Mazda has updated its popular CX-5 range for the 2022 model year. We get behind the wheel at the refreshed models’ launch to see what’s changed.
- Still a sleek and stylish medium SUV
- Punchy turbo-four and refined six-speed auto work well together
- Improved NVH levels are noteworthy
- It’s thirsty on fuel against manufacturer’s claim
- Interior starting to look just a little dated
- 10,000km service intervals are too short
Introduction
The Mazda CX-5 is seemingly ubiquitous on Australian roads. And for good reason. Since the nameplate first launched in 2012, Mazda has sold over 235,000 of the stylish mid-size SUV, cementing its place as the segment leader for the intervening 10 years including serving time as Australia’s most popular medium SUV for seven consecutive years from 2013 to 2019.
The second generation Mazda CX-5 lobbed locally in 2018 and to keep things fresh, Mazda has given its number one selling vehicle in Australia a mid-life update.
Visually, the biggest noticeable changes occur out front with a new 3D textured grille replacing the more traditional mesh of the outgoing model. It’s enhanced by a bolder ‘front wing’ that extends further from the bonnet than previously. The head- and tail-lights have also received a makeover.
The design changes are subtle but do enough to distinguish MY22 CX-5s from their forebears, the new three-dimension grille design the most obvious difference.
A new colour – Zircon Sand – joins the palette which features the metallic hues of Soul Red Crystal, Machine Grey, Sonic Silver and Polymetal Grey, and the Mica paints of Snowflake White Peral, Jet Black, Eternal Blue and Deep Crystal Blue.
Interior trims available include black cloth (Maxx and Maxx Sport), black Maztex/synthetic suede (Touring and Touring Active), black leather with contrast red stitching (GT SP) and dark russet nappa leather (Akera).
The updated CX-5 range comprises six variants including an all-new Touring Active model across four engine choices, front- or all-wheel drive drivetrains and with either manual or automatic transmissions.
Prices have increased across the range, by around $1000 and $1300, while the availability of a diesel engine has been cut back bringing the price of entry into the 2.2-litre diesel unit from $42,490 before on-road costs for a 2021 Maxx Sport, to $45,680 for the new 2022 Touring Active variant.
But, those price increases come with some extra goodies as standard. The entire range, including the entry-level CX-5 Maxx scores a head-up display while some higher grades are now fitted with adaptive LED headlights (Akera), body-coloured cladding (Akera), wireless phone charging (Touring and up) and a hands-free powered tailgate (GT SP and up).
The newly added Touring Active variant, brings with a distinctive body kit with silver design elements as well as a splash of lime green accents both inside and out.
The entry point into the range is the CX-5 Maxx. It’s powered exclusively by Mazda’s 2.0-litre naturally aspirated petrol engine making 115kW and 200Nm. Drive is sent to the front wheels via either a six-speed manual or six-speed automatic transmission. It is the only variant available with a manual gearbox, for those who like to row through their own gears.
The CX-5 Maxx Sport is powered by a 140kW/252Nm 2.5-litre naturally-aspirated, four-cylinder petrol engine mated to a six-speed automatic transmission. It’s available on either a front- or all-wheel drive platform.
It’s the same engine available in the CX-5 Touring and Touring Active, both exclusively all-wheel drive and equipped with a six-speed automatic.
Those who prefer diesel power, can opt for the Touring Active diesel which sports Mazda’s 2.2-litre four-cylinder diesel making 140kW and 450Nm sent to all four wheels through a six-speed automatic transmission.
Topping out the range are the CX-5 GT SP and Akera variants which feature the more powerful 2.5-litre turbocharged four-cylinder petrol engine, good for 170kW and 420Nm pushed to all four wheels through a six-speed automatic.
Additionally, the Akera can be had with the same 140kW/450Nm 2.2-litre diesel found in the Touring Active. That’s paired exclusively with a six-speed automatic send drive to all four wheels.
