Mazda CX-5 VS Audi Q3
- Gorgeous styling
- Interior fit and finish
- Added off-road capability
- Road noise still too high
- Firm ride
- No hybrid options
- Standard tech features
- Fun but grown-up design
- Massive boot
- 35 TFSI underpowered
- Sporty but harsh suspension
- Still just a three-year warranty
Mazda’s CX-5 has long reigned as Australia’s favourite mid-size SUV, but 2020 is likely the year it loses that title to the much-improved, new-generation Toyota RAV4.
To try and keep up with fresher competition though, Mazda has introduced rolling updates to the popular CX-5, including a new off-road mode for all-wheel drive (AWD) variants that better equips the stylish SUV for rough terrain.
Pairing its new capabilities with the same high-calibre interior fit and finish as before, as well as a five-year/unlimited kilometre warranty, means the new CX-5 is the arguably the most complete package it has ever been, but is it still good enough for your consideration in 2020?
|Engine Type||2.5L turbo|
|Fuel Type||Regular Unleaded Petrol|
The previous Audi Q3 was like an archetype German businessman. Practical, at times harsh, and ruthlessly efficient, it was the kind of SUV that was good at meeting its KPIs.
Now, though, we’re greeted by an all-new-generation Q3. It’s a bit more fun, a bit more rebellious, a lot more high-tech, and, alarmingly, it looks up to SUV rock stars like the Lamborghini Urus.
But as much fun as it all might seem, the Q3 has an important job, and that’s to carry Audi’s premium small-SUV message to a new generation of buyers, as well as the sensible last-gen Q3 fan. Audi even has big hopes that this car will be over-represented in its 2020 sales mix.
No pressure, then. Can the youthful new Q3 really take on all that’s been asked of it? Read on to find out.
|Engine Type||1.4L turbo|
|Fuel Type||Premium Unleaded Petrol|
The latest round of spec enhancements don’t add too much to the already-winning formula, but the Off-Road Traction Assist function is a nice box-ticker for buyers worried about the CX-5’s sure footedness.
Class leading safety and catwalk-worthy styling remain strong attributes, but buyers will have to forgo a little comfort and no electrified engine options.
We love that crucial safety systems are fitted to all grades of the CX-5, meaning even the base Maxx variant is a compelling buy.
If we had to pick though, we'd go for the AWD 2.5-litre Touring for $40,980, which is loaded with nice creature comforts such as a head-up display and keyless entry for a price that doesn't break the bank.
The mid-size SUV field is as strong as it has ever been however, with the battleground set to heat up even more thanks to new and refreshed entrants arriving in the near future, meaning the CX-5 might soon need a big leap forward instead of just iterating to remain ahead of the pack.
For now though, the Mazda CX-5 still has the substance to back up its style, even three years on from the market launch of its latest form, though only just.
Audi’s new Q3 feels fresh, high-tech, and polished. All things the small SUV will need to be as the brand places ambitious hopes on its little shoulders.
As it is now one of the most spacious small SUVs in the premium segment, it also proves you don’t have to sacrifice practicality for luxury.
While this entry-level 35 TFSI ships with a so-so engine, keep in mind that it is far from the definitive Q3 experience. There’s much more to come with the rest of the range, later in 2020.
Note: CarsGuide attended this event as a guest of the manufacturer, with travel and meals provided.
The first of Mazda’s models to adopt its latest design language, the second-generation Mazda CX-5 hit Australian showrooms in 2017 and has remained largely the same since.
That’s no bad thing mind you, as the CX-5’s smooth panels, sharp edges and subtle creases embrace a more timeless and classic design philosophy relative to the dated design elements of its rivals.
Every touch point inside the CX-5 feels top-notch, including the steering wheel, door trims and seats, while buyers can also personalise the interior with colours such as black, white and brown.
Our top-spec Akera test vehicle came fitted as standard with nappa leather, which feels ultra-luxe and premium.
