Mazda CX-5 VS Mazda CX-3
- Gorgeous styling
- Interior fit and finish
- Added off-road capability
- Road noise still too high
- Firm ride
- No hybrid options
- Design, inside and out
- Sharp handling
- Fun steering
- Small boot
- CarPlay still not fixed (it's coming)
- Engine can sound like it's working hard
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|
Some cars are just so desirable, so delectably tempting to look at, that they cause people to abandon all logical and practical concerns and buy them anyway. Fortunately, most vehicles in this category of dangerous desirability are stupidly expensive, but when you combine the cuter-than-a-puppy looks of a car like Mazda's CX-3 with a price range that starts in the low $20,000 range, anything can happen.
Throw in the fact that this diminutive darling of a thing is a small SUV - one of the most desirable categories in the Australian market, with sales in the segment doubling in the past five years - and Mazda may need to reinforce the doors in its showrooms with the launch of this new one.
I speak from experience here because my wife loves the look of the CX-3 so much she wanted to buy one. So I explained that it is built on the Mazda2 platform, which means its boot is too small for a family of four, and that the rest of it probably wasn't suitable for us either. But she was still keen.
I know of a young family who bought one because they were so taken with its prettiness, but when they got it home they remembered they had a small child and realised that their pram would never, ever fit in the back. Oh dear.
If you are a young single or a childless couple, of course you can enjoy its alluring looks all you like, and the tight rear seats and small boot volume probably won't bother you at all.
Mazda happily admits the way this car looks is the main reason people buy it, which is no doubt why the new one looks so much like the highly successful old one (more than 58,000 CX-3s have been sold in Australia since its launch in 2015).
So, what actually is new about this incorrigibly cute crossover? We went to the local launch drive to find out.
|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.
If you liked the previous Mazda CX-3 - and just about everyone did - then you're going to love this one even more. It's got a tiny bit more presence, a less busy and more classy interior and marginally better engines with slightly improved fuel economy. Basically, it's a little bit more of the same for this little gem of a compact SUV.
Would you have a Mazda CX-3 over a Mitsubishi ASX, on looks alone? Tell us in the comments section.
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.
In the right light, in the right colour, (obviously the hugely popular red), the CX-3 can move beyond being just small and sweet looking and reach the point of genuinely striking. There's a lovely, criss-crossing line that swinges down the sides, crossing over at its mid point. It's what Mazda calls pure Kodo design - simple, sleek and slightly sexy.
The angle most people fall in love from, though, is front on, with the CX-3's toothy grin only slightly changed for this new version with a new "more assertive" grille, with a solid, detailed design featuring horizontal bars of different thicknesses.
The goal here, as CX-3 program manager Takata Minoru explained, was to make "no unnecessary changes" and only to "refine the beauty and enhance the quality feel".
The new grille is supposed to give the car a sharper look and a greater feeling of depth, but to us it just looked like a new grille. Mazda says the new car is defined by being "exquisite" and "edgy", but it's not clear what that means in terms of new-ness.
The sTouring and Akari grades get a new line of chrome along the front bumper and sides, which is pleasant enough, while there are also new fog light bezels in gloss black on Maxx Sport variants and above.
Oh, and the rear lights, in the top two grades, have adopted a cylindrical shape for the facelift version, because round things are classier than square ones. Apparently.
Colours, of course, in a car so pretty and feminine, are a big deal, and there are now eight to choose from - 'Soul Red Crystal Metallic' (as opposed to just Soul Red Metallic) and 'Machine Grey Metallic' are new and join 'Dynamic Blue Mica', 'Titanium Flash Mica', 'Jet Black Mica', 'Snow Flake White Pearl Mica', 'Ceramic Metallic' and 'Eternal Blue Mica'. Brown is not an option, happily.
In short, it's a good looking car, much like the old one, and it's hard to imagine a vehicle of this size and shape being any more attractive. It's surprising, then, to learn that the CX-3 is only the second-best seller in its segment, behind the Mitsubishi ASX.
Ground clearance for the CX-3 is 160mm unladen. So, no rock hopping then.
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.
Considering the external dimensions of the car, the CX-3 does quite well. Allow me to illuminate you with my own example, which is that I recently spent 10 days driving one of these around Italy, with my wife and two young children on board, plus a significant amount of luggage.
I had sleepless nights before picking up the car, because I was sure we'd never get it all in, or be able to breathe if we did, but not only did we fit, we were quite comfortable and happy with the luggage capacity.
Rear leg room is just bearable for an adult, but no problem at all for small kids (although it wouldn't suit teens). The boot space, at 264 litres, is very small, and even calling it adequate seems generous. What it will not fit, though, due to its narrow dimensions, is a pram of any sort, so young families should look elsewhere. Although if they don't, there are two ISOFIX points and two top-tether points for child seats.
The biggest change for the new model in cabin terms is the inclusion of an electronic park brake, which has allowed Mazda to include a new centre console/armrest, with two handy cup holders of different sizes, there are also bottle holders in all four doors, and (for Maxx Sport spec and above) a rear armrest with two more cupholders).
