2019 Mazda CX-5 vs Volkswagen Tiguan

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 Volkswagen Tiguan 2019 may be more expensive than in previous years, but that better reflects its standing as one of the best mid-sized SUVs in the segment.

If you splurge on the 162TSI you’ll be getting a quicker family hauler, but it may not be essential to your needs. The value on offer in the 132TSI Comfortline is hard to ignore, too. But if you want the best-looking version, you really ought to get in quick to snap up one of the 500 Wolfsburg Edition versions. 

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.

The 2019 Tiguan range does away with one of the most disappointing elements it had since launch - halogen headlights. Now, with only two grades permanently available, LED headlights and daytime running lights are standard. Thank you, VW. 

The exterior design of the Tiguan line-up is largely unchanged compared with when this generation launched in Australia back in 2016, so it’s probably due for a mid-life facelift soon. But even so, it still looks pretty fresh, and in Wolfsburg spec it gets people’s attention. 

I’ve always been partial to the R-Line package on the Tiguan, which essentially adds a lower body kit to it. Admittedly there’s no outlandish rear spoiler or rear diffuser, and with ground clearance of  201mm you won’t need side steps. VW Australia has previously offered the more off-road focused Adventure model with underbody protection, if that’s your persuasion.

It manages to look sporty but still be smart, with a big glasshouse that doesn’t taper up like some - meaning better vision for the driver and rear occupants. The piano-black exterior trim highlights look terrific… if you can keep the car clean.

In terms of dimensions, the Tiguan is 4486mm long on a 2681mm wheelbase, 1839mm wide and 1658mm tall. The length extends by 4mm and the width by 20mm for the R-Line pack, because of the body kit, and the track is 10mm wider front and rear, too. 

Remember, if you need more size, there’s always the Tiguan Allspace, which has a seven-seat layout but is a bit longer and taller to allow for more generous interior dimensions. 

Check out the images to see if you like the R-Line leather trim of the Wolfsburg, or would prefer cloth.

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 VW Tiguan is one of the most practical SUVs in its segment, with tremendous use of the space available.

The cabin is comfortable and considered, with good storage throughout: there are big lined pockets with bottle holders for all four doors, map pockets in the back, a spot for your phone/wallet/keys in front of the gear shifter, and the cup holder count is good: two (plus a bit of extra space) up front, and two in the back in the fold-down armrest.

The media screen in the high-spec model lacks a volume knob, which can be annoying for passengers (the driver has controls on the steering wheel), but otherwise the system is pretty good. Our car had no issues with Bluetooth phone pairing or audio streaming, the nav system was pretty simple to use, and the phone mirroring (Apple CarPlay / Android Auto) worked great. The sound system is pretty good, too. 

The presentation of the cabin is classy and simple, with a nice mix of materials across the high part of the dashboard, predictable placement of intuitive controls, and, with that bigger media screen, it looks plush enough.

The seats offer a decent range of adjustment and are reasonably comfortable, if a little flat when it comes to side bolsters. In the back, there is more than enough space for someone my size (182cm) to sit behind a similarly sized occupant up front, with good knee and foot room, while headroom is superb. And yes, you can fit three adults across if you need to.

The boot space is excellent, with up to 615 litres (VDA) of luggage capacity available with five seats up, and 1655L with them folded down.

The boot dimensions are also flexible in size because the second row slides fore and aft, meaning if you have tall backseat occupants you can shrink the boot space a little to improve legroom - and even in that setup the boot is bigger than a Mazda CX-5’s. There’s a cargo cover blind and you can get a boot liner if you need it, and there’s a space-saver spare wheel under the floor, too. 

Of course, if all that isn’t enough storage space you can fit roof racks and a cargo box to the roof rails.

The lack of any entry-grade models means the price list and RRP range for the VW Tiguan 2019 line-up is higher than many competitor SUVs, like the Mazda CX-5, Toyota RAV4 and Honda CR-V. So, how much does it cost? 

The model comparison is simple enough - it’s the 132TSI Comfortline vs the 162TSI Highline. Well, for the ‘regular' range, anyway. 

The 132TSI lists at $42,490, and it has a lengthy standard features list, including 18-inch alloy wheels, LED headlights with LED daytime running lights (yep, no bi-xenon headlights here!), front fog lights, a power tailgate, keyless entry and push-button start, three-zone climate control air conditioning, cruise control, auto headlights and auto wipers, electric folding side mirrors, an auto-dimming rearview mirror, cloth seat trim and a tyre-pressure-monitoring system.

