Mercedes-Benz GLS-Class vs Mazda CX-5

What's the difference?

The GLS450d impresses as an entry-level grade, as it’s a more family-friendly allrounder than the specialised AMG and Maybach variants. Its combination of a torque-rich diesel 48V hybrid drivetrain, air-cushioned suspension and plush interior are as well suited to luxury urban travel as they are to grand touring, where its heavy towing and generous load-carrying capabilities can shine. Whether it’s worth around $200K drive-away, only those who shop at the top end of town can decide.

The Mazda CX-5 Evolve kicks some goals and with its comfortable on-road handling, robust safety equipment and practical interior, it’s still a solid choice for families looking for a mid-sized SUV. The only thing it’s missing is a hybrid powertrain, which would make this already well-rounded package even more compelling.

This is an imposing vehicle in extravagant S-Class tradition, riding on an expansive 3135mm wheelbase and stretching more than 5.2 metres (5215mm) long and more than 2.0 metres (2030mm) wide with a turning circle that's nudging 13 metres.

However, it’s just under 1.8 metres (1798mm) tall, so there’s no clearance issues when accessing multi-storey carparks. And with its side-steps (or ‘running boards’ in nostalgic Benz speak) most adults can step rather than climb aboard, although passengers of shorter stature during our test noted that assist handles on the A and B pillars would be handy.

Central to its sophisticated chassis design is adaptive air suspension, which uses a pneumatic or ‘airbag’ form of springing with adaptive damping to continuously optimise ride comfort and handling response according to road conditions and driving dynamics (see Driving).

The GLS’s styling is clean and uncluttered with tasteful restraint evident in its chrome and satin-chrome highlights, yet it projects a majestic quality with its prominent four-louvre grille and elegantly spoked alloy wheels.

The spacious and sumptuous seven-seat interior is visually pleasing and practical, with a subtle blend of surface treatments, contrasting tones, lots of soft-touch surfaces and exposed stitching. This is combined (thankfully) with physical dials, switches and ‘piano key’ buttons to control numerous interior functions, in preference to distracting touchscreen prompts.

The next-generation Mazda CX-5 is bigger than before, but it retains the sleek body lines and understated styling that have made it such a handsome SUV. The wider front end and repositioned grille give it a more purposeful look than the outgoing model, while the 17-inch alloy wheels keep things suitably restrained.

Inside, the cabin doesn’t feel too basic despite the cloth upholstery. There are plenty of soft-touch materials, a pleasant dashboard and some new technology, including the 12.9-inch multimedia display. You lose most of the physical buttons, though, so there’s a little less of that traditional Mazda tactility.

The fabric seats are cosy and the extra interior space is definitely noticeable. Overall, there is still an understated elegance to the CX-5’s cabin.

Although it has a hefty 2655kg kerb weight, our test vehicle’s 3420kg GVM rating provides a useful 765kg of load capacity, which should comfortably absorb the combined weight of up to seven occupants and light luggage. Or with the third row of seating folded, five occupants and heavier luggage.

It’s also rated to tow up to 3500kg of braked trailer and with its sizeable 6920kg GCM (or how much weight it can legally carry and tow at the same time) it can carry its maximum load while towing its maximum trailer weight.

So, that’s commendable practicality, given it would be well suited to owners that need to tow large caravans, boat trailers, horse floats etc in style without having to compromise much (if at all) on either passenger numbers or luggage capacity.

Driver and front passenger space and comfort is exceptional, as you’d expect. Storage includes a large glovebox plus a bottle holder and bin in each door. The front of the centre console has two USB-C ports, wireless phone charging and heated cupholders, while the rear of the console has a large storage box with a third USB-C port and padded lid that doubles as a comfy elbow rest.

Even tall passengers in the second row of seating enjoy spacious comfort, given I’m 186cm and with the driver’s seat set in my position I have ample knee clearance, foot room and head space.

However, the central passenger must contend with a transmission tunnel in the floor and shoulder room would be squeezy for three large adults, which is okay for short trips but a maximum of two would be ideal for longer journeys.

The rear of the centre console also treats second-row passengers to a pair of USB-C ports, adjustable air-vents and a control panel that allows independent climate adjustment.

There’s also a large bin/bottle holder in each door plus storage nets on each front seat backrest. The centre seat backrest folds flat to allow long items (skis etc) to slot between the outer backrests. And it also serves as a fold-down armrest, containing two cupholders and a lidded slimline compartment that’s ideal for hidden phone storage.

