Family Reviews

The Mazda CX-5 GT SP is the sporty spice in the mid-sized SUV range from Japan, with racier trim to go with higher equipment levels, a bigger body, roomier interior and larger cargo area.Kicking off from $51,990 before on-road costs, the GT SP does not gain any more performance over its siblings, but it does include little luxuries like adaptive LED headlights, specific grade lighting, a 360-degree monitor with under-car view, leather trim, a powered front passenger seat, heated rear outboard seats, a 12-speaker Bose audio upgrade, ambient lighting, rear USB ports, glossier trim and 19-inch alloys.These come on top of items like dual-zone climate control, heated front seats, a powered driver’s seat with memory, a head-up display, heated windscreen, heated steering wheel, a 12.9-inch touchscreen, a 10.25-inch instrumentation cluster, wireless Apple CarPlay and Android Auto, a smartphone charger, heated/folding exterior mirrors, parking sensors all round, a powered tailgate and 19-inch alloys.The GT SP does not scrimp on safety either, with advanced driver assist systems (ADAS) including autonomous emergency braking (AEB), front and rear cross-traffic alert, lane support systems, a blind-spot monitor, adaptive cruise control and more.Keep in mind that while the GT SP features the same G25 132kW/242Nm 2.5-litre four-cylinder naturally aspirated petrol engine, those numbers rise to 138kW and 257Nm respectively with premium unleaded petrol.Drive is distributed to all four wheels via a six-speed automatic transmission and part-time AWD system that, in Sport mode, distributes torque more evenly for more grip.As with all CX-5s with the G25 powertrain, the combined average fuel consumption figure is 7.4 litres per 100km, for a carbon-dioxide emissions rating of 173g/km on the ADR 81/02 cycle. The engine is tuned to operate on 91 RON standard unleaded petrol.From 2028 the Mazda will gain its first strong hybrid, to better take on the Toyota RAV4 hybrid and Nissan X-Trail e-Power.It is a shame that the old G35 2.5-litre turbo engine is not offered in the GT SP.

The Mazda CX-5 Touring is the mid-spec version of the third generation of the series, and presents a compelling premium value proposition that should prove popular with consumers.Priced from $47,490 before on-road costs, the Touring is well specified, with AWD, dual-zone climate control, heated front seats, artificial leather/suede trim, powered driver’s seat with memory, a head-up display, heated windscreen, rear-seat air vents, a reverse camera, a 12.9-inch touchscreen, a 10.25-inch instrumentation cluster, wireless Apple CarPlay and Android Auto, a smartphone charger, heated/folding exterior mirrors, rain-sensing wipers, front and rear parking sensors, keyless entry/start, a powered tailgate, heated steering wheel, roof rails and 19-inch alloys.It also comes with a long list of standard safety equipment, including advanced driver assist systems (ADAS) such as autonomous emergency braking (AEB), front and rear cross-traffic alert, lane support systems, a blind-spot monitor, adaptive cruise control and more.Like all KM-series CX-5s, the Touring is larger, roomier and heavier, and so is fitted with Mazda’s G25 2.5-litre four-cylinder naturally aspirated petrol engine, rather than the smaller G20 powertrain.It delivers 132kW of power and 242Nm of torque. It drives all four wheels via a six-speed automatic transmission and part-time AWD system.Want more performance? Try using the premium unleaded petrol pump next time you fill, since power rises to 138kW and torque to 257Nm.The Touring returns 7.4 litres per 100km, for a carbon dioxide emissions rating of 173g/km, on the ADR 81/02 cycle, and can run on 91 RON standard unleaded petrol.A new hybrid model is coming from 2028 for those who demand lower fuel consumption.Along with the G20 engine, the G35 2.5-litre turbo-petrol and D22 2.2-litre turbo-diesel four-cylinder units have been discontinued.

