BMW X2 vs Mazda CX-5

What's the difference?

There is little doubt the new X2 represents a vast improvement over the original model. The design alone gives it a lot more presence. 

More interior and boot space also helps widen the SUV’s appeal and the significant tech updates are welcome.

It is on the pricey side and there are a few too many options that should be standard. 

However, the M35i is hard to ignore as a sporty premium crossover, and the iX2 xDrive30 is the sort of electric SUV that should worry Volvo.

They both have their own distinct flavours, so there’s no dud in this line-up. Of course, we will hold final thoughts for the local launch when we can drive all four grades. But until then, it’s a welcome return to form for the X2.

The Mazda CX-5 Akera G35 offers small families a great host of premium features, as well as solid power and handling – all in an attractive package. But the emphasis here is on ‘small’ families because it’s on the compact side for a mid-sized SUV and its rivals offer more back seat space.

Its ongoing costs are reasonable and I enjoy driving it, so it gets a 7.6/10 from me.

My son calls out the back seat as a bit squishy but he otherwise likes it. He gives it a 7.0/10

The second-gen X2 looks very different to the original from 2018. That first X2 had a squat stance, looked more like a hatchback than an SUV, and the glasshouse appeared as though it had been squished into the body of the car.

The 2024 X2 adopts a similar design philosophy to the X4 and X6 - swoopy, coupe-like roofline and liftback, and bold styling elements at the front and rear.

It has a much more upright, flush front end, freshly designed large kidney grille and an edgy headlight design. There’s flared wheel arches and broad shoulders at the rear, as well as a cool new horizontal tail-light signature.

The X2 has grown in size in a big way. It’s 194mm longer, 21mm wider, and 64mm taller than the outgoing model. That naturally means more space inside, too.

Inside there are big changes. The X2 adopts elements introduced by the excellent iX SUV a couple of years ago. They include the curved display, and a floating arm rest with a control panel. Some of this is also familiar from the X1.

The materials mostly look and feel like they are high quality, and there is an appealing minimalism to the overall design and layout. The chunky sports steering wheel is visually appealing, but it’s a bit too thick in my hand.

The Mazda CX-5 hasn’t seen much change to the exterior other than a more horizontally-styled grille. It’s a medium SUV with a handsome kerb-side presence thanks to its full-suite of LED lights and 19-inch alloy wheels. It’s an inoffensive design that should appeal to a wide audience.

The interior looks premium with the brown Nappa leather upholstery and black leather trims. The plethora of soft-touchpoints throughout reinforces that the Akera is the top model.

There's one thing I really like about Mazda and that's how it manages to balance the traditional with the new. The cabin is a seamless blend of the two elements.

The instrument panel features a 7.0-inch digital display but still has analogue dials. There's a 10.25-inch multimedia system on the dash but still a bunch of control buttons and dials to press. The gear shifter is coupled with an electric brake, the sunroof is coupled with a manual blind. You get it.

This duology between high-end tech and traditional elements makes the interior feel up to date but very accessible.

Where the previous X2 was a very small crossover with niche appeal, the increase in size for the new model means more people will be interested in it. Possibly even people with a small family.

Those increased dimensions pay dividends inside, with ample headroom up front and more than enough space across the front row, although the raised armrest console is somewhat narrow. 

The seats in both the iX2 xDrive30 and the M35i xDrive are very supportive thanks to ample bolstering, but both were also on the firm side. The iX2’s synthetic leather was slightly more comfortable than the M35i’s sports-focused front seats.

The power-adjustable seats and height- and reach-adjustable steering wheel means it’s not hard to find a decent driving position, but forward vision is impeded by a very thick A-pillar, and the letterbox-like rear windscreen in the X2 means rearward vision is limited. Good thing it has excellent parking cameras and sensors. 

Storage is decent in the X2, with room for big bottles in the door cavity, and a few nooks and large open spaces in the console. Although secure storage is limited with the armrest housing a very shallow space. I do like BMW’s phone charger setup. Rather than lying on a pad, it slots into a vertical holder that has a latch to keep it in place when cornering. The only drawback is that you can see the screen which could potentially distract some drivers.

The X2 introduces operating system nine to iDrive, which is housed in the central part of the curved display and operated by touchscreen or the controller on the floating central console. After some familiarisation, the functionality isn’t that much different to the previous version of the operating system. The main menu looks cool and is mostly easy to navigate. The sub-menu icons - of which there are heaps - look a little Microsoft Windows.

The X2 has drive modes that also interact with the interior of the car and change lighting, EV noise and more. They include Personal Mode, Sport Mode and Efficient Mode as standard, but if you opt for (and pay extra for) BMW Digital Premium, the modes extend to Expressive Mode, Relax Mode and Digital Art Mode. Some of these are quite cool, especially some of the EV sounds, but would I use them everyday? Probably not.

The clearest indication of increased space is in the second row. There’s much more legroom than the old X2, and behind my six-foot frame I had enough space with a couple of centimetres between my knees and the front seat backs. Toe room was very limited, however. 

