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Holden Equinox


Mazda CX-8

Summary

Holden Equinox

It has been a long time coming, but this is it - the replacement for the Holden Captiva.. sort of. It’s the 2018 Holden Equinox, a new mid-sized model that will take the fight to some of the most established and successful SUVs on the Australian market.

The competitive set is daunting for a newcomer - we’re talking the Mazda CX-5, Toyota RAV4, Nissan X-Trail, Volkswagen Tiguan, Mitsubishi Outlander, Honda CR-V… Some big selling models from some big name brands.

It’s not as though Holden hasn’t had a presence in this market in the past, though. The company has had the Captiva in the medium segment in the past, and there’s still going to be the seven-seat Captiva, which will soldier on as the brand’s offering in that space until the all-new Acadia arrives later in 2018.

As such the Equinox is purely a five-seat offering, and a roomy one at that - plus, there are five different versions for customers to choose from: the base model LS, the safety-focused LS+, the mid-spec LT, well-equipped LTZ and flagship LTZ-V. 

So, how does it stack up? Read on to find out.

Safety rating
Engine Type1.5L turbo
Fuel TypeRegular Unleaded Petrol
Fuel Efficiency6.9L/100km
Seating5 seats

Mazda CX-8

Everybody wants an SUV these days, so to cater to a quickly growing and diverse audience, car brands need to offer more than just the usual small, medium and large varieties.

Enter Mazda's CX-8 SUV, which slides in between the CX-5 and CX-9, offering  the seven seats of the latter in a footprint closer in size to the former.

It’s a neat trick that Mazda pulls off, but are there any compromises to packaging, quality, value or comfort as a result? We spent some time in the new 2021 CX-8 Touring SP to find out.

Safety rating
Engine Type2.2L turbo
Fuel TypeDiesel
Fuel Efficiency6L/100km
Seating7 seats

Verdict

Holden Equinox7.4/10

The Holden Equinox 2018 range has a lot of choice for buyers, and that will be enhanced even further when the diesel models arrive later in 2018. As it stands, there is no denying the Holden magic touch has been applied to the Equinox, and it drives confidently and comfortably in almost every situation.

It is let down by a bland interior with some questionable finishes, and an exterior design that looks a little dated for a brand new model in one of the most important segments in the market. 

It isn’t a class leader, then - but it is among the better options in the class. This writer’s pick would be the LS+, which has the best comfort, peace of mind and a more-than-adequate drivetrain for most people’s needs.

Would you go for the 1.5-litre model? Or do you subscribe to the notion that there's no replacement for displacement? Let us know in the comments section below.


Mazda CX-88.3/10

Mazda’s updated CX-8 doesn’t really change much from the previous model, but it didn’t really need to fix what wasn’t broken.

The added Touring SP grade offers another choice for buyers who might be after some more upmarket features without the usual associated costs, while the Asaki LE’s captain’s chairs are genuinely a great feature.

The practical space and handsome looks are also big points in its favour, and even if the petrol engine can run out of huff towards the top end, the CX-8 remains a solid choice for those after a family hauler.

Design

Holden Equinox6/10

I guess you could say that it is interestingly styled, in that it doesn’t really look very much like anything else in the Holden stable. 

I mean, if you squint you can see a bit of Astra sedan (Chevrolet Cruze) about it, and maybe some Trax, too. Some makers are nailing the whole 'brand identity' thing, but that’s not so easy for Holden, which has sourced from the European market and the North American market. The Equinox, for instance, is built in Mexico, primarily for the US, where it sells in big numbers.

That aside, there’s something about the look of it that has a familiarity to it. I personally think it would have been right at home in a 2005 model range line-up, because there are a lot of deep character lines and swooshes, stuff that has seemingly gone a bit out of fashion in recent years as companies push for 'European styling'. And in the same breath, I’d say that the D-pillar is more than a bit reminiscent of a Mercedes-Benz GLE

The entry-level models have 17-inch wheels with big chubby tyres that look a little naff, but 18s and 19s on the higher-spec versions, not to mention the LED headlights on the flagship LTZ and LTZ-V (models below have LED daytime running lights).

The interior falls short of the styling highs we’ve seen in competitor cars, too. It isn’t as high-tech or sexy as, say, a CX-5, Tucson or Sportage. But it does have the practicality side of things sorted.