The interior is laid out with a clean and crisp design, with all controls well placed, and large swathes of black surfaces broken up with textured materials.
We don’t have much to complain about in with the CX-5’s design, inside or out, but at the risk of nit-picking, we’d say the multimedia screen is starting to look dated, especially when stacked up against the well-designed unit of the Mazda3 and CX-30.
I mentioned the Lamborghini Urus before, because there are more than a few little nods to Audi’s Italian subsidiary in the new Q3’s design. These stem from the larger Q8’s bold design language and will make themselves even more apparent in the upcoming Q3 Sportback (due later in 2020). Here in the regular hatch, the aggressive, angular influences are still subtly apparent.
It’s just a lot more fun to look at than its predecessor, yet the hatch at least runs the fine line of not looking too controversial for fans of the more conservative, outgoing model.
Highlights include the new grille, rhomboid air dam bits around the edges, a lower splitter and Audi’s new upright grille, which unites its SUV range.
Down the sides there are the strong bulges over the wheel arches, on the body line above the doorhandles and, from the rear, a progression of the previous car’s bulbous edges, now with a more angular bent.
The LED headlights tie the front end together in style. The pictures somehow don’t quite do it justice, because it’s even nicer to look at in the metal.
The inside is where the real wow factor is, however, with the Q3 presenting an almost shrunken-down version of the Q8’s tech-laden interior. It’s nice to see a strong design theme here, with a dash that cascades down in layers, centred by an asymettrical multimedia interface, and a massive 10.1-inch screen, tipped slightly towards the driver.
It’s in danger of looking busy, but somehow all the parts and disparate materials work together nicely. It’s probably do do with the way all the hexagonal silver frames complement each other, as well as the surrounding switchgear.
It’s a lovely place to be, surrounded by such slick design, but it’s not without its flaws. Chinks in the Q3’s luxurious armour include the oddly tall gear knob, which looks like it would be more suited to a $20k Volkswagen Polo, and the abundance of firm surfaces around your knee and elbows.
Measuring 4550mm long, 1840mm wide and 1680mm tall, the CX-5 is slightly shorter than the likes of the Toyota RAV4, Nissan X-Trail and Hyundai Tucson, but its generous 2700mm wheelbase is larger than most of its peers.
Which means interior room in the CX-5 is excellent, especially in the front seats, where there is plenty of head, shoulder and legroom.
The fantastic driving position in particular has to be called out, as our CX-5 test car serves up an electronically adjustable seat and steering column that let us get in just the right place for our hands and legs.
Mazda’s driver-focused philosophy applies to all its models, and the CX-5 family hauler is no exception.
Rear seat room, while adequate, will just about fit three adults sitting abreast, but a full row of children or even teenagers shouldn’t be a problem.
Keep in mind though that second-row legroom can be compromised for taller passengers, but there is plenty of headroom.
Amenities in the second-row also include air vents and, in our top-spec grade, heated pews and two USB sockets, the latter found in the fold-down armrest that also houses two cupholders.
As for the boot, the CX-5 will also swallow 442 litres of volume with all seats in place, extending to 1342L with the pews stowed.
In real world terms, that means the CX-5 will easily cart around a family of five with the weekly groceries and folded stroller in tow, but it is noticeably smaller than the 580L/1690L capacity.
We will also point out that we couldn’t find any bag hooks in the back of our test car, though there were handy seat-folding tabs that could stow just the centre seat or each of the outbound pews with just a simple pull.
Storage throughout the cabin is also just OK, with a shallow glovebox and small storage tray below the climate controls.
The centre storage cubby however, is sizeable, and comes with a tray to keep items like a phone or wallet close to the surface to prevent you having to reach in a fish them out.
Door pockets also offer decent storage up front, but rear passengers will only be able to fit a water bottle in their doors.
Put simply, the Q3 is brilliantly packaged. Sure, it’s bigger, having grown its wheelbase by 77mm over the previous model, but it really makes the most of every extra millimetre.
