Mazda CX-5 VS Hyundai Santa Fe
- Gorgeous styling
- Interior fit and finish
- Added off-road capability
- Road noise still too high
- Firm ride
- No hybrid options
Hyundai Santa Fe
- Wireless charging
- New advanced safety tech
- New grille design
- No high mounted centre console on entry grade
- Curtain airbags don’t cover the third row
- Warranty could be longer
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|
Hyundai Santa Fe
Good timing. Why? Well if you had bought a Santa Fe halfway through 2020, you’d now be driving around in the old one.
See, Hyundai has just updated the Santa Fe and it’s not a small revision, it’s a pretty significant overhaul which has added a new look, new features, new and refreshed engines and new safety tech. I’m here to tell you all about it.
And I should know, because not only did I go to the Australian launch of updated Santa Fe, where I drove it on beautiful country roads but I also lived with it in Sydney on awful traffic-choked roads.
I drove it in the rain, battled for spaces in multi-level car parks, did the preschool run, the swimming lessons dash, ferried home small trees and cow manure in it (don’t tell Hyundai) and then turned it from a Santa Fe into Santa's sleigh when we did the Christmas presents shopping in it.
Anyway, there’s a lot to tell you. Ready? Let’s go.
|Engine Type||2.2L turbo|
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.
Hyundai Santa Fe8.1/10
The previous Santa Fe was outstanding among its rivals and this new one in most ways is even better. Yes, I didn’t find the new Santa Fe quite as engaging to drive as the outgoing one, but it’s comfortable and easy to pilot, plus the new features, tech and safety equipment, along with increased practicality make the new version better overall than the old one.
The sweet spot in the range is the Active grade which comes with a proximity key, dual-zone climate control, leather seats, the high mounted centre console and privacy glass without the price tag of the Elite or Highlander.
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.
Hyundai Santa Fe8/10
This updated model looks so different from the front that we were stopped in a car park by another family in a Santa Fe who asked if this was the new-generation car.
The answer is no, but it’s a really big update which has added a new rectangular grille, inset LED headlights, T-Shaped LED running lights and new tail-lights which are now joined by a horizontal reflective strip.
This generation Santa Fe has always been a good looking mid-sized SUV and the new face lands a punch filled with attitude.
It’s interesting that this grille is a departure from the Y-shaped frame used across the brand’s range during the past decade and if I didn’t know better it could be a glimpse of the changing face of Hyundai.
The Santa Fe isn’t huge, but you should check to see if it’s going to fit in your garage. A glance at the dimensions reveals it’s grown in length by 15mm and now measures 4785mm end-to-end. With roof rails the Santa Fe stands 1710mm tall and it’s 1900 mm across.
From the outside all Santa Fes look pretty much the same, but inside there are two quite different cockpits. Look at the images of the entry-grade Santa Fe’s dashboard, now look at the Highlander’s. Yep the entry grade Santa Fe doesn’t get the ‘floating’ high-mounted centre console which is on all the other grades above.
That’s a shame, as the new centre console not only looks great but puts the buttons for climate and media within easier reach. The shifting buttons on the raised centre console also look beautiful – the entry-grade misses out on this, too.
Still, the cabin, even on the entry-grade car, is a premium feeling place with the layered effect to the design of the dash we first saw in 2018 when this generation Santa Fe was introduced. The range-topping Highlander goes ‘next level’ with Nappa leather seats and the virtual instrument cluster.
The Highlander is the grade I spent the most time in and while the cabin looks posh, the interior feels tough. Our car had the 'Camel' Nappa leather, but the Highlander also can be had with black Nappa leather at no extra cost. The standard black suede headliner is also a nice touch on this grade.
The entry-grade Santa Fe has black and grey cloth upholstery (see the images), the Active gets black leather, while the Elite comes in a choice of black or 'Cognac' leather.
There are eight exterior paint colours. The two standard ones are: 'Glacier White' and 'White Cream.' The premium colours are: 'Typhoon Silver', 'Magnetic Force', 'Phantom Black', 'Taiga Brown', 'Rain Forest' and 'Lagoon Blue.'
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.
Hyundai Santa Fe8/10
I think the Santa Fe can pull off a better balancing act than its mid-sized SUV rivals of being practical while still being stylish.
There are seven seats as standard and yes that third row isn’t big enough for me, but I’m 191cm (6'3") tall and I can sit behind my driving position in the second row with even more room now in this updated version. Headroom in the second row is also excellent – even with the sunroof.
My six-year old son had no issues climbing in and out of the second row, and those wide opening rear doors offered plenty of space for me to get in and fasten him into his car seat.
The front passenger seat has a power adjustment on the side of the bolster for rear passengers to move it back and forth. Parents beware: kids will be drawn to this and small fingers might get squashed if they play with it.
Boot space with the third row in place remains the same at 130 litres, but with those back seats folded there's 24 litres more space now with a luggage capacity of 571 litres.
The handsfree tailgate opens just by standing next to it with the key in your pockets which sounds brilliantly convenient but there were times when it opened when I didn’t want it to and was just walking past.
Cabin storage is good with cupholders on either side of the third row, two in the second row and another two up front.
There’s a large centre console storage box and medium sized door pockets. And under the floating centre console (on the Active grades up) is an area large enough to stow a small backpack
The upright design of the wireless phone charger with its little trapdoor is ingenious. All Santa Fes come with the wireless charger, plus two USB ports for the second row and two more up front.
There’s dual-zone climate control, and that means no temperature setting for the second row, although there are directional air vents in all three rows.
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.
Hyundai Santa Fe9/10
The entry-grade Santa Fe is now simply called the Santa Fe and the petrol version costs $44,700. Then, there’s the Active for $48,300, with the Elite next up at $54,300, and at the top of the range is the Highlander for $61,700. These are the prices for the petrol variants, and diesel versions are $3500 more for each.