Indeed, Mazda says the cupholders have had their depth and diameter revised so they can now fit giant, American-sized cups if required.
That centre console also offers useful, deep storage and there are two USB points handily located in front of the shift lever. The control buttons for the MZD media system are also more ergonomically positioned thanks to the electronic park brake.
The rear seat armrest, with built in storage box, is said to "embody the human-centred philosophy by increasing comfort and reducing fatigue". I know I always find that armrests make me less tired, but then I wouldn't volunteer to sit in the back of a CX-3 anyway.
The overall goal with the new interior was to make it more minimalist and Japanese, and when you compare it with photos of the old one it does look less busy and less cluttered, with classy touches here and there. That is only slightly offset by the cheaper, harder feeling plastics around the doors on their armrests.
Top-shelf Akari models come with genuine leather seats in black or white, sTouring gets grey with black leatherette and everything beneath that gets a black interior with black cloth seats.
A sunroof is available on the Akari models.
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.
Comparing the differences between the CX-3 range, there really is a variant for all budgets, with an entry price of $23,990 drive-away for the Neo Sport with a six-speed manual, cloth seats and steel wheels, rising all the way to $37,490 for the leather-filled, sunroof-topped Akari LE, which gets some impressive tech previously only seen in German cars, like a driver-attention monitor and radar cruise control with full stop and go functionality.
Prices have risen over the previous model, but Mazda says this pricing reflects the fact that you're getting more equipment in the new version.
You are also, undeniably, getting a less busy and more classy interior, although the changes to the exterior design are so small you wouldn't want to be paying for them. Nor would you want to change a look that is this pretty, and successful.
Standard kit for your $23,990 drive-away Neo Sport (that's manual, auto adds another $2000) includes 16-inch steel wheels, body-coloured powered mirrors, black cloth front seats with height adjustment, electric parking brake, Bluetooth functionality, a 7.0-inch full-colour 'MZD Connect' touchscreen to control your infotainment and sound system with DAB and six speakers (but no CD player and no GPS), and a multi-function 'Command Control', plus keyless start, rear parking sensors, a reversing carer and 'Smart City Brake Support', which works in both forward and reverse. It's a (very) good-looking package at a tempting price. Apple CarPlay, which would helpfully allow you to run navigation from your iPhone in the base model, is not yet available, but it's coming soon, and a kit to retrofit it will be available at Mazda dealers in the near future.
The Maxx Sport adds 16-inch alloys, auto headlights, rain-sensing wipers, a fold down armrest with two cupholders for the rear passengers, leather-wrapped gear shift knob and steering wheel, climate-control air con, sat nav, 'Blind Spot Monitoring' and 'Rear Cross Traffic Alert'.
Step up to the sTouring and win 18-inch alloy wheels, LED lights all round, slightly nicer black 'Maztek' and cloth seats, a handy head-up display, keyless entry and start, 'Driver Attention Alert', from parking sensors and 'Traffic Sign Recognition'.
The Akari does feel noticeably nicer inside with its softer dash material and leather seats in white or black, plus 'Mazda Radar Cruise Control' with start-stop function, a 360-degree view monitor and adaptive LED headlights and lane-departure warning.
Personally, I'd be quite happy with my value at $25,490 for a manual Maxx Sport. Indeed, it's a bit of a bargain.
The prices we've listed here are drive-away (no more to pay!), which is something new for Mazda and does provide wonderful clarity.
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).
Mazda is offering a new SKYACTIV-D turbo-diesel engine with the CX-3 - which has increased in capacity from 1.5 to 1.8 litres, which takes power from 77kW up to 85kW, while torque stays at 270Nm - but you have to wonder why. Mazda Australia predicts the diesel will make up a measly one per cent of sales, which probably explains why they didn't bring one along to the launch for us to drive.
Almost everyone, then, will be choosing the revised SKYACTIV-G 2.0-litre direct-injection petrol engine, which makes 110kW at 6000rpm and 195Nm of torque at 2800rpm, an increase of exactly one kilowatt and three newton metres from the previous model.
Changes to the engine have focused on improving fuel consumption, and variations in that consumption caused by seasonal changes and usage patterns. Apparently the new version offers improved combustion efficiency when under heavy load - climbing hills for example - and thermal-management tech to reduce excess fuel consumption when it's cold outside.
New high-pressure injectors also help to improve torque delivery, with the amount of torque on offer throughout the rev range increased by "one to two per cent". Fuel economy is also improved by the same percentages. Not huge improvements, then.
You can also choose between a six-speed manual and a six-speed automatic transmission, and between front-wheel or all-wheel drive (not on the base Neo Sport, though). Not surprisingly, for a city crossover like this, 92 per cent of CX-3s sold will be FWD, and 90 per cent will be automatics.
Having driven the manual version myself on holiday, I would highly recommend it, because it allows you to get the most out of the engine. With a weight of 1266kg it's useful to be able to get involved in shifting.