Mazda CX-88/10

The CX-8 clearly belongs in the Mazda SUV family, wearing the same understated yet elegant design language found on the smaller CX-5 and larger CX-9.

In fact, the CX-8 can be a little hard to differentiate from either of its siblings from a distance, so if you like what Mazda has done with its crossovers, you’ll like the look of the CX-8.

Personally, I like the styling of the CX-8, with its sleek headlights and taillights adding a bit of aggression to the aesthetic, while the chrome-trim found on the grille and window surrounds adds a touch of class.

The 19-inch wheels found in the more expensive grades do look much better than the 17-inch units on the Sport and Touring, however, and fill the wheel arches much better.

Our Touring SP also sports a number of blacked-out elements on the exterior to set it apart, including around the grille, the windows and the wheels.

We think it looks great, especially when contrasting against our test car’s Polymetal Grey colour, but we will point out that higher grades like the GT and Asaki nab a new grille that looks much more upmarket than the one fitted here.

It’s not just the outside that will be familiar to Mazda customers, as the interior mirrors much of the CX-5 and CX-8 as well.

Everything is laid out in a clear and easy to use fashion, and controls and ergonomics are spot on for the driver.

The Touring SP scores a number of nice touches on the inside, too, including suede accents and red-stitched highlights that do a lot to elevate the standard black-cloth interior.

Out test car is also fitted with an 8.0-inch multimedia system, but having experienced the larger 10.25-inch unit of higher grades recently, the bigger version is a vast improvement in terms of looks.

Overall, the CX-8 plays it a little safe with design, but it still  looks distinct and upmarket, like all Mazda SUVs

Practicality

Holden Equinox8/10

The Equinox is undoubtedly one of the more practical and spacious models in the segment - up there alongside the brilliantly practical Honda HR-V and Volkswagen Tiguan - and a lot of that comes down to the fact that there aren’t seven seats squeezed in, and it’s on the bigger side of things for the class.

With dimensions of 4652mm long, a wheelbase of 2725mm and a width of 1843mm, it certainly has the supersized American market in mind. For context: Toyota RAV4 is 4605mm long (2660mm wheelbase) and 1845mm wide; Hyundai Tucson is 4475mm long (2670mm wheelbase) and 1850mm wide; Mazda CX-5 is 4540mm long (2700mm wheelbase) and 1840mm wide.

The result of the Equinox's extra footprint is a roomy cabin, easily large enough for a family of five. There are three top-tether anchor points and dual outboard ISOFIX attachments, and Holden claims a massive, class-leading boot capacity of 846 litres with the back seats in place, and 1798L with them folded down in a 60/40 fashion.

The higher-spec models have remote release levers in the boot area to drop the seats, too, and the LTZ and LTZ-V versions have a hands-free tailgate, which is handy if your digits are otherwise occupied.

There are cupholders up front and in the back, and the door pockets are a good size, too, with space for a bottle or (fold-up) umbrella. A central storage bin in front of the gear selector allows enough space for wallets and phones, while the console between the front seats is massive.

High-spec models (again, LTZ and LTZ-V) have four USB ports to keep the kids’ devices charged on road trips, plus there’s a 230-volt powerpoint in the back seat. The rest of the range makes do with a single USB port, and a couple of 12-volt plugs. 

The media system you get depends on the model you choose. LS and LS+ models have a 7.0-inch touchscreen with Apple CarPlay and Android Auto phone mirroring tech and Bluetooth, while the LT, LTZ and LTZ-V have a slightly more attractive (but no more intuitive) 8.0-inch touchscreen with the same tech, plus sat nav (including live traffic updates).

The interior presentation is a little bland and dated, and there’s an array of hard plastics throughout that don’t imbue the cabin with a sense of luxury - while competitor SUVs like the Volkswagen Tiguan can feel like expensive cars that have been de-specified, the air the Equinox gives off is one of a more affordable car that has been tarted up.

That’s not to say it’s unpleasant - I liked the leather on the seats in the up-spec models (and the seat cooling on the humid day of my test drive), but I reckon the fabric trim in the lower-spec models has a bit more character and charm to it.


Mazda CX-89/10

Measuring 4900mm long, 1840mm wide, 1725mm tall and with a 2930mm wheelbase, the CX-8 is classified as a large SUV, but its width is actually the same as a one-size-smaller CX-5.

