Next-gen Mazda CX-5 driven in Australia!

What does the Mazda CX-5 have in common with the VW Golf, Lotus Elise and Porsche Cayenne?

They all saved their respective carmakers from going under.
Keeping rivals like the Toyota RAV4, Hyundai Tucson and Volkswagen Tiguan on their toes since launching in 2012, the Japanese medium-sized SUV has wooed buyers with its styling, quality, driveability, ease and brand reputation ever since.

Now, after 14 years, five million-plus examples of essentially the same vehicle, a third-generation CX-5 has launched, and we have questions.

Like, what's actually changed? Are the changes enough? How does it drive? And where's the hybrid?

Keep reading for answers and more.

There's a bit to unpack here.

Mazda has cut the number of CX-5 grades for the new KM series. From 16 in 2022, that halved by early last year, and now there are only five.

Part of this is due to a mass engine cull.

The old base G20 2.0-litre petrol engine is gone, as is the D22 diesel and G35 turbo-petrol flagship, and there are no longer any front-wheel drive (FWD or 2WD) versions.

Every CX-5 is now a G25 2.5L naturally-aspirated petrol with all-wheel drive (AWD). At least until the hybrids arrive. More on those later on.

Ousting the old base G20 Maxx grade from the KE and KF series, the fresh G25 Pure AWD is the new jumping-on point, and it starts from $39,990 (all prices are before on-road costs unless otherwise stated).

Now, while that sounds like a bargain when you consider that you previously needed to spend more than $45,000 for more muscle and AWD, that was for the much better-equipped G25 Touring AWD, since Mazda dropped the cheaper G25 Maxx and Max Sport AWDs that both started from below $40,000, even as recently as 2023.

There's more.

Along with a larger engine and roomier body, the Pure AWD includes a new dashboard dominated by a 12.9-inch central touchscreen, as well as a 10.25-inch electronic instrumentation display, wired-only Apple CarPlay and Android Auto, cloth trim, dual-zone climate control, rain-sensing wipers, front and rear parking sensors and 17-inch alloy wheels.

There's also a decent level of advanced driver assist systems (ADAS) tech, which will be explored later on.

But, over the old Maxx, Pure loses the previously standard leather-stitched steering wheel, wireless charger and wireless connection for the Apple CarPlay/Android Auto system (restored from the Evolve grade up), as well as the head-up display (from Touring up).

Still, the CX-5 is competitively priced, undercutting many 2WD mid-sized SUV rivals and all AWD ones.

The Pure AWD is only slightly more expensive than the Nissan X-Trail ST 2WD from $38,140, Skoda Karoq Select 2WD from $38,490 and Hyundai Tucson 2WD from $39,100, the same price as the Mitsubishi Outlander ES 2WD and cheaper than the Honda CR-V VTi X 2WD from $44,900 drive-away, Subaru Forester AWD from $43,490, Kia Sportage S Hybrid 2WD from $44,450, VW Tiguan 110TSI Life 2WD from $45,650 and Toyota RAV4 GX hybrid 2WD from $45,990. All bar the CX-5 and Forester are FWD.

Inevitably, every Chinese internal combustion engine (ICE) FWD alternative is considerably cheaper, as are some hybrids like the BYD Sealion 5 PHEV, Chery Tiggo 7 PHEV, Geely Starray PHEV, GWM Haval H6 hybrid and MG HS hybrid, as well as the BYD Atto 3 EV, but their largely-electrified AWD versions do cost more than the Pure AWD.

The likely best-seller will be the Evolve AWD from $42,990.

Taking over from old Maxx Sport grade, it adds keyless entry/start, heated front seats, rear-seat air vents, wireless for the Apple CarPlay and Android Auto, a smartphone charger, heated/folding exterior mirrors and a frameless auto-dimming rear-view mirror.

From there, every KM grade is more expensive than its corresponding KF AWD predecessor.

The Touring AWD from $47,490 (up $2390) gains artificial leather/suede trim, powered driver's seat with memory, a head-up display, heated windscreen, powered tailgate, heated steering wheel, roof rails and 19-inch alloys.

The GT SP AWD from $51,990 (up $1030) includes adaptive LED headlights, fancier exterior lighting, a 360-degree monitor with under-car view, leather upholstery, a powered front passenger seat, heated rear outboard seats, a 12-speaker Bose audio upgrade, ambient lighting, rear USB ports, glossier trim and 19-inch alloys.