Front passengers get a customisable space, with plenty of movement in the front seats (despite that lame manual adjustment) and a fully telescopically adjustable steering column. Visibility is excellent for the driver, with big, upright glasshouse-like windows and chunky mirror fittings.
All the digital displays are fast to operate and present slick designs, but a few shortcut buttons would have been welcome for the multimedia system. I was pleased to see that Audi has stuck with analog dials for quick and easy control of the dual-zone climate system.
Storage areas for front passengers include large bottle holders in each door card, dual bottle holders in the centre console - with a neat slot separating them, suited to a phone - a Qi wireless charging bay in front of the geark nob, also suited to wallets and phones, as well as your standard-fare glovebox and a smallish centre console.
All seats get leagues of headroom, and there was still great legroom behind my own driving position in the back seat ( I’m 182cm tall). That said, the Q3 is more of a four-seater for adults. The centre rear seat is truly tiny, and legroom is interrupted by the transmission tunnel, which will facilitate all-wheel drive in future variants.
The rear seats also get those big bottle holders in the doors, as well as a set of adjustable air vents, a 12-volt power outlet and two USB-C outlets on the back of the centre console.
Saving the most impressive Q3 practicality trick for last, we come to its luggage area. At a minimum, with the rear seats in their default position, it weighs in at 530-litres (VDA). That’s a lot more than the BMW X1, X2, Benz GLA, Lexus UX or Mini Countryman. In fact, it’s easily playing in a load area in the segment above. The only luxury small SUV that pips it here is the much more expensive Range Rover Evoque.
But that’s not all, because the Q3 has its second row of seats on rails, meaning – if your passengers don’t need any semblance of legroom - you can expand it to well over 600L, or with the seats down, a maximum of 1525L. That's massive.
The luggage shelf can also be stowed under the boot floor – where an unfortunate compromise lies in the form of a space-saver spare. It would be nice to see a full-size spare for the Australian market.
Price and features
Though Mazda has slightly increased the pricing of its CX-5 for the 2020 model year, there's still a wide selection of grades available from $30,980, before on-road costs, to $51,330.
Our test car, the AWD Akera grade paired with a 2.5-litre turbo-petrol engine, is priced at $50,830, making it the second-most expensive variant available.
Standard features across the range include an 8.0-inch multimedia display, 17-inch wheels and push-button start, but our test car was also kitted out with dual-zone climate control, satellite navigation, a powered tailgate, head-up display, leather interior and power-adjustable mirrors.
However, it’s the huge array of standard safety equipment that stands the CX-5 apart.
All CX-5s, including the entry-level Maxx, are fitted with features such as adaptive cruise control and autonomous emergency braking, which are sometimes relegated to higher grades or options in competitor SUVs.
The Akera grade also gains 19-inch alloy wheels, ambient interior lighting, heated and cooled front seats and heated rear seats, as well as a frameless rearview mirror, heated steering wheel and woodgrain interior panels, It’s these small details that elevate the CX-5 from its peers.
There’s equipment here that is rarely seen in anything outside models from the big three German brands, and though a Mazda badge doesn’t quite hold that level of cache, the CX-5 is also not priced quite as highly as a BMW, Mercedes or Audi, either.
Whether you agree with Mazda Australia’s decision to push some models upmarket with higher price points and more equipment, there's no denying the blend of luxe and value presented in the CX-5.
The Q3 needs to plug an important gap in Audi’s lineup where it’s losing sales to recently launched competitors. These include the BMW X1 or X2, the Lexus UX, and the Mini Countryman.
There’s also a new Mercedes-Benz GLB on the way, plus a new-generation GLA, so keep an eye out for those. Audi will be.
Price-wise, the Q3 enters Australia in just one variant, the entry-level, petrol-powered 35 TFSI, offered at an MSRP of $46,400.
