Renault Koleos VS Mazda CX-8
- Huge interior
- Good safety package
- Apple CarPlay and Android Auto
- Life's foot-operated park brake
- Top model's a bit pricey
- Good value for money
- Practical space
- Smooth diesel engine
- Higher grades get very expensive
- Six-seat option only available on one variant
- Petrol engine needs more pep
Renault's Koleos doesn't quite know what it is. This second-generation SUV from the French giant is also the second one built largely around the Nissan X-Trail, taking much of its mechanicals. The French flair, a key purchasing decision for many Renault owners, must come from the design, ride and handling, right?
In a market swamped with cars of this type, using a donor car is an economically sensible way to get things done. The risk is turning out a car with the badge of one manufacturer on the front but the character of another behind it.
|Fuel Type||Premium Unleaded Petrol|
Everybody wants an SUV these days, so to cater to a quickly growing and diverse audience, car brands need to offer more than just the usual small, medium and large varieties.
It’s a neat trick that Mazda pulls off, but are there any compromises to packaging, quality, value or comfort as a result? We spent some time in the new 2021 CX-8 Touring SP to find out.
|Fuel Type||Regular Unleaded Petrol|
The Koleos is a sort of left-field choice, really, and that's probably not very fair. It's a proper mainstream car from a manufacturer that has been around longer than most, built on a proven platform.
It is, however, different enough for you to take notice. It looks good, has a bit of presence when viewed from either end and you can say you've got a Renault. It's only problem is it seems to be having and identity crisis.
Are you tempted by a proven SUV package with a Gallic point of difference? Tell us what you think in the comments section below.
Mazda’s updated CX-8 doesn’t really change much from the previous model, but it didn’t really need to fix what wasn’t broken.
The added Touring SP grade offers another choice for buyers who might be after some more upmarket features without the usual associated costs, while the Asaki LE’s captain’s chairs are genuinely a great feature.
The practical space and handsome looks are also big points in its favour, and even if the petrol engine can run out of huff towards the top end, the CX-8 remains a solid choice for those after a family hauler.
Like Batman, the Koleos is a product of its origin story. That's not to say it's a weird orphan billionaire with a rubber fetish (although it has tyres, I guess) but that it was always going to turn out this way.
At first glance, it looks like a Renault, especially from the front, with the big C-shaped daytime running lights. Once in profile, though, it could be pretty much anything but it becomes more Renault at the rear again. So it stands out front and back but not so much from the side, which is unusual for a Renault. But then, it's a Nissan-based car built in South Korea, so it was always going to be a compromise.
Interior images show a mainstream design with a decent-sized screen but little in the way of French detailing. I'm a fan of Renault interiors generally even if they're not ergonomic masterpieces. This interior is certainly not as brave as its compatriot, the recently-arrived Peugeot 5008.
The CX-8 clearly belongs in the Mazda SUV family, wearing the same understated yet elegant design language found on the smaller CX-5 and larger CX-9.
In fact, the CX-8 can be a little hard to differentiate from either of its siblings from a distance, so if you like what Mazda has done with its crossovers, you’ll like the look of the CX-8.
Personally, I like the styling of the CX-8, with its sleek headlights and taillights adding a bit of aggression to the aesthetic, while the chrome-trim found on the grille and window surrounds adds a touch of class.
The 19-inch wheels found in the more expensive grades do look much better than the 17-inch units on the Sport and Touring, however, and fill the wheel arches much better.
Our Touring SP also sports a number of blacked-out elements on the exterior to set it apart, including around the grille, the windows and the wheels.
We think it looks great, especially when contrasting against our test car’s Polymetal Grey colour, but we will point out that higher grades like the GT and Asaki nab a new grille that looks much more upmarket than the one fitted here.
It’s not just the outside that will be familiar to Mazda customers, as the interior mirrors much of the CX-5 and CX-8 as well.
Everything is laid out in a clear and easy to use fashion, and controls and ergonomics are spot on for the driver.