For a full breakdown of pricing and specs for each model, check out our comprehensive guide here.
| Model | Powertrain | Price |
| CX-5 Maxx | 2.0-litre petrol FWD manual | $32,190 |
| CX-5 Maxx | 2.0-litre petrol FWD automatic | $34,190 |
| CX-5 Maxx Sport | 2.5-litre petrol FWD automatic | $37,990 |
| CX-5 Maxx Sport | 2.5-litre petrol AWD automatic | $40,490 |
| CX-5 Touring | 2.5-litre petrol AWD automatic | $42,380 |
| CX-5 Touring Active | 2.5-litre petrol AWD automatic | $42,680 |
| CX-5 Touring Active | 2.2-litre turbo diesel AWD automatic | $45,680 |
| CX-5 GT SP | 2.5-litre petrol AWD automatic | $48,790 |
| CX-5 GT SP | 2.5-litre turbo petrol AWD automatic | $51,290 |
| CX-5 Akera | 2.5-litre petrol AWD automatic | $50,680 |
| CX-5 Akera | 2.5-litre turbo petrol AWD automatic | $53,180 |
| CX-5 Akera | 2.2-litre turbo diesel AWD automatic | $53,680 |
Inside
It’s familiar territory inside the refreshed Mazda CX-5 which like the exterior has received only a minor visible update. And that’s no bad thing, the CX-5 always presenting as comfortable.
We sampled just two variants at launch – GT SP and Akera – so our focus will be solely on those two models.
The range-topping Akera looks and feels plush, with nappa leather seating the highlight. The seats are now more comfortable, according to Mazda, which have undergone a redesign offering greater support and stability, hard to feel by the seat of the pants although we did note better under-thigh support and a more comfortable feeling overall after a couple of hours behind the wheel.
Equipment highlights include 10-way power adjustable seats, seat heating and cooling, a heated steering wheel, a 10-25-inch colour infotainment screen, not touch. To make inputs, Mazda’s familiar rotary dial in the centre console is your friend.
Storage options include a couple of cupholders, a large central storage bin, a smartphone-sized tray that doubles as a wireless charging pad, as well as bottle holders in the door pockets.
Second row customers will find it spacious enough while the seats remain supportive and comfortable. A flip down armrest hides a pair of cupholders and a USB plug. The seatbacks recline too, up to 28 degrees according to Mazda, for a more relaxing experience in the second row. Exclusive to the Akera variant, the outboard pews in the second row feature seat heating, great for those chilly winter mornings.
The back seats fold down in 40:20:40 fashion to free up cargo space. With the second row in use by humans, the boot measures in at 438 litres, expanding to 1340 litres with the second row stowed away. That can be enhanced ever so slightly by lowering the cargo floor down a notch.
That same floor can be flipped too, the carpeted side augmented by a more durable material ideal for muddy shoes and equipment. Handy.
It’s a similar tale inside the GT SP, the key differences coming in seat trim – black leather with contrast red stitching – flashes of red accents while the seats themselves feature heating only, losing the cooling from the top-spec Akera.
Interestingly, the contrast red stitching found on the seats, steering wheel, gear lever and lower door cars doesn’t extend to the top of the doors or the dashboard which are stitched in colour-matched dark grey/black. Odd.
Still, overall cabin ambience is good, with plenty of yielding surfaces and a general feeling of solidity. Mazda has proven over the years it screws together a decent car and this one is no exception.
But, as nice as it feels inside, there’s no question the cabin is starting to look a little dated. The interior design game has moved on dramatically over the last few years and this refresh hasn’t gone far enough to keep up.
| 2022 Mazda CX-5 | |
| Seats | Five |
| Boot volume | 438L seats up / 1340L seats folded |
| Length | 4575mm |
| Width | 1845mm |
| Height | 1675mm |
| Wheelbase | 2700mm |
Infotainment and Connectivity
Depending on variant, the CX-5 comes with either an 8.0-inch or 10.25-inch infotainment screen. The 8.0-inch iterations are part-time touchscreens, only responding to touch inputs while stationary, Mazda’s familiar rotary dialler doing the heavy-lifting while on the move.
In the GT SP and Akera grades, the 10.25-inch screen remains resolutely not-touch, the rotary dialler the only means of inputting commands into the Mazda Connect operating system.
Standard tech inclusions run to satellite navigation (for every variant bar the entry-level Maxx), Apple CarPlay and Android Auto smartphone connectivity, the full suite (AM/FM/DAB+) of radio bandwidths, and in the upper peaks of the CX-5 range (GT SP and Akera) a premium 10-speaker Bose sound system.
