2023 Mazda CX-5 G35 GT SP review

When Mazda launched the CX-5 in 2017, the Hirsohima-based manufacturer was on a product rampage. In that era, Mazda took back-to-back Wheels COTY titles with the MX-5 sports car and CX-9 large SUV. The CX-5 also cemented Mazda as the medium SUV market leader – that is, until Toyota came along with its hybrid RAV4 and ruined all that.

Right now, we’re in another Mazda boom – this time it’s premium. CX-30, CX-60 and CX-90 are all coming, but there’s no direct replacement for this CX-5. The Alabama-built CX-50 is US and China-only… For now.

That means that, if you want a medium SUV for about $50K, Mazda’s option is looking a little dated. Or is it? This year, it got USB-C ports and a new Rhodium white paint option building on 2021’s suspension, seating, and trim level changes. With regular iterative tweaks, then, the CX-5 could still be a great choice.

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JUMP AHEAD

• How much is it, and what do you get?
• How do rivals compare on value?
• Interior comfort, space and storage
• What is it like to drive?
• How much fuel does it use?
• How safe is it?
• Warranty and running costs
• VERDICT
• Specifications

How much is it, and what do you get?

The CX-5 GT SP screams ‘athleticism’ in much the same way wearing your Lululemon activewear down to the local Woolies to fetch a litre of milk does.

That is to say, it looks sharper and more purposeful with its black 19-inch alloy wheels and dark grille with red accents, but ultimately there are no physical performance credentials to back that up – not even tyres or suspension tweaks compared to other CX-5 variants.

Still, it’s a fully-featured trim with wireless phone charging and Apple CarPlay, leather-appointed seats with contrast stitching, a solid 10-speaker Bose sound system, and a sunroof.

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How do rivals compare on value?

The CX-5 is getting on in years, yet the G35 GT SP’s price remains relatively close to rivals such as the Toyota RAV4 Cruiser hybrid AWD ($52,700), Volkswagen Tiguan 162 TSI Elegance ($54,290), Kia Sportage GT-Line petrol AWD ($49,720), and Hyundai Tucson Highlander petrol AWD ($50,900). All before on-road costs.

New nameplates from Chinese manufacturers – the Haval H6 and MG HS, for example – offer more equipment for less outlay, but can’t match the Mazda CX-5 when it comes to cabin fit and finish.

With the CX-5, Mazda also offers a broad and customisable range with three engine choices, and various configurations of front- or all-wheel drive to match your budget and intentions.

Mazda’s mid-spec GT SP (tested here) and Touring Active seem to strike the best value though, with all the equipment – including safety features – that you need without the $2190 dearer Akera’s take-or-leave extras.

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Mazda CX-5 and Volkswagen Tiguan

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Interior comfort, space and storage

The Mazda CX-5 has remained handsome both outside and in throughout its life, with attractive and generally high-quality cabin materials in its cocooning cockpit. A soft-mould dash top, soft door caps and tactile leather-look materials amp ambience.

All CX-5s now get a widescreen 10.25-inch infotainment unit – that isn’t a touchscreen – with attractive new graphics for the native software, but Interfacing with now-standard wireless Apple CarPlay and Android Auto* using the rotary controller remains frustrating.

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In front of the driver is an attractive combination of analogue and digitised dials providing trip and fuel information. Mazda’s head-up display takes the place of a digital speed readout and is one of the best out there – you can even see your speed and current limit through polarised sunglasses.

The CX-5 GT SP has a comfortable, 10-way power-adjustable heated driver’s seat with two-position memory. The leather is soft and supple, and both front seats offer reasonable support on long trips. A longer base cushion would improve comfort for taller drivers, as would a little more tilt adjustment.

Incidental storage isn’t great, with an inclined wireless charging tray that lets items slip around. There are two cup holders in the centre console, though the CX-5’s door bins aren’t very accommodating. For 2023, Mazda has swapped the two USB-A ports in the deep glovebox for faster charging USB-Cs.

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The CX-5 GT SP’s black headliner sucks light out of the cabin, even with the standard sunroof, making the rear seats feel rather tight. Unlike the Nissan X-Trail, the CX-5’s rear bench isn’t elevated over the front pews, so visibility out isn’t great.

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Back seat space will be adequate for passengers under six-foot. Those taller may struggle with headroom and knee room, though toe space is accommodating. The CX-5’s narrow body is less than ideal for three across the back.

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Second-row passengers are well served for amenities, with the CX-5 GT SP getting a fold-down armrest that houses two cup holders and two USB-A charge points and adjustable air vents.