The Touring SP scores a number of nice touches on the inside, too, including suede accents and red-stitched highlights that do a lot to elevate the standard black-cloth interior.
Out test car is also fitted with an 8.0-inch multimedia system, but having experienced the larger 10.25-inch unit of higher grades recently, the bigger version is a vast improvement in terms of looks.
Overall, the CX-8 plays it a little safe with design, but it still looks distinct and upmarket, like all Mazda SUVs.
For a Renault, the Koleos has a fairly conventional interior partly because it's based on another car. That means it has proper cupholders (the French are really bad at those), two up front and two in the back. Each door has a bottleholder, for a total of four.
Front seat passengers do very nicely indeed, with some models adding things like armrests for extra lounge chair comfort. The rear seat is spacious, with good leg and headroom, with room for three kids.
Boot space is generous - the Koleos is a big car. The luggage capacity starts at 458 litres, rising to 1690 litres with the rear seats down. The load area is a good size and shape, the packaging maximising the impressive interior dimensions. The glove box is large enough to hold the huge owners manual.
Measuring 4900mm long, 1840mm wide, 1725mm tall and with a 2930mm wheelbase, the CX-8 is classified as a large SUV, but its width is actually the same as a one-size-smaller CX-5.
The length is closer to a CX-9, while the wheelbase is identical to its larger sibling, which means the CX-8 offers the practicality and space of a seven seater, but is easier to manoeuvre around town.
From the front seats, the cabin feels light and airy, thanks to a large glasshouse, while storage options extend to large door bins, a deep centre-storage cubby, two cupholders and a small tray for your phone/wallet.
The second-row seats also offer plenty of room for adults and will even slide forward and recline to get into the perfect position.
There is plenty of head and legroom, even for those sitting in the middle seat, but shoulder room can be a little compromised.
For those that seldom use the second-row middle seat, the Asaki LE features two captains’ chairs that are much more comfortable for adults, and even features ISOFIX and top-tether points for child seats.
In the second row, there are small door bins, a fold-down armrest with cupholders and air vents with climate controls, while the Asaki LE scores its own unique centre console with functions for seat heating.
The second-row doors are also a bit bigger than a CX-5, making ingress/egress to the third row a little easier, but it also means it can be trickier to get in and out of tighter parking spaces.
But if you are considering a CX-8, it’s probably because there is a third row of seats, and they are just what you’d expect.
It’s a little cramped in seats six and seven for my six-foot-tall frame, but there is decent legroom if the second-road seats scooch up a little.
Children shouldn’t have a problem being comfortable back there though, but charging points are only available on higher grades.
The boot of the CX-8 can swallow a decent amount of volume with all seats in place (290L), enough for a medium-sized suitcase and more than enough for some groceries or school bags.
Fold the third-row flat and that expands to 775L, making it easier to haul a whole family's luggage for a holiday.
Tucked underneath the boot is also a space-saver spare wheel for a little peace of mind on long road trips.
Price and features
As always with our comparison articles, every price you see is straight from the manufacturer's price list and are RRP. Of course, how much you actually pay is between you and your dealer.
There are three models in the Koleos range - Life, Zen and Intens.
Pricing kicks off at $30,990 for the Life. For that you score 17-inch alloys, an eight-speaker stereo, dual-zone climate control, cruise control, remote central locking, reversing camera, rear parking sensors, auto headlights and wipers, cornering lamps, cloth trim, power windows, heated and powered rear vision mirrors and a space-saver spare.
The multimedia system features the usual AM/FM radio, USB and Bluetooth connectivity, plus Apple CarPlay and Android Auto. The Life doesn't have a navigation system, so your phone's GPS sat nav will have to do, which is fine if you've got data.
