Mazda has placed its bets; the Maxx Sport will be the volume player with around 32 per cent of sales, and the 2.5L will make up roughly two-thirds of all CX-5s in total.

Despite a higher price, it only strengthens the CX-5’s cachet, blending the existing practicality, safety and brand strong points that made the CX-5 the benchmark that – despite the RAV4's success – it somewhat still is.

With more capability, panache and value for money, there’s still plenty of fight left in the CX-5.

2022 Mazda CX-5 Maxx Sport specifications