Mazda CX-5 Takami review: sheer class, but with no hybrid it's also held back a class

The Mazda CX-5 is no longer the hot potato it was in years gone by, but it remains an extremely important car to Mazda New Zealand: even in runout, the previous model accounted for 40% of the brand's volume. It has a very loyal following.

Now the 3rd-generation model is here, and it's completely different but also very similar, with a new choice of models that align more closely with other Mazdas and a single 2.5-litre petrol/AWD powertrain across the range.

While there are some new model names, our test car is a familiar one: the flagship Takami, which drops $5900 from the previous version to $61,990.

On the outside: what are the Mazda CX-5 Takami's main design features?

If you have trouble telling the 3rd-generation CX-5 apart from the 2nd-gen at first glance, Mazda's styling team will probably feel like it's done a pretty good job. CX-5 people are attached to a certain look and feel, so this one's a matter of evolution, not revolution, despite being 115mm longer.

If we're talking new CX-5 versus previous CX-5, this takes most of the best bits and moves the model forward in some significant ways.

It's a bit more angular, the headlights and tail lights are considerably more ornate (but not ornate per se, because this is a Mazda) and the winged logo on the tailgate has been replaced by a wordmark. As is the fashion.

But the classically clean CX-5 profile remains, including signature details like the shape of the lights and the little flick in the the rear quarter light (harder to see on our Takami, with its gloss-black detailing).

There are also some incredibly subtle new design touches, like a minuscule red "5" graphic nestled in the headlight assembly.

OVERVIEW

On the inside: what's the Mazda CX-5 Takami cabin like?

There are quite small equipment steps between models in the CX-5. But inside, there's been a special effort to make the Takami live up to its name (it means "elevated" or "a level above" in Japanese).

For a mainstream brand, Mazda interiors have always felt a bit sporty and quite premium. The new one goes next-level.

Specification levels are high across the range, but the Takami scores in detail touches. It's one of only two models to have a high-end Bose sound system and genuine leather upholstery (Homura is the other) and the only one to present that leather in Sport Tan. Indeed, that's the sole colour; don't be scared, it looks great.

Takami is the only model to step up from the standard 12.9-inch touch screen to a 15.6in unit.

It's also the only model to have ingress/egress support from the power seats and the Mazda Driver Personalisation System, as per the larger CX-60/80/90 models, which is designed to help you find the optimum driving position. The seats are heated (front/rear) and ventilated.

For a mainstream brand, Mazda interiors have always felt a bit sporty (in terms of steering wheel shape, ergonomics and seating comfort) and quite premium (materials, fit and finish). The new one goes next level; the cabin ambience really is a bit special.

We're still not convinced by the automated Personalisation System, which has consistently put us in a slightly odd position every time we've used it in various models. But once you get sorted, the driver's seat really does have a great feel. The steering wheel (now carrying that Mazda wordmark instead of the winged logo) has a superb shape and the seats are super-supportive.

The prevIous CX-5 represented a last stand for buttons and switches. The new one has wholeheartedly embraced touch technology.

The window switches and mirror controls are conventional, but the only physical buttons on the centre console or dashboard are a couple for demisting, the parking brake and Auto Hold. Everything else is in the screen and even the steering wheel controls have moved to haptic-touch surfaces, although they do also physically click and move when you press them.

Those steering wheel controls are similar in concept to the tech Volkswagen introduced with the Golf 8 and ID models at the start of the decade. The difference here is that Mazda has nailed it, with smooth action when you use the swipe function and an assured response if you choose to press (you can do either). There are also ridges and separation between functions on each side, so you can easily scan across them with your thumbs, without looking away from the road.

There's a similarly thoughtful approach to the screen. The graphics are crisp, there's a dock of shortcuts for major air-con functions along the bottom and a swipe up from the bottom gets you the full-screen climate menu.

The 115mm increase in length for the new CX-5 has all gone into the wheelbase, which means a truly spacious rear compartment, albeit one that still has a transmission tunnel running through the middle. Of course, you might say, but it's worthy of mention in these days of EVs with flat floors.

The rear seatback retains the Euro-style 40/20/40 split, it folds near-flat and the boot has grown usefully whether the seats are up or down. In five-seat configuration loadsdpace is up 28 litres to 466l, and with all three partitions folded down there's a really impressive 2019l.

CX-5 has always been one of the smaller models in this segment, but the new one has really joined the partly with rear-seat space and cargo-carrying ability.

INTERIOR

On the road: what's the Mazda CX-5 Takami like to drive?

There's something missing. Oh, that's right: a turbo. Which is part of the reason why this new CX-5 Takami is $5900 cheaper than the previous one.

This is pure combustion: no hybridisation to match rivals like the Toyota RAV4, Nissan X-Trail, Mitsubishi Outlander... or most medium-SUVs, really.