The third row is uncommonly spacious, even for tall people, with padded armrests on each side containing cup holders and twin USB-C ports.

The carpeted rear luggage area has four load-anchorage points, a first aid kit and 12v socket. With the third-row seats upright it offers 355 litres of load volume, which increases to 1350 litres with the third row folded and 2400 litres (or 2.4 cubic metres) with both the second and third rows folded.

The front seats are a particularly comfortable place to spend time, with wide seat bases and plenty of elbow room. Getting in and out is easy thanks to the wide door apertures and 205mm of ground clearance and there’s enough space to settle in for a longer journey.

There’s also plenty of useful storage up front, including a large glove box, dual-opening centre console, cupholders and bottle holders, plus a dedicated phone tray with wireless charging. You get a 12-volt socket and two USB-C ports for keeping everything else topped up.

The 12.9-inch multimedia screen replaces Mazda’s familiar rotary selector with touchscreen operation, which I find easier to use. The updated operating system takes a little while to get your head around and there’s no native sat nav, but otherwise it feels functional and fresh for the new-generation model. Wireless Apple CarPlay and Android Auto are standard, with CarPlay maintaining a solid connection throughout my week.

The extra size of this next-generation model is more noticeable in the back, where improved leg- and headroom is good news for taller adults on longer trips. The rear doors open to almost 90 degrees, making it easier to access the ISOFIX child-seat mounts and three top-tether anchor points.

There’s not a huge amount of extra family-focused kit back in the rear row, but you do get directional air vents, storage bins in each door and a centre armrest with cupholders. My nine-year-old was comfortable, although he did point out the lack of a charging port during a road trip.

And, as a parent, I had one other gripe: keeping the fabric seats clean from my kid’s shoes in rainy weather. Let’s just say some seat covers might be a worthwhile investment.

The boot offers up to 466L with all seats in use. That’s not the largest capacity in the class, but it was more than enough for my little family of three this week. I like the level loading floor, although the boot itself is quite tall, which can make lifting heavier items in and out a little awkward.

I’m also pleased to see a spare tyre, even if it is only a space-saver. And while a powered tailgate would be handy, at this price point I don’t think you’ll really miss it... until you’re standing there with your hands full!

There are five variants available for the third-generation Mazda CX-5, and we’re in the second-from-base Evolve grade for this review. It has a competitive $42,990, before on-road costs price, which puts it neatly among its key rivals. The Hyundai Tucson Hybrid starts at $42,850, while the Kia Sportage SX+ petrol begins at $45,580 and the Toyota RAV4 GX 2WD Hybrid at $45,990, all before on-road costs.

On price alone, the CX-5 looks well placed. But there’s one notable difference - all three rivals offer hybrid powertrains in their respective ranges, while the CX-5 currently does not. And as hybrid power becomes increasingly common in this segment, that omission could prove harder for Mazda to overlook.

The Evolve grade enjoys some solid features though, including:

• Heated front seats
• 12.9-inch multimedia touchscreen
• 10.25-inch digital instrument cluster
• Wireless Apple CarPlay/Android Auto
• Bluetooth
• AM/FM/digital radio
• Leather steering wheel
• Dual-zone climate control
• Two 12-volt sockets
• Wired/wireless phone charging
• Cloth seats
• Keyless entry
• Keyless start
• Rain-sensing wipers
• Electric/auto-folding side mirrors
• LED headlights
• LED DRLs
• Reversing camera

The GLS450d comes standard with a 3.0-litre turbocharged inline six-cylinder diesel producing 270kW of power at 4000rpm and 750Nm of torque between 1350-2800rpm.

This is paired with a 48V mild-hybrid system comprising a 48-volt battery (charged by regenerative braking) and an integrated starter-generator which provides both seamless engine stop-start and up to 15kW/200Nm of extra power and torque during acceleration.

A nine-speed torque converter automatic provides the choice of manual shifting using the steering wheel-mounted paddles, along with several selectable drive modes.

The active all-wheel-drive system continuously adjusts the engine’s torque delivery between front and rear axles (and individual wheels as needed) to maintain optimum traction and handling.

The CX-5 is all-wheel drive and powered by a 2.5-litre four-cylinder petrol engine producing 132kW of power and 242Nm of torque. It has a braked towing capacity of up to 1800kg, giving you the option of some light towing on the weekends, while the six-speed automatic transmission shifts smoothly through its gears.

But there’s no escaping the fact that most of its key rivals now offer hybrid powertrains, and you can feel the absence of one here. The CX-5’s petrol engine is perfectly capable, but it doesn’t have the same efficiency advantage that many buyers in this segment are increasingly looking for.