Finally, there is the Akera AWD from $54,990 (up $1840) with a 15.6-inch central touchscreen, paddle shifters, panoramic sunroof, vented front seats, gesture-activated powered tailgate and personalised driver-settings memory, among other items.

Mazda reckons that the removed items in Pure and higher pricing everywhere else are more than outweighed by the new CX-5's improvements in space, performance, traction, safety and refinement, as well as its more contemporary styling.

Larger and longer than before, the completely redesigned CX-5 looks very similar to the preceding model at first glance, but every panel is different and, seen side-by-side, the changes are obvious.

Length is up 115mm from before (to 4690mm), width is up 15mm (to 1860mm) and height jumps 20mm (to 1695mm). Wheelbase grows by 115mm (to 2815mm), while the front and rear tracks are 10mm and 30mm wider respectively.

These changes serve to subtly yet effectively alter the CX-5's proportions and stance, making it look like a larger, squatter, squarer and more modern SUV, in line with the latest RAV4 and X-Trail's styling.

Mazda points out that a cab-backward silhouette has been achieved with a pronounced hockey-stick like C-pillar treatment, giving the KM series a BMW-esque look. Accentuating this is an X1-like tail-light treatment.

Underneath, the same basic architecture carries over (albeit with 50 per cent new parts, according to Mazda), while the powertrain has been lightly modified to meet tighter emissions regulations, resulting in a small drop in outputs. The bonnet sits about 50mm prouder than before, while ground clearance jumps noticeably from 193mm (KF G25 AWD) to 205mm. Weight is also up, by about 60kg.

Responding to owner research suggesting improvements, all doors are longer but especially the rears, revealing a larger aperture, and they now open at nearly 90 degrees for easier access to a remodelled interior featuring a new dashboard, revised seating and different trim materials throughout.

The extended wheelbase is most felt by rear-seat occupants, primarily due to boosts in shoulder, head and knee room of 21mm, 29mm and 64mm respectively. The CX-5 is a noticeably larger vehicle than before.

The third-gen CX-5's interior is a case of taking two steps forward and one step back.

Let's start with the positives. And there are many of them.

Entry and egress have been bolstered by larger, wider doors. There's more space to stretch and enjoy than before, particularly out back, where Mazda's family car staple is no longer limited for room compared to most rivals. Even the backrests recline (slightly).

The cabin looks, feels and smells richly made. Even the base Pure's finishes and presentation are of a satisfyingly high consistency and quality, while the up-spec GT and Akera cut it as convincingly premium SUVs. The KM series is a class act.

Improved seats make an excellent driving position even better, offering better support and comfort over longer distances.

Plus, who could ask for more storage? From the deep console and large glovebox to the bottle-hungry door bins, this is made for family life. Practicality is beyond reproach.

Further back, the 60/40 split fold backrests can be dropped remotely, boosting VDA boot capacity from 466 litres (up 43L from before) to 1594L. And the cargo area is now long enough for a 185cm person to stretch out, complete with reversible backrest headrests that act as a pillow. A lower sill helps with loading heavy objects. And, though a space saver wheel, a spare is always welcome.

There's also quantifiably less noise coming from the road and tyres, making for a quieter environment. Aided by a suspension component rethink, this is the most refined CX-5 ever.

And the lofty seating, deep windows and low beltlines allow for an airy, spacious feeling while promoting better all-round vision, especially with the Akera flagship's newly-offered panoramic-length sunroof. The optional two-tone trim also lifts the interior's ambience.

Collectively, they represent welcome progress for a mid-sized SUV that already rated very highly in a number of key areas, including reliability, durability, driver enjoyment and ease of functionality.

These updates alone are enough for most current owners to contemplate an upgrade. Sat in a showroom-display CX-5, the changes all seem for the better.

Until the test drive begins. It's then that the driver will likely first notice the retrograde step that is the removal of buttons for electronic touchscreen interface, especially for the climate controls.

Mazda went to pains to explain the positives of having a big, bright display screen serving your every need and request, ending each case for their defence with owner familiarity overcoming any initial hesitations.

In the CX-5's case, the touchscreen icons will always be too small. Almost comically so for the climate control system that demands infuriatingly precise inputs. Like applying lipstick on a bumpy road. And focussing on using them is a fiddly, distracting frustration that cannot be anything but potentially hazardous should the driver's eyes stray from the road for a moment too long. That's probably why the driver-distraction warning is so trigger happy.