While it’s marginally more expensive than its entry-level, luxury small-SUV competitors (and about on par for power, too) it’s the standard equipment list that truly shines in the Audi.
Even this entry-level Q3 gets 18-inch alloy wheels, a 10.1-inch multimedia touchscreen, built-in sim card supporting online sat-nav, a wireless hotspot and over-the air updates for three years, Audi’s signature 10.21-inch digital dash, Android Auto connectivity and wireless (!) Apple CarPlay, complete with a wireless-charging bay, dual-zone climate control, real leather interior trim, an electronic tailgate with gesture control, and full LED front lighting.
Deep breaths. Did you get all that? There’s no subscription required for the wireless Apple CarPlay (I'm looking at you, BMW) and it’s particularly impressive to see the electric tailgate as a standard inclusion. Audi says the new Q3 ships with $12,000 worth of inclusions over its outgoing equivalent. Not bad at all.
My biggest complaint with the entry-level configuration was the somewhat non-premium feeling of the manually adjustable seats.
Electrically adjustable seats are part of the Q3’s remarkably short options list, which consists (for now) of the ‘Style Package’ ($1900), which includes 19-inch wheels, full colour body paint (removes the contrast black bits), and aluminium highlights, or the ‘Comfort Package’ ($2600), which includes electrically adjustable heated front seats, auto-folding and dipping wing mirrors with an electro-chromatic (auto-dimming) rear-vision mirror, and adaptive cruise control.
Alternatively you can bundle some of those bits together with the limited “Launch Edition” variant ($52,750), which includes a unique 19-inch-alloy design, metallic paint, privacy glass, auto-folding and dimming mirrors, customisable interior LED lighting, electrically adjustable and heated seats, a 360-degree parking suite, and adaptive cruise control.
The only other standalone options are limited to a Bang & Olufsen premium audio system ($900) and a panoramic opening sunroof ($2250).
Expect that lineup to get more complicated with the launch of 2.0-litre, all-wheel-drive and RS variants, as well as a Sportback body style later in 2020.
For now, though, the Q3 justifies its slight extra spend over its competitors with an impressive list of standard inclusions.
Engine & trans
We’ve tested this engine before, and while nothing has changed on the powertrain front, we’re still big fans of this mill’s effortless oomph.
As one of the most potent petrol engines you can get in the mainstream mid-size SUV class, coming away from the line is expectedly brisk and the engine will enable a zero to 100km/h in an almost-hot-hatch-bothering 7.7 seconds.
Overtaking at freeway speeds is also easy, with the smart-shifting automatic transmission smoothly kicking down a cog for some extra shove.
Speaking of, peak torque is available from 2000rpm, making the CX-5 a delight to drive at slower speeds instead of a slow-moving bothersome chore.
However, we reckon the six-speed auto need another gear for freeway driving, just to keep revs and engine down a little more.
If the flagship 2.5-litre turbo-petrol engine isn’t your speed, there are other powertrains available in the CX-5 range, including a base 115kW/200Nm 2.0-litre petrol unit that is paired to a six-speed manual gearbox and an automatic-transmission-only 140kW/252Nm 2.5-litre petrol.
Diesel is also offered in the CX-5 range, an increasingly rare occurrence as the Toyota RAV4, Ford Escape and Subaru Forester are no long offered with oil-burning options, and in Mazda’s case is a 140kW/450Nm 2.2-litre twin-turbo unit.
However, unlike the three aforementioned mid-size SUV competitors, Mazda does not offer its CX-5 with any sort of electrified powertrain.
One could argue that in 2020, Australia is yet to fully embrace the electric vehicle future, but for those wanting the latest in hybrid or plug-in powertrain technology, the CX-5 does not yet have an answer (like most competitors).
For now the Q3 is available with only one engine option, a 1.4-litre, four-cylinder turbo producing 110kW/250Nm. Although power figures are on par with its main competitors, it still feels underwhelming for a premium product.