We used Mazda’s inbuilt satellite navigation to traverse the Adelaide hills at launch and came away impressed with its functionality, at once quick to respond and with accurate map detail.
Apple CarPlay and Android Auto are fiddly to use with Mazda’s rotary dialler, counter-intuitive to having the technology in the first place.
The climate control command centre features a swathe of switches and dials, a pleasing inclusion in an age where some manufacturers are increasingly burying those same controls within menus and sub-menus within the infotainment system.
And every CX-5 variants now comes equipped with a crystal clear head-up display that shows vital driving information as well as navigation and speed sign recognition.
A new 7.0-inch digital display nestled inside the instrument cluster also displays various trip and vehicle data.
Safety & Technology
The Mazda CX-5 range was awarded a five-star ANCAP rating back in 2017 at the launch of this second-generation. With no structural changes, ANCAP’s safety score carries over to this refreshed model.
The safety regulatory body scored the CX-5 95 per cent for adult occupant protection, 80 per cent for child occupant, and 78 per cent for pedestrian protection.
The Mazda CX-5 range is fitted with a host of active safety technology including high- and low-speed autonomous emergency braking. It’s been enhanced for this update, according to Mazda, with the addition of night-time pedestrian detection. Lane-keeping assist, blind-spot monitoring, rear-cross traffic alert, adaptive cruise control with stop-and-go functionality, speed sign recognition and a driver attention monitor are standard across the range, as are rear parking sensors.
The entry-level CX-5 Maxx misses out on front parking sensors, however, that technology only available from Maxx Sport and up. A rear-view camera is also standard across the range, with only the top-spec Akera grade scoring a 360-degree view camera.
A suite of six airbags covers both rows of occupants although the newer centre airbag – designed to mitigate head clashes between occupants in the event of a collision – that is starting to make an appearance in today’s cars, is absent.
| 2022 Mazda CX-5 | |
| ANCAP rating | Five stars (tested 2017) |
| Safety report | ANCAP report |
Value for Money
Despite the price rise, the Mazda CX-5 continues to represent decent value in a crowded segment. With a price range spanning from a low of circa $32K to a high of around $54K, the CX-5 sits smack bang in the middle of fight in the medium SUV segment where that spread will get you into any number similarly-specified mid-size SUVs.
Interestingly, Mazda is anticipating almost half of CX-5 buyers are likely to plump for the two top-spec grades – GT SP (22 per cent) and Akera (23 per cent) – with the nicely-equipped and not-quite-bottom-rung Maxx Sport likely to garner 32 per cent of CX-5 business. Further, Mazda reckons only nine percent of buyers will opt for the entry-level Maxx.
No matter the grade, Mazda covers the CX-5 with its standard five-year unlimited kilometre warranty. But, Mazda’s suggested servicing schedule runs to a skinny 12 months or 10,000km, whichever comes first. That distance limit is below par compared against its rivals where 15,000km is the norm. And that means, if you do a lot of driving, your CX-5 will spend more time at the workshop.
Servicing costs vary by variant but expect to pay between around $350 to $380 per visit to the dealership for scheduled maintenance, with additional ‘extra interval’ items, like brake fluid and air filters priced on top of the basic capped price program.
| At a glance | 2022 Mazda CX-5 Akera |
| Warranty | Five years / unlimited km |
| Service intervals | 12 months or 10,000km |
Similarly, claimed fuel consumption varies depending on drivetrain – from 6.9L/100km for the 2.0-litre petrol to 8.2L/100km for 2.5-litre turbo variants. Mazda says the 2.2-litre diesel will use 5.7L/100km of the oily stuff.
Our launch loops, spent exclusivity in the GT SP and Akera variants, returned an indicated circa 11.0L/100km on the combined cycle. That’s a fair bit over Mazda’s claim, something we’ve experienced with previous generations as well. Still, the CX-5 is happy to sip 91 octane regular unleaded and is E10 capable too.
Front-wheel drive models feature a 56 litre fuel tank, while all-wheel drive models score extra capacity, their fuel tanks measuring in at 58 litres.