For installing child seats there are ISOFIX connectors for the outboard seats and three top tether anchors. The doors open quite wide, though the entry aperture is small.

The CX-5’s 442-litre boot is outclassed by rivals of the same size, and even a few from the small SUV class, including the front-drive Kia Seltos (468L). Not just in on-paper size, the CX-5’s boot isn’t very smart with little under-floor storage, a temporary steel spare wheel, and no shopping bag hooks.

It isn’t all bad news. A power tailgate is standard on the CX-5 GT SP, there are seatback release handles, a 12-volt power outlet, and Mazda’s ‘Karakuri’ retractable cargo blind is extremely user-friendly.

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What is it like to drive?

The Mazda CX-5 has been lauded since launch as one of the best-driving vehicles in its class. Mazda’s iterative updates have refined the recipe, with the CX-5 now featuring a teaspoon of extra compliance courtesy of 2021’s new damper tune.

Even on its 19-inch alloys, the CX-5 GT SP soaks up bumps admirably at low and high speeds without sacrificing body or rebound control. Its 2.8-turn lock-to-lock steering is accurate and confidence-inspiring at speed without being cumbersome when parallel parking – though rearward visibility isn’t great in the CX-5, so the Akera’s 360-degree monitor would be a nice addition.

Although the CX-5 is now a much quieter car than at launch (thanks to extensive sound-deadening works over its lifespan), the multi-link rear end occasionally sends a ‘thump’ into the cabin on square-edged hits. The CX-5 also lacks negative suspension travel, meaning the dampers can sometimes top out harshly coming off speed humps.

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With grunt sent to all four wheels via a front-biased on-demand AWD system, the CX-5 G35 has good acceleration and grip in the dry, though its 225/50 R19 Toyo Proxes tyres don’t offer as much adhesion when rain starts falling.

And the CX-5 does need grip when fitted with the tractable 2.5-litre turbo-petrol four-cylinder, as the motor produces 170kW at 5000rpm (or 186kW when sipping premium 98 RON petrol) and 420Nm at 2000rpm. Mazda claims a 0-100km/h sprint of 7.7 seconds. The six-speed torque converter interfaces excellently with the CX-5’s turbo engine, with Sport mode keeping it even more alert and responsive.

We reckon the CX-5’s torquey G35 turbo-petrol is worth the $2500 up-charge over the non-turbo four-banger for keener drivers, but it isn’t absolutely necessary. The 2.2-litre turbo-diesel – available on other trims – should also be considered.

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How much fuel does it use?

The Mazda CX-5 G35 GT SP’s fuel economy rating is 8.2L/100km on the combined ADR 81/02 cycle.

Unlike the non-turbo G25, accelerating hard regularly will see the G35’s fuel consumption climb rapidly. On our highway, suburban and urban efficiency test, the CX-5’s trip computer was reading 10.2L/100km.

The CX-5 requires 91 RON unleaded or an E10 blend at the minimum, but its ECU will reward drivers who spend a little more on 98 RON with an extra 16kW, and improved fuel economy.

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How safe is it?

Everything about the CX-5 has improved over the years, and now every trim level gets a respectable suite of safety features – including adaptive cruise control and lane-keep assist – that are tuned well.

The Mazda CX-5 scored five stars in 2017 ANCAP safety testing, though its rating will expire in December this year. Without a centre airbag and other new ANCAP requirements, it may not score the full complement of stars if re-tested under the 2023 protocol.

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Warranty and running costs

Mazda quietly improved the CX-5’s servicing requirements last year, lengthening maintenance intervals from 12 months or 10,000km to 12 months/15,000km.

The Japanese carmaker offers easy-to-understand capped-price servicing that will cost $1296 for three years, and $2460 for five years.

Mazda backs the CX-5 with an industry-standard five-year, unlimited-kilometre warranty.

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VERDICT

The Mazda CX-5 still deserves its position as one of the most easily recommendable medium SUVs. Keen drivers will appreciate its dynamics and engine response, and those looking for a comfy runaround are now better served by the renewed ride finesse.

Where the Mazda CX-5 was once acceptable in its packaging, though, newer rivals are doing a lot more with interior space, making them easier to recommend for family duties.

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Without any electrification in the range, all CX-5s tend towards the thirstier side, too. Add to that a non-touch media screen and the CX-5 is starting to feel a little dated next to its competitor set.

Our pick would be between this turbo GT SP for the keener driver, or the even comfier CX-5 Touring Active fitted with either powertrain.

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