The largely inept voice control, complicated configurable widgets and cheap capacitive switches with short/long push selection or swipe action on the new steering wheel's spokes aren't enough to overcome what is now an almost universally disliked and discredited software-based solution to actual real, physical switches. No buttonless touchscreen setup is immune to these and other pitfalls.

What's most alarming is that Mazda was an industry leader in the human/machine interface that it helped develop and nurture over the past 15 years. Aligned posture with eyes forward and controls positioned just so to minimise distraction was always Mazda's mantra. This Tesla-style touchscreen nonsense is an anathema to that.

The CX-5's instrumentation, too, is a heartbreak, not because of functionality but aesthetics.

From a paragon of elegance with beautiful analogue-style electronic dials and crisp graphics as found in the outgoing KF, to a fully digital display that is clear and easy but utterly undistinguished. Another off-brand move.

Slavishly following (now already-outmoded) Tesla-aping fashion for change's sake is not the Mazda way.

But, hey! Everybody except the driver should agree that the latest CX-5 has evolved nicely on a number of fronts.

Mazda's decision to only offer the G25 2.5-litre naturally aspirated four-cylinder twin-cam petrol engine makes sense on a number of fronts. It's proven tech, exceptionally flexible and quite characterful.

Using regular 91 RON unleaded petrol, it will produce 132kW of power at 6000rpm and 242Nm of torque at 4000rpm. These represent drops of 8kW and 10Nm respectively, due to stricter emissions regulations.

Stump up for 95 RON premium unleaded petrol, however, and those figures edge up, to 138kW of power and 257Nm of torque.

Drive is sent to all four wheels using an on-demand AWD system via a six-speed torque-converter automatic transmission.

The CX-5 offers three driving modes: Normal, Sport and Off-Road, with the latter altering the traction control system to aid progress.

So, where are the hybrids then? They're set to arrive in 2028 after a global debut later next year, with Mazda hinting that they will be both more efficient and sportier to drive than any rival hybrid mid-sized SUV. And there will be a range of hybrid tech to choose from too, we hear, including cheaper versions that will likely eventually usurp the ageing G25.

Mazda claims that the CX-5 averages 7.4L/100km on the ADR 81/02 cycle. This equates to carbon dioxide emissions of 173 grams/km. Expect an average range of around 780km between refills of the 58L fuel tank.

On the urban cycle that jumped to 9.2L/100km, whilst on the extra-urban run it fell to 6.4L/100km.

During the launch program that saw plenty of spirited driving, the trip computer indicated around 9.0L/100km on average.

That said, more gentle driving that included some urban and city roads, did see that slide to 8.2L/100km.

And don't forget that the G25 is rated to run on standard 91 RON unleaded petrol, not expensive premium fuel.

Among other measures, helping economy out is Mazda's start/stop system.

The CX-5 resides in the twilight zone of mainstream and premium.

Not in terms of pricing or positioning, despite what Mazda has tried to achieve in the recent past with its larger SUVs, but for design and engineering, presenting a higher level of athleticism and poise than your average Toyota, Nissan, Hyundai or Kia.

Yet some 15 years of podium-finishing popularity means that, for many, this fact is cloaked by sheer, boring ubiquity. A bit like finding out your bookish ex-neighbour was once an Olympian.

But, after the disappointment of the hard-riding CX-60, has Mazda also fudged the latest CX-5?

You'll need to know that the Hiroshima engineers strove to improve ride comfort via lower-rate springs and higher-response dampers, whilst also increasing steering/handling responses through retuning methods. Along with the different dampers come altered spring rates, bump stops, stabiliser bars and tyres.

We're sad there's no more turbo, but the 2.5-litre atmo twin-cam four/six-speed auto combo is a rare beast anyway in a world of CVTs, DCTs and other iffy gearboxes when it comes to long-term reliability.

In the CX-5 everything behaves, with no lag or hesitation. Flex your right foot and acceleration comes on swiftly and smoothly, for punchy if vocal performance in that torquey, old-fashioned way. Hiroshima's engineers have tuned this one just right.

It's a shame Mazda abandoned the elegant old analogue-style electronic tacho dial, because once confronted with an open road, this engine's hunger for revs - like an old Alfa twin cam - reveals a broad bandwidth of muscle, that an enthusiastic driver could anticipate and then gauge in real time as the needle swung vigorously towards the red line. This is the art of driving involvement that's evaporating nowadays.

