Subaru Outback vs Mazda CX-5

What's the difference?

If you’re a Subaru fan chances are the Wilderness will float your boat. It’s an appealing mix of on-road refinement and more than satisfactory capability on bush tracks.

The Wilderness engine-and-CVT combination helps to make this Subaru well refined and highly responsive on-road and it benefits from punchier low-rev output in off-road scenarios.

Subaru has made a habit of producing practical vehicles and this new addition to the upgraded Outback line-up doesn’t disappoint.

Does anyone need a Wilderness version of the Outback? Probably not. Will anyone want a Wilderness edition Outback? I reckon a lot of Outback fans would fall over themselves to get their hands on one of these.

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.

The most obvious design tweaks include a glare-reducing bonnet decal, the new grille and bumper, substantial durable plastic cladding on each side, and some tailgate trim and lighting variations away from standard Outbacks.

There’s gold edging here and there around the Wilderness exterior (fog lights etc) and it’s eye-catching, but this vehicle attracts some bemused looks.

While it’s based on the mid-spec Outback AWD Premium, the Wilderness stands apart because of its taller stance (with an extra 20mm ground clearance over standard Outbacks) and chunkier overall look.

For numbers nerds, the Wilderness is 4880mm long (with a 2745mm wheelbase), 1880mm wide, 1735mm high and has a listed kerb weight of 1781kg.

Its wheel tracks (1575mm front / 1600mm rear) are 10mm narrower in both cases than those of standard Outbacks.

Inside, the Wilderness has water-repellent upholstery with embossed Wilderness logos on the headrests, Wilderness tags on the seats, orange stitching throughout and all-weather floor mats.

All in all, it looks stylish, inside and out, but it’s also ready to play in the dirt.

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.

In terms of practicality the Wilderness doesn’t disappoint. The cabin has a neat and familiar layout with enough soft-touch surfaces, storage space, cupholders and charge points to satisfy most drivers and passengers.

The 12.1-inch horizontal multi-media touchscreen is easy enough to operate, with many cabin functions able to be controlled via on-screen buttons, but some functions (including air-conditioning and auto vehicle hold) can also be adjusted via physical off-screen controls, which is handy.

The seats offer improved lumbar and pelvic support relative to previous Outbacks, there’s more headroom for the driver and passengers and Subaru reckons the rear cargo area opening is more than 50mm higher than standard for easier loading and unloading of gear into the rear.

According to Subaru the Wilderness upholstery is “hydrophobic synthetic leather with an anti-slip embossed finish” which looks good and seems durable enough for a lifetime of weekend road trips with some dirt inadvertently tracked inside for good measure.

Cargo volume is a listed 530 litres (with the rear seat up and in use), and that expands to 1211 litres when the 60/40 split-folding rear seat is down.

You can conceal whatever is in the rear cargo area with the new foldable fabric cargo cover which can be used as a tonneau-style cover, cargo partition, or even to protect the rear load lip. Its rear-most fixing points attach to the inner walls with magnets.

The cargo area has a 12-volt outlet, two shopping bag hooks on each wall, four tie-down points on the floor and a full-size spare wheel stored under that floor.

The Wilderness has new high-strength roof rails which are claimed to offer a static load capacity of 363kg (increased from 318kg).

Subaru has made a habit of producing practical vehicles and this new Outback doesn’t disappoint.

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

There are two direct-injection Boxer engines on offer in the Outback line-up: standard Outbacks get a 2.5-litre naturally-aspirated engine (137kW at 5800rpm and 254Nm at 3700rpm), while the Wilderness and Wilderness Apex get a 2.4-litre turbo-petrol boxer engine, producing 194kW at 5600rpm and 382Nm at 2000-3600rpm.

Both engines are matched to a continuously variable auto transmission (CVT) with eight-speed 'manual' mode. No Outback in the new line-up has a manual gearbox.

The Wilderness’s engine-and-CVT combination helps to make this Subaru well refined and highly responsive on-road and it benefits from punchier low-rev output in off-road scenarios.

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.

Official fuel consumption for the combined (urban/extra-urban) cycle is 9.7L/100km.

Fuel consumption on test was 10.8L/100km (combined) and while a lot of this test was spent on sealed surfaces, we did do unsealed road and rough-track driving.

The Outback has a 63-litre fuel tank so going by our on-test fuel consumption figure, you could reasonably expect a driving range of about 583km from a full tank of premium unleaded petrol.

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.

From the start, this is an enjoyable car to drive. The driver’s seat is eight-way power-adjustable so it’s easy to dial-in your preferred driving position. There’s ample visibility for a vehicle that feels so snug around you and this is a nimble mid-sized SUV with a 11.0m turning circle.

On-road, it is quiet and smooth, and its ride and handling are well controlled, with new dual-pinion electric power steering adding more precision.

The tweaked Wilderness suspension set-up – MacPherson struts at the front and double wishbones at the rear (both with newly tuned electronically-controlled dampers) – yields a comfortable driving experience.

As mentioned, the engine/CVT combination is generally impressive, but if driving based on the CVT’s behaviour is not entirely your cup of tea, you can always use the paddle shifters on the back of the steering wheel to have your fun.

The Outback has always been a solid all-rounder and well suited to light- to medium-duty off-roading and over the years its driver-assist systems have been tweaked and finessed to improve those attributes.

Worth noting, we define light- to medium-duty off-roading as driving on well-maintained gravel tracks or dirt roads in dry weather, or coping with minor corrugations, or muddy potholes on dirt or gravel tracks in wet weather.

This SUV's AWD system is intended to keep you safe on less-than-ideal terrain, such as rain-splattered wet blacktop, loosely gravelled bush tracks or slightly muddy dirt roads, rather than transform the Outback into a rock-crawling beast.

Afterall, this is not a 4WD with low-range gearing, ample ground clearance and aggressive all-terrain tyres.

However, with a skilled, experienced driver at the helm, the Outback is even able to tackle off-roading so difficult it would otherwise seem out of an all-wheel drive’s realm of capability.

The Wilderness edition simply builds on that reputation.

For starters, it has greater ground clearance (240mm) than other Outbacks and so its off-road angles are an improvement, with its 20-degree approach, 21.2-degree ramp-over angle and 23.6-degree departure angle besting its lower-spec stablemates.

Subaru’s X Mode system, with snow/dirt and deep snow/mud modes, adds another level to the Outback’s capability. These modes tweak acceleration, off-road traction-control activity and front and rear axle limited-slip function, among other things, to suit the terrain. Working in conjunction with driver-assist tech such as Hill Descent Control, the Outback handles light- to medium-duty off-roading with no strife whatsoever.

Ride and handling remain fine on unsealed country roads, and the suspension mostly soaks up the more dramatic bush track lumps and bumps.

If you’re looking for a vehicle to tow a 2500kg-plus caravan, boat or horse float then look elsewhere because the Wilderness has 750kg (unbraked trailer) and 2100kg (braked) towing capacities.

In terms of all-around driveability, this Outback has a lot going for it and can stand its ground against the likes of the Toyota RAV4, and even the Ford Everest and Isuzu MU-X.

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 Wilderness is covered by a five-year/unlimited km warranty, five-year/75,000km capped price servicing, and comes with 12 months of roadside assistance.

Servicing is recommended at 12 month/15,000km intervals.

The upfront prepaid service plans are a three-year service plan ($1275.37) and a five-year service plan ($2347.31).

For comparison, the first five years' service for a comparable Toyota RAV4 will set you back $1625.

At time of writing, Subaru Australia has more than 114 authorised dealerships and more than 120 service centres around the country.

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.