The roof has been scalloped out to ensure more headroom, which is welcome given the extra sloping roofline.

There are a pair of USB-C ports back there, lower air vents, map pockets, decent door storage, and a centre armrest with cup holders.

The boot is sizeable, in both engine grades but you only get a tyre repair kit. There is underfloor storage for the charging cables in the iX2.

At 560 litres with all seats in place and 1470L with the second row stowed, the petrol grades have a bit more space than the iX2 at 525L (all seats in place) and 1400L (second row lowered).

Despite sitting in the medium-SUV segment, the CX-5 is on the compact side for cabin space and front passengers benefit the most in terms of leg- and headroom.

Back rowers get a decent amount of headroom but legroom is squishy and my legs press into the back of the drivers seat when its in my driving position, and I'm only 168cm tall!

My seven-year old complained about his space and asked Dad to slide forward for more room, which is something to consider if you have gangly teenagers.

The seat comfort sits on the firmer side for both rows and the electric front seats are narrower and shorter than I like for long journeys but for the A to B trips, they’re comfy enough.

Only the driver’s seat gets powered lumbar support but they both have heat and ventilation functions.

Individual storage is average for this class with a smallish glove box and middle console that has a removable shelf. A deep utility tray, which houses the wireless charging pad and a 12-volt port, sits in front of the gearshift and there are two cupholders in the centre console.

Each door has a shallow storage bin and the front doors also get a skinny drink bottle holder.

For individual storage in the rear, you get map pockets on the rear of the front seats and two cupholders in a fold-down armrest.

The armrest also houses two USB-A ports and the heat function buttons for the outboard seats and it's because of this positioning and the narrower width of the seat, that the back row feels more suited to two, rather than three passengers.

The technology on the whole is easy enough to use but the rotary dial operation of the multimedia system is a bit annoying to access while on the go.

The wireless Apple CarPlay and Android Auto is a great feature and means one less cable to worry about but the built-in satellite navigation with 10-year map updates is a highlight. The head-up display pulls through the nav directions, too, which is always handy.

You also get two USB-C ports and another 12-volt outlet up front, so everyone should be sorted for charging.

The boot features a powered tailgate which is a handy family feature and a temporary spare tyre is located underneath the level floor.

You get 438L of storage capacity with the second row seat upright, which is plenty for my errands and grocery shop. That jumps up to 1340L (VDA) when the rear seats are folded. 

The cargo cover attaches to the lid, meaning it stays out of the way when you're loading stuff into the boot.

There are five grades for the CX-5. The top two grades, the GT SP and Akera, have a choice between a 2.5-litre petrol or turbo-petrol engine.

On test here is the flagship Akera grade with the 2.5L turbo-petrol engine. Before on-road costs, it is priced at $55,000. That positions it towards the top-end of its competitors with the Kia Sportage GT-Line AWD coming in at $49,920 (MSRP) and the Toyota RAV4 sliding in just under at $54,410 (MSRP). However, the new Honda CR-V is more expensive by $2.0K.

The Akera is well-equipped with premium features like a sunroof, heated and ventilated front seats, heated rear outboard seats, a heated steering wheel and brown Nappa leather upholstery.

The technology is well-rounded with a 10-speaker Bose sound system, wireless Apple CarPlay and Android Auto and a 10.25-inch multimedia system with built-in satellite navigation (including map updates for 10 years).

There are some good practical features, too, like a powered tailgate, keyless entry and start as well as powered lumbar support on the drivers' seat.

Each of the four grades come with a different powertrain, and the xDrive20i kicks it all off with its 2.0-litre four-cylinder turbocharged petrol unit, making 150kW of power and 300Nm of torque. It drives all four wheels via a seven-speed dual-clutch transmission and can hit 100km/h in 7.4 seconds.

The xDrive M35i ups the fun factor with a gruntier 2.0-litre four-cylinder turbo-petrol unit, driving all four wheels via the same transmission as the 20i, all while delivering power and torque of 233kW/400Nm This ensures a 0-100km/h dash of 5.4 seconds.

The iX2 eDrive20 is powered by a 150kW/247Nm electric motor on its front axle, and the iX2 xDrive 30 uses two motors - one on the front and one on the rear axle for all-wheel-drive traction. The total system output is 230kW and 494Nm and the xDrive30 gets to 100km/h in just 5.6 seconds.

The Akera is an all-wheel drive with a six-speed auto transmission and our test model has the 2.5-litre four-cylinder turbo-petrol engine that produces a maximum power output of 170kW and 420Nm of torque. The turbo ensures it never feels sluggish, even when you’re hitting hills.

A fuel-use figure for the xDrive20i is yet to be confirmed, but the front-wheel-drive sDrive20i offered in Europe with a three-cylinder engine sips as little as six litres per 100 kilometres on the combined cycle. Expect the Australian version to be a little higher than that given it’s AWD and has a more potent engine.

The M35i consumes 7.7L/100km. 