Next up is the Zen starting at $35,490 for the front-wheel drive (FWD) and $37,990 for the all-wheel drive (AWD). To the Life's spec list you can add 18-inch alloys, keyless entry and start (via Renault's smart key card), front parking sensors, heated and cooled front cupholders, electric driver's seat, sat nav, heated front seats, fake leather seats, sunroof, electric parking brake and roof rails.
The Intens is available in petrol ($44,990) and diesel ($47,490). On top the Zen spec you can expect a 12-speaker stereo, side parking sensors, heated and ventilated electric front seats, auto LED headlights, partial leather seats, power tailgate and auto parking.
Accessories include floor mats, at an eyebrow-raising $118.72, coloured key shells, boot liners, a towbar for over a grand, cargo barrier, bicycle carriers and the evergreen mudflap.
Not available are a bull bar or nudge bar or a body kit - unless you count the side steps.
There are eight colours - 'Mineral Beige', 'Metallic Black', 'Meissen Blue', 'Metallic Grey', 'Marron Red', 'Ultra Silver' and 'Universal White' all cost $880 extra. Only 'Solid White' is a freebie. McLaren Renault fans will be disappointed there's no 'Papaya Orange' option.
Mazda’s CX-8 has changed a lot since it was first introduced to local showrooms in mid-2018.
Back then, it was a diesel-only range, available in two grades, but now Mazda Australia offers the CX-8 across five trim levels, two engine choices and front- or all-wheel drive, for a total of 11 variants.
Opening the range is the Sport grade, available in petrol front-drive and diesel all-wheel-drive forms for $39,990 before on-road costs for the petrol and $46,990 for the diesel AWD.
The Touring is also available in petrol FWD and diesel AWD versions, priced at $46,790 and $53,790, while new for 2021 is the Touring SP, which builds on the second-to-bottom grade for an extra $1000.
Meanwhile, the GT trim is a diesel-only affair, in front ($59,290) and all-wheel-drive ($64,290) flavours.
The diesel-only Asaki tops the CX-8 line-up, in FWD ($62,790) and AWD ($66,790), but Mazda has also introduced the new Asaki LE range-topper that bumps up pricing to $69,920.
We’ll dig into the engine specs a bit further down, but standard equipment is impressive, thanks to the likes of tri-zone climate control, a head-up display, and an 8.0-inch multimedia system with satellite navigation, digital radio and Apple CarPlay/Android Auto support.
Less impressive on the base Sport grade are the 17-inch wheels and black-cloth interior, but a sub-$40,000 seven-seat SUV needs to make compromises somewhere.
Stepping up to the Touring adds more upmarket features such as keyless entry, push-button start, power-adjustable front seats, heated front seats and leather interior.
Our test car, the Touring SP, differs thanks to red-contrast stitching for the interior, suede accents for the seats and dashboard, and heated rear seats, as well as blacked-out exterior elements (more on that below).
The GT grade scores a larger 10.25-inch multimedia system, wireless smartphone charger, powered tailgate, wood interior trim, sunroof, 10-speaker Bose sound system and steering wheel paddle shifters.
Finally, the Asaki nabs a 7.0-inch driver display, Nappa leather interior, cooled front seats and a heated steering wheel, while the Asaki LE swaps out the second-row bench seat for two heated captain’s chairs and a bespoke centre console with cupholders and USB ports.
No matter how you slice it, this is an impressive equipment list, on any grade you go for, but we will point out that prices are up this year (from $80-$1350) across the line-up.
Engine & trans
There are two engines available in the Koleos range. The Life, Intens, Zen and S Edition (a limited run version of approximately 360 units, based on the Intens) are all available with Renault-Nissan's 2.5-litre petrol automatic.
The Life is 4x2 only while the Zen and Intens are 4x4 only. The diesel is only available in the Intens.
The 2.5-litre produces 126kW/226Nm, propelling the non-AWD cars from 0-100km/h in 9.5 seconds, which is reasonable acceleration performance for a car of this size and weight (1552kg). The 56kg heavier AWD petrols will reach the ton in 9.8 seconds.
