2018 BMW X3 vs Mazda CX-5

What's the difference?

BMW has form when it comes to performance SUVs, in the shape of M versions of its larger X5 and X6 models. And it has expertly applied that experience here. The X3 M40i is properly quick and dynamically sharp, yet comfortable, refined, and most of all practical when it needs to be. The price tag is large for a compact SUV, but the M40i's quality, value and all-around ability justify it.

The CX-5 GT is a triumph of style and substance. The range is generally a tremendous value-for-money line-up and this upper-echelon offering is no different because a GT buyer will want for nothing – except perhaps Apple CarPlay and Android Auto, and if we can live without those, you can too. More of a city-friendly SUV than a rough-and-ready off-roader, the GT is still capable of getting you to where you want to go, as long as you have a realistic notion of AWD-suitable terrain: think formed trails, well-maintained National Parks tracks and perhaps even, at a stretch, very firm sand.

Is the CX-5 a legitimate Adventure vehicle, or should it stay in the suburbs? Tell us what you think the comments below.

It may have been born In Munich, but the X3's parentage is Australian, with the car's exterior design developed by former Sydney-sider Calvin Luk (also responsible for the X1, F20 1 Series, and just released Z4).

BMW is the master of design convergance, and the current X3 recognises the brand's heritage while seamlessly integrating with the current, exceptionally broad model range.

The biggest visual clue to the M40i's status and performance potential is the 'M Aerodynamics Package', consisting of a roof-mounted wing, 'Black Chrome' tailpipes, and various exterior trim elements finished in 'Cerium Grey'.

The nose treatment is unique with a more aggressive lower air intake, and exclusive pieces in the vents either side framing LED fog lights.

Big 21-inch rims are shod with fat Pirelli P Zero rubber, the headlights are adaptive LED, and high-gloss 'Shadow Line' trims, including the roof rails, have been pinched from the BMW Individual collection.

Inside, branded sill strips remind you you're in an M40i before you've even hit the driver's seat, and the general look and feel of the cabin will be familiar to any current-generation BMW owner.

One thing that does stand out, however, is the 12.3-inch hi-res colour instrument display, which shifts its layout and colour palette through each of four drive modes – 'Eco Pro', 'Comfort', 'Sport', and 'Sport+'.

The seats are immaculately trimmed in 'Vernasca' leather, the front pair featuring neatly integrated additional side bolsters for extra lateral support and a racier look.

Look up and you'll see the 'BMW Individual Anthracite' headliner. Move to the straight ahead and you're confronted with an 'M leather' trimmed sports steering wheel.

A standard ambient-lighting system allows you to dial in one of six colours to set the mood, and aluminium trim elements are combined with 'SensaTec' (faux leather) trim over the instrument binnacle and dashtop.

People who know me, know that I put more stock in what’s under the bonnet than appearance but, having said that, I am still capable of appreciating attractive things. The previous version of the CX-5 looked good; this new one looks damn good. Everything is simply neater, sleeker and more streamlined than before, inside and outside.

Fit and finish is tighter and all materials and designs complement, rather than clash with, each other. That bright white leather – adding a real overall touch of class – doesn’t hurt either.

This CX-5 looks and feels like it sits more comfortably in the realm of sports cars than that of family-friendly SUVs – but I spend zero time in sport cars, so what do I know?

Gradual bracket creep has seen the current X3 sneakily out-grow the original (E53) X5 SUV that turned the BMW world upside down, close to 20 years ago.

At just over 4.7m nose-to-tail, and close to 2.0m across, the X3 is substantially longer (+49mm) and wider (+25mm) than its X5 ancestor, with an extra 44mm in the wheelbase to boot.

So, no surprise there's heaps of space everywhere, with plenty of head, leg and shoulder room for the driver and front-seat passenger.

Storage runs to a medium-size glove box, plus a pair of cupholders in the centre console and some oddments space in a roll-top covered area in front of the gearshift, which also offers up a 12-volt power outlet and a USB port.

There's a covered bin between the seats, which doubles as a comfy armrest, plus big bottle holders and storage bins in each door.

Switch to the rear and the generosity continues, with enough head and legroom for me (at 183cm) to sit comfortably behind the driver's seat set for my position.

Width is a different story, with enough shoulder room for three adults to get by on short journeys, but for anything lengthy it's best to stick with a kids/young-adult zone policy.

