Mazda CX-5 Review Australia (2026)

The CX-5 has been a staple of Australian driveways for over a decade. While other manufacturers chase hybrid drivetrains and massive infotainment screens, Mazda has quietly focused on getting the fundamentals right: build quality, driving dynamics, and value. The result is a mid-size SUV that consistently outsells rivals that get more attention in the press.

We've pulled the specs, run the numbers, and compared it against everything in its class to figure out whether the CX-5 still deserves its spot near the top. Spoiler: it does, but not for every buyer.

Cost: Pricing and Running Costs

The CX-5 range starts with the G20 Maxx at $37,990 before on-road costs. That gets you the 2.0-litre Skyactiv-G engine with 115kW and 200Nm, paired with a conventional six-speed automatic and front-wheel drive. Step up to the G25 Maxx Sport at $42,990 and you get the larger 2.5-litre engine (140kW, 252Nm), plus a bunch of extra kit.

Driveaway, expect to pay roughly $40,000-$46,500 depending on the variant and your state. That's genuinely competitive. The Hyundai Tucson starts around $38,500, the Toyota RAV4 Hybrid from $45,990, and the Honda CR-V from around $44,500. The CX-5 undercuts most of them while feeling more expensive than its price tag.

Fuel costs are the one area where the CX-5 can't match hybrid rivals. The G20 Maxx claims 6.9L/100km combined. In the real world, expect closer to 7.5-8.0L/100km in mixed driving. At 15,000km per year and $1.90/litre, that's roughly $1,967-$2,280 annually in fuel. The RAV4 Hybrid does the same distance for around $1,425-$1,710. Over five years, that's a $1,500-$2,850 difference. Meaningful, but not enough to wipe out the CX-5's significant purchase price advantage.

The G25 Maxx Sport with the bigger 2.5-litre engine claims 7.2L/100km. The real-world penalty for the extra power is minimal — maybe half a litre more per hundred clicks. The extra torque (252Nm vs 200Nm) makes overtaking and hill climbing noticeably more relaxed, and plenty of owners reckon the G25 is worth the step up for the way it drives.

Servicing costs are reasonable. Mazda offers capped-price servicing, with intervals at 12 months or 10,000km. Average annual service cost is around $250-$350. The 5-year unlimited-kilometre warranty matches Toyota and Hyundai, but falls short of Kia's seven-year offering.

Design: Exterior

The CX-5 is a genuinely good-looking thing. Mazda's Kodo — "Soul of Motion" — design language gives it flowing lines and a sculpted body that catches light in a way most competitors simply don't. There are no awkward creases or overwrought styling details. It's clean, elegant, and looks more expensive than it is. That's become Mazda's signature trick.

The front end features Mazda's signature grille with chrome accents, slim LED headlights, and a broad bonnet that gives it a premium stance. From the side, the rising beltline and pronounced wheel arches create a sense of forward motion even when it's parked. The rear is tidy with slim tail lights that wrap around the body.

The G20 Maxx rolls on 17-inch alloys, which look fine but a touch understated. The Maxx Sport gets 19-inch wheels that fill the arches properly and give it a more planted, sporty appearance. Mazda's paint quality is also a cut above — the Soul Red Crystal and Machine Grey colours in particular look stunning in person. They're premium paint options (around $500-$800 extra), but they're worth it if you care about kerb appeal.

Interior: Tech, Materials, and Storage

This is where the CX-5 punches well above its weight. The interior has a restrained, almost European feel. Soft-touch materials across the dash and door tops, tight panel gaps, and a general sense of quality that you don't expect at $38k. Mazda has clearly studied what Audi and BMW do with their interiors and applied those principles at a mainstream price.

The G20 Maxx gets a 10.25-inch centre display that sits atop the dash (not embedded in it, which Mazda argues is safer because your eyes stay closer to the road). It's controlled via a rotary dial on the centre console, which sounds old-fashioned but is actually excellent to use while driving. Less fumbling at a touchscreen, fewer eyes-off-road moments. Apple CarPlay and Android Auto are standard and wireless.

The Maxx Sport adds a head-up display, Bose sound system, and a bigger driver information display. The Bose setup is genuinely good for the money — clear, well-balanced, and loud enough to drown out road noise on coarse-chip highways.

Seat comfort is excellent. Even the base Maxx gets seats with decent bolstering and plenty of adjustment. Mazda spent a lot of time studying human anatomy for these seats, and it shows on long drives. The driving position is low and car-like, which contributes to that sporty feel. You sit in the CX-5, not on it.

