Mazda CX-5 vs Renault Arkana

What's the difference?

The Mazda CX-5 Akera G35 offers small families a great host of premium features, as well as solid power and handling – all in an attractive package. But the emphasis here is on ‘small’ families because it’s on the compact side for a mid-sized SUV and its rivals offer more back seat space.

Its ongoing costs are reasonable and I enjoy driving it, so it gets a 7.6/10 from me.

My son calls out the back seat as a bit squishy but he otherwise likes it. He gives it a 7.0/10

The Arkana is a stylish alternative in a sea of same-same compact SUVs. It's relatively well equipped and has some hidden gems in its ownership and running costs that elevate it above some of the competition.

It’s not a bad thing to steer, either, but the lurchy dual-clutch could be a deal breaker for some.

The sweet spot is the Techno, which misses out on the Esprit Alpine’s special touches but represents the most bang for your buck.

Note: CarsGuide attended this event as a guest of the manufacturer, with meals provided.

The Mazda CX-5 hasn’t seen much change to the exterior other than a more horizontally-styled grille. It’s a medium SUV with a handsome kerb-side presence thanks to its full-suite of LED lights and 19-inch alloy wheels. It’s an inoffensive design that should appeal to a wide audience.

The interior looks premium with the brown Nappa leather upholstery and black leather trims. The plethora of soft-touchpoints throughout reinforces that the Akera is the top model.

There's one thing I really like about Mazda and that's how it manages to balance the traditional with the new. The cabin is a seamless blend of the two elements.

The instrument panel features a 7.0-inch digital display but still has analogue dials. There's a 10.25-inch multimedia system on the dash but still a bunch of control buttons and dials to press. The gear shifter is coupled with an electric brake, the sunroof is coupled with a manual blind. You get it.

This duology between high-end tech and traditional elements makes the interior feel up to date but very accessible.

This update isn’t a massive overhaul of the Arkana, rather its “refreshing and enhancing” what was already there according to Renault Australia.

And this remains true with the car’s styling. Not much has changed on the outside except for a few minor garnishes and flourishes, especially on the Esprit Alpine variant.

The coupe styling isn’t for everyone. It’s more popular in Europe than Australia but if you want to stand out from the crowd it’s a good place to start.

The Arkana has curves in all the right places and its little grille made up of little Renault badge diamonds is a welcome addition in a world of wide mouth front ends. The C-shaped LED headlights and a large Renault badge add a bit of pop to its look.

The pinched rear end has LED lighting that runs from the tail-lights to the centre badge and Arkana is spelled out in big, bold letters.

The Esprit Alpine stands out with gunmetal highlights on the front bumper and the front and rear skid plates in the same colour. It also adds a Esprit Alpine badge below the side mirror and front door sill plates.

The Esprit Alpine has 'Tricolour' stitching in red, white and blue on the door trim and steering wheel, which is complemented by blue contrast stitching on the gear shifter, seats and centre console.

Cabin quality is variable. There are some nice feeling materials used on the dash and on the door trims but below eye level there are lots of hard wearing plastics. A big slab of faux wood running along the dashboard doesn’t feel as high-quality as you would like. The quality drops a bit in the back row, which is where carmakers often try to cut costs.

Solid white is the only no cost paint colour, but it is not available on the Esprit Alpine. Metallic white, blue, black, grey and red cost $750.

Buyers can also option a black roof for a two-tone look for $600.

Despite sitting in the medium-SUV segment, the CX-5 is on the compact side for cabin space and front passengers benefit the most in terms of leg- and headroom.

Back rowers get a decent amount of headroom but legroom is squishy and my legs press into the back of the drivers seat when its in my driving position, and I'm only 168cm tall!

My seven-year old complained about his space and asked Dad to slide forward for more room, which is something to consider if you have gangly teenagers.

The seat comfort sits on the firmer side for both rows and the electric front seats are narrower and shorter than I like for long journeys but for the A to B trips, they’re comfy enough.

Only the driver’s seat gets powered lumbar support but they both have heat and ventilation functions.

Individual storage is average for this class with a smallish glove box and middle console that has a removable shelf. A deep utility tray, which houses the wireless charging pad and a 12-volt port, sits in front of the gearshift and there are two cupholders in the centre console.

Each door has a shallow storage bin and the front doors also get a skinny drink bottle holder.

