2019 Mazda CX-5 vs 2020

What's the difference?

The Mazda CX-5 Akera with the new 2.5-litre Skyactiv-G turbo-petrol engine in its nose is hardly cheap for a mid-size SUV, especially one without a posh Euro badge. But the drivetrain is superb, it comes loaded with leading-edge safety tech, as well as a host of luxury features matching or bettering the best in an impossibly competitive segment. Niggles on ride comfort and relative thirst for unleaded aside, it's a super-impressive package.

The CX-5 Akera is an acquired taste in the sense that it costs more than the GT for what are essentially cosmetic extras. The Nappa leather is lovely, yes, and the sunroof is good (I guess, I don't like them) but it doesn't do anything any differently than the GT.

However, like the GT, it's loaded up with gear and in the case of the turbo, it's the pick of the engines. It's also still right up at the head of the pack dynamically and aesthetically. Fifty grand is a lot of money, but the Akera is a lot of car.

Mazda's styling evolution is as disciplined as its engineering strategy. Debuting at the 2010 Paris Motor Show, the Shinari four-seat coupe concept was the first public expression of the brand's 'Kodo – Soul of Motion' design philosophy.

It's given Mazda a solid platform for visual differentiation ever since, and Ikuo Maeda, Mazda's head of design who created the taut yet flowing look, says it's intended to reflect "the power and elegance of a wild animal in the instant when it pounces on its prey".

While that prey is more likely an open parking space than a gazelle on the Serengeti, there's no doubting the CX-5's distinctive exterior. And this second-generation version arrived in early 2017 with a more menacing expression, characterised by slimmer LED headlights sitting either side of the signature chrome 'wing' defining the lower edge of the large grille.

Some re-profiling of the character lines along the car's flanks, as well as a smoothed and simplified rear-end, complete with more intense LED tail-lights, are the other major changes, with tweaks like single piece rear side windows (previously divided by small quarter panes) and new wheel designs joining the party.

The interior also received a classy tsjuz-up in 2017 with a configurable 7.0-inch TFT digital screen taking centre stage in the instrument display and a new 7.0-inch media screen (protruding from the dashtop) armed with Mazda's 'MZD Connect' connectivity system, now including Apple CarPlay and Android Auto.

The armrests were re-profiled, the air vents simplified, and the seats reshaped. Overall, the Akera's standard leather trim combines with polished metal trim pieces, genuine wood inserts, and shiny black dash and door surfaces to complete a look that's simple, clean and contemporary.

I really like cut of the CX-5's cloth. It is a bit colour sensitive, although I really like this 'Polymetal Grey Metallic' hue ($495) which changes a lot depending on the lighting conditions.

The second generation has a more resolved, more ears-pinned-back design which is kind of ironic because one of the ads for the previous car used big cat imagery. The sleek headlights, the beautiful proportions and general elegance is going to age just as well as the older machine. That's a good design.

The interior is very clean but still really dark. The 'wood' in the Akera doesn't really help matters, but that's what you get for going for the top of the range. The Nappa leather on the seats is quite lovely, though and the car smells nice (at least when new). As with other Mazdas, the switch count on the centre stack is minimal with some lights moving up to the ceiling console. It's very calm and composed.

The CX-5 is a five-seater offering a ton of room for the driver and front passenger, as well storage options including a modest glove box, a lidded box between the seats, a pair of cupholders and an oddments tray in the centre console, door bins with room for bottles, plus a sunglasses holder in the roof.

There are two USB ports in the storage box (one charge, one connect), as well as an 'aux-in' jack, SD slot and 12-volt outlet (with another 12-volt in the centre console).

Space in the back is just as generous. Sitting behind the driver's seat (set to my 183cm position) I had heaps of head, leg and toe room, although three full-size adults will be a squeeze across the rear seat for anything but short journeys.

A pair of directional vents in the back of the centre console is a big plus, as are two cupholders in the fold-down centre armrest, as well as a pair of USB ports in the lidded tray just behind them. There are also bottle holders in the door bins and map pockets in the front seatbacks.

With the 40/20/40 split-folding rear seat upright, luggage space is quoted at 442 litres (VDA), which proved more than enough to swallow our three-piece hard suitcase set (35, 68 and 105 litres), or the CarsGuide pram.

Fold the rear seat forward and you're looking at 1342 litres, a substantial figure helped in no small part by a folding mechanism which lowers the rear seat cushion as the backrest pushes forward to create a flat load floor.

Other thoughtful touches in the cargo area include remote handles to release the rear seatbacks, small lidded storage bins in the floor behind each rear wheel tub, four strategically placed tie-down hooks, a 12-volt outlet and useful lighting.

The spare is a space-saver hidden under the boot floor, and if you're a keen tower capacity is limited to 2000kg for a braked trailer (200kg more than the non-turbo petrol models), and 750kg unbraked.

The boot may now be 442 litres but it's well down on its obvious rivals, the Tiguan (615 litres) and RAV4 Edge (580 litres). Fold all three elements of the 40/20/40 split fold rear seat and you have a handy 1342 litres and a reasonably flat floor.