The length is closer to a CX-9, while the wheelbase is identical to its larger sibling, which means the CX-8 offers the practicality and space of a seven seater, but is easier to manoeuvre around town.

From the front seats, the cabin feels light and airy, thanks to a large glasshouse, while storage options extend to large door bins, a deep centre-storage cubby, two cupholders and a small tray for your phone/wallet.

The second-row seats also offer plenty of room for adults and will even slide forward and recline to get into the perfect position.

There is plenty of head and legroom, even for those sitting in the middle seat, but shoulder room can be a little compromised.

For those that seldom use the second-row middle seat, the Asaki LE features two captains’ chairs that are much more comfortable for adults, and even features ISOFIX and top-tether points for child seats.

In the second row, there are small door bins, a fold-down armrest with cupholders and air vents with climate controls, while the Asaki LE scores its own unique centre console with functions for seat heating.

The second-row doors are also a bit bigger than a CX-5, making ingress/egress to the third row a little easier, but it also means it can be trickier to get in and out of tighter parking spaces.

But if you are considering a CX-8, it’s probably because there is a third row of seats, and they are just what you’d expect.

It’s a little cramped in seats six and seven for my six-foot-tall frame, but there is decent legroom if the second-road seats scooch up a little.

Children shouldn’t have a problem being comfortable back there though, but charging points are only available on higher grades.

The boot of the CX-8 can swallow a decent amount of volume with all seats in place (209L), enough for a medium-sized suitcase and more than enough for some groceries or school bags.

Fold the third-row flat and that expands to 775L, making it easier to haul a whole family's luggage for a holiday.

Tucked underneath the boot is also a space-saver spare wheel for a little peace of mind on long road trips.

Price and features

Holden Equinox8/10

The new Holden Equinox 2018 model range isn't the outright most affordable mid-size SUV on the market, nor is it pushing the limits in terms of pricing. It's a middle-ground player. 

The entry-level Holden Equinox LS is the only model available with a manual transmission, and it starts things off at $27,990. The automatic version adds two grand ($29,990). It's powered by a 1.5-litre turbocharged four-cylinder petrol engine, and is only available in front-wheel drive (FWD).

The LS has 17-inch alloy wheels, a 7.0-inch touchscreen media system with Apple CarPlay and Android Auto connectivity, automatic headlights with LED daytime running lights, dual ISOFIX child-seat anchor points, and the automatic has what Holden calls 'Active Noise Cancellation'.

Next up in the range is the LS+ at $32,990, which runs the same 1.5L auto drivetrain as the LS. The LS+ adds a leather steering wheel and power folding side mirrors.

It also adds a heap of safety equipment - some of it, arguably, that should be included in the low-spec car.

The list is topped by auto emergency braking (AEB), but packaged alongside that tech is a range of other potentially life-saving stuff: lane-keeping assist, lane departure warning, and forward collision warning.

Additionally, there’s blind-spot monitoring, rear cross-traffic alert and auto high-beam assist, and Holden’s 'Safety Alert' driver’s seat, which will vibrate to warn the driver of potential hazards.

Next up the list is the LT, at $36,990, which gets a bigger engine than the two lower-spec models - a 2.0-litre four-cylinder turbocharged unit with plenty of extra poke: 188kW and 353Nm, or about 48 per cent more power and 28 per cent more torque than the entry-level cars. Gone, too, is the six-speed automatic, with a new nine-speed auto transmission taking its place. A diesel will be available later in 2018.

The LT builds on the LS+ model, upgrading to 18-inch alloy wheels, a larger 8.0-inch touchscreen media system with Apple CarPlay and Android Auto connectivity, sat nav with live traffic updates, four USB points (two front, two rear) a 230-volt powerpoint in the second row, heated front seats, dual-zone climate control, HID headlights and provision for roof-rack mounting.

The LTZ uses the same 2.0L drivetrain, and is available in FWD at $39,990 or all-wheel drive (AWD) at $44,290. A diesel will come for it, too. 

It upsizes to 19-inch alloy wheels, while also adding a hands-free power tailgate, semi-automated parking (parallel and perpendicular), rain-sensing wipers, leather-appointed seats, wireless phone charging, heated front and rear seats, power adjustable driver’s seat, roof rails, DAB+ digital radio, LED headlights and tail-lights, and a Bose premium sound system.

The flagship LTZ-V comes solely in AWD and costs $46,290 - which effectively makes it a $2000 jump over the LTZ AWD, running the same 2.0L/nine-speed auto. A diesel will be offered later.