New features on the entry-grade Santa Fe include: super bright LED headlights (the previous entry-grade non-LED headlights were really dim), there’s the 8.0-inch screen (an inch bigger than before); and there’s a wireless charger now.
The rest of the standard features list includes cloth seats, Apple CarPlay and Android Auto, air con, leather steering wheel, drive modes, rear parking sensors, roof rails, a rear-view camera and 17-inch alloys.
There’s also new safety tech which I’ll cover in the section below.
Stepping up to the Active adds 18-inch alloy wheels, leather seats, a proximity key, front parking sensors, rear privacy glass, dual-zone climate control, puddle lamps, electronic child locks, rain-sensing wipers and power folding mirrors.
The Active also gets new stuff in the form of paddle shifters, plus a raised centre console with gear shifting buttons (and a terrain mode control).
The Elite sits above the Active and scores new equipment such as 20-inch alloy wheels, a 10.25-inch media display, and a Harman Kardon stereo. This is on top of its previous standard features such as sat nav, digital radio, power driver’s seat, power tailgate, luggage net and rear door blinds.
The top-of-the-range Highlander gets the most new stuff. There are 20-inch alloy wheels (19-inch on the old car). Also new is the Nappa leather interior, the 10.25-inch media screen, a Harman Kardon stereo, and a 12.3-inch fully digital instrument cluster and remote smart parking assist.
That’s on top of other standard equipment such as the panoramic sunroof, head-up display, heated and ventilated front seats, heated steering wheel and heated rear outboard seats, plus LED tail-lights.
All Santa Fes come with seven seats, too.
Is it good value? The prices have gone up a smidge, but the value is outstanding.
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).
Hyundai Santa Fe8/10
You can choose between a diesel or a petrol engine to power your Santa Fe, and a hybrid powertrain is coming soon.
The petrol is a refreshed version of the previous 3.5-litre V6 making 200kW/331Nm, while the 2.2-litre diesel is new and produces 148kW/440Nm.
Also new is the eight-speed dual-clutch automatic transmission found in the diesel variant. It’s a wet-clutch type of DCT and it’s smooth and quick.
The V6 has a regular eight-speed automatic.
The hybrid power train arriving in 2021 looks to be promising and it'll be all-wheel drive.
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.
Hyundai Santa Fe8/10
Hyundai says that after a combination of open and urban roads the V6 petrol should use 10.5L/100km. That’s pretty thirsty.
The diesel engine goes through less, even though it’s powering all four wheels. Hyundai says the mileage after the same sort of combination of roads should be 6.1L/100km.
I covered 174 km in my fuel test of the diesel Highlander and the trip computer said I used an average of 8.1L/100km.
A hybrid variant makes so much sense on an SUV which is likely to spend a lot of time in urban and suburban settings and we're expecting it to be highly fuel efficient.
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.
Hyundai Santa Fe8/10
This generation Santa Fe came out in 2018 and since then I’ve covered thousands of kilometres in all grades in every engine variant. I’ve also driven and tested its competitors and it has stood out from them in terms of how good it is to drive.
Not many of its competitors were able to offer the combination of connection, comfort and easiness which the Santa Fe offered.
For this updated Santa Fe only the diesel variants were available to drive at the Australian launch and I tested the top-of-the-range Highlander and the entry-grade Santa Fe.
To me this new Santa Fe rides more comfortably than that previous model, but offers less of that connected feel that made the outgoing car feel planted and sporty. This may be down to a different suspension set-up.
Hyundai told us that for this new Santa Fe, rather than have an Australian-specific suspension set-up (as with the previous car), this new one has a global, one-size-fits-all tune. Hyundai still had an input, but the tune isn’t exclusively for Australia.
Yup, the last Santa Fe was so good that this new one has big shoes to fill, and to me it can’t quite match its predecessor’s all-rounder driving qualities.
Still, the new Hyundai Santa Fe is better to drive than almost all of its competitors, with good engines and transmissions, great visibility, and ease of control which makes it a breeze to pilot anywhere from dirt roads and motorways to car parks.
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.
Hyundai Santa Fe8/10
For a car that’s not a new-generation model there’s been a lot of changes and this goes for the safety tech as well.
Previously, all Santa Fes came with AEB, effective from 10-65km/h for pedestrian and cyclists, and up to 75km/h for cars. Now there’s a 'Junction Turning' function from the entry-grade up.
This means that when you’re turning right at an intersection with your indicator on the Santa Fe will brake to avoid a collision with an oncoming car, cyclist or crossing pedestrian. Also new from the entry-grade up is lane following assist.
The Highlander is also given new safety equipment in the form of a blind spot view monitor, and parking collision avoidance
All Santa Fes have adaptive cruise control, and rear cross traffic alert with braking and lane keeping assist.
For child seats there are two ISOFIX points and three top tether mounts across the second row.
A weakness in an otherwise outstanding array of safety equipment is the curtain airbags which don’t completely cover those third-row windows. The Kia Sorento also has this gap in its defences.
Here’s some good news. In a world of space saver spare tyres becoming the disappointing norm, it makes this reviewer’s day knowing Hyundai has made a full-sized spare wheel standard across the Santa Fe range. The spare is located under the car.
The Santa Fe has a maximum five-star ANCAP rating, but this was awarded back in 2018 and these days the standard to get full marks is higher.
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.
Hyundai Santa Fe8/10
The Hyundai Santa Fe is covered a five-year/unlimited kilometre warranty.
Servicing is recommended every 12 months/15,000km and the pricing for the V6 petrol is capped at $399 for each service for five years while the diesel is $459 for the same time.