Mercedes-Benz claims official combined consumption of 7.8L/100km and the dash display was showing 9.0 when we stopped to refuel at the completion of our 368km test, which included the usual mix of suburban, city and highway driving with up to five passengers at times and light luggage.

Our own figure, calculated from fuel bowser and tripmeter readings, was close at 9.5 which is outstanding sub-10L/100km economy for such a substantial vehicle in mostly metropolitan use. Therefore, based on our own consumption figure, you could expect a real-world driving range of around 950km from its 90-litre diesel tank.

The CX-5 has a 58-litre fuel tank and claimed combined cycle (urban/extra-urban) fuel consumption of 7.4L/100km, giving it a theoretical driving range of up to 783km. That’s a solid range for a family-sized SUV and means you won’t be constantly thinking about your next fuel stop.

My real-world fuel use settled at 7.8L/100km after a week of longer highway stints and urban trawls, so it’s not too far off Mazda’s official number.

Still, this is where I’d like to see a hybrid powertrain join the CX-5 range. The fuel economy is reasonable, but with so many rivals now offering hybrid options, Mazda is starting to leave some efficiency gains on the table.

It’s an enjoyable vehicle to drive, with multiple power adjustments for the seat and steering wheel combined with a large left footrest which provide supreme driver comfort and support.

The powerful and responsive turbocharged six-cylinder diesel and nine-speed auto are well suited to this application. The engine’s ample torque provides spirited acceleration from standing starts, taking only six seconds to reach triple-digit speeds.

This drivetrain would be well suited to heavy towing duties, given the 48V mild-hybrid system can contribute an extra 200Nm (in addition to the engine’s 750Nm), which raises the total theoretical torque output to almost 1000Nm.

The active air suspension provides a wonderfully cushioned ride that floats over bumpy roads, while maintaining excellent handling response and surprising agility. These commendable chassis dynamics, combined with the powerful and responsive drivetrain, makes the vehicle feel smaller and lighter than its dimensions and kerb weight would suggest.

Overall, it’s difficult to fault from a driver’s perspective, with the only exception being the voice activation function. This is often triggered by words or phrases other than ‘Hey Mercedes’ resulting in regular interruption of conversations. This needs some fine tuning.

The CX-5 feels composed around town, with power delivered smoothly for everyday driving. But when you need to punch it off the mark, there’s some noticeable lag, and you have to work the engine harder to find the power when tackling a steeper hill at higher speeds. It’s capable enough, but it can feel like you’re asking a little more of it than you should.

The suspension has a firm edge to it, but I like how responsive the steering feels. The CX-5 is genuinely enjoyable through corners, with a dynamic feel and very little body roll.

The cabin is also impressively quiet, with minimal road or wind noise creeping in at higher speeds. Visibility is good through the front and sides, although the A-pillar can get in the way at times.

The reversing camera provides a clear view, while front and rear parking sensors make manoeuvring easier. Overall, it’s not a difficult SUV to park, despite its larger dimensions.

The Mazda CX-5 has a maximum five-star ANCAP safety rating from testing conducted in 2025, with strong results across all four assessment categories.

It scored 90 per cent for adult occupant protection, 91 per cent for child occupant protection, 93 per cent for vulnerable road user protection and 87 per cent for its safety assist systems.

Other equipment include:

• 10 airbags
• Blind-spot monitoring
• ISOFIX child seat mounts
• Three top-tether anchor points
• Driver attention alert
• Driver monitoring
• Front collision warning
• Front cross-traffic alert
• Lane departure alert
• Lane keeping aid
• Rear cross-traffic alert
• Reversing camera
• Traffic sign recognition
• Autonomous emergency braking (AEB) - operational from 0-180km/h.

The GLS comes with a five-years/unlimited km warranty (better than BMW and Lexus) and five years of roadside assistance. Scheduled servicing is every 12 months/25,000km whichever occurs first.

Mercedes-Benz offers capped-price pre-paid servicing packages with three, four or five-year terms. For example, the total upfront cost of the minimum three-year term is $4090, or an average of $1363 per service.

The CX-5 is covered by Mazda’s five-year, unlimited-kilometre warranty, which also includes five years of roadside assistance. It’s a solid offering, although longer warranty terms are becoming increasingly common in this segment.

Servicing is reasonably priced at around $440 per service over seven years, and the intervals are well spaced at every 12 months or 15,000km, whichever comes first. That should make ongoing ownership relatively straightforward for families.