Mazda CX-5 VS Volkswagen Tiguan
- Gorgeous styling
- Interior fit and finish
- Added off-road capability
- Road noise still too high
- Firm ride
- No hybrid options
- High tech overhaul
- Subtle, refined looks
- Spacious and practical
- Getting pricey
- Minimal drivetrain enhancements
- Touch interfaces won't be for everyone
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|
First there was the Beetle, then there was the Golf. Now for the first time in history, Volkswagen is most associated with its mid-size SUV, the Tiguan.
It’s high stakes, but Volkswagen hopes rolling updates will keep it fresh for at least a few years to come, as it (globally) marches towards electrification.
There’s no electrification for Australia this time around, but has VW done enough to keep such an important model in the fight? We’ve taken a look at the whole Tiguan range to find out.
|Engine Type||2.0L 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.
The Tiguan moves a smidge further upmarket with this facelift, now with an entry cost higher than ever, and while that might rule it out for some buyers, no matter which one you pick you’d still be getting the full experience when it comes to safety, cabin comfort, and convenience.
It's up to you to choose how you want it to look and drive, which are ultimately subjective areas anyway. On that basis I have no doubt this Tiguan will keep its buyers happy for years to come.
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.
The Tiguan was already an attractive car, with many subtle angular elements which added up to something suitably sophisticated for a European SUV.
For the update, VW has mainly made changes to the Tiguan’s face to keep it in line with the incoming Golf 8’s tweaked design language.
I think it has only served to make this car look better, with more integrated light fittings swooping out of its now more gentle grille treatment. There was a pugnacious toughness about the outgoing model’s flat face that I will miss, though.
The side profile is near identical, the new car only identifiable by subtle chrome touches and new wheel choices, while the rear is freshened up with a new lower bumper treatment, contemporary Tiguan lettering across the rear, and in the case of the Elegance and R-Line, impressive LED light clusters.
The inside, which has had a significant digital overhaul is what will get buyers salivating. Even the base car scores the amazing digital dash, but the larger multimedia screens and sleek touch panels will be sure to impress.
It’s important to note that while pretty much any car can have massive screens today, not all have the processing power to match, but I’m glad to say everything in the VW is as slick and fast as it should be.
The new wheel is a really nice touch with the embedded VW logo and cool looking surrounds. It feels a bit more substantial than the outgoing unit, too, and all the functions on it are nicely laid out and ergonomic to use.
I will say that the colour scheme, no matter which variant you pick, is pretty safe. The dash, while nicely finished, is just one big slate of grey, detracting from the flashy digital overhaul.
Even the inserts are plain and subtle, perhaps a missed opportunity for VW to make the interior of its pricey mid-sizer feel a bit more special.
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.
Refined and digitised it may have been, but is this update still practical? One of my big worries when hopping in was that the abundance of touch elements would make it distracting to operate while driving.
The touch panel climate unit from the previous car was starting to look and feel a little old, but there’s still a part of me that will miss how easy to use it was.
But the new touch climate panel not only looks good, it’s pretty easy to use too. It just takes a few days of getting used to it.
What I really missed was a volume dial and tactile shortcut buttons on the R-Line’s massive 9.2-inch touch-only screen. It’s a little usability gripe that will get on some people’s nerves.
The same goes for the touch elements on the R-Line’s wheel. They look and feel super cool with odd vibrating feedback, although at times I did fumble things that should be simple like cruise functions and volume. Sometimes the old ways are the best.
It sounds like I’m complaining about the Tiguan’s digital overhaul, but most of it is for the best. The instrument cluster (once an Audi exclusive feature) is one of the best on the market in terms of its look and usability, and the large multimedia screens make it really easy to jab at what function you’re looking for while remaining concentrated on the road.
The cabin is also excellent, with a tall but suitable driving position, big storage bins in the doors, big cupholders and cutaways in the tidy centre console, as well as a small centre console box and odd little pop-open tray atop the dash.
The new Tiguan is USB-C only in terms of connectivity, so bring a converter.
The back seat offers excellent amounts of room for my 182cm (6'0") frame, behind my own driving position. It’s super practical back there, too, with even the base car scoring a third adjustable climate zone with movable vents, USB-C outlet, and a 12V outlet.
There are pockets on the back of the front seats, big bottle holders in the door and drop-down armrest, and weird little pockets atop the seats, too. It’s one of the best rear seats in the mid-size SUV class in terms of amenities for passengers.
