2025 Mazda CX-5 G25 Touring AWD review

For the first time in nearly a decade… there’s a new Mazda CX-5 on the way.

No, this isn’t it. But the new model has been revealed and confirmed for Australia, where it’s due to land sometime in the second half of 2026.

Until then, the venerable family favourite that is the second-generation Mazda CX-5 will soldier on for the next 12 months, but it recently underwent a minor specification update that added more tech lower down in the range.

It means the 2025 Mazda CX-5 G25 Touring tested here now gets what the Japanese brand calls Adaptive Front Lighting System (AFS – or, active turning lights), as well as Cruising and Traffic Support (semi-autonomous highway mode), which were previously limited to higher-spec grades.

Elsewhere in the range, the popular G25 Maxx Sport now gets front parking sensors as standard, while the G25 and G35 GT SP grades score Adaptive LED Headlights (basically, adaptive high-beam tech) as standard.

Watch: Paul’s video review of the 2024 Mazda CX-5 G25 Touring

Despite its advancing age, the CX-5 remains Mazda’s top-seller and a firm favourite on the Australian sales charts overall. Some 13,800 examples have found homes so far in 2025 (to July 31), ranking it second only behind the Toyota RAV4 (28,449 units).

That’s not bad given the CX-5 still lacks any form of electrification in the Australian market, something the new model will address. So is it still worth a look if you’re in the market for a mid-size SUV?

How much does the Mazda CX-5 cost?

The G25 Touring grade starts from $42,600 plus on-road costs with front-wheel drive, and $45,100 before on-roads with all-wheel drive. We have the latter on test here.

To see how the Mazda CX-5 lines up against the competition, check out our comparison tool

What is the Mazda CX-5 like on the inside?

The current-generation CX-5 has remained largely the same inside and out since it first launched in 2017.

But, particularly in its higher trim levels, the Mazda’s cabin remains classic, user-friendly and well-appointed for the money, augmented by the brand’s newer display and infotainment tech.

That’s not necessarily a bad thing, because the CX-5 as years have gone by has become increasingly more premium in its presentation as part of Mazda’s upmarket push, and even the lower grades show tangible evidence of this.

Stitched, padded leatherette surfaces adorn the dash and door tops, while the seat and steering wheel upholstery feels smooth and supple – even if the seat trim is ‘Maztex’ instead of genuine leather.

You sit quite high in the CX-5, which will appeal to those looking for a commanding driving position, and the button-heavy ergonomics are almost refreshing in this digitised world.

Ahead of the driver is a 7.0-inch TFT display flanked by analogue dials, which are classy but not as advanced as the fully digitised panels in some rivals.

Whether this is a plus or minus comes down to personal preference, but Mazda’s clean approach with simple and elegant typeface is a tick for me.

The 10.25-inch