The turbo-diesel is a 2.0-litre motor and despite the smaller engine size than the petrol, puts out more power at 130kW and a substantially more torque at 380Nm. Zero to 100km/h is dispatched in 9.5 seconds.
Whether front or AWD, petrol or diesel, the Koleos comes not with an automatic transmission but Nissan's favoured continuously variable transmission (CVT). There is no manual gearbox or LPG option.
According to Renault's specifications, the braked towing capacity is rated at 2000kg for the petrol and, curiously, 1650kg for the diesel. That does seem strange given the extra horsepower and torque, but there you are.
As to whether the engines feature a timing belt or chain, both are lower maintenance chain-driven engines. As yet, there is not a battery powered or hybrid version.
Our Touring SP petrol is powered by a 2.5-litre four-cylinder petrol engine, which drives the front wheels via a six-speed automatic transmission.
The petrol engine outputs 140kW at 6000rpm and 252Nm at 4000rpm for a zero-to-100km/h run in a lethargic 10.9 seconds.
And depending on configuration, FWD or AWD, the oil-burning CX-8 can reach triple-digit speeds in as little as 9.6s.
A third-row of seats is not light, of course, with our Touring SP grade tipping the scales at just under 1800kg, while the Asaki LE weighs in at a positively porky 1977kg.
As usual, the official fuel consumption figures are off by around 30 percent, which is about right. On the upside, the Koleos drinks only standard 91 RON for the petrol.
The two-wheel drive petrols will return 8.1L/100km while the AWD petrols a little more at 8.3L/100km. Diesel mileage is about 25 percent better at 6.1L/100km.
Given those figures, fuel economy is hardly going to decide whether you go for the 4x4 versions. A quick review of previous Koleos stories yields figures of 10.9L/100km for the heaviest petrol, the Intens. I recently drove the 4x2 Life and got just over 11.0L/100km.
Fuel tank capacity is the same petrol vs diesel at 60 litres.
The CX-8 in front-drive petrol form will return an official fuel-consumption figure of 8.1 litres per 100km, while opting for a diesel will lower that to 5.9L and 6.0L/100km for front and all-wheel-drive versions.
In my brief time with the Touring SP petrol, I averaged 9.4L/100km, mostly due to remaining in the inner-city and lugging around baby paraphernalia like a pram and car seat. Oh, and a baby.
The start-stop engine technology does help keep consumption down, but the near two-tonne kerb weight (1799-1978kg) doesn’t help fuel economy.
The Koleos, as I've already established, is built on the X Trail's guts and really feels very similar. That means if you're buying the Koleos hoping it feels like a Renault, you're out of luck. And that's not because it can't be done, it just didn't make much sense to do so. It's different to the X-Trail, but not massively so. It doesn't feel French.
Part of that is the CVT. While not the worst of its type fitted to a car in recent times, it makes the Koleos feel slow and a bit dim-witted. In normal driving it's perfectly fine and the noise suppression keeps the lawn mower effect to reasonable levels, but ask a little more of the transmission and it's not really ready for it.
And that's a great pity. While it's no ball of fire, it handles tidily, isn't actually as slow as it feels and is otherwise a pleasant car to be in.
Another complaint are the Life's tyres - they're not very good and could do with a bit more grip in damp conditions. Felt very odd to be losing traction accelerating gently out of corners.
The Koleos' off road ability isn't on trial here, but it's more than competent in the rough and slippy stuff when fitted with the AWD system. It certainly has the suspension travel, 21cm ground clearance and cosseting ride in all specs that you might expect from an off-roader.
From the outside, you’d be forgiven for thinking the CX-8 is a CX-9, but behind the wheel there is no doubting its smaller dimensions and unique selling point.
With the CX-8 being as wide as a CX-5, it makes manoeuvring through the tight inner-city streets of Melbourne a breeze.
In our time with the car, we never turned down a tight laneway with cars parked on both sides and panicked about squeezing through with our mirrors intact.