The LTZ-V adds a dual-panel panoramic sunroof, heated steering wheel, power adjustable passenger seat, and ventilated (cooling) front seats.

So, there’s something for everyone, really. I just reckon maybe the LS and LS+ should have been merged into one model with the safety kit…


Mazda CX-89/10

Mazda’s CX-8 has changed a lot since it was first introduced to local showrooms in mid-2018.

Back then, it was a diesel-only range, available in two grades, but now Mazda Australia offers the CX-8 across five trim levels, two engine choices and front- or all-wheel drive, for a total of 11 variants.

Opening the range is the Sport grade, available in petrol front-drive and diesel all-wheel-drive forms for $39,990 before on-road costs for the petrol and $46,990 for the diesel AWD.

The Touring is also available in petrol FWD and diesel AWD versions, priced at $46,790 and $53,790, while new for 2021 is the Touring SP, which builds on the second-to-bottom grade for an extra $1000.

Meanwhile, the GT trim is a diesel-only affair, in front ($59,290) and all-wheel-drive ($64,290) flavours.

The diesel-only Asaki tops the CX-8 line-up, in FWD ($62,790) and AWD ($66,790), but Mazda has also introduced the new Asaki LE range-topper that bumps up pricing to $69,920.

We’ll dig into the engine specs a bit further down, but standard equipment is impressive, thanks to the likes of tri-zone climate control, a head-up display, and an 8.0-inch multimedia system with satellite navigation, digital radio and Apple CarPlay/Android Auto support.

Less impressive on the base Sport grade are the 17-inch wheels and black-cloth interior, but a sub-$40,000 seven-seat SUV needs to make compromises somewhere.

Stepping up to the Touring adds more upmarket features such as keyless entry, push-button start, power-adjustable front seats, heated front seats and leather interior.

Our test car, the Touring SP, differs thanks to red-contrast stitching for the interior, suede accents for the seats and dashboard, and heated rear seats, as well as blacked-out exterior elements (more on that below).

The GT grade scores a larger 10.25-inch multimedia system, wireless smartphone charger, powered tailgate, wood interior trim, sunroof, 10-speaker Bose sound system and steering wheel paddle shifters.

Finally, the Asaki nabs a 7.0-inch driver display, Nappa leather interior, cooled front seats and a heated steering wheel, while the Asaki LE swaps out the second-row bench seat for two heated captain’s chairs and a bespoke centre console with cupholders and USB ports.

No matter how you slice it, this is an impressive equipment list, on any grade you go for, but we will point out that prices are up this year (from $80-$1350) across the line-up.

Engine & trans

Holden Equinox8/10

The entry-level engine offering is a 1.5-litre turbocharged four-cylinder with 127kW of power and 275Nm of torque. It comes with a six-speed manual (LS only) or six-speed automatic, and is FWD only. 

The other drivetrain on offer is a 2.0-litre four-cylinder turbo with a class-leading 188kW of power and 353Nm of torque. It is solely mated to a nine-speed automatic transmission, but can be had with either front- or all-wheel drive (the LT is FWD only, the LTZ is FWD with the option of AWD, and the LTZ-V is AWD only).

The AWD model employs a clever system that can allow the driver to effectively disconnect the rear drive axle, in order to help save fuel - it is controlled by a button near the gear selector. If the car is in AWD mode it will generally default to front-drive, but can split torque up to 50:50 front to rear if slip is detected. The AWD model also has revised suspension and a higher ride height.

A diesel model will be added to the range later in 2018, with that drivetrain being a 1.6-litre four-cylinder turbocharged unit producing 100kW/320Nm. It will come exclusively with a six-speed automatic transmission, but will be offered in FWD or AWD.

Towing capacity is 750kg for an unbraked trailer on all models, while the 1.5-litre petrol and 1.6-litre diesel have towing capacity of 1500kg for a braked trailer, and the 2.0-litre petrol has a 2000kg braked towing capacity. That’s good, but not a benchmark for the segment (Volkswagen Tiguan 162TSI:  2500kg).


Mazda CX-88/10

Our Touring SP petrol is powered by a 2.5-litre four-cylinder petrol engine, which drives the front wheels via a six-speed automatic transmission.