Volkswagen has done something unusual and added a new model name to its line-up. Called the Volkswagen Tayron, it’s the spiritual successor to VV’s Tiguan Allspace with three rows of seas in a relatively standard mid-size package.For a three-row German SUV, the Tayron seems like good value. At $60,390, before on-road costs, its relative premium feel and decent list of features are good showroom fodder for the new VW model.It sits relatively middle of the pack for the Tayron, the 110TSI Life is less powerful and lacks some features, but the eHybrid plug-ins and more powerful 195TSI R-Line can be as much as $15,000 more expensive.Take a look at the Toyota Kluger or Hyundai Santa Fe if you’re considering a more established, proven rival.Back to the Tayron 150TSI Elegance, which like much of the range has VW’s '4Motion' all-wheel drive system which can be reassuring in bad weather.As the name suggests, its power output of 150kW comes from a 2.0-litre, turbo-petrol, four-cylinder engine, as does 320Nm of torque, which VW claims results in a 0-100km/h time of 7.4 seconds.Power and torque is sent to all four wheels via a seven-speed dual-clutch transmission, a drivetrain layout only the ‘150’ variants in the Tayron line-up have.Volkswagen says the Tayron, which needs its 58-litre fuel tank filled with 95RON minimum, drinks 7.7L/100km. That’s decent for a non-hybrid SUV capable of hauling a family around, but it’s a fair bit thirstier than rivals like the Kluger or Santa Fe (both 5.6L/100km). In terms of creature comforts, the Elegance comes with a set of 19-inch alloy wheels, chrome trim outside and wood accent inside, tinted privacy glass, a 10.25-inch driver display and 12.9-inch multimedia touchscreen, three-zone climate control, heated and ventilated power-adjustable front seats, a heated steering wheel, heated outboard seats in the second row, auto LED headlights with cornering lighting and interior coloured mood lighting.The Tayron 150 TSI Elegance can also be had with a 'Sound and Vision Pack' for $4200 that upgrades the multimedia touchscreen to a larger 15-inch version while also adding a 10-speaker Harman Kardon sound system, a head-up display and matrix LED lights with dynamic lighting.While the list of features is healthy, the interior doesn’t feel extravagant, instead keeping the layout relatively simple and, likely to the disappointment of some, hiding much of the car’s functionality in the touchscreen.There is, mercifully, a constant menu bar for the key climate controls, but the only physical control in the Tayron’s central stack is the trio of the engine start button, electric handbrake switch, and the dial for either volume or drive mode, two settings that change with a push.Having to go through the screen is usually a bit of a pain when you’re on the move, but VW’s system is decently simple, even allowing you to swipe down and easily access important functions while using phone mirroring - Android Auto and Apple CarPlay are both wireless by the way.Its interior is otherwise well considered, though the driving position feels a little high to me, but the seat itself is comfortable.The second row can also be moved and adjusted for better comfort or space, depending on how kind you want to be to any third-row occupants, while the third row has enough space for an average adult to sit in comfortably, likely for a bit longer than you’d expect.Under the boot floor - where there’s either 345 litres, 850L, or 1905L depending on whether there’s one, two or three rows of seats up - the Tayron also has a space-saver spare wheel which is becoming a rarity today. Well done, VW.Like the space-savvy interior packaging, the Tayron’s on-road performance also deserves its bouquets. The three-row SUV isn’t enormous, but handles better than you might expect from something you could cart all six members of King Gizzard and the Lizard Wizard around in.On highways and smoother roads, it’s decently quiet and is easy to settle into a nice rhythm with, while on twisty roads only particularly rough surfaces will unsettle it.Surefootedness comes with the very slight trade-off in terms of suspension softness, but it isn’t uncomfortable and doesn’t let big bumps in the road upset the cabin ambience much.The engine could be slightly more powerful for some situations, overtaking for example, but it’s about right for most day-to-day driving and it’s probably not worth spending too much more on a more powerful variant unless a hybrid’s efficiency appeals.On test, the Tayron returned a 7.9L/100km consumption figure, but given a fair chunk of that was dynamic testing, Volkswagen’s claimed number is probably a bit conservative and it wouldn’t be surprising if frugal owners managed to beat it.The transmission, despite still having some minor dual-clutch fumbles at low speeds, is good at keeping the engine where it needs to be in the rev-range and there are paddles to make that even smoother for dynamic driving.A maximum five-star ANCAP rating accompanies the Tayron, as well as nine airbags and a decent suite of safety kit that doesn’t interfere with your driving, a welcome change from many new cars.VW’s five-year warranty is getting on the shorter side as many brands extend theirs, but it’s not unusual for a Euro brand. 

