Mazda CX-5 VS BMW X2
- Gorgeous styling
- Interior fit and finish
- Added off-road capability
- Road noise still too high
- Firm ride
- No hybrid options
- Great to drive
- Looks good
- Bargain in its segment
- Silly C-pillar BMW logos
- CarPlay is subscription-based
- Rear middle seat not very comfortable
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|
As is often the case, BMW has come late to a really good party. One imagines there was some chatter about making a quick X1 but that would have been an answer to a question few people thought to ask. It's not a racy-looking machine and perhaps its more prosaic aims as a compact SUV ruled it out. Or the hangover from the weird first generation.
The X2's Paris Motor Show debut a couple of years ago signalled BMW's second entrant in the compact SUV segment, but this one looked fast standing still. Most of it made it to production - including the C-pillar BMW badges, sadly - but there was no promise of a fast one.
Weirdly, the Australian market hasn't really taken to the X2 as enthusiastically as I thought it might and I wondered if it was because there was no headline act - Mercedes has the guilty pleasure of mine, the AMG GLA45, and Audi the completely bonkers RS Q3. But the headline act has arrived in the form the of the X2 M35i - perhaps this will suddenly get us a bit more interested.
|Engine Type||2.0L 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.
If the X2 M35i doesn't wake Australia up to the charms of the X2, then perhaps we're dead inside. This car is brilliant fun, reasonably practical and goes about the business of going fast with a childish glee.
Unusually for BMW it's extraordinarily competitively priced and by competitive I mean cheaper than its obvious rivals by quite some margin. One of its rivals is faster but it's also harder to live with and the other one is old and about to depart this Earth.
What this car also tells us is that despite BMW's smallest cars going to four-cylinders and front- or all-wheel drive, the fast stuff is in no danger of being boring.
Does the BMW X2 light your fire? Or does Audi or Mercedes have your heart? Let us know in the comments.
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.
The X2 is by far the prettiest of the even-numbered Xes. While it shares a lot of heritage with the X1, the shorter X2 is way cooler. Designed by Sebastian Simm, it's a bit more at the lifestyle end of things. The headlights are sleeker than the X1, it has its own distinctive rendition of the BMW kidney grille (it looks like it's upside down) and on the M35i, it's satin grey rather than chrome. Like other BMW SUVs - sorry, SACs - the wheel-arches are squared off a little, for more "stance" according to Simm. I'm a big fan of the shapely rear lights, too.
The nose is quite high and bluff, but the efforts to stop it from being too square-rigged has worked wonders - only from some angles does it look a bit like it kissed a wall.
The M35i features a huge set of 20-inch alloys that look the business, deeper front and rear bumpers and those dud silver caps on the mirrors.
Inside, it's pretty familiar and the tail-end of BMW's long-standing design philosophy. Lots of grey plastic, a small, hooded instrument pack and a decent-sized screen perched on the dash. I liked the Alcantara trim on the seats but wasn't a fan of the 90s-looking blue pattern on the seats.
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.
The X2 is smaller than the X1 and if you step out of the latter, you'll notice. The roof is lower and its shorter overall, meaning some compromise. But only a little. The rear seats have plenty of room for people up to 180cm, with the roof lining thinning for that extra bit of headroom and just enough legroom, as Richard Berry discovered when he first drove the car.
The boot starts at 470 litres with all seats in place and then 1355 with the 40/20/40 split-fold rear seats down.
Front seat passengers have two cupholders under the centre stack and a couple of slots for odds ends. All are covered by a sliding two piece cover. The armrest contains the wireless charging cradle and, as I've already said, won't hold an iPhone XS in its sliding plastic jaw - it won't open wide enough.
Rear seat passengers score a further two cupholders and each door has a bottle holder and pocket.
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.
I often find that those late to a party bring the cheapest bottle of wine, having been caught short by their own tardiness. BMW has done something similar here - the X2 M35i is $16,000 cheaper than the RSQ3. It's a whopping $23,200 cheaper than the GLA45. Context: you could get a top-spec X2 and a Suzuki Swift Sport for similar money to the flagship GLA.
Obviously it's not cheap, and it isn't as powerful as the AMG, but it's a lot of money saved and little, if any, performance lost.
Standard on the Australian-delivered X2 M35i are 20-inch alloys, a 12-speaker Harman Kardon stereo, electric tailgate, keyless entry and start, power everything, electric and heated front seats, auto LED headlights, auto wipers, sat nav, front and rear parking sensors, cruise control, dual-zone climate control, Alcantara on the seats, auto parking, head-up display and run-flat tyres.
