Mazda CX-5 VS Kia Seltos
- Gorgeous styling
- Interior fit and finish
- Added off-road capability
- Road noise still too high
- Firm ride
- No hybrid options
- Outstanding value-for-money
- Life-enhancing packaging
- Stupendously easy to live with
- Full safety suite only available on GT-Line
- Parcel shelf only standard on Sport+ and up
- Feels a little loose traction-wise on gravel roads
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|
Sometimes a new model arrives with one particular grade that seems to exceed the sum of its pricing as well as parts. Just such a model is the entry-level Kia Seltos, the S.
Launched in late 2019 as the company’s small SUV answer to the successful Mitsubishi ASX, the SP2-series Seltos is a lot like a Kia Cerato, but with a big and boxy body plonked on top for more space, extra utility, higher seating and greater ground clearance (at 177mm) – courtesy of the related Hyundai Kona DNA infused within.
Result? The cheapest version makes for an ideal value urban runabout. And here’s why.
Read More:Kia Seltos 2020 Review
|Fuel Type||Regular 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.
On paper, the cheapest Seltos might seem the least appealing of the range. Base model, tiny wheels, unremarkable 2.0-litre engine and a CVT auto are hardly the stuff of champions.
Yet, with its boxy good looks, utilitarian proportions, hardy presentation, agreeable performance, absorbent ride, ample road clearance, thoughtful equipment levels, accessible pricing, low running costs and superlative after-sales care, the S starts to shape up as a handsome and likeable overachiever of the small SUV set.
Budget for the Safety Pack and do insist on that AWOL parcel shelf, and you’re left with what might be one of the today’s most suitable and formidable real-world urban propositions. The Seltos S rises above its station with an infectious can-do swagger.
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.
An imposing nose. Chunky styling. A ‘floating roof’ design. Vibrant colour choices. With a hint of old-school Subaru Forester in its boxy utilitarianism, the Seltos literally stands out in a very crowded sector. Little wonder it’s already a big hit.
It’s interesting how Kia and Hyundai went down very different visual avenues with what are essentially the same basic mechanical ingredients. The former is all about space and sensibility while the latter is very much contemporary style orientated.
Maybe that’s why, despite brandishing a handsome set of hubcaps, the S’ 205/60R16-shod steelies look a wee-bit tiny in those huge wheel arches.
That pleasing practicality ethos outside has been transferred inside the Seltos too, with a simple approach to the dashboard design that aims to enhance your interaction with it rather than distract, confuse or even intimidate. That just isn’t Kia’s way.
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.
First thing’s first. It’s difficult to think of a cheaper new car that’s easier to get in and out of than the Seltos. Big doors, wide apertures, a tall ceiling, overhead grab handles, lofty cushions and a sense of airiness make it utterly undemanding. Swinging your hips up and on high flat seats (and down and off again), are further bonuses.
If you’re somewhat creaky in the bones and not so mobile, ensure this is on your list.
Most materials are of the hardy, durable variety, with the plastic (rather than leather-sheathed) wheel probably the next biggest giveaway after the wheels that you’ve chosen bargain-basement.
But at least you can sink yourself into soft and inviting cloth-ish seat fabrics. And there’s still some flair in there anyway, from door grilles which either look like an ode to Melbourne’s Fed Square or punched-in speaker grilles, to dimpled textures and contrasting shades of silvers and greys. Very Teutonic.
The majority of drivers should count on excellent front and side vision (though wide C-pillars do blot out over-the-shoulder parking sight lines), as well as a tilt/telescopic steering column and a height-adjustable cushion for locating the ideal seating position.
And everybody should admire the outstandingly concise instrumentation markings, plentiful ventilation and copious storage – including the deep front door pockets, shallow fascia shelves (one next to the two 12V and single USB outlets for maximum practicality) and a sizeable centre-console bin-cum-elbow rest.
It’d be near-impossible finding a less painless rental experience after 30 hours flying to Moose Jaw, Saskatchewan, than the user-friendly Seltos. That also applies to the uncomplicated multimedia connectivity and transparency of all vehicle controls.
Moving on to the back (possible without having to leave the car thanks to clambering-aiding space between the front seats), that flat and somewhat featureless cushion too is raised, which – like the wide-arc door opening – assists entry and egress as well as the view out for shorter folk.