The high-voltage 64.8kWh lithium-ion battery in the iX2 ensures a driving range on the WLTP cycle of between up to 477 kilometres in the eDrive20 and between 417 and 449km for the xDrive30. 

The latter has an energy efficiency range of 16.3 to 17.7kWh/100km, and BMW says you should be able to top up the battery from 10 to 80 per cent in 29 minutes at a fast charging station.

That driving range is not bad compared with the Lexus UX300e and Peugeot e-2008, but not quite as impressive as the Volvo C40 twin-motor. 

I missed out on checking the energy efficiency figure of the iX2 xDrive30 following our drive, but after an 88km drive loop, the iX2’s range had dropped by 91km, which is just a 3km difference.

The compromise for getting extra power from the turbo is fuel efficiency takes a hit.

The official combined fuel cycle figure is 8.2L/100km but my real-world usage came out at 10L/100km. That’s after mostly open-road driving this week, too, so it’s a bit thirstier than I was expecting.

Based on the combined cycle number and the 58L fuel tank, expect a driving range of around 784km – which is still great for the odd road trip.

The M135i xDriveis undeniably quick off the mark. The lovely 2.0L turbo engine is well matched to the seven-speed dual-clutch and it’s responsive and willing from a standing start and when overtaking.

The engine sounds lovely too, although we suspect it’s amplified in the cabin, and steering is as sharp as it should be in a warmed-up performance SUV. We darted through some very twisty roads outside Lisbon and had quite a lot of fun in the process, so the M Performance badge is justified. 

I drove the previous-generation X2 M35i a few years back and was disappointed with the ride quality. It was quite jiggly on uneven road surfaces and way too firm.

While the new version still has a firm tune to aid dynamic driving, it is much more compliant than the old car and overall ride comfort has improved.

The iX2 is also quick off the mark and in xDrive30 guise is only 0.2sec slower to 100km/h than the M35i. 

That lively, smooth EV acceleration is present here, adding a sense of fun to the iX2.

It too has sharp steering, and the cabin is hushed. Not just because it’s an EV either. We were on coastal roads on a windy day and there was only a hint of wind noise in the cabin.

In some instances taking corners that had typical European walls or houses right up against the road, the iX2 would slow before I had a chance to tap the brakes. But it was hard to tell if that was a vehicle safety function, or the regenerative braking.

The ride in the iX2 was a bit of a mixed bag. It coped with some of the pockmarked roads exceptionally well, soaking up the imperfections. But then on other roads it was a little choppy.

It also bounces a little when you go over speed bumps, but that’s not exclusively an iX2 trait. I’ve felt it on many an EV, given the placement of the very heavy battery packs under the floor.

On the driving tech front, the X2 has a well executed head-up display projected directly onto the windscreen. It includes the speedo of course, nav guidance, a crystal clear display and more info. 

The Akera turbo-petrol delivers a decent well of power to dip into and it feels peppy in most situations. Even when you’re overtaking or getting up to speed you don’t feel like you’re nearing the bottom of the power barrel.  

Steering is responsive and the car is agile when you tackle narrow car parks or streets. However, you still get some roll in corners which my passengers felt more than I did.

The cabin is quiet, even at higher speeds and the suspension is firm enough that you feel the bumps but you’re not jostled about. The ride comfort is still good.

I’ve said it before but I love parking medium SUVs because their size is so forgiving in a car park! The Akera is no different and it’s especially easy thanks to the ultra-clear 360-degree view camera system. You also get front and rear parking sensors to help out when needed. 

The Akera has a bunch of safety features that are always great to have on a family SUV and a standout is the 360-degree camera system. It’s super clear and well-positioned on the dashboard for easy viewing.

Standard safety items on the Akera include LED daytime running lights, blind-spot monitoring, rear cross-traffic alert, lane departure alert, lane keeping aid, a head-up display, adaptive cruise control, a driver fatigue monitor, AEB, forward collision warning and traffic sign recognition.

The previously awarded five-star ANCAP safety rating for this model has just expired and models built from January 2024 onwards are thus unrated. The CX-5 features six airbags, which is a little low for a family car but I like how many safety features this has overall.

There are ISOFIX child seat mounts on the rear outboard seat positions and three top-tethers but two seats will fit best. Front occupant comfort is compromised when a 0-4 rearward facing child seat is installed.

The X2 range is covered by BMW’s five-year, unlimited kilometre warranty - something the German giant only increased from three years back in 2022. This is now the minimum standard.

The battery warranty for the iX2 is eight years or 160,000 kilometres. 

BMW does not have scheduled servicing terms, instead, servicing is condition-based and the car’s computer will alert the driver when to book in for a service.

A five-year servicing package will cost you $3171 for the petrol X2s, while the iX2 is $2186 for six years.

The CX-5 comes with a five-year/unlimited km warranty, which is average cover for the class but some of its rivals offer longer terms.

There is a five-year, or up to 75,000km capped-price servicing program and services average $423 per workshop visit, which is competitive.

Servicing intervals are reasonable at every 12 months or 15,000km, whichever occurs first.