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2023 Mazda CX-5 touring Review – Is it Worth the Money?

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2023 Mazda CX-5 touring Review

The 5-year-old Mazda CX-5 range got a nip-and-tuck about 2 years ago.

It managed to freshen the little SUV just enough to keep up with the Jones’. CX-5 is 3rd in its class, behind the newer Toyota Rav4 and Hyundai Tucson, with CX-5 sales down a little on this time last year. In fact, delivery issues have plagued the industry, with semiconductor shortages and Covid cutting a swathe of misery through the place like a vegan at a BBQ. The FCAI V-Facts report normally used as a reliable barometer of sales, is now more like a boat arrival manifest. The actual sale may have taken place 18 months earlier, such is the lead time for popular models.

Mazda has plenty of supply especially in the newly released models.

2023 Mazda CX-5 Brochure HERE: cx-5-digital-brochure

Outside:

CX-5’s metalwork still looks the business.

Headlights have been slimed down a little, and twin DTRLs have been gently flattened, giving face a meaner look. Mazda designers didn’t feel the need for embellish the exterior with gratuitous creases and slashes. The smooth lines and subtle undulations allow light to play over the body as it moves through the day, and on into the night.

Touring is a midrange model, with the range having 3 petrol and 1 diesel engine options. All are manacled to a 6-speed automatic, a few cogs under expectation, and power the front or all 4 wheels.

Entry models have the 2.0L petrol which feels a little breathless much of the time. The meatier 2.5L petrol is my pick, with diesel being a little last decade. There is a 170kw 2.5 turbo in the Akera if you’re prepared to spend another 10 grand, but it is a shame that all engine/drive wheel options aren’t available across the range. The diesel is now a non-starter for many, as it offers little in the way of advantage and is much worse for the pocket.

The new 8-speed automatic is not designed to work with east-west engine configurations, and there are no plans to attempt shoe-horning it in.

Video Review: 2023 Mazda CX-5 touring Review – Is the CX-5 worth the money? #gaycarboys

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ABOVE: Mazda CX-5 Range

Inside:

Apart from those drivetrain options, each model has been tarted up on the inside to give people a reason to spend a little extra. Our Touring takes the lime highlights found outside, and brings them into the stitching and vent surrounds. The highlight colour depends on which paint choice you made for the exterior. Our Black car came with lime highlights, a brave choice that I think works well.

Although the infotainment is a widescreen 10.25” version, it is not a touch screen. It requires the fettling of the somewhat ambiguous command centre dial and buttons on the console. CarPlay/ Android Auto is wireless on all but the base model, with Qi wireless phone charging on all but the bottom 2 models. CarPlay is designed to work best on a touch screen and using a dial and buttons makes it clunky.

Top Tip: using wireless CarPlay runs your phone down fast so use the Qi charger at all times (if fitted). Otherwise, you’ll probably still need to plug it in.

Every other brand known to mankind calls their projected windscreen displays, a “Head Up Display”, but Mazda calls it an “Active Driving Display (windscreen)”. It gives a decent amount of detail, but the usual driver instruments are only a part-LCD display. Other brands are now using a full LCD driver instrument panel.

Seating is comfortable, but only the top models get lumbar support and leather upholstery. Rear seaters will be snug, but have a centre armrest with 2 USB-A sockets, with the front scoring 2 USB-C outlets. The cargo hold has a nifty 2-part floor that can be configured several ways.

The ambience is as classy as ever, but other brands have caught up. The CX-30, CX-60, and CX-90 are premium, but the premium range carries a premium price. The in-line engines are mated to a more satisfactory 8-speed automatic too.

The Drive:

The Euro 5, 140kw/252m 4-cylinder engine, has to work hard. It feels brisk and nippy in town, but drive modes are limited to normal, sport, and off-road. Switching to sport drops a cog or two, and in a 6-speed, makes the engine sing hard for its supper.

Our fuel consumption was well above the quoted combined figure of 7.4L/100k, with 11.5L/100k for most of the week. Not only that, but Euro 5 is way behind the current Euro 6d emissions standard, with Euro 7 to be brought in from 2025.

Steering and brakes are smooth and progressive. Ride and handling on the MacPherson Front, and Multilink Rear, is similarly sophisticated. Corners are dispatched with a confidence more akin to the quick and quaint MX-5 than a clunky and bumpy SUV.

The active safety and driver aid suite includes the full works and jerks, but lane centering was a little moody.

Highway travel is light and easy, so I could see myself doing a lot of hours in the saddle. Town trips, and the associated parking, is what is expected in a small SUV. The camera makes parking simple, and sensors make sure you don’t bump into things without being warned first. Anything you hit is down to rubbish driving.

The AWD system will get gay campers into a camp ground and snowy slopes, but I wouldn’t want to tackle anything too ambitious.

Conclusion:

CX-5 is a pleasing thing to look at, and remains a classy option. I suspect model shortages elsewhere have had an effect on buyer preferences, so the figures probably don’t represent anything more than what an owner can get their hands on at short notice.

Nonetheless, the mid-range Touring is the sweet spot for both performance and price. For those with a few extra shekels, the Akera and its 2.5L turbo is the pick. Its nappa leather feels great but can be tough on your bum after a day parked in the sun.

I prefer the comfort of fabric, so the Touring is probably where I would end up.

2023 Mazda CX-5 Touring

  • Price: $44,600 (range $36,100 – $52,100)
  • Engine: 2.5 4cyl petrol (2.2 diesel/2.0L diesel/2.5 turbo petrol available in other grades)
  • Power: 140kw/252Nm
  • Trans: 6-Sp Automatic
  • Econ: 7.2L/100k (91Ron or E10)

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