Lexus UX vs Mazda CX-5

What's the difference?

The updated Lexus UX300h Luxury is a solid entry in the premium compact SUV segment. It doesn’t break new ground, and there are areas that could be improved, but it handles well, offers a thoughtful selection of amenities for a base-grade luxury model, and its compact size makes it easy to park almost anywhere. For buyers seeking a stylish, efficient, and practical hybrid with a luxury badge, it’s a dependable choice.

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 updated Lexus UX is technically a compact SUV, but it feels more like a hatchback that's taken a small dose of steroids. The facelift brings a sharper look with a stylised 3D spindle grille, new air intake vents, fresh 17-inch alloy wheels, updated daytime running lights and a full-width rear light bar. The sculpted bodywork still showcases Lexus’ signature origami-like panelling and, overall, it’s a handsome little thing. That said, the heavy use of black plastic moulding around the lower edges detracts from its premium appeal.

Inside, the cabin takes a more understated approach. Up front it feels premium-enough, with synthetic leather trims, soft-touchpoints and those high-tech dual 12.3-inch displays headlining the dash. Your eye moves smoothly across the layout without lingering too long on any single element, which adds to the sense of elegance.

Not everything feels top-tier, though. Hard plastics are still scattered throughout the cabin, and they’re especially noticeable in the back seat where the doors have very little in the way of a soft surface. Yes, this is the base grade, but in a car wearing a luxury badge, it’s something you notice more than you should.

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.

The UX is a compact SUV, so it's best not to expect a sprawling interior. The front row offers the best space and comfort, with wide door openings and a ground clearance that makes it easy to hop in without any grunts. The seats are comfortable enough on long drives, although some fatigue creeps in on the passenger side due to the lack of lumbar support. Both front seats are power-adjustable and heated, and with the steering wheel also adjusting electrically, it’s easy to dial in a good driving position.

Move to the rear seats, and space becomes noticeably tighter for adults. At 168cm, my knees press against the seat in front, and even my eight-year-old asked me to slide the passenger seat forward this week. That said, he’s been mostly comfortable thanks to the wide door openings, lightweight doors and well-padded seats.

My son did point out that the tall window sills make it hard to see out, which could be a deal breaker for younger passengers. There are three top tether anchor points, but fitting three child seats across is unrealistic.

Storage is on the slim side, but the dual-opening centre console is clever, and there are two cupholders and drink bottle holders up front. The rear row only gets a single map pocket and two cupholders. A few more cubbies for things like sunglasses or keys would be welcome, as the cabin can quickly feel cluttered if you’re not careful.

Technology is neatly integrated. The dual 12.3-inch displays look sharp with clear graphics, and the touchscreen is responsive. The updated operating system isn’t a big leap forward, but it’s easy to use and the wireless Apple CarPlay and Android Auto work seamlessly. There’s also sat nav, a wireless charging pad, four USB-C ports, a single USB-A port and a 12-volt socket for charging.

The boot looks modest at first glance, especially with the floor set in its highest position, but it still swallowed a big grocery shop with no fuss. Officially, capacity is 364 litres, which makes it the smallest compared to its nearest rivals, although the adjustable floor helps with taller items or creates a handy nook for smaller ones.

A bigger drawback is the lack of a spare tyre as you only get a repair kit. For city drivers that might be fine, but for those of us who live regionally or do longer trips, a spare tyre is a must-have. On the plus side, the powered tailgate with kick function is standard here, whereas rivals make you pay extra for it.

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.

The UX300h Luxury runs a hybrid setup that pairs a 2.0-litre four-cylinder petrol engine with two small electric motors. Combined, the system produces 146kW of power, and it drives through an electronic continuously variable transmission (eCVT). This powertrain sees it outmuscle the old UX250h by 15kW.

On paper, those new outputs sit neatly in the middle of this segment. Out on the road, though, the hybrid assistance helps the UX feel a little more sprightly than the numbers suggest. The electric motors give it an eager step-off from traffic lights and smooth power delivery around town, while the petrol engine takes over when more effort is needed.

It's a good combination for a little car.

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.

Fuel efficiency is a real strength. Lexus claims 4.2L/100km on the combined cycle, which is impressive against petrol-only competitors. With a 43L tank, you’re looking at a theoretical driving range of over 1000km between fills.

In my week of mixed open-road and urban driving, I saw a real-world figure of 5.0L/100km, and that’s without holding back on using the available power, which makes the claim feel very achievable.

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 UX300h Luxury proves itself to be a versatile little SUV. It offers ample power with prompt acceleration, making it easy to confidently take a gap in traffic or keep pace on the open road. It feels like a solid all-rounder that balances everyday usability with just enough grunt when you need it.

There are three selectable drive modes, though in practice they don’t feel dramatically different. The hybrid system can sometimes sound a little flustered at times as it switches between the two components, but it doesn’t translate into anything unsettling from behind the wheel. The actual driving experience remains smooth and predictable.

Ride comfort is another strength. The suspension does a good job of soaking up small bumps, and unless you’re on the highway in torrential rain, the cabin stays impressively quiet.

Visibility is mostly good, although the A- and B-pillars can occasionally intrude from the driver’s seat. It’s never enough to be a deal breaker, but worth noting. Where the UX really shines is in tight spaces because its 10.4m turning circle and compact dimensions makes it stupidly easy to park. The reversing camera is clear, though for a car wearing a luxury badge, it feels like a missed opportunity not to include a 360-degree camera as standard.

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 UX300h Luxury comes with a five-year/unlimited kilometre warranty, which is comparable to its nearest rivals, although we’re seeing increasingly generous terms from mainstream brands.

Servicing is straightforward thanks to a five-year capped-price program, with each service costing $595. The intervals are well spaced at every 12 months or 15,000km, whichever comes first.

This grade also includes a three-year complimentary membership to the Lexus Encore program. Membership brings access to the Lexus Connected Services phone app, allowing you to customise your driver profile and even use a digital key. Beyond that, Encore members enjoy perks with supporting partners, including Westfield and Ampol.

There's around 40 official Lexus service centres located around Australia but you can make use of its sister brand's (Toyota) service centres if you're in a pinch.

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.