The 2nd-gen CX-5 Takami had a more powerful 170kW/420Nm turbocharged engine (also offered in the sportier SP25). That's no longer offered with the 3rd-gen model, which now shares the 2.5-litre naturally aspirated engine with the rest of the range.

It's pure combustion, too: no hybridisation to match rivals like the Toyota RAV4, Nissan X-Trail, Mitsubishi Outlander... or most medium-SUVs, really. There's a SkyActiv-Z petrol-electric model on the way, but not for another year. Mazda does things at its own pace, in its own way.

The atmo petrol engine is no ball of fire, either. Outputs have fallen from 140kW/252Nm to 132kW/242Nm on 91-octane in the pursuit of improved emissions (fuel economy dips under 8l/100km, just, for the first time), but Mazda says you can torque-up the CX-5 by running it on 98 to get 138kW/257Nm.

Forget about 7, 8, 9 or 10-speed gearboxes. The CX-5 sticks with an updated version of the previous 6-speed automatic.

So it's safe to say the powertrain is the weakest link in the CX-5 experience. But it's not weak generally, because the rest of the dynamic package is so good.

The engine/gearbox combo is smooth and willing, although you can't help but feel it could do with another ratio or two, even in Sport mode, partly because it's a but shy about making the jump to the next one. The CX-5 also does that long-standing Mazda thing of refusing to allow adaptive cruise in Sport, or vice versa.

However, there's also something to be said for actual gears in a family SUV, in this age of hybridisation where you so often have e-CVT/reduction-type transmissions. The Takami is the only CX-5 model to have paddle shifters, by the way.

It'll be interesting to see what transmission approach Mazda takes with its CX-5 hybrid; some makers still match petrol-electric tech to conventional gearboxes, like Hyundai and Kia.

What sells the CX-5 dynamically is the steering and chassis. We ran a previous-generation CX-5 as a long-termer this year and loved the way it rode and handled. The new model is still a cut above the mainstream in that regard: the steering is lighter and the suspension slightly softer (but with more aggressibe rebound), so it definitely feels more grown-up; but it still rewards enthusiastic driving in a way that few rivals can match. It's slick and controlled in the corners.

AWD is standard across the range and it's a pretty capable system, optimised for on-road driving. The CX-5 is perfectly capable of ducking off-tarmac if you choose, and the drivetrain is brilliant on gravel, but it's most at home on tarmac.

The 19-inch wheels and low-profile footwear (shared on all but the entry Touring model) do seem to create a firmer-than-ideal urban ride, but it's not a deal-breaker.

SPECIFICATIONS

On ownership: what's the Mazda CX-5 Takami warranty and servicing situation?

The CX-5 is covered by 5 years/100,000km warranty. Servicing is covered for 5 years/100,000km by Mazdacare, at no extra cost.

On the whole: what do we think of the Mazda CX-5 Takami?

If we're talking new CX-5 versus previous CX-5, this takes most of the best bits and moves the model forward in some significant ways. It's still one of the classiest family SUVs around and one of the best to drive in terms of steering and chassis balance.

The Takami in particular feels impressively refined and luxurious in day-to-day driving. It's downright fancy.

If we're talking CX-5 versus contemporary SUVs, it's disappointing Mazda doesn't have the hybrid right now, if only to give buyers the option. Mazda NZ points to the larger CX-60 SP mild hybrid slightly further up the range (starting at $69,990) or the impending arrival of the CX-6e Takami BEV ($58,990) for electrified options; but they're not CX-5s, are they?

The CX-5 has always been a standout in Mazda's range and despite the hybrid-powertrain pause, still is.

Mazda CX-5 Takami FAQs

What kind of car is the Mazda CX-5 Takami?

A medium-sized family SUV.

Does the Mazda CX-5 Takami have hybrid or EV technology?

No, it's straight internal combustion.

What’s the fuel economy of the Mazda CX-5 Takami?

It's rated at 7.9l/100km (3P-WLTP).

Is the Mazda CX-5 Takami safe?

It has a 5-star ANCAP rating, valid until December 2031.

What safety and assistance features does the Mazda CX-5 Takami have?

What are the Mazda CX-5 Takami's main rivals?

• Toyota RAV4 Limited ($65,990): You need the top Limited to rival Mazda's CX-5 Takami. More expensive, more hybridy.
• Nissan X-Trail Ti-L petrol ($54,990): This is the ICE model, but you can also have e-Power hybrid for $58,990.
• Mitsubishi Outlander Exceed ($62,990): Opt for ICE and you can have the Outlander Exceed with everything at this price point.
• Kia Sportage HEV X-Line AWD ($64,990): Sportage is now hybrid-only, X-Line the most luxurious.
• Mazda CX-6e Takami ($58,990): Or maybe you want to wait for Mazda's Chinese-collab EV-SUV, due this year.