The Mazda CX-5 Evolve is the second least-expensive third-generation version of the KM-series mid-sized SUV.

The Mazda CX-5 Pure is the least expensive version of the third-generation mid-sized SUV from Japan.Kicking off from $39,990 before on-road costs, it is more than $3000 more expensive than the previous CX-5 Maxx front-wheel drive it replaces, but sweetens the deal with a larger and significantly roomier body, bigger engine, all-wheel drive (AWD), improved safety and more comfortable suspension.The Pure AWD comes standard with a 12.9-inch touchscreen, a 10.25-inch electronic instrumentation cluster, wired only Apple CarPlay and Android Auto, reverse camera, cloth trim, dual-zone climate control, rain-sensing wipers, front and rear parking sensors and 17-inch alloy wheels with a space-saver spare wheel.On the safety front it features a host of advanced driver assist systems (ADAS), such as autonomous emergency braking (AEB), front as well as rear cross-traffic alert, lane support systems, a blind-spot monitor, adaptive cruise control and more.However, compared to the old CX-5 Maxx, the Pure loses a wireless phone charger, wireless connection for the Apple CarPlay/Android Auto system and a head-up display.The Pure swaps out the old Maxx’s G20 2.0-litre four-cylinder petrol engine and front-wheel drive for the larger G25 2.5-litre engine/AWD combination. That makes 132kW of power and 242Nm of torque, and drives all four wheels via a six-speed automatic transmission.If you put in premium petrol (95 RON or above), those outputs jump to 138kW and 257Nm respectively.Though it weighs at least 60kg more than the previous CX-5 AWD equivalent, the Pure boasts an identical ADR 81/02 combined average fuel consumption figure of 7.4 litres per 100km, for a carbon dioxide emissions rating of 173g/km. It can run on standard 91 RON unleaded petrol.Want better economy? You’ll have to wait, since a new-generation strong hybrid system is slated for the CX-5 from 2028. As with the rest of the KM-series range, the Pure offers no other powertrain options, meaning the D22 2.2-litre turbo-diesel and G35 turbo-petrol engine alternatives are no more.

Hyundai has just updated its Staria people mover and despite the imminent arrival of new electric and hybrid variants, is this diesel workhorse version still worth considering?