Storage is adequate rather than class-leading. The centre console bin is a decent size, door pockets hold a 600ml bottle comfortably, and there's a small shelf ahead of the gear lever. Two USB ports up front and two in the rear. Nothing is missing, but the RAV4 and Tucson offer a bit more cubby space for the daily detritus of family life.

Practicality: Boot, Rear Seats, Child Seats, and Towing

The CX-5's 522-litre boot is decent but not class-leading. The RAV4 offers 580L, the Tucson gives you 546L, and the CR-V is even bigger at 587L. In practice, 522L handles a pram and a few bags of shopping without issue, and folding the rear seats (60/40 split) opens up a flat loading floor with serious cargo space for furniture runs or camping gear.

The boot opening is wide and the loading lip is fairly low, so hefting heavy items in and out isn't a chore. The Maxx Sport and above get a power tailgate, which is a genuine luxury when your hands are full.

Rear seat space is comfortable for two adults. Legroom is solid for the class — a 183cm passenger can sit behind a tall driver without their knees touching the front seat. Headroom is adequate but not huge, thanks to the sloping roofline. The middle seat is narrow with a raised floor hump, so three adults across the back is a squeeze.

Now for the headline number: 2,000kg braked towing capacity. That is the best in the mid-size SUV segment by a comfortable margin. The RAV4 Hybrid manages just 800kg. The Tucson does 1,650kg. The Forester and CR-V sit at 1,500kg. If you tow a camper trailer, a boat, or a tandem bike trailer on the regular, the CX-5 is the standout choice. No other SUV at this price gives you this kind of towing muscle.

The G25 with its 252Nm of torque handles a loaded trailer with more composure than the G20. If you plan to tow anything approaching the 2,000kg limit regularly, the bigger engine is worth the upgrade.

Driving: Handling, Ride, and Engine

This is the CX-5's party trick and the main reason it keeps winning fans. Mazda engineers the CX-5 to drive more like a sports sedan than a family SUV. The steering has genuine weight and feedback. Turn into a roundabout or a sweeping bend and you actually feel what the front tyres are doing. No other SUV in this class — not the RAV4, not the Tucson, not the CR-V — comes close to this level of driver engagement.

The G20's 2.0-litre engine (115kW/200Nm) is the entry point. It's smooth and willing, but you do notice the lack of torque when the car is loaded up or you're heading up a steep hill. Around town and on flat highways, it's perfectly adequate. The six-speed automatic shifts cleanly and predictably — a refreshing contrast to the CVTs that Toyota and Subaru use.

The G25's 2.5-litre (140kW/252Nm) is a noticeable step up. The extra 52Nm of torque means effortless overtaking and more confidence with passengers and gear on board. It's the engine we'd recommend for most buyers, particularly if you tow or regularly carry a full car. The real-world fuel penalty is minimal.

Ride quality strikes a good balance. It's firmer than the RAV4 — you feel bumps more — but it never crashes or jolts uncomfortably. The trade-off is better body control through corners and less wallow on the highway. Mazda has dialled it towards the sporty end of the comfort-sport spectrum, and it works. Most owners find it firm enough to feel connected but not harsh enough to cause complaints on longer drives.

Road noise is well managed. The cabin is quiet at 100km/h on smooth bitumen, though coarse-chip surfaces bring in a bit more tyre roar than the best in class. The Bose system on the Maxx Sport helps mask it if you're playing music.

Efficiency: Fuel Economy in the Real World

Let's be upfront: the CX-5 is not a fuel miser. Mazda doesn't offer a hybrid, and that puts it at a disadvantage against the RAV4 Hybrid, Tucson Hybrid, and CR-V Hybrid on paper.

The G20 Maxx claims 6.9L/100km combined. Expect 7.5-8.0L/100km in mixed real-world driving, creeping towards 8.5L if you do a lot of city work with aircon on. The G25 Maxx Sport claims 7.2L/100km and typically returns 8.0-8.5L/100km in real conditions.

At 15,000km annually and $1.90/litre, here's what the fuel bill looks like:

So the RAV4 Hybrid saves around $500-$600 a year in fuel. Over five years, that's $2,500-$3,000. But remember — the CX-5 G20 Maxx is $8,000 cheaper to buy. Even after five years of higher fuel costs, you're still thousands of dollars ahead on total outlay. The fuel economy gap only becomes meaningful if you keep the car for seven-plus years or drive significantly more than average.