Multimedia needs are met through an 8.0-inch multimedia touchscreen with GPS sat nav, Apple CarPlay and Android Auto - so you can plug your iPhone or other device in to mirror its screen - three USB ports, and of course there’s Bluetooth phone and audio streaming as well. No Tiguan has digital DAB radio capability, nor a DVD player, but there is a CD player to pump the tunes through eight speakers.

If you want, there’s a sort of comfort pack that VW calls the 'Luxury Package', which adds leather trim, electric seat adjustment, heated front seats and a sunroof ($4000).

Stepping up to the 162TSI means a price increase to $49,490, but this improves the standard-gadgets list.

Highlights include 19-inch alloy wheels, LED tail-lights, leather seats, heated front seats with electric adjustment and memory settings, heated outboard rear seats, a bigger screen (9.2-inch) for the navigation system, ambient interior lighting, the convenience of auto high-beam lighting with anti-dazzle function (Dynamic Light Assist), adaptive cruise control and adaptive chassis control.

For a limited time there’s also the Wolfsburg Edition 162TSI, with 500 examples offered. It costs $55,490 and adds plenty of additional desirable equipment.

The Wolfsburg adds the high-tech Sound & Vision Package (with the digital instrument cluster that VW calls Active Info Display, a surround-view camera, Dynaudio sound system with nine speakers and a subwoofer, and ambient interior lighting), the R-Line Package (R-Line body styling and interior trim, 20-inch alloy wheels in black, and VW’s ‘progressive steering’ system), plus further black exterior trim elements, dark window tint, and a head-up display. There’s a Wolfsburg badge at the back, and the choice of Oryx White Pearlescent, Deep Black Pearl or Indium Grey Metallic for your paint colours.

The regular 2019 Tiguan range has six colours to choose from: Pure White, Tungsten Silver Metallic, Indium Grey Metallic, Atlantic Blue Metallic and Ruby Red Metallic. There’s no gold to be seen, and the orange that was offered earlier on has been axed, too. 

Both trim levels get floor mats as standard, so there’s no need to look at the accessories list for those - and while there are heat insulating tinted windows, you can get dark tint on the high-grade. Other options include 19-inch rims, a towbar kit, roof bars with a roof box (there are roof rails as stand on both grades). You’ll need to shop around the aftermarket for a light bar, bull bar or nudge bar.

How many seats does a Tiguan have? Five… unless you choose the Tiguan Allspace, which has third-row seating. There’s a space-saver spare with tool kit under the boot floor of all Tiguans.

No model comes with a heated steering wheel, but you can option a panoramic sunroof ($2000).

Safety goes beyond lane assist and ESP - read the section below for the full breakdown.

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.

Engine specs are easily dealt with this time around, because the 2019 Tiguan range has two turbocharged petrol powerplants, both with the same engine size (2.0-litre) but different horsepower tunes.

The entry-grade 132TSI sits at the bottom of the specifications tree, with ratings of 132kW of power an 320Nm of torque, and you don’t need to think about whether to choose a manual transmission or automatic transmission, because it only comes with a seven-speed dual-clutch (DSG) auto.

The next model up is much the same: the 162TSI has a 2.0-litre turbo-petrol, seven-speed DSG auto, AWD. But as the name suggests, it has 162kW of power and 350Nm of torque.

Wondering if each has a timing belt or chain? The answer is a chain. 

If you really have a hankering for a 4x2 or front-wheel-drive version of the Tiguan, you’ll need to look for a 2017 or 2018 model, likewise if you have a desire for a turbo diesel or a manual gearbox. Maybe have a look at the seven-seat VW Tiguan Allspace?

At this stage there’s still no plug-in hybrid Tiguan on sale, and there won’t be an LPG version. And while the diesel models were better for consumption, the fuel-tank capacity is a decent size for these petrol models at 60 litres.

The gross vehicle weight isn’t specified by VW, but we can tell you the towing capacity if you plan to fit a towbar: it’s 750kg for an un-braked trailer and 2500kg for a braked trailer - decent pulling power, but this isn’t a towing review. 

Check our Volkswagen Tiguan problems page for any historical diesel problems (including diesel particulate filter), automatic gearbox problems/4x4 transmission issues, or any well-known concerns with the turbo, battery, clutch, suspension, engine (even injector issues!). You will even find concerns relating to the existing model’s engine with a turbo and supercharger. And be sure to check your owner’s manual for info like oil type and capacity . If you think there’s excessive oil consumption, consult your VW dealership.

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.