The CX-3's engine uses a timing chain rather than a belt and you should check our problems pages to see if there are any reports of problems with automatic transmissions.
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.
One of the aims of upgrading the CX-3's engine was better fuel economy, and yet the Mazda engineers admit they managed an improvement of just "one to two per cent" on the 2.0-litre petrol engine and 3 per cent with the diesel, which has grown from 1.5 to 1.8 litres and still manages to use slightly less fuel, at an impressive 4.7L/100km.
The 2.0 petrol has claimed figures of 6.6L/100km for the FWD manual, 6.3L/100km for the FWD auto and 6.7L/100km for the AWD automatic. People who are chasing better economy would go for the diesel, but customers for this car obviously aren't that bothered, or are happy with mid-sixes, because Mazda tips just one per cent of sales will be the diesel.
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.
In a world of constant downsizing, a 2.0-litre engine might sound brutish and bold in a car of this size, but 110 is certainly not an overpowering number of kilowatts. As a result, the petrol-powered CX-3 feels spry and sprightly, but certainly never sporty.
There is a Sport button you can press, but all it seems to do is hold the gear you're in for longer, causing the engine to drone on like a Peter Dutton speech, and not really making much happen in excitement terms.
A sports car this is not, obviously, so perhaps the words "more than adequate" are best for describing the car's performance. You're not going to fly up any hills, but you can zip off traffic lights with reasonable aplomb, and you're never genuinely found wanting for power. More torque would be nice for overtaking, but you could choose the diesel for that (if you're a ‘one percenter').
One of Mazda's goals with the new CX-3 was improving NVH and they've done a stellar job with that. While the old car was bit of a buzz box at times, the new one is far quieter and more refined in terms of road-noise intrusion, but if you are tempted to push on, the noise from the engine remains strident, and at times strained.
In most driving conditions, however, it's a pleasant cabin to be in, with negligible road noise (although it's more noticeable with the optional 18-inch wheels). And if you do enjoy a slightly lower driving position, you have the ability to drop your chair to a point where you feel more like you are sitting in the car rather on it.
The newly fettled electronic power steering is sharp and fun to use, falling at that point just before it becomes too light and wafty to give proper feedback. The engineers concentrated on "rolling plushness", which is the feel you get through the wheel, basically, and produced an 18 per cent reduction in buzziness through the steering wheel.
Ride control is good over most surfaces - and with ground clearance of 155mm you won't be going too far off road - but there's still a bit clatter over really sharp impacts. Overall, it's a very comfortable cruiser, even on our more brutal country roads. Mazda says it worked on "reducing choppiness", or vertical body movement, and it seems to have succeeded.
Cornering is something you can actually enjoy, if you care for that kind of thing, and this CX-3 benefits from Mazda's 'G-Vectoring Control' (GVC), which is meant to provide "neutral cornering" by minutely reducing torque output to the appropriate wheel to cancel out understeer, or oversteer moments.
It's all about giving the driver that sense of "oneness" with their vehicle that Mazda likes to call "Jinba-ittai" - horse and rider as one. In terms of horsepower and performance figures, they're not something CX-3 buyers are going to worry too much about, clearly, as Mazda makes no mention of the car's 0-100km/h time. A bit of research uncovered the fact that it ranges from 9.0sec for the manual to 9.5 for the auto. Not terrible, then.
Overall, much like the Mazda2 this vehicle is based on, the CX-3 is one of those cars that is genuinely as much fun as it looks, and slightly more fun than you expect it to be.
Throw in its good looks, economical engines and reasonably affordable pricing and it's a complete package. Up until the point where you have kids, and you're forced to upgrade to something that can actually carry a pram.
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.
Mazda says its new CX-3 is part of its "aim for a safe and accident-free automotive society", which means the company is living slightly in dream land, but at least you know it's thinking about safety.
The 360-degree view monitor is very handy, but you can only have it on the Akari, where you'll also get eight parking sensors, while the base model makes do with rear ones only.
Indeed, the base model goes without most of the safety goodies that are sprinkled across the more expensive variants - blind-spot monitoring, rear cross traffic alert, lane-departure warning, traffic-sign recognition, adaptive LED headlamps, driver-attention alert (with a coffee cup popping up to remind you that you might be tired) and the very handy, almost autonomous radar cruise control with full stop and go function.
What you do get on the entry Neo Sport is 'Smart City Brake Support', which works when moving forwards or backwards and is basically Mazda's name for AEB. The system works with both cars and pedestrians at speeds of up to 80km/h. The previous CX-3 received a maximum five-star ANCAP rating.
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.
Surprisingly, Mazda claims its customers are completely unconcerned by the fact that it doesn't offer free roadside assistance as part of its new and improved five-year warranty, although it does occasionally offer it as a promotional thing. I'd be negotiating hard to have it included in the price.
The five-year/unlimited kilometre warranty, from Mazda Motor Corporation itself, is a real selling point, however.
Servicing is due every 10,000km or 12 months and the first one will cost you $289, the second $317, third $289, fourth $317 and fifth $289. Seems to be a pattern there.