Why do things grow on us? You know, when you don’t really like something but after a while you begin to appreciate it more. What is this phenomenon? Because it’s happening to me after two months of living with the Volkswagen ID.5. This car has me feeling conflicted.In my last instalment I testified that the ID.5 wasn’t pretty to look at and while I still don’t disagree with that first impression, the unique styling is growing on me. Having driven so many 'samey' electric SUVs I’m starting to think it is quite brave of Volkswagen to not just make another one that also looks like a bar of soap.Look at the ID.5’s side profile (see images) - it’s almost cartoon-like with its bulbous shapes. There are also small tocuhes of design flare I really like from the way the paint colour scoops into the black bumper and the white VW badge on the bonnet.The cabin styling is growing on me. I like the sculpted door trims and woven headlining but I’m also noticing the hard plastics and a colour scheme that feels a bit dull now. There are also cabin design elements that I didn’t really take in at first but after two months I find them unappealing. Really unappealing. The fold-down armrests on the front seats, for example - they look as though they’re from office chairs, so out of place and unstylish (see images).The instrument cluster is another example - it’s quite small and toy-like - and the lack of head up display is perplexing.From the start, I had my doubts about the practicality of the ID.5, especially from a family car perspective. That feeling has solidified after living with it daily with my family of four. The interior space just isn’t packaged as well as it could be.Overly large and thick front seats eat into rear legroom, and the coupe-like roofline limits headroom, combining to limit space for adults and make getting our child car seat in a squeeze.The rear doors don't offer the biggest aperture, either (see images).Storage is also an issue with a thin centre console area which lacks functionality along with cupholders that feel far from people but too close to controls.An opportunity for good storage is also missed under that floating centre console with no stowage area (see images).Topping off this bad run are the haptic controls which have been frustrating me. The climate controls are haptic and require constant swiping and pressing to work effectively.The door handles have a similar haptic feel and aren’t pleasant or easy to use.Finally the driver's master window switches have one set of controls and require you to toggle between front and back. I’m constantly having to look down at the switches to see if I’m about to put my widow down or the one behind me.My first impression of the way the ID.5 drives was a good one - comfortable, planted brisk accleration - and I still feel that way. However, I was also a passenger for some trips this month and I'd forgotten how electric cars can induce car sickness due to their sudden acceleration and one-pedal braking. I also found as a passenger the ID.5’s suspension is quite firm and body control can be a bit busy too.This month we covered only 547km and used quite a lot of energy doing so - 22.0kWh/100km. I have to say I’m not using the strong setting on regenerative braking as much now and the climate control has been getting a workout as we’ve headed into winter.Oh, and finally, the visibility out of the rear window is obstructed by the coupe roofline and headrests (see images).So, that’s it for another month. I’m still impressed by the quality feel and the comfort of the cabin and the quirky styling but there are practicality issue galore.Acquired: March 2026Distance travelled this month: 547kmOdometer: 2395kmAverage energy consumption this month: 22.0kWh/100km

Mazda's CX-5 has become a mid-sized SUV favourite since launching in 2012, setting high standards for sportiness, quality, ease and reliability. Now there's the third-generation model that's usefully larger, roomier, safer, smoother and comfier than before. But it also lacks a hybrid, costs more, offers fewer choices and ditches buttons for a touchscreen display.

The Toyota RAV4 has revamped itself and the biggest changes come in the way of its technology but does it do everything else the way we want it to?

