Mazda CX‑5 review: Solid choice with minor quirks and high prices

Used Mazda cars enjoy a good reputation, and as a result, their prices are pretty high. They are known for only one flaw, which is excessive corrosion. Does this also apply to the second-generation CX-5 SUV? What else should you pay attention to?

The Mazda CX-5 was well-received in the market, so the Japanese manufacturer capitalized on this by preparing a new generation for 2016. Like its predecessor, the car went on sale in 2017 and won customers' hearts worldwide.

Though similar, the design has a body that has been further refined for stiffness and aerodynamics. The interior was also restyled, somewhat like the competition's, though the CX-5’s simplicity and minimalism fit into the entire range of the brand's models.

The first facelift was carried out in 2021. Among other things, the front of the car and its equipment were changed, as well as the multimedia, which customers had practically been waiting for from the beginning. In 2023, there was another somewhat more extensive facelift, although this is less noticeable. The engines were improved by adding a mild hybrid system and richer equipment, and the manufacturer also claimed improvements in soundproofing and body stiffness. There were also unspecified changes in the suspension tuning. That year, the model started to be gradually phased out of Europe, with its sale ending in 2024 before the introduction of the third generation.

The Mazda CX-5 is a classic compact SUV, competing with the Volkswagen Tiguan, Toyota RAV-4, and Kia Sportage. Its body is slightly over 15 feet long, offering typical space for this segment inside the car and a trunk with a capacity of 134 gallons.

This is a good car for people who appreciate simplicity. The cabin doesn’t have as many modern solutions as its competitors, the multimedia screen is small, and everything is controlled by buttons and knobs, even the multimedia. The seats aren’t the most comfortable, but it’s hard to find fault with the driving position.

There's enough space in the rear, but competitors offer more. Complaints can be made about the irregularly shaped trunk or the lack of hooks for groceries.

The interior finish is decent, and the sound system is also good. It’s rather average in its league, not enchanting with anything, but overall, it’s good, and many drivers are simply delighted.

The CX-5 drives well or somewhat correctly and offers all-wheel drive, which is useful more on slippery surfaces than off-road. The car has no aspirations for off-roading, though an off-road driving mode was introduced in 2023. Among the drawbacks users mention, the biggest is the cabin's poor soundproofing, though it’s not the worst in practice.

The car's construction is as simple as its reception by customers, and what's more, the chassis is only a slightly modernized version of the predecessor's design. Actually, the whole car, from a technical point of view, is more like a facelift of the first generation rather than a new car.

The chassis has a suspension based on MacPherson struts and a multi-link rear axle. Adaptive dampers (as used by some competitors) were not used. All-wheel drive is optional. It is implemented through an electronically controlled multi-plate clutch. The steering system is electrically assisted.

In Europe, the car was equipped with three power units, although considering the changes by year, power, and drive variants, there were a total of 20 versions. Nevertheless, the base is a 2.0-liter gasoline engine with four cylinders and no turbocharging. In the first two years of production, it had 158 horsepower; in 2018, it was increased to 164 horsepower.

The gasoline engine lineup was complemented by a 2.5-liter unit, a four-cylinder without turbocharging, always with 191 horsepower. Both gasoline engines have been equipped with the Mazda M Hybrid system, i.e., mild hybrid architecture, 24 volts since the 2023 model year. Additionally, the 2.0-liter unit with a manual and the 2.5-liter with any transmission have a system for deactivating two cylinders.

Diesel engines are essentially one unit in three power variants: 148 horsepower, 172 horsepower, and 181 horsepower. The two weaker variants were offered from the start of production. The 172 horsepower engine was only available in the first two years, and in 2018, it was replaced by the 181 horsepower version. The weakest variant was available throughout the production period.

Interestingly, the 2.2 Skyactiv-D diesel engine was criticized for lacking the SCR nitrogen oxide reduction system. It was also offered in the United States. Under pressure from other manufacturers, Mazda installed the SCR system in units complying with the Euro 6d-TEMP standard, but not because it was technically necessary.

The Mazda CX-5 used front-wheel drive, AWD, and manual and automatic transmissions. With a few exceptions, each engine was configured with each of these solutions. Only the 158-horsepower gasoline engine always had all-wheel drive. It much depended on the production year.

The Mazda CX-5 is a car that doesn't encourage very dynamic driving, so in practice, every powertrain variant is suitable, although it’s more enjoyable to drive stronger engines.

However, one should not expect miracles from the most potent 2.5 version. Despite its 191 horsepower, it behaves like a contemporary 1.5 turbo engine. It only beats all of them in flexibility because it excels at extremely low revs and doesn’t weaken up to the redline.

Gasomatic engines don't consume large amounts of fuel but aren't as fuel-efficient as smaller turbocharged ones. If driven skillfully, consumption can drop to 27-38 miles per gallon in mixed-use, while dynamic driving won’t exceed 21 miles per gallon.

Diesel is subjectively more dynamic, though the 148-horsepower variant isn’t much different from the most powerful one. Mazda's Skyactiv series engines are characterized by smoothness, flexibility, calmness, harmony, and low consumption. The diesel, however, doesn’t consume significantly less fuel—around 34 miles per gallon on average.

The gasoline engines are carried over from the predecessor and subjected to very slight changes, mainly due to emission standards (including CO2), although Mazda didn’t have to do much here either. It’s worth noting that all versions of the second-generation CX-5 comply with at least the Euro 6 standard.

The gasoline engines are very durable and rarely break down. They have a chain-driven timing system that doesn’t need to be touched for high mileage. Despite the direct injection, nothing bad happens to the fuel system. A typical failure for Skyactiv-G engines is ignition coil malfunction. An original coil costs about 160 USD, while a substitute costs 2-3 times less. However, there are four coils, so if you want to replace the whole set, the cost of the operation will be high.

One of the changes dictated by ecological requirements is the electronically controlled thermostat, whose mechanism can fail. Fortunately, it usually gets stuck in the open position, so the engine doesn’t overheat but may not warm up properly. Unfortunately, these are not cheap parts.

The 2.2 Skyactiv-D diesel engines were improved in the second generation and no longer suffer from camshaft or crankshaft bearing seizures. Like the gasoline engines, the diesel also received a solid timing chain. Despite their low failure rate, these engines are not cheap to repair. If you are considering buying a high-mileage vehicle, it’s worth thoroughly checking it and even opting for the gasoline version.

The drivetrain offers no surprises. Automatic and manual transmissions are durable, and the all-wheel drive system causes no issues. However, it’s worth remembering to change the oil in all mechanisms, including the angled transmission, which may start to make noise after high mileage on old oil.

Servicing and repairing the suspension is no issue. Both whole elements and single silent blocks, which can be purchased as substitutes, are available. Overall, the suspension is durable.

Much is said about Mazda car bodies' low resistance to corrosion, but this problem doesn't affect the described vehicle. The CX-5 II does have thin, delicate paint, but even chips do not immediately lead to a corrosion spot in those areas.

This does not equate to good anti-corrosion protection of the underbody, which should be done soon after purchase if you plan to drive this car for a long time. The suspension mounting points and subframes are the most vulnerable to rust. Interestingly, the struts of the electrically lifted tailgate also rust. Generally, this mechanism is quite faulty. The mechanism for folding the exterior mirrors also malfunctions.