Fuel Consumption – brought to you by bp
| Fuel Usage | Fuel Stats |
| Fuel cons. (claimed) | 8.1L/100km |
| Fuel cons. (on test) | 11.0L/100km |
| Fuel type | 91 octane unleaded |
| Fuel tank size | 58L |
Driving
The 2.5-litre turbocharged four-cylinder petrol engine found in Akera and GT SP models is arguably the pick of the bunch. With its decent outputs of 170kW and a sizeable 420Nm on tap, the CX-5, certainly at this upper end of the range, never feels underdone.
We spent the bulk of our time at the local launch behind the wheel of the top-spec Akera so our road impressions will focus on that specific model. And they are good.
The turbo-four is nicely mated with a six-speed automatic transmission sending drive to all four wheels .While six cogs might seem a little dated in this day and age where eight- and sometimes even 10-speed autos are increasingly the norm, the auto under the skin of the Mazda continues to offer purposeful performance. Its smooth changes are combined with an intuitive nous of when to shift gears, making for a pleasant time behind the wheel.
The 2.5-litre turbo four is perky too, and with a decent dollop of 420Nm available from down low in the rev band (2000rpm), there’s plenty of shove when required.
Power delivery is at once smooth and predictable, with enough urgency from standstill without being pushy. Out on the freeway, the CX-5 settles into an easy lope, made all the more pleasant by the extra work Mazda has put into improving sound deadening.
Mazda has long had a reputation for its less than ideal levels of noise, vibration and harshness (NVH) creeping into the cabin. But with the update, the Japanese brand has made some decent inroads into mitigating the in-cabin experience.
A new headliner is said to improve “low frequency sound absorption by 10 per cent”. And improved body rigidity has also gone some way to improving NVH levels. And it’s immediately apparent from behind the wheel, the cabin a much quieter place to be than previously. Kudos.
New to this update is the introduction of what Mazda is calling Mi-Drive (Mazda Intelligent Drive) that offers four driving modes – Normal, Sport, Off-Road and Towing. Normal is as Normal does, while Sport adds some noticeable meatiness to the steering and some engaging revs between gear changes.
It adds up to a marginally more exciting time behind the wheel when the situation warrants, although we’re not sure CX-5 buyers are out there carving corners with abandon.
The steering has been retuned as well, the end result a more refined experience. It’s nice and weighty in Normal mode, firming up with Sport mode selected. It’s nice and direct too, taking the CX-5 exactly where it is pointed.
The ride remains composed and quiet, while road noise is nicely insulated from the cabin thanks to the extra measures Mazda has taken to mitigate NVH. Smaller road imperfections are sent to the rear-view mirror with barely a ripple while the medium SUV remains composed and balanced while cornering.
It all adds up to a pleasant time behind the wheel, if not filled with out and out thrills. But, as a family conveyance whose brief is to offer well-cushioned motoring with enough oomph to get make for easy-going long cruises, the CX-5 fills the brief.
| Key details | 2022 Mazda CX-5 Akera |
| Engine | 2.5-litre four-cylinder turbo petrol |
| Power | 170kW @ 5000rpm |
| Torque | 420Nm @ 2000rpm |
| Drive type | All-wheel drive |
| Transmission | Six-speed torque convertor automatic |
| Power to weight ratio | 98.3 |
| Weight (kerb) | 1730kg |
| Tow rating | 2000kg braked, 750kg unbraked |
| Turning circle | 11.0m |
Conclusion
The Mazda CX-5 has been a firm favourite with buyers since lobbing on our shores in 2012. The intervening decade has seen Mazda’s mid-size SUV become one of Australia’s most popular vehicles.
It’s certainly built a reputation as a semi-premium offering in a segment where utilitarian motoring went hand-in-hand with affordability.
But the medium SUV segment is advancing at a rapid rate and where once frumpy mid-sizers competed for the wallets of buyers, an increasingly premium aesthetic is beginning to take hold.
The CX-5 isn’t perfect by any means. A cabin that is starting to look just a little dated and fuel consumption claims that are seemingly out of reach, especially felt by consumers now that Australian fuel pricing are soaring, are just two foibles worth noting.
But, while it faces stiff competition from all corners, the Mazda CX-5 continues to impress with its levels of comfort, equipment and general all around niceness. It’s inoffensive motoring, with a splash of premium.
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