It’s a light-filled expanse of rear-seat space, in contrast to the oppressive darkness of most small SUVs. We’re looking at you, Toyota C-HR and Mazda CX-30.
There are a few surprising extras and omissions. On the credit side you’ll find two-angle reclinable backrests, a reading light and windows that wind almost all of the way down. Fido will be pleased. None are base-grade guarantees. But could the carpet feel grittier? Optional mats ($163.89 ex-Kia) are a must.
There are no face-level air outlets, map pockets, USB ports or cupholders back there, while the S and Sport grades miss out on that parcel shelf. That’s almost dog-act penny-pinching. If you want one, that’s $346.12 thanks.
Speaking of the luggage area, the boot opening is huge, the floor flat and the load space level. There’s a wagon-like low lip to haul things over, and there’s more cargo capacity at 433L than every one of its popular small SUV foes, including the Qashqai (430L), ASX (393L), Toyota C-HR (377L), Suzuki Vitara (375L) and Kona (361L). The Tardis-like HR-V, meanwhile, pips the Kia by just four litres at 437L. A space-saver spare lives underneath.
All in all, then, the Seltos’ cabin is big and spacious and inviting to interact with, but what it isn’t is innovative. We can’t help thinking that, given all that interior space, Kia missed a trick not engineering a sliding rear seat as per the Skoda Karoq, or under-seat storage drawers.
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.
From $25,990 before on-road costs, the Seltos S represents compelling buying, and not just among similar small SUV autos like the versatile Honda HR-V VTi (–$500) and bestselling but ancient Mitsubishi ASX ES (also a tenner under $26,000), as well as the exxier Toyota C-HR 2WD, Mazda CX-30 G20 Pure (both +$4300 apiece) and Nissan Qashqai ST (+$4600).
Thanks to some deft design and packaging, subjectively the Kia feels just about large enough to play in the medium SUV league, alongside favourites such as the Mazda CX-5 Maxx 2WD (+$7290). And while, stood side-by-side, the latter’s larger proportions are plainly obvious, its cargo capacity is just nine litres more than the Seltos’ 433L.
As with all of the above, the base Seltos is front-wheel drive, in this case employing a 2.0-litre four-cylinder naturally aspirated petrol engine and box-fresh continuously variable transmission (CVT) automatic combination. No manual is available, sadly.
The S is very well equipped for an opener, boasting an 8.0-inch touchscreen multimedia display, Apple CarPlay/Android Auto connectivity, cruise control, automatic on/off headlights, reverse camera, rear parking sensors, autonomous emergency braking (AEB) with vehicle and pedestrian detection, forward collision warning, lane-keep assist, driver attention alert and 16-inch steel wheels with a space-saver spare tyre.
We advise ticking the $1000 'Safety Pack' option, since it ushers in worthwhile goodies like adaptive cruise control, electric folding exterior mirrors, a driver’s side auto up/down window, cyclist collision avoidance braking as part of a more-sophisticated AEB system, larger rear disc brakes and an electronic park brake with hill-hold. Bargain.
However, there are some spec anomalies. You’ll need the $28,990 Sport for digital radio and alloy wheels (though it does also introduce a nicer full-colour 10.25-inch touchscreen with sat-nav); only the $32,490 Sport+ onwards brings a parcel shelf/cargo area cover (!), blind-spot alert, rear cross-traffic avoidance and remote unlocking, while rain-sensing wipers, wireless phone charging and any sort of front LED lighting are the preserve of the GT-Line AWD flagship, from $41,400.
The latter includes a more powerful 1.6-litre turbo with all-wheel drive, though it’s also a $2500 option on the aforementioned Sport+; note that also bags a multi-link independent rear suspension system in place of the more-rudimentary torsion beam arrangement in FWD models. Metallic paint lightens your bank account by another $520.
Do you need all that extra gear? The upper Seltos’ play in serious medium SUV territory… highlighting just how much car the base S actually offers.
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).
Kia offers two distinct four-cylinder petrol powertrains in the Seltos.
In the three lower-end models including the S tested here, there’s a 2.0-litre naturally aspirated engine producing 110kW of power and 180Nm of torque driving the front wheels via a CVT, while a 1591cc 1.6-litre turbo delivers 130kW/265Nm to all four wheels via a seven-speed DCT in the Sport+ AWD and GT-Line AWD.