The petrol engine outputs 140kW at 6000rpm and 252Nm at 4000rpm for a zero-to-100km/h run in a  lethargic 10.9 seconds.

Opting for the diesel does liven things up a little, with the 2.2-litre turbocharged unit delivering 140kW/450Nm at 4500rpm and 2000rpm respectively.

And depending on configuration, FWD or AWD, the oil-burning CX-8 can reach triple-digit speeds in as little as 9.6s.

A third-row of seats is not light, of course, with our Touring SP grade tipping the scales at just under 1800kg, while the Asaki LE weighs in at a positively porky 1977kg.

Fuel consumption

Holden Equinox7/10

Claimed fuel consumption for the 1.5-litre drivetrain is 6.9L/100km for the manual and automatic variants. Our launch drive saw a much higher return, due to some pretty spirited driving: 10.4L/100km.

The 2.0-litre version is a bit thirstier, thanks to its extra grunt. It is claimed to use 8.2L/100km for the FWD model and 8.4L/100km for the AWD. On our launch drive, we saw 9.7L/100km

The diesel, when it comes, will be the most frugal in the Equinox line-up - exact figures haven’t been revealed at this stage, however.


Mazda CX-87/10

The CX-8 in front-drive petrol form will return an official fuel-consumption figure of 8.1 litres per 100km, while opting for a diesel  will lower that to 5.9L and 6.0L/100km for front and all-wheel-drive versions.

In my brief time with the Touring SP petrol, I averaged 9.4L/100km, mostly due to remaining in the inner-city and lugging around baby paraphernalia like a pram and car seat. Oh, and a baby.

The start-stop engine technology does help keep consumption down, but the near two-tonne kerb weight (1799-1978kg) doesn’t  help fuel economy.

Driving

Holden Equinox8/10

It’s as though Holden’s engineers have waved a magic wand and made the Equinox - a big-for-its-class SUV - drive much smaller, and with much more confidence than you might expect.

The steering is the highlight - Holden has nailed the electric power steering system for feel and weighting, with excellent response whether you’re simply twirling the wheel at low speeds to park, or pushing it through a series of corners. There’s bugger-all in the way of torque-steer, too (that’s where the steering wheel will tug to the side when you accelerate).

The suspension, too, is a compliant and comfortable balance of control and plushness. Only in the models with the 18- or 19-inch wheels do you start to notice some terseness, and that comes down to both the extra weight of those variants and the lower profile tyres.

The LS and LS+, then, are the models that are the peachiest of the five variants. With 17-inch wheels and chubby 65 profile Continental rubber, the pliancy was excellent, as was the grip. 

That said, the turning circle in the LTZ-V, in particular, is poor - 12.7m, which is worse than a lot of much bigger dual-cab utes.

The drivetrain in the LS+, too, was a fuss-free affair: it never felt underdone with two burly adults and some luggage on board, easily dealing with pushing away from intersections and rapid-fire overtaking moves without hassle.

The 2.0-litre is undeniably faster, and it’s also pleasantly refined. There’s a level of effortless to the way it pulls away, but it never really feels quite as potent as, say, the Volkswagen Tiguan 162TSI (with 162kW/350Nm) - and that is, in part, down to the weight of the Equinox. It’s a bit of a tubby thing, tipping the scales at 1778kg (kerb weight) in the top-spec LTZ-V. For comparison’s sake, the aforementioned top-spec Tiguan is 1637kg…

The moral here is, then, that less can be more. Make sure you drive the 1.5-litre…


Mazda CX-88/10

From the outside, you’d be forgiven for thinking the CX-8 is a CX-9, but behind the wheel there is no doubting its smaller dimensions and unique selling point.

With the CX-8 being as wide as a CX-5, it makes manoeuvring through the tight inner-city streets of Melbourne a breeze.

In our time with the car, we never turned down a tight laneway with cars parked on both sides and panicked about squeezing through with our mirrors intact.

This also helps with navigating streets shared with cyclists , with the CX-8 remaining comfortably in its lane at all times.

Our Touring SP grade was fitted with the 140kW/252Nm 2.5-litre petrol engine, which does an admirable job at moving the near-two-tonne car to city speeds, but struggled a little as the speedo climbed towards 100km/h.

This is especially evident in some freeway on-ramp situations that require you to get up to speed to merge, with the engine feeling out of breath – and even a bit coarse – towards the top-end of the rev range.