The 35 TFSI drives the front wheels only via a six-speed version of the brand’s ‘s-tronic’ dual-clutch automatic.
A more powerful 2.0-litre petrol engine with a seven-speed dual-clutch and all-wheel drive (the 45 TFSI Quattro) will arrive later in 2020, but the 2.0-litre 35 TDI diesel available overseas has been ruled out for Australia.
Official fuel consumption figures of the 2.5-litre turbo-petrol CX-5 peg it at 8.2 litres per 100km, but with our short stint in the car we managed 9.8L/100km.
To be fair, our driving consisted mainly of inner-city suburban streets and a brief stretch of highway driving, as well as some hard acceleration.
For those looking for a more frugal CX-5 though, the diesel engine is also available that will sip just 5.7L/100km, while the 2.0-litre and 2.5-litre petrol units are also less thirsty at 6.9 and 7.4L/100km respectively.
Again, a petrol-hybrid option here would help lower fuel-consumption even more, so if stretching your dollar further at the bowser is a concern, you may want to look elsewhere.
It would seem unfair to comment on the 35 TFSI’s fuel usage over our brief and enthusiastic drive program around Byron Bay.
This engine and transmission combination produces an official combined-fuel-consumption figure of 7.2L/100km for the base car with no inclusions, or 7.3L/100km in the Launch Edition trim.
For the record, our two-day drive program had most cars producing figures around the 8.0L/100km mark. Competitors claim lower numbers but are measured to a previous, more lenient official measurement standard.
The Q3 has a stop/start system to help trim fuel usage down in traffic.
The big headlining change to the new CX-5 is the added off-road driving mode added to AWD variants.
Dubbed ‘Off-Road Traction Assist’, the system locks the rear differential at the push of a button, enabling torque to be sent to the wheels that have grip.
In theory, the system is designed to better allow the CX-5 to get out of a sticky situation, such as deep mud or some particularly tricky terrain, and in practice it does what’s advertised.
Don’t get us wrong, the CX-5 isn’t transformed into a Jeep Wrangler or Toyota LandCruiser because of the new feature, but it certainly helps that Mazda has added extra go-anywhere assurance to its popular model.
Also keep in mind that the CX-5 will still be limited by ground clearance and its approach angle.
On the occasion that the CX-5 ventures down an unsealed road or rough terrain in inclement weather when venturing to a remote Airbnb or holiday home, the Off-Road Traction Assist button will surely be a welcome addition.
Aside from the new off-road mode, the CX-5 drives largely the same as before – for good and bad.
Steering is sharp, direct and communicative, while also being light and pleasant enough to manoeuvre around town.
However, the trade-off for a nice steering SUV is that suspension is still a bit too firm, for our tastes at least, which is of particular note in a five-seat family hauler like the CX-5.
Don’t get us wrong, its not back-breaking by any stretch, and on smooth surfaces, the ride is perfectly liveable.
Unfortunately, Australia – and in this particular case, Melbourne – is full of more than just smooth roads, with the occasional large dip and bump (not to mention the juttering of travelling over tram tracks) transmitted right to occupants.
Mazda said it has also improved the NVH levels of the new CX-5 thanks to extra sound deadening, but without driving the old car and new one back-to-back, it is a little hard to tell the level of enhancement.
However, we are happy to report road and wind noise was kept to a minimum in our time with the car, even at freeway speeds.
This new Q3 manages to feel lighter, more agile and more engaging behind the wheel, despite its engine, which had to try rather hard to keep up with the demands on our drive program.
There's quite often a second of turbo-lag to deal with, or a slightly reluctant transmission finding the right gear when you blast around a corner. Once that turbo peak torque does arrive, however, the Q3 skips ahead at a decent pace, befitting its new look and sporty demeanour.
For everyday sort of driving scenarios it’s powerful enough, but at freeway speeds it does feel like the engine has little in reserve for those moments where you need a burst for overtaking.