For individual storage in the rear, you get map pockets on the rear of the front seats and two cupholders in a fold-down armrest.

The armrest also houses two USB-A ports and the heat function buttons for the outboard seats and it's because of this positioning and the narrower width of the seat, that the back row feels more suited to two, rather than three passengers.

The technology on the whole is easy enough to use but the rotary dial operation of the multimedia system is a bit annoying to access while on the go.

The wireless Apple CarPlay and Android Auto is a great feature and means one less cable to worry about but the built-in satellite navigation with 10-year map updates is a highlight. The head-up display pulls through the nav directions, too, which is always handy.

You also get two USB-C ports and another 12-volt outlet up front, so everyone should be sorted for charging.

The boot features a powered tailgate which is a handy family feature and a temporary spare tyre is located underneath the level floor.

You get 438L of storage capacity with the second row seat upright, which is plenty for my errands and grocery shop. That jumps up to 1340L (VDA) when the rear seats are folded. 

The cargo cover attaches to the lid, meaning it stays out of the way when you're loading stuff into the boot.

The Arkana isn’t a family SUV, but rather is pitched at younger couples and empty nesters. 

Up front there is great forward vision with a higher seating position than hatchbacks and sedans. Electronically adjustable seats and a manually moveable steering wheel means there’s a good seating position for pretty much everyone.

The seats are comfy and the multimedia screen and climate controls are easy to reach. The centre console has a wireless device charger, two USB-A charging ports and a 12-volt socket to keep various devices juiced up. 

Two cupholders take up most of the space with minimal storage space leftover. There are decent sized storage bins in the doors and a little net in the passenger seats footwell to stop small items rolling around. 

Back seat passengers have their own air con vents and USB charging ports, which is a welcome addition.

In the rear pew is where the Arkana’s stylish coupe-like design dents its practicality. The sloping roof shrinks the windows and reduces headroom, which makes it feel a bit gloomy compared to more boxy-shaped SUVs that makes it no-no for smaller kids.

The boot is a decent size, but it’s longer and lower than other SUVs, which is the price you pay for looking good. 

Initially Renault is launching with just two variants, the mid-tier Techno and top-spec Esprit Alpine, which replace the formerly named Intens and R.S. Line variants. 

Despite the update, prices remain the same with the Techno starting at $41,000, before on-road costs, and the Esprit Alpine from $45,000.

An entry-level Evolution grade will arrive later to take the place of the old Zen variant. Expect it to be priced from $37,500.

The Arkana isn’t the cheapest compact SUV on sale with lower starting points for the Hyundai Kona, Kia Seltos and Mazda CX-30 ranges. It is cheaper than the hybrid-only Toyota C-HR and its French rival, the Peugeot 2008.

The two model grades are fairly well stacked with gear to justify the price, though.

Techno shoppers can expect 18-inch alloy wheels, which swell to 19-inche on the Esprit Alpine and all variants have LED head and tail-lights.

Step inside and the Techno grade has black leather and synthetic suede accented seats, which upgrade to more premium synthetic leather and suede upholstery with contrast blue stitching and Alpine badging in the top-spec grade.

The front seats are heated in both grades and the Esprit Alpine has a heated steering wheel, too.

On the tech front both variants have a 9.3-inch portrait-shaped multimedia display paired with a 10.25-inch digital driver display.

Apple CarPlay and Android Auto wireless smartphone mirroring is standard.

The Esprit Alpine version ditches the six-speaker stereo in the Techno for a booming eight-speaker Bose system and it adds a sunroof.

The Akera is an all-wheel drive with a six-speed auto transmission and our test model has the 2.5-litre four-cylinder turbo-petrol engine that produces a maximum power output of 170kW and 420Nm of torque. The turbo ensures it never feels sluggish, even when you’re hitting hills.

The Arkana keeps the 1.3-litre four-cylinder turbocharged petrol engine from before. It makes 115kW and 262Nm and is paired with a seven-speed dual-clutch auto that drives the front wheels. 

That’s plenty of grunt for a car this size, but it’s let down by a glitchy transmission that hesitates a lot at lower speeds and doesn’t do its best work when asked to hustle, either.

The compromise for getting extra power from the turbo is fuel efficiency takes a hit.