The Mazda tradition of tight rear seating continues. I just about fit comfortably behind my own driving position set for 180cm. Kids will be fine but, as ever, the rear door aperture is a bit tricky to quickly enter (like if it's raining). Three across the back is definitely a 'short trips only' proposition. 

There are four cupholders evenly distributed and bottle holders, with a pair in each row. You can also hide your valuables in a good-sized centre console in the front and you have somewhere to put your phone - under the centre stack - when you're on the move.

Mid-size SUVs for 50 grand better be good, no matter where they're from. As with the GT version, you're really gunning for the bottom end of the German crowd here, so you've got to have your marketing types sharply attuned to what buyers will cop switching to a Japanese brand.

The $50,830 Akera scores 19-inch alloys, a 10-speaker stereo, dual-zone climate control, reversing camera, keyless entry and start, hefty safety package, around-view cameras, front and rear parking sensors, active cruise control, heated steering wheel, electric and heated front seats, heated rear seats, sat nav, active LED headlights, LED fog lights, auto wipers, head-up display, lovely Nappa leather trim, powered tailgate, power windows and mirrors, electric sunroof and a space-saver spare.

Mazda's older version of 'MZD Connect' fills the 7.0-inch touchscreen which also features digital radio and Android Auto and Apple CarPlay. You can control the screen with the rotary dial once you're moving as the touch function is disabled when you're driving.

The sat nav is a bit light on for detail, so your phone is probably more helpful if you're going somewhere tricky.

The CX-5's 'Skyactiv-G' turbo-petrol engine is an all-alloy new 2.5-litre four-cylinder featuring direct-injection (using multi-hole injectors), 'S-VT' variable valve timing (on the inlet side), and a very tricky exhaust manifold.

It produces 170kW at 5000rpm and 420Nm at a low 2000rpm, and if that's all the info you need, skip four paragraphs because this mechanical gem is the main reason we're testing this car and I'm about to take a brief but significant dive into the oily bits. Trust me, it's pretty brilliant.

Centrepiece of the engine is Mazda's 'Dynamic Pressure' turbo, sitting at the end of a short exhaust manifold incorporating a valve which channels exhaust gas through a narrower opening at engine speeds below 1620rpm to restrict flow and increase velocity, thereby minimising turbo lag.

At higher revs the valve opens to allow full exhaust gas flow, and while the narrow opening strategy sacrifices some efficiency, the engine's relatively high (for a turbo-petrol) 10.5:1 compression ratio wins much of it back.

The manifold is a '4-3-1' design, meaning four cylinders, ducted to produce three outlet pipes, into one turbo. The engine's firing order and a parallel venturi effect (created by the manifold's set-up) help quickly and completely scavenge exhaust gas from each cylinder prior to its upcoming intake stroke (rather than relying solely on the piston to push the gas out).

Plus, a 'Cooled Exhaust Gas Recirculation' system nicks some of the exhaust gas, runs it through the EGR cooler and re-introduces it into the engine's air intake, lowering combustion temperatures to help prevent knocking and maximise high-rev, high-load power.

So, with the non-tech heads back on board, it's time to move on to the transmission which is the 'Skyactiv-Drive' adaptive six-speed auto using inputs including vehicle speed, throttle position and engine speed to adjust shift mapping.

Drive goes to all four wheels via the 'i-Activ' (where's that e?!) all-wheel drive system which uses multiple sensors monitoring factors like steering angle, brake pressure, gear position, wheel slippage, and acceleration to distribute drive to wheels that can make best use of it. In normal operation 98 per cent of drive goes to the front wheels, but front-to-rear torque distribution can shift to 50/50 if required.

The 2.5-litre turbo engine is a familiar one, first appearing in the bigger CX-9 and then the lovely Mazda6. Pushing 170kW at 5000rpm and 420Nm at just 2000rpm to all four wheels via a six-speed automatic, it's a lot more relaxed than the other petrols in the CX-5 range and more refined than the diesel.

It also comfortably out-punches everything else in the segment.

The all-wheel drive system is obviously road-biased - along with the wheels and suspension - and is mostly front-wheel drive to help save fuel.

Claimed fuel economy for the combined (ADR 81/02 - urban, extra-urban) cycle is 8.2L/100km emitting 191g/km of CO2 in the process.

That's 11 per cent more than Mazda's non-turbo 2.5-litre engine (7.4L/100km), and despite the standard 'i-stop' start-stop system and the engine's ability to deactivate two cylinders in light load situations, we recorded 10.5L/100km over roughly 300km of city, suburban and freeway driving.

The good news is the engine will run at peak efficiency on 91 RON regular unleaded, of which you'll need 58 litres to fill the tank.

The turbo's official combined cycle figure came out at 8.2L/100km, 0.8L/100km more than the non-turbo's ADR readout.

Once again, the turbo excelled, with a 9.2L/100km reading, close to the 9.1 I got in the GT last year in October. It's a point worth making because the 2.5-litre struggles to better 10L/100km in my hands.

An added bonus is that you can run it on standard unleaded.