Individual vents with climate-control adjustment are a big plus, and back seaters are also provided with netted map pockets, door bins including bottle holders, and a pair of cupholders in the fold-down centre armrest.

The cargo area is properly thought through, with embedded rails on either side of the space to accommodate longitudinal movement of the standard tie-down hooks.

There's a netted storage space behind the passenger-side wheel tub, a 12-volt outlet, a pair of pull-out shopping bag hooks, two lights shining from near the door opening back into the load area, and release handles to unlock the 40/20/40 split-folding rear seat.

With the rear seats upright, luggage capacity runs to 550 litres. More than enough to accommodate the CarsGuide pram or our three-piece hard suitcase set (35, 68 and 105 litres). Flip the seatback forward and 1600 litres of space opens up.

Tyres are run-flat, so don't expect a spare of any description. And if you're keen on hooking up a trailer your limit is 2.4 tonnes braked and 750kg unbraked.

From the front to the back everything is pretty well suited for day-to-day life.

There is ample room for driver and passenger up front with electric adjustment for those forward pews.

Second-row travellers also get stacks of leg and headroom and the driver seat goes nowhere near encroaching on space behind. When it comes time to collapse those second-row seats, it is a 40/20/40 split.

Storage solutions include a space for phones and loose change in front of the shifter, four cupholders (two up front and a pair in the second-row centre arm-rest), and a bottle-recess in each door. Annoyingly, there are two USB ports in the glovebox, which is deep enough for a dog to sit in (only joking!), so it is difficult for the driver to readily access those as a charging point.

There are air vents for both rows.

Down the back, cargo space is 442 litres with the second row up; and 1342 litres with that row flat.

Our review vehicle – an upper-spec Mazda CX-5 GT AWD diesel – had a manufacturer listed price of $47,390 at standard spec, but ours also had Soul Red paint ($300) and optional front and rear floor mats at a cost of $187.02. There is a stack of gear for the price as standard including keyless entry and start, a 7.0-inch touchscreen (with Mazda’s MZD Connect multimedia system but no Apple CarPlay and Android Auto), satnav, reversing camera,  front and rear parking sensors, head-up display, cruise control, a 10-speaker Bose stereo, dual-zone climate control, electric front seats, white leather trim, auto wipers, powered and heated folding mirrors, power windows, a sunroof, electric tailgate, 19-inch alloy wheels and a space-saver spare tyre (tucked under the cargo floor). There’s also active automatic LED headlights, LED foglight and plenty of active and passive driver aids.

The 3.0-litre B58 in-line six-cylinder engine is an all-alloy unit featuring direct injection and forced induction, courtesy of a single 'TwinScroll' turbo.

It also features a water-to-air intercooler, 'Double Vanos' variable cam timing, and 'Valvetronic' variable valve lift.

BMW's 'B' engines are a modular design, based on cylinders of the same dimensions and 500cc capacity. Rather than cast iron cylinder liners they use 'Electric Arc Wire Spraying' technology to form a thin coating of iron on the cylinder walls, to save weight and reduce manufacturing complexity.

Maximum torque of 500Nm is available from just 1520rpm all the way to 4800rpm, with peak power (265kW) on call from 5500rpm to 6500rpm.

Transmission is an eight-speed 'Sport Steptronic' (torque converter) auto, with drive going to all four wheels via a performance-tuned version of BMW's 'X Drive' all-wheel-drive system, incorporating a variable torque split from front to rear, and an 'M Sport Differential working in concert with the DSC to apportion torque across the rear axle.

The GT has a 2.2-litre SkyActiv diesel engine – producing 129kW@4500rpm and a chunky 420Nm@2000rpm – matched to a six-speed automatic transmission. No complaints about this pairing.

Claimed fuel economy for the combined (ADR 81/02 - urban, extra-urban) cycle is 8.9L/100km, the X3 M40i emitting 204g/km of CO2 in the process.

Over roughly 300km of city, urban and freeway running (some of it 'enthusiastic') we saw an average figure of 12.7L/100km (at the bowser), although we managed 8.1L/100km (dash indicated) on one lengthy freeway trip.

Stop-start is standard, and I must admit to turning it off much of the time, although with the system enabled restarting was subtle and swift.

Minimum fuel requirement is 95 RON premium unleaded and you'll need 65 litres of it to fill the tank.