The official combined fuel cycle figure is 8.2L/100km but my real-world usage came out at 10L/100km. That’s after mostly open-road driving this week, too, so it’s a bit thirstier than I was expecting.

Based on the combined cycle number and the 58L fuel tank, expect a driving range of around 784km – which is still great for the odd road trip.

Efficiency is the name of the game with the Arkana’s little turbo engine. The French brand claims it drinks 5.9L/100km on the combined (urban/extra-urban) cycle but we averaged 7.5L/100km on our circa two-hour country road drive according to the trip computer.

The higher speed twisting and turning country roads we drove on aren’t conducive to low fuel use, though.

It has a 50-litre fuel tank and only requires cheaper 91 RON petrol, which is rare for little turbo engines that usually have premium tastes.

The Akera turbo-petrol delivers a decent well of power to dip into and it feels peppy in most situations. Even when you’re overtaking or getting up to speed you don’t feel like you’re nearing the bottom of the power barrel.  

Steering is responsive and the car is agile when you tackle narrow car parks or streets. However, you still get some roll in corners which my passengers felt more than I did.

The cabin is quiet, even at higher speeds and the suspension is firm enough that you feel the bumps but you’re not jostled about. The ride comfort is still good.

I’ve said it before but I love parking medium SUVs because their size is so forgiving in a car park! The Akera is no different and it’s especially easy thanks to the ultra-clear 360-degree view camera system. You also get front and rear parking sensors to help out when needed. 

The Arkana is a bit of a mixed bag on the road. Its engine is a nice little unit but the dual-clutch auto deflates the drive experience.

At lower speeds it hesitates and then gives too much oomph all at once, which can result in some wheel spin. It means you need to be mindful at T-intersections and when turning across traffic and feather the pedals. 

This is a symptom of most dual-clutch autos but the Arkana’s is less sophisticated than say ones fitted to Volkswagens, and the Arkana doesn’t have the meaty power and torque bands of performance cars. A conventional torque converter auto would suit it better.

The Arkana does some of its best work at higher speeds, where the dual-clutch is more decisive and it's an admirable highway cruiser. 

It isn’t a bad operator through the bends where it exerts excellent body control to minimise rolling. This is complemented by nice steering that is well weighted and accurate. Pedal feel is excellent with no woody or doughy feel to them.

The suspension is on the firmer side and you’ll feel some harsh bumps, especially over consistent smaller ones that it will crash over.

Its rear torsion beam suspension set-up is less sophisticated than the multilink arrangements found in an increasing number of competitors in the segment.

Road noise is noticeable at higher speeds. There's a fair bit of wind noise, too, but it was an especially windy day on our test drive.

The Arkana isn’t a sports car but is a stylish SUV for punting around town and facilitating weekend getaways, but there are other compact players that answer this brief better.

The Arkana holds a maximum five-star ANCAP rating, but it is based on the 2019 crash test of the Renault Captur, with which it shares much of its underpinnings. This rating is due to expire in late 2025.

There are six airbags and a range of active driver aids included as standard and the update adds a 360-degree camera view to all grades.

This joins auto emergency braking with pedestrian and cyclist detection, lane keep assist, blind-spot monitoring, rear cross-traffic alert, radar cruise control and speed sign recognition.

A lot of carmakers just tick the box for active driver aids but don’t think of the calibration. Not Renault. The driver aids barely interjected during the launch drive and only chirped up when needed, which is a welcome reprieve from the overly touchy and nannying sensors found in other cars.

The CX-5 comes with a five-year/unlimited km warranty, which is average cover for the class but some of its rivals offer longer terms.

There is a five-year, or up to 75,000km capped-price servicing program and services average $423 per workshop visit, which is competitive.

Servicing intervals are reasonable at every 12 months or 15,000km, whichever occurs first.

There is one part of Renault’s ownership credentials that others can’t match.

Its service intervals are every 12 months and a whopping 30,000km, which is double the industry norm of 15,000km. 

If you need to do big kays such as a sales rep or rideshare driver might this will be extremely important.

Five years or 150,000km of capped price servicing visits costs $2385, which is one the expensive side compared to Honda, Hyundai and Toyota but is in the ballpark of similar-sized Kias and Volkswagens.

Renault covers the Arkana with a five year/unlimited km warranty - par for the course in the mainstream market - and five years of roadside assistance.