Although the original Nissan X-Trail was one of the first mid-sized SUVs to really gain popularity and set the tone for what was to come, by the time the third-generation X-Trail arrived in 2014, it was a bit of a me-too product. Code named the T32 model, the third-gen X-Trail was offered as a five or seven-seater, in either front or all-wheel drive and with a choice of two petrol four-cylinder engines. Those consisted of a 2.0-litre with 106kW and a 2.5-litre with 126kW.Both engines were available in five-seat form, but if you wanted seven seats or all-wheel drive, you needed to stump up for the bigger engine. At that point, you went from the 2.0-litre’s six-speed manual transmission to a continuously variable transmission (CVT).There was also a turbo-diesel X-Trail with 96kW and a choice of either front or all-wheel drive. The diesel was strictly a five-seater. The specification was a bit confusing, too, because the front-drive turbo-diesel X-Trail used a CVT while the all-wheel-drive diesel got a six-speed manual exclusively.The all-wheel-drive platform did not have a second set of lower ratios, and, in fact, worked as a front-wheel drive for most of the time. When the computer detected any slip, power would be sent to the rear axle, although for slippery surfaces, the driver could lock the vehicle into all-wheel drive at speeds up to 40km/h.Thousands of Australians would agree that the X-Trail is a good thing with decent dynamics and good packaging. The boxy body means it’s quite big inside, although the seven-seat variant is pretty tight on space in the third row. For smaller kids, this mightn’t make much difference, but teenagers are not going to be happy in the X-Trail’s third row. The front seats, however, are very good.Some of the interior plastics are clearly built down to a price, and hard usage (such as that meted out by young families) can leave the interior looking pretty tatty in short order.In driving terms, the X-Trail is decently refined although there is a bit of road noise to contend with. The turbo-diesel can feel a bit lethargic off idle, and the bigger petrol engine is the superior unit in the line-up.Overall, though, any fall-off in the X-Trail’s popularity over the years is almost certainly down to increased competition from other makes rather than any perceived problem with the X-Trail formula.Fundamentally, the X-Trail T32 is a solid and dependable car. But there’s one major flaw that many newish cars also suffer from. It doesn’t affect manual-transmission examples of the X-Trail, but those fitted with the CVT have an inbuilt fault, it seems.Indeed, the main reliability issue associated with the X-Trail is the CVT as fitted to 2.5-litre petrol versions as well as the front-drive variant of the turbo-diesel.Beyond that, the engines don’t seem to give trouble and since the vehicle is not an off-roader, you shouldn’t be faced with trashed examples.Let’s talk CVTs. In the Nissan’s case, the problem manifests as a vehicle that is slow to select Reverse or Drive, as well as showing signs of juddering or shuddering at low speeds and a light throttle.The cause is a bit harder to define, but Nissan dealers were removing the CVT’s cover and looking inside the unit to determine whether the steel drive belts had been slipping and showing signs of wear. If wear was detected, the best fix was a new CVT, but sometimes replacement of the unit’s valve body (which controls the CVT’s behaviour) was deemed sufficient.But we’ve also heard that some dealers were also flushing the CVT’s cooler, suggesting that the belt wear may have involved the belts shedding small metallic particles and contaminating the cooler. If that’s the case, it’s also conceivable that those same metallic particles could enter and cause damage to other parts of the CVT.Either way, you need to know for absolute certain that any CVT X-Trail you’re looking at has a full and complete service history.This version of the X-Trail has been almost free of safety recalls, but there are a couple to check for.The first was for cars built in 2014 that could have had a fuel pressure sensor that was not properly attached to the fuel system. If the sensor loosened over time, it could potentially cause a fuel leak under the bonnet.The second recall was for a batch of gas struts on the tailgate of X-Trails built between 2014 and 2016. A lack of the correct rust-proofing on these struts meant they could fail and would not support the weight of the tailgate when it was opened.A Nissan dealer will be able to check the VIN of your car and tell you whether it was affected and if it has been fixed or not. For more information, check out https://www.vehiclerecalls.gov.au/.Apart from that couple of recalls on early cars, there’s not much to separate one year’s production from another’s. With that in mind, buy on condition and kilometres travelled rather than a specific build date. And make sure any prospect has that all-important intact and complete service history.Nissan’s engines have long been considered pretty tough customers and able to go the distance. But that doesn’t change the cloud hanging over the CVT in many X-Trails. So, the best one to buy is an X-Trail with fewer, rather than more, kilometres.You do see high-milage examples for sale with upwards of 300,000km on board, but they’re the exception rather than the rule. That said, that’s probably because even the earliest T32 X-Trail is still only 12 years old, rather than any refusal to clock up more kilometres. Even so, finding a car with closer to 160,000km showing is probably the better bet.As with many second-hand cars, the price difference between the base-model and the flasher versions largely disappears over time. So, buying the up-spec variant now won’t cost much extra, but will get you better standard equipment levels and, potentially, safety. With that in mind, aim for the Ti version which had lane departure and lane-keeping assistance that lesser versions didn’t get until later in life.Very early T32s with 250,000km showing can be had for as little as $6000 to $8000. We reckon, however, that there’s a smaller risk in paying closer to high-teens for a 2016 or 2017 all-wheel-drive version with about 120,000km on the odometer.Nissan has a dealer network of 180 making it the fifth largest network in the country. Both regional and urban centres are pretty well served by that network, too. There’s also an army of independent workshops that specialise in Nissans, largely thanks to the great reputation the brand has forged in motorsport.Bricks and mortar parts stores and online sellers ensure that spare parts and replacement items are easy to source.It’s hard to know precisely how many T32 X-Trails Nissan sold in Australia over its eight-year model run. But it’s a fact that Nissan sold almost 18,000 of the things in the T32’s first full year on sale (2015). You still see plenty getting around as daily transport, too, so even though the competition got tougher as the years passed, the Nissan was still on a lot of people’s short lists. That’s why there are literally hundreds for sale second-hand today.