This also helps with navigating streets shared with cyclists , with the CX-8 remaining comfortably in its lane at all times.
Our Touring SP grade was fitted with the 140kW/252Nm 2.5-litre petrol engine, which does an admirable job at moving the near-two-tonne car to city speeds, but struggled a little as the speedo climbed towards 100km/h.
This is especially evident in some freeway on-ramp situations that require you to get up to speed to merge, with the engine feeling out of breath – and even a bit coarse – towards the top-end of the rev range.
Luckily, peak torque is on tap from fairly low down, so when navigating the CX-8 to the supermarket or shopping centre, it is a delight to cruise from traffic light to traffic light.
We also sampled the diesel-powered Asaki LE recently, which offers up noticeably more pep thanks to its turbo-diesel engine's 140kW/450Nm – which matches the BT-50 workhorse’s 3.0-litre unit.
The diesel engine is no doubt a better option for those that take long road trips or frequent the freeway, and also stands the CX-8 even further apart from the turbo-petrol-only CX-9.
As with other models in its stable, Mazda has nailed the driving position and feel with the CX-8, with the driver’s seat offering heaps of all-round visibility, enough adjustability to get comfortable, and a steering wheel that serves up subtle cues as to what is happening on the road.
Don’t get us wrong, the CX-8 isn’t as engaging or sharp as an AMG SUV, but it’s certainly one of the better mainstream SUVs for fun and feel behind the wheel.
The Koleos leaves South Korea with six airbags, ABS, stability (ESP) and traction controls, brake force distribution, forward AEB, reverse camera, forward collision warning and lane departure warning. There are two ISOFIX points and three top-tether restraints.
The Zen and Intens also feature blind spot warning and side parking sensors.
Since its 2016 introduction, ANCAP has not got around to crash testing the Renault for a safety rating. EuroNCAP has and awarded a five star rating in September 2017 with a safety spec identical to the Intens.
The Mazda CX-8 was awarded a maximum five-star ANCAP safety rating from its test in mid-2018, with notably high scores for adult and child occupant protection.
As standard, the CX-8 is fitted with crucial safety systems that you would want in a family car, such as autonomous emergency braking (AEB) with pedestrian detection, lane-keep assist, adaptive cruise control, blind-spot monitoring, rear cross-traffic alert with automatic braking, a reversing camera, traffic-sign recognition and rear parking sensors.
Stepping up to the Touring grade adds front parking sensors, while the Asaki nabs a surround-view monitor – both features that are nice to have, but not essential.
According to ANCAP, the CX-8’s AEB system is operational from 4-160km/h and is deemed ‘good’ for overall performance, while its lane-keep and lane-departure tech works from 60-180km/h and was given a ‘marginal’ grade.
To cover off any problems or issues, Renault offers a five year/unlimited kilometre warranty and up to four years' roadside assist. Service costs are capped for the first three years and on both petrol and diesel, service intervals are an impressive 12 months/30,000km.
Pricing for the first three services is capped at $349 for the petrol and $369 for the diesel. That's a genuine bargain, with extra costs like filters laid out on the website.
As with its X Trail sister car, reliability appears to be excellent with few common faults. A run around the usual internet forums didn't uncover any common engine problems.
Resale value is slightly below that of its Japanese donor car, but depreciation doesn't seem as steep as some other Renaults.
Scheduled service intervals for the CX-8, regardless of petrol or diesel, are every 12 months or 10,000km, whichever occurs first.
Some rivals like the Hyundai Santa Fe need servicing every 12 months/15,000km, so those who like to rack up the mileage in a year need to take note.
The cost of servicing over five years works out to be $2057 for the petrol engine and $2237 for the diesel, which averages out to about $411 and $447 per annum respectively.
Maintenance costs are a little on the expensive side for the CX-8 when compared to something like the Toyota Kluger, which asks $200 for every 12 month/10,000km service in the first five years.