We recorded 8.3L/100km for about 160km of daily driving (country, suburban, city and freeway) and 8.7L/100km for 150km of AWD-appropriate touring (including a substantial amount of dirt-road driving). The CX-5 has a 58-litre fuel tank

For some, the idea of a performance-focused SUV is a contradiction in terms. Why lift a car up, give it a higher centre of gravity, then try and make it handle like a low-slung sports car?

Happily, the world isn't a logical place. Lots of people want their SUV practicality delivered with a sting in the tail, and the X3 M40i offers up exactly that.

Under the bonnet of the M140i/M240i this engine is a proven gem, and it's just as lively in this application.

We may have even given the standard launch control function a workout, to see if the factory 0-100km/h claim of 4.8sec is realistic. And let's just say the X3 M40i feels sub-five fast.

With 500Nm on tap from just off idle through to 4800rpm, it's always eager and ready to rip with even a modest squeeze of the right pedal. Mid-range response is immediate and strong, accompanied by a satisfyingly guttural growl from the 'M Performance exhaust'.

And if you really need to get the groceries home quickly, 265kW of peak power between 5500 and 6500rpm makes for an urgent top end.

The eight-speed auto is smooth and quick, the wheel-mounted paddles adding to the fun, especially in Sport mode.

Rolling on 21-inch rims wrapped with high-performance Pirelli P Zero (run-flat) rubber (275/35 rear – 245/40 front) the adaptive suspension has to balance day-to-day comfort with special occasion B-road response, and it does a damn good job of it.

Comfort mode is as good as its word, managing to smooth out the truly ordinary bitumen we Australians laughingly refer to as roads, while Sport buttons everything down as best it can.

But you've got to remember, compared to an M240i coupe, the X3 M40i is 268mm taller, it's ground clearance is 74mm greater, and it's 58kg heavier. So, despite its slick suspension set-up, the M40i still handles like an SUV. A dynamically outstanding one, but an SUV nonetheless.

That means more body roll in cornering (accentuated by the fact you're sitting higher), although the nicely weighted, electrically assisted steering manages to deliver decent road feel.

Like a swan gliding effortlessly across the lake, with legs paddling busily under the surface, the X Drive AWD system and M Sport diff help the X3 M40i put its power down effectively and without fuss, turning you into a backroad-blasting hero.

The sports front seats are nice and grippy (with standard heating a welcome inclusion on chilly mornings), and the M Sport brakes are professional grade.

This CX-5 is 4550mm long, 1840mm wide, 1675mm high has a claimed kerb weight of 1744kg and an 11.2m turning circle. It feels low and long – even though it’s not really – and is rock-steady to drive, at any speed.

This CX-5 never feels like anything but a supremely well put-together unit and that makes for a smooth driving experience. Steering is light at the right time and takes on a real weight when you need it to; the 2.2-litre engine is eager and works well off changes in the six-speed auto.

It’s better suited to open-road cruising, than stop-start city driving as it tends to lag off the mark when you actually need it to swiftly budge.

Mazda reckons its staff have worked hard to make the current CX-5’s NVH (noise, vibration, harshness) levels much better than those in the previous model, but we’d never noticed anything in that earlier thing, and nothing in this latest model, so we have to take their word for it.

The GT is on 19-inch alloys, shod with Toyo Proxes R46 rubber.

The CX-5 has a five-star ANCAP safety rating, as a result of testing conducted in September 2017. It has six airbags, ABS, reversing camera, blind-spot monitoring, reverse cross-traffic alert, front and rear auto emergency braking and more. It has two ISOFIX and three top-tether points.

Warranty cover is three years/unlimited km, with 24/7 roadside assistance included for three years, and additional support from BMW 'Servicemobiles' (07:00 – 23:00 every day) staffed by trained techs and stocked with key service parts.

Maintenance on the BMW X3 is controlled by a 'Condition Based Servicing' system, which piles real-time data (mileage, time since last service, fuel consumption, and how the car has been driven) into an on-board algorithm to determine whether an annual vehicle inspection or service is due.

BMW offers the 'Service Inclusive' program, a one-off advance payment to cover scheduled costs at the 'Basic' or 'Plus' level.

Mazda offers a three-year/unlimited kilometre warranty on the CX-5; capped price servicing is included. The servicing schedule is set at six months/10,000km and will cost from $317 to $387.