The boot is a large 615L VDA regardless of variant. This is also great for the mid-size SUV class, and it fit our entire CarsGuide luggage set with space to spare.
Every Tiguan variant also has a space saver spare under the boot floor, and little cutaways behind the rear wheel arches to maximise storage space.
The power tailgate is a boost, too, although it remains odd that the R-Line misses out on the gesture control.
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.
The updated Tiguan doesn’t look wildly different from the outside. We’ll get to design in a second, but don’t underestimate it based on looks alone, there are a lot of significant changes under this mid-sizer's skin which will be key to its ongoing appeal.
For a start, VW has dumped its corporate titles of old. Names like Trendline have been dumped in favour of more friendly titles, with the Tiguan range now consisting of just three variants, the base Life, mid-grade Elegance, and top-spec R-Line.
To make it more simple, the Life is the only grade available as a front-wheel drive, while the Elegance and R-Line are all-wheel drive only.
As with the pre-facelift model, the updated Tiguan range will become more expansive in 2022 with the stretched seven-seat Allspace variant returning, and for the first time the brand will also introduce a go-fast Tiguan R performance variant.
In terms of the three variants which arrive for now, though, the Tiguan has notably taken a price hike, now technically more expensive than ever before, even if it is only by $200 over the outgoing Comfortline.
The base Life can either be chosen as a 110TSI 2WD with an MSRP of $39,690, or as a 132TSI AWD with an MSRP of $43,690.
While the price has increased, VW notes that with the tech onboard the current car, it would represent at least a $1400 discount on the Comfortline with the required option pack to meet it like-for-like.
Standard equipment on the base Life includes an 8.0-inch multimedia touchscreen with wireless Apple CarPlay and Android Auto connectivity, a 10.25-inch fully digital instrument cluster, 18-inch alloy wheels, keyless entry with push-start ignition, full auto LED headlights, cloth interior trim, a new leather bound wheel with the brand’s updated aesthetic touches, dual-zone climate control (now with a fully touch interface), and a powered tailgate with gesture control.
It’s a tech heavy package, and feels nothing like a base model. A pricey $5000 'Luxury Pack' can upgrade the Life to include leather seats, a heated steering wheel, power seat adjust for the driver, and a panoramic sunroof.
It’s a significant price-jump from the Life, and adds adaptive chassis control, 19-inch alloy wheels, chrome exterior styling touches, interior ambient lighting, upgraded ‘Matrix’ LED headlights and LED tail-lights, standard ‘Vienna’ leather interior trim with power adjustable front seats, a 9.2-inch touch-only multimedia interface, heated steering wheel and front seats, and privacy tint on the rear windows.
Finally, the top-spec R-Line is available with the same 162 TSI ($53,790) and 147 TDI ($55,290) all-wheel drive powertrain options, and includes massive 20-inch alloy wheels, a more aggressive body kit with blacked-out R touches, bespoke R-Line leather seat trim, sports pedals, black interior headliner, variable ratio steering, as well as a sportier steering wheel design with haptic feedback touch control panels. Interestingly the R-Line loses the gesture control tailgate, making do only with a powered one.
The only options on the Elegance and R-Line aside from premium paints ($850) is the panoramic sunroof which will set you back an additional $2000, or the ‘Sound and Vision’ package, which adds a 360-degree parking camera, head up display, and harman/kardon nine-speaker audio system.
Every variant also comes with the full array of active safety features, which is a huge boost to value for buyers, so make sure to take a look at that later in this review.
Regardless, the entry-level Life now competes with mid-grades of rivals like the Hyundai Tucson, Mazda CX-5, and Toyota RAV4, the latter of which has a key fuel-sipping hybrid variant, which many buyers are searching for.
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).
The Tiguan maintains a relatively complex engine line-up for the class.
The entry level Life can be chosen with its own set of engines. The cheapest of which is the 110 TSI. It’s a 1.4-litre turbocharged petrol engine producing 110kW/250Nm driving the front wheels via a six-speed dual-clutch automatic. The 110 TSI is the only front-drive option left in the Tiguan range.
Next up is the 132 TSI. It’s a 2.0-litre turbo-petrol producing 132kW/320Nm driving all four wheels via a seven-speed dual-clutch automatic.