Luckily, peak torque is on tap from fairly low down, so when navigating the CX-8 to the supermarket or shopping centre, it is a delight to cruise from traffic light to traffic light.

We also sampled the diesel-powered Asaki LE recently, which offers up noticeably more pep thanks to its turbo-diesel engine's 140kW/450Nm – which matches the BT-50 workhorse’s 3.0-litre unit.

The diesel engine is no doubt a better option for those that take long road trips or frequent the freeway, and also stands the CX-8 even further apart from the turbo-petrol-only CX-9.

As with other models in its stable, Mazda has nailed the driving position and feel with the CX-8, with the driver’s seat offering heaps of all-round visibility, enough adjustability to get comfortable, and a steering wheel that serves up subtle cues as to what is happening on the road.

Don’t get us wrong, the CX-8 isn’t as engaging or sharp as an AMG SUV, but it’s certainly one of the better mainstream SUVs for fun and feel behind the wheel.

Safety

Holden Equinox7/10

At the time of writing there hadn’t been an ANCAP crash test performed on the new Holden Equinox, but the brand made specific reference to an expectation of a five-star score during a presentation to media at the launch.

Still, there’s an elephant in the room - the LS. If it were 2014 we would have applauded Holden for offering a reversing camera, rear parking sensors, ESP and ABS, and six airbags in a family SUV. But it’s not 2014, and times have changed.

That’s what makes the LS’s lack of standard safety equipment disappointing, because the brand had the chance to take it to its mainstream rivals with a strong safety package across its entire model line-up. Yet here we are, and those on a tight budget will miss out on the latest tech - maybe those buyers will head to a Toyota dealer, as the RAV4 now has a pre-collision warning with auto emergency braking (AEB), lane-departure alert, active cruise control and automatic high beam.

You can’t get active cruise control on any Equinox, but every model from the LS+ up has safety kit coming out the wazoo. Those models have the 'Holden Eye' camera safety system with AEB, lane-keeping assist, lane departure warning, and forward collision warning. Additionally, there’s blind-spot monitoring, rear cross-traffic alert and auto high-beam assist, and Holden’s Safety Alert driver’s seat, which will vibrate to warn the driver of potential hazards.


Mazda CX-89/10

The Mazda CX-8 was awarded a maximum five-star ANCAP safety rating from its test in mid-2018, with notably high scores for adult and child occupant protection.

As standard, the CX-8 is fitted with crucial safety systems that you would want in a family car, such as autonomous emergency braking (AEB) with pedestrian detection, lane-keep assist, adaptive cruise control, blind-spot monitoring, rear cross-traffic alert with automatic braking, a reversing camera, traffic-sign recognition and rear parking sensors.

Stepping up to the Touring grade adds front parking sensors, while the Asaki nabs a surround-view monitor – both features that are nice to have, but not essential.

According to ANCAP, the CX-8’s AEB system is operational from 4-160km/h and is deemed ‘good’ for overall performance, while its lane-keep and lane-departure tech works from 60-180km/h and was given a ‘marginal’ grade.

Ownership

Holden Equinox7/10

If you buy a Holden Equinox (or any other Holden) before January 1, 2018 you will get the brand’s limited offer seven-year/175,000km warranty. If you buy one after that, you’ll get the bog-stock three-year/100,000km plan - another peculiar move from Holden, especially for a brand that needs a good news story at the end of a treacherous year for the company.

The service intervals for the Equinox will be 12 months/12,000km, which is better than some of the other models in the company’s showroom that require maintenance every nine months.

As with all Holden products, the company will back the Equinox with a capped-price service campaign for the life of the car. The first seven services, no matter the engine, average out at $310 per go.


Mazda CX-88/10

Like all new Mazda’s sold in 2021, the CX-8 comes with a five-year/unlimited-kilometre warranty, with roadside assist over that period.

Scheduled service intervals for the CX-8, regardless of petrol or diesel, are every 12 months or 10,000km, whichever occurs first.

Some rivals like the Hyundai Santa Fe need servicing every 12 months/15,000km, so those who like to rack up the mileage in a year need to take note.

The cost of servicing over five years works out to be $2057 for the petrol engine and $2237 for the diesel, which averages out to about $411 and $447 per annum respectively.

Maintenance costs are a little on the expensive side for the CX-8 when compared to something like the Toyota Kluger, which asks $200 for every 12 month/10,000km service in the first five years.