Neither of these two petrol models can quite match the existing diesel fuel economy and mileage, but both offer good fuel consumption.

The 132TSI has a claimed consumption figure of 7.5 litres per 100 kilometres, while the higher-output 162TSI uses 8.1L/100km (claimed). Both require 95RON premium unleaded. There’s no eco-mode button, but there are different drive modes - we’ll get to that in a sec.

On test in the 162TSI Wolfsburg model, we saw 8.4L/100km over a week of mixed driving. I’d be very happy with that if I bought one.

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.

Having driven the 132TSI model previously, I can tell you that it has enough go to get the job done for the vast majority of families. It has strong response in-gear, although there’s some low-speed hesitation from the transmission. 

That might mean you find it hard to justify the extra expense to get into the 162TSI model. If you forget the extra spec, the additional 30kW/30Nm probably isn’t worth $6500 to most people.

But if money isn’t that big of a concern for you, the 162TSI Highline - or, better yet, the Wolfsburg Edition - is worth spending up on.

It’s not just the power and torque from the 2.0-litre engine, which revs a little more freely and has noticeably more gusto when you push it hard - you also get adaptive dampers, which allow you to tailor the drive experience a little more, including a Sport mode that stiffens things up for twisty sections.

In most situations the ride is well sorted - even in the most aggressive setting it doesn’t feel crashy or harsh, but don’t expect it to be too cushy, either. I spent the majority of my time in Normal mode, but there’s also Eco, Comfort, Sport and Individual.

In Comfort there’s a marked softness to things, even on the 20-inch wheels around city streets, although the front suspension is a little more prone to thumping into bumps than the rear suspension. 

There’s also Snow and Ice mode - great for the cooler months, as it adapts the throttle response and transmission behaviour to ensure better traction. Plus there’s Off-Road and Off-Road Individual, and the off-road capability in the 2018 Tiguan 132TSI Adventure model I tested was pretty good - even with a ground-clearance figure (201mm) that is less than some of its competitors.  

But an off-road review wasn’t the focus this time around. If I were interested in using a Tiguan for more extending driving off the beaten track, I’d be fitting some smaller wheels (maybe 17 inch alloys), some off-road tyres and wheel-arch extensions. Maybe even a lift kit? 

And in Wolfsburg guise, you also get the progressive steering system, which is both more involving at higher speeds and easier at lower speeds. 

For the geeks out there, this variable-ratio system allows you to apply 101 degrees less lock for the same outcome as a car without it. It is super easy to pivot the car when parking, and because it has a bit more assistance than a regular Tiguan at speed, it feels more direct in the bends. The steering weight is hefty in Sport mode, but easier to manipulate in Eco or Comfort. 

There is a cost beyond the initial expense; you’ll use a touch more fuel, and you’ll have to pay a little extra in servicing. But if you value a really nice drive experience, the Wolfsburg could be worth your money.

The Tiguan safety rating according to ANCAP is five stars. It was tested in September 2016 but that score remains intact for this model year, too.

What about features? The two-tier Tiguan range comes with a standard-fit reversing camera, front and rear parking sensors, and there are seven airbags (dual front, front side, driver's knee and full-length curtain coverage).

Other equipment includes auto emergency braking (AEB), manoeuvre braking (where the car can brake if the rear sensors detect an obstacle), self parking (parallel and perpendicular bay park assist), driver fatigue detection, lane departure warning and lane-keeping assistance (the car will steer you into your lane if it needs to), and multi-collision brake (a system that applies the brakes if you have an accident, lessening the chance of further damage).

For the 132TSI there’s a 'Driver Assistance' pack for $1400, which includes adaptive cruise control, lane-changing assistant, a system called 'Emergency Assist' that can stop the car if the driver is unresponsive, and rear cross-traffic alert. The 162TSI has all of that as standard.

There are dual ISOFIX baby seat anchors and three top-tether points for child seats.

Where is the VW Tiguan built? Germany is the answer.

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.

Volkswagen has joined the mainstream fray in offering five-year/unlimited kilometre warranty for all models - not only is that good for current owners, but because the warranty is transferable, resale value might be a little better, too. 

On top of that, the average service cost is high for the Tiguan. We did the maths on maintenance costs, with the 132TSI averaging out at $635.60 per visit over the first five years, and the 162TSI a little dearer again, at $646.80. Intervals are every 12 months/15,000km. 

Concerned about common problems, faults, issues, waiting time, complaints, reliability issues? It could be of value to read out VW Tiguan problems page before you sign on the dotted line.