The 8.8-inch screen on the dash runs BMW's iDrive 6.0 software with its impressive sat nav and easy-to-use rotary dial interface. Apple CarPlay is standard as a three-year subscription (ie you have to renew it), which is a start, at least.
If you get the $2900 Enhance Package you get a big panoramic sunroof, metallic paint and wireless charging for your phone. That last thing is extra useful as CarPlay is wireless in BMWs (hurrah!) but bigger phones don't fit in the charging unit (boo!). Luckily there's a USB port to keep you going... but only one up front. In the rear there are two fast-charging USB-C ports.
My test car didn't have the package but had the sunroof ($2457 on its own), wireless charging ($200) and Driving Assistant Plus ($910, includes lane keep assist).
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).
BMW's B48 modular 2.0-litre four-cylinder can be found across front, rear and all-wheel drive cars in both BMWs and Minis. The X2's Mini origins means its engine is slung across the engine bay - sDrive X2s are front-wheel drive.
Developing 225kW and 450Nm, this engine might fall short of the AMG's hand-built 2.0-litre and Audi's 2.5 five cylinder, but it's more than enough for to send the M35i to 100km/h in 4.9 seconds. You can activate the launch control if you want, but the all-wheel drive system and eight-speed ZF automatic are perfectly capable of doing the job.
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.
The usual government-approved lab testing produced a combined cycle fuel efficiency figure of 7.4 litres per 100 kilometres, aided by stop-start and braking energy recovery.
Pops and bangs cost fuel, though, and they're fun and who doesn't like a poppy-bangy performance car? I certainly like it, which means I burnt through fuel at a rate of 9.7L/100km. On reflection, that's not terrible for the kind of performance on offer.
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.
Down to business. The X2 M35i is terrific fun.
The engine is a good place to start. Fitted with a silly farting and popping exhaust that appeals to my inner eight-year-old, it's a BMW with plenty of character from the get-go.
Flooring it from a standing start means a brief interlude while the twin-scroll turbo starts spooling up and then wham, you're in second and passing 100km/h. Once you're underway, the transmission keeps the M35i on the boil, giving you that lovely big slab of torque when you need it for overtaking or hauling out of the corners.
Speaking of which, the fitment of a proper mechanical limited-slip differential up front is inspired. You can pile into corners indecently quickly and then get back on the power very early, the front wheels sorting themselves out and drawing the car tightly to where you point it. It's a familiar feeling to the GLA45 but without the underpadded seats and hard-riding nonsense that goes with it. Both are on a different planet to the hilarious RSQ3.
The ride is a point worth dwelling on - it's really good and it all happens without adaptive damping like on the other two. It won't be winning any straight spine awards, no, but the combination of grippy seats and good compliance over lumps and bumps means the M35i is surprisingly comfortable. It rides no lower than an M Sport pack equipped X2 but the M magic has wrought a much more responsive front end, a sticky rear end and a good time lesser X2s don't have.
And of course, you want the brakes to back-up the power. The M Performance brakes are very strong and filled me with confidence. Some people complain about BMW brakes but that absolute hammering they need before these complaints arise seems churlish.
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 X2 has six airbags, ABS, stability and traction controls, reversing camera, forward AEB (only at low speeds - it works at up to 50km/h, and can reduce the speed of the car to 15km/h, but won't stop it completely), with pedestrian detection, lane departure warning, auto high beam, speed sign recognition and reminder. There is no adaptive cruise and no high-speed AEB, and no rear AEB, blind-spot monitoring or rear cross-traffic alert.
There are three top-tether restraints and two ISOFIX points.
The X2 scored five ANCAP stars in February 2018.
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.
BMWs leave the dealership with a three-year/unlimited kilometre warranty with roadside assist tossed into bargain. Three years is a bit ho-hum for lesser machinery but appears fine up here in the German layer of the atmosphere.
You can prepay your servicing for five years. BMW has long called their service intervals "condition-based servicing." Basically, the car tells you when to come in for a service. You can buy the basic service package for $1550 upfront, which is the same as the lower models, so that's not bad.
By contrast, the GLA45 will cost you $2880 over just three years (second and third services are $1152 each) and the RSQ3 will shake you down for $2320 over three years or $3380 over five.