The engine itself is reasonably quiet, only revealing a satisfying bumble past about 4000rpm, but road noise was worse than I expected, even on the smallest 18-inch wheels.
The steering is excellent. It’s light, but full of feel in the corners, and confidence in the twisty stuff is backed by independent rear suspension.
Similarly to the previous-generation Q3, the suspension tune is hard. Combine that with the Q3’s newfound light feel and it’s almost as though you’re piloting a very upright hot hatch.
This proved entertaining for blasting around country B-roads, as we did at the launch, but I could easily envision the springy and at times crashy ride getting tiresome on routine commutes.
It has to be said that many buyers looking to a premium SUV will be looking for that sporty feel, despite being a bit at odds with the 35 TFSI’s base engine.
Again, we’ll be keen to get our hands on the incoming all-wheel-drive variants, as well as optional adaptive dampers, which will be available later in 2020.
Safety is where the Mazda CX-5 stands heads and shoulders above the competition.
Lane departure warning, lane-keep assist, reversing camera, rear parking sensors, driver attention alert, autonomous emergency braking (AEB) and adaptive cruise control, as well as auto high beams, wipers and headlights, are all included as standard across the entire Mazda CX-5 line-up.
But wait, there’s more as our Akera test car also has front parking sensors, traffic sign recognition and a surround-view monitor to make parking a breeze.
New in the 2020 model-year upgrade however, is night-time pedestrian detection for the AEB system.
The list of safety equipment included in the CX-5, even at its cheapest, is the yardstick from which all other cars – including models from premium brands – should be measured.
No surprises then that the Mazda CX-5 carries a full five-star ANCAP safety rating when it was first tested in 2017.
The Mazda mid-size SUV scored 95 per cent in the adult occupant test, while the child occupant protection examination yielded an 80 per cent score.
As for the vulnerable road user and safety assist categories, the CX-5 notched 78 and 59 per cent respectively.
The Q3 now scores the all-important set of active items as standard across the range, including auto emergency braking (AEB – works from 5km/h to 85km/h for pedestrians or cyclists, and up to 250km/h for vehicles), blind-spot monitoring (BSM), lane-keep assist (LKAS) with lane-departure warning (LDW), Rear cross-traffic alert (RCTA), and driver-attention alert (DAA).
Sadly, active cruise control lives on the options list as a part of the ‘Comfort Package,’ or as standard on the Launch Edition.
The Q3 was awarded a maximum five-star ANCAP safety rating in time for its launch, sporting six airbags as well as the expected stability and brake controls.
While it might not have as comprehensive an active-safety suite as some non-premium cars, it’s still well ahead of the BMW X1 and Benz GLA, while falling on a par with, or just ahead of, the Mini Countryman and Lexus UX.
Service intervals are every 10,000km or 12 months, whichever comes first.
Basic service costs will alternate between $347 and $378 up to 160,000km or 16 years, but additional scheduled maintenance items will cost extra.
For example, the cabin filter will need to be replaced ever 40,000km, costing an additional $80, while spark plugs will need to be refreshed every 60,000km interval at a cost of $327.
As such, the first five years of servicing, by our calculations for the 2.5-litre turbo-petrol CX-5 Akera, will cost buyers $2092.
Audi, along with many other premium automakers, lags behind the industry-accepted standard with a lacklustre three-year, unlimited-kilometre warranty. BMW is sticking with a similar promise and, unsurprisingly, so is Mercedes.
Lexus is only marginally better, with four-year coverage. It would be nice to see a premium manufacturer take some initiative here (especially since much of the Audi running gear is the same as the VW stuff, which is covered by an extra two years of warranty).
The Q3 will need to be serviced once a year or every 15,000km and capped-price servicing is covered by pre-packaged ‘Service Plans,’ which can be purchased at the same time as the vehicle. Pricing is TBA on the new Q3, but the previous one cost $1610 for three years or $2590 for five. That's premium-car cheap.