The 56-litre fuel tank gives the G20 a real-world range of around 700-750km between fill-ups. Not as impressive as the RAV4 Hybrid's 900km+, but still plenty for weekly commuting without constant trips to the servo.

Safety: ANCAP Rating and Features

The CX-5 carries a 5-star ANCAP safety rating. Mazda's i-Activsense safety suite is comprehensive across the range. Standard safety features on the G20 Maxx include:

• Smart Brake Support (AEB) with pedestrian detection, day and night
• Radar cruise control with stop-and-go capability
• Lane-keep assist with departure warning
• Blind spot monitoring — standard even on the base model
• Rear cross-traffic alert standard
• Driver attention monitoring
• Reversing camera standard on all grades
• Six airbags

A key advantage over the RAV4: blind spot monitoring is standard on every CX-5, even the cheapest Maxx. On the RAV4, you need to step up to the GXL (at $48,990) to get it. At $37,990, the CX-5 gives you this essential safety feature straight out of the box. That matters.

The Maxx Sport adds front parking sensors, a 360-degree camera, and auto-dimming rear-view mirror. The Smart Brake Support system is responsive without being overly aggressive — it intervenes when it needs to but doesn't slam the brakes on for shadows and overhanging signs like some systems do.

The radar cruise control works well in highway traffic. It maintains a natural following distance and brakes smoothly to a stop in heavy traffic. The lane-keep assist provides gentle steering corrections rather than dramatic interventions, which makes it feel less intrusive on long drives.

Rivals: Three Alternatives Worth Considering

Toyota RAV4 Hybrid (from $45,990)

The RAV4 Hybrid is the fuel economy king at 5.0L/100km and will save you roughly $500-$600 a year at the bowser. Toyota's resale values are typically the strongest in class. But it's $8,000 more expensive, the interior feels a step behind the CX-5, the CVT gearbox lacks the CX-5's driving engagement, and the 800kg tow limit is severely restrictive. If running costs are everything, RAV4. If you want the complete package, CX-5. Full RAV4 vs CX-5 comparison.

Honda CR-V (from $44,500)

The CR-V is the practicality champion with a huge 587L boot and the most rear legroom in the class. The hybrid version does 5.3L/100km. It's a fantastic family hauler and Honda's reliability is excellent. But it costs $6,500 more than the CX-5, the driving experience is competent rather than engaging, and towing maxes out at 1,500kg. Prioritise space above all else? CR-V. Want driving satisfaction? CX-5. Full CR-V vs CX-5 comparison.

Hyundai Tucson (from $38,500)

The Tucson is closely priced to the CX-5 and packs more tech per dollar, including a larger 10.25-inch screen, more dramatic styling, and a hybrid option at 5.6L/100km. The 5-year unlimited-km warranty matches Mazda. The Tucson tows 1,650kg, which is solid but still 350kg less than the CX-5. The interior is modern and well-equipped, though the materials don't feel quite as premium. It's a strong all-rounder that beats the CX-5 on tech but trails it on driving feel and towing. Full Tiguan vs CX-5 comparison | Full X-Trail vs CX-5 comparison.

Should You Buy the Mazda CX-5?

Yes, if you want the best-driving SUV under $50,000 and don't mind paying a bit more at the bowser for the privilege. The CX-5 nails the things that matter daily: it looks good, the interior feels premium, the seats are comfortable for long drives, and it handles with a precision that makes every trip — even the school run — a bit more enjoyable. The 2,000kg tow capacity is the best in class and genuinely useful for active Australian families who tow trailers, boats, or campers. At $37,990 to start, it's also one of the best-value propositions in the segment.

No, if fuel economy is your number one priority. The CX-5 simply cannot match the hybrid SUVs from Toyota, Hyundai, and Honda on running costs. If you drive 20,000km+ per year, the fuel savings of a RAV4 Hybrid or Tucson Hybrid become significant over time. And if you need maximum cargo space, the 522L boot is outgunned by the CR-V (587L) and RAV4 (580L).

The CX-5 is a proper driver's SUV that happens to be practical enough for family duty. It doesn't try to be everything to everyone. Instead, it does the things it does well — driving feel, interior quality, towing, value — better than anything else at this price. For a lot of Australian buyers, that's more than enough.