First impressions of the CX-5 2.5-lire turbo are dominated by the engine's ability to fill the lower half of its rev range with sweet, sweet torque. The peak of 420Nm (only 30Nm off the 2.2-litre twin-turbo diesel) is available from just 2000rpm.

The throttle is an electronic 'drive-by-wire' set-up which combines with the tricky Dynamic Pressure turbo system to supply power in a linear, turbo lag-free stream.

Pin the gas from step-off and Mazda claims you'll sprint from 0-100km/h in 7.7sec, which is genuinely quick. But even in a less urgent mode throttle response is crisp, acceleration clean, and the transmission slick as the CX-5 effortlessly breezes up an 80km/h cruise.

The electrically-assisted steering delivers good road feel, the grippy front seats are comfortable, and noise levels are commendably low, but overall ride quality is less convincing. Mildly bumpy describes it best, with minor imperfections unsettling things inside the cabin.

Suspension is strut front, multi-link rear, and the patchy ride could be down to the standard 19-inch rims, shod with 225/55 Toyo Proxes R46 rubber, overly firm damping, or more likely a combination of the two.

Pushing through some favourite corners the AWD system distributes drive seamlessly with torque-vectoring (by braking) chipping in to keep the relatively hefty (1720kg) CX-5 stable and balanced.

Speaking of braking, it comes courtesy of 320mm ventilated front and 303mm solid rear discs, delivering progressive yet firm stopping power.

Big tick for the brilliant 10-speaker Bose sound system, the ventilated front seats were a godsend during a week of hot summer testing, and the console-mounted rotary 'commander control' is a handy adjunct to the media touchscreen.

But be prepared for a beep-fest when parking, unless you're willing to switch off the audible warnings from the front and rear parking distance controls. The proximity settings are conservative and the beeping incessant.

For a mid-size family SUV, the CX-5 is still a very nice car to drive. Mazda doesn't have to engineer in nice steering, a crisp turn-in, well-judged brakes or pour the effort and expense into a well-sorted multi-link rear end. We know from other cars in the segment that not all of these things need to be in the mix to make a car sell. 

Even on these huge 19-inch wheels and without the inclusion of dynamic or adaptive damping, the Akera manages to ride well for most of the time. You'll get the occasional jolt from one of those nasty rubber speed bumps that councils have been randomly installing at roundabouts over the past couple of months.

It's also very nice in the corners if the mood takes you and your passengers are willing. While the tyres could be better - this seems to be where Mazda suddenly decides to skimp a little - the all-wheel drive helps keep things calm and composed.

What really makes this car, though, is the engine. No, it doesn't turn it into a performance SUV, that is absolutely not the point, but a lot of smooth torque means your options open up.

Overtaking is quiet and unfussed, 420Nm and third gear working together like Torvill and Dean (there's a contemporary reference for you). What it really means, though, is that kicking around town in the CX-5 is much more relaxed.

You need a lot less throttle, the transmission doesn't have to shift around as much and you see that in the real-world fuel economy. While that's an added bonus that won't cover the extra cost of the turbo, everything else is.

The six-speed auto is pretty good and in this segment isn't a bother because you either get saddled with a CVT or a seven-speed twin-clutch. I'll take a conventional six-speed transmission over a clunky DSG or droning CVT any day.

The CX-5 arrives with six airbags, ABS, brake assist, stability and traction controls, forward AEB (including pedestrian detection), front and rear collision warning, auto high beam, blind-spot monitoring, road sign recognition (including stop signs), speed limiter, lane departure warning, lane-keeping assist, rear cross-traffic alert and reverse AEB.

You also get two ISOFIX points and three top-tether restraints for the kiddies.

The CX-5 scored a maximum five ANCAP safety stars in April 2017.

The CX-5 is covered by Mazda's five year/unlimited km warranty (recently upgraded from three years/unlimited). But it's worth noting this cover doesn't include roadside assist. Mazda's 'Standard' roadside assist will cost you an extra $99 per year, with the 'Premium' package sitting at $108.35.

Toyota, which has also just stepped up to five years/unlimited km warranty cover, tips in seven years' worth of emergency assistance for its new car customers, and of course Kia leads the mainstream with a seven year/unlimited km warranty with roadside assist included for eight years (if the vehicle's serviced annually at a Kia dealer).

Scheduled maintenance for the CX-5 is due every 10,000 km or 12 months (whichever comes first), and the first five years of the 'Mazda Service Select' capped price serving program breaks out as - $315 for the first service, $343 for the second, then back to $315 for the third, another $343 for the fourth, and, you guessed it, $315 for the fifth.

You'll also need to replace the brake fluid every 40,000km or two years ($65), and the cabin air filter every 40,000 km ($71).

Mazda's Australian website delivers forensic detail on what goes into each service, also allowing owners to enter their vehicle's VIN and calculate current service pricing.

Mazda provides a healthy five year/unlimited kilometre warranty that now also includes roadside assist.

Service intervals are close together, with 12 months/10,000km - 12 months is normal. 10,000km isn't. Mazda does offer capped-price servicing, with services costing between $315 and $343 meaning $660-plus annual spend. That's before extras like brake fluid and pollen filters.