Only a back-to-back with new and old will reveal if the small loss of power and torque is noticeable, but you can amp up the action using the driving modes.

The CX-5's lust for revs if you floor the throttle in Sport is almost lascivious, as it hangs on the ratio like a sports car. C'mon, we're talking about a mainstream family SUV here. The Mazda doesn't have to feel this dynamic and alive, but it does.

Yes, it is loud. But it's smooth, and infinitely preferable to some rival 1.5 turbos when revved, especially Chinese ones.

More good news. The CX-5's steering has always been a class act, but now there's a newfound slickness, for smoother, more flowing handling. Or was it just Queensland's glassy roads? Whatever, the resulting cornering polish at speed puts the Mazda in league with actual premium alternatives like BMW.

Better still, the previous model's stiff secondary ride quality seems to have been addressed, that - along with less noise intrusion - brings a new-found suppleness, a CX-5-first.

Actually, it feels akin to the much-missed, previous-gen CX-9's signature flow and finesse. If only the CX-60/70/80/90 would offer this level of velvety sophistication.

Other observations include nicely nuanced ADAS safety tech that rarely arks up (except when eyes were spent too long off the road), deeper side windows than before offering welcome extra side vision and an overall thoughtful depth that eludes most rivals.

The CX-5 is finally suave and refined enough to truly deserve a premium, high-tech, electrified low-emission/high economy powertrain.

That's where 2028's hybrid promises to address one of the few remaining issues in Mazda's endearing and fiercely capable best-seller.

There is currently no published ANCAP crash-test safety results for the latest CX-5.

However, EuroNCAP managed to squeeze a five-star rating from a left-hand-drive G25 mild-hybrid FWD version, with Mazda Australia stating that it expects the same outcome here.

Of the four areas tested, the CX-5 scored highest for Vulnerable Road Users (VRU) protection with a 93 per cent rating, followed by Adult Occupant at 90 per cent, Child Occupant at 89 per cent and Safety Assist at 83 per cent. These are strong showings.

For its generational change, the CX-5 receives improved ADAS tech, including front as well as rear cross-traffic alert, along with autonomous emergency braking (AEB) for cyclists, pedestrians and in back-over situations, turn-across-traffic braking, blind-spot monitoring, vehicle-exit warning, lane-departure, lane-assist and lane-keep tech, driver-attention alert, forward-obstruction warning and adaptive cruise control tech with full stop/go.

Adaptive headlights and a 360-degree monitor with under-car views are only standard in the GT and Akera grades.

You'll also find front and rear parking sensors, tyre-pressure monitors, traffic-sign recognition and seven airbags, including side head coverage for all outboard occupants.

The AEB VRU system is operational from 0km/h, AEB car-to-car from 4km/h and lane-support tech from 40km/h.

There are also a trio of child-seat restraining top-tether points fitted, along with two ISOFIX latches in the rear outboard seats.

Disappointingly, Mazda only offers a five-year/unlimited kilometre warranty with roadside assistance for all its vehicles, including the CX-5.

Quite a few direct rivals are at seven years/unlimited, whilst if done by their dealer network, Mitsubishi, MG and Nissan bump theirs from five to 10 years, though with a mileage cap.

Service intervals are annual or at 15,000km, while fixed-price servicing should come to just under $2200 over that warranty period.

Pricing is provisional right now, but the first year should be $352, then $525, $352, $620 and $352, adding up to $2201 over the warranty period.

Entering 2026, there were at least 180 Mazda dealer and service outlets throughout Australia.

In many important and mostly pleasing ways, the third-generation CX-5 takes a confident step forward.

Bigger in the places that matter, smoother yet just as fun to drive and arguably better looking, it remains a high-quality, affordable and safe mid-sized SUV. The second-from-bottom Evolve AWD seems to be the value sweet spot.

However, the switch to a largely buttonless touchscreen interface is disappointing, as are higher entry prices, fewer model grades and no drops in fuel consumption.

Ultimately, though, the latest CX-5 reveals only half the picture, with the next and increasingly more relevant piece, the long-awaited hybrid, still up to 18 months away.

Maybe that's the innovation that Mazda's golden goose deserves most.

Note: CarsGuide attended this event as a guest of the manufacturer, with travel, accommodation and meals provided.