The Elegance and R-Line are available with the same two higher-powered engine choices. This includes the 162 TSI 2.0-litre turbo-petrol which produces 162kW/350Nm, or the 147 TDI 2.0-litre turbo-diesel which produces 147kW/400Nm. Either engine is mated to a seven-speed dual-clutch automatic and drives all four wheels.
Missing from the picture for this update is the word seemingly on every buyer’s lips at the moment – hybrid.
There are hybrid variants available overseas, but due to ongoing issues with Australia’s relatively poor fuel quality, VW has been unable to launch them here. Things could change in the near future, however…
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.
Whiz-bang dual-clutch automatics are meant to make for lower fuel numbers, and it certainly seems to be the case for the Tiguan, at least on its official figures.
The 110 TSI Life we tested for this range review has an official/combined consumption figure of 7.7L/100km, while our test car saw around 8.5L/100km.
Meanwhile the 162 TSI R-Line also sampled has an official figure of 8.5L/100km, and our car returned a dash-reported 8.9L/100km.
Keep in mind these tests took place over only a handful of days rather than our usual weekly test, so take our numbers with a grain of salt.
Either way, they are impressive for mid-size SUVs, particularly in the case of the all-wheel drive 162 TSI.
On the downside, all Tiguans require a minimum of 95RON as the engines are incompatible with our cheapest entry-level 91.
This is due to our particularly poor fuel quality standards, which look set to clean up if our fuel refineries get an upgrade in 2024.
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.
Given that so much is similar across the Tiguan range in terms of its spec and fitment, which variant you choose primarily influences the experience behind the wheel.
It’s a shame, for example, that the entry-level 110 TSI hasn’t been tweaked for this facelift, as our gripes with this variant still stand.
The 1.4-litre turbo is efficient and reasonably punchy for its size, but has an annoying power lull when it comes to a stop which can work with the dual-clutch to make for some laggy, glitchy moments.
Where the base car shines, though, is its ride. Like the Golf below it, the 110 TSI Life strikes a fine balance between ride quality and comfort, proving to insulate the cabin well from bumps and road impurities, while giving it enough driver engagement in the corners to feel a little like a giant hatch.
If you want to read more about the 110 Life, we have a variant review of the new one here.
We weren’t able to test the mid-grade Elegance, nor did we sample the 147 TDI diesel for this test, but we did have a chance to drive the top-spec 162 TSI R-Line.
Straight away it’s evident there's a strong case for paying the extra for more grunt. This engine is excellent in terms of the power on offer, and the way it's delivered.
The big boost in these raw figures helps it deal with the extra weight of an all-wheel drive system, and the extra low-down torque makes it an even better match for the snappy dual-clutch automatic.
This has the effect of removing most of the annoying jerky moments from stop-start traffic, while allowing the driver to make the most of the benefits of the instantaneous dual-clutch shifts when accelerating in a straight line.
The all-wheel drive system, more aggressive tyres, and a sharper steering tune in the R-Line make it an absolute pleasure to turn into corners at speed, offering a handling prowess that betrays its shape and relative heft.
Certainly then, there’s something to be said for splashing out on the larger engine, but the R-Line isn’t without its downsides.
The huge wheels conspire to make the ride a tad harsh when bouncing off suburban road imperfections, so if you’re primarily plodding around town and not seeking thrills on the weekend it may be worth considering the Elegance with its smaller 19-inch alloys.
Stay tuned for a future variant review with driving impressions for the 147 TDI, and of course the Allspace and full-fat R when they become available next year.
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.
Great news here. For this update, the entire VW safety suite (now branded 'IQ Drive') is available even on the base Life 110 TSI.
Included is freeway-speed auto emergency braking (AEB) with pedestrian detection, lane keep assist with lane departure warning, blind spot monitoring with rear cross-traffic alert, adaptive cruise control with stop and go function, driver attention alert, as well as front and rear parking sensors.
The Tiguan will carry across its maximum five-star ANCAP safety rating as awarded in 2016. The Tiguan has a total of seven airbags (the standard six plus a driver’s knee) and the expected stability, traction, and brake controls.
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.
Volkswagen continues with a competitive five year/unlimited kilometre warranty, the industry standard when it comes to its primarily Japanese rivals.
Servicing is covered by a capped price program, but the best way to keep the cost down is to purchase the pre-paid service packs which cover you for three years at $1200, or five years at $2400, regardless of variant.
Doing so brings the cost down to very competitive levels, although not to the absurd lows of Toyota.