Make no mistake, even with fewer muscles to flex, the S’ 2.0-litre four provides more than enough performance for its intended function. Just a light press of the throttle will have the Kia leaping into action, and the front wheels scrambling for traction burying the pedal to the metal, and pulling strongly up, right up to the 6500rpm red line.
In doing so it’s neither the quietest nor the smoothest engine in its class – the downsized 1.2-litre turbo in the C-HR shines in this regard – but there is nevertheless more than enough punch in reserve for safe and confident overtaking. Expect a 0-100km/h figure of well-under nine seconds, which is strong for this class of SUV.
Such willing performance would not be possible without the natural and eager responses from the new transmission, which is probably the best CVT we’ve ever experienced in terms of emulating a (decent) torque-converter auto. It shifts smoothly, evenly and without the gearing-related roaring and droning that have blighted these sorts of powertrains for decades.
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.
Better still, given the size and space offered in the Seltos, the 2.0-litre/CVT combo is a comparatively economical one, returning an indicated 8.6L/100km after eight days of restful and spirited driving alike, 0.2 litres per 100km better than the official urban rating. The S’ combined urban/extra-urban average is 6.8L/100km, for a carbon dioxide emissions figure of 157g/km.
The Kia will gladly run on standard 91 RON unleaded petrol or 94 RON E10 ethanol/unleaded.
Fitted with a 50L fuel tank, expect up to 735km between top-ups based on that 6.8L/100km official combined average number.
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.
Here’s where the Seltos’ core strengths of pace, space, access and ease come to the fore, dovetailing with a few more virtues to highlight how well the small SUV works in an urban environment.
As outlined earlier, the S is hot to trot from the word go, making it a prompt point-to-point performer, with the CVT presenting none of the hesitation or lag on inclines that blight some dual-clutch (DCT) autos. This is a smooth and relaxing machine to scoot around town in.
The steering, too, feels light and prompt, for effortless cornering and U-turn manoeuvres; and while there’s some lean due the Seltos’ raised centre of gravity, the upshot is sufficient spring travel for soaking up the ragged ruts and bumps peppering many urban streets, backed up by hump-traversing ground clearance.
Kia, like Hyundai, makes much noise about how it tunes most new models specifically for Australian conditions, and that seems to show out on the open road, thanks to solid and surefooted handling.
If you really push through fast corners the Seltos will lean quite a bit and seem a tad ponderous as the vehicle’s weight shifts about through tighter turns, but it never feels top-heavy or unwieldy.
As far as tall SUVs go, the S is pretty planted. Plus, while not especially quiet, the amount of wind, road and tyre noise heard inside is acceptable.
Note, however, that over gravel at even fairly moderate speed, the stability and traction systems seem a little too relaxed in that they allow the Seltos to slide wide before they intervene to straighten things out again, and do too abruptly at times, cutting power and making for some jerky progress.
If this is a concern then you might want to consider either spending the extra $10K on the AWD version or avoiding such roads, because the S behaves best on bitumen.
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 S comes with a long list of standard safety kit, including anti-lock brakes with electronic brake-force distribution and brake-assist, stability and traction controls, AEB with vehicle and pedestrian detection, forward collision warning, lane-keep assist, driver attention alert, downhill brake control, hill-start assist, reverse parking sensors, rear-view camera with parking guidelines, six airbags (driver, passenger, and side and curtain airbags), and auto on/off headlights with delay function.
There are also two rear-seat ISOFIX points as well as three top tethers for straps.
Like we said earlier, a more sophisticated AEB system with added cyclist collision avoidance braking, adaptive cruise control with stop/start functionality, electric folding mirrors and larger rear-disc brakes are among the extra features of the $1000-optional Safety Pack on S and Sport grades.
Thus-equipped, the S is at the forefront of safety for the small SUV class. ANCAP says the AEB works between 10km/h and 40km/h.
The Seltos scored a five-star ANCAP crash-test rating during 2019.
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.
For some time now, Kia has led the industry with a seven-year/unlimited kilometre warranty as well as roadside assistance.
Service intervals are every year or 15,000km, while published basic capped-price servicing ranges from $261 to $593 depending on the interval. The total is $2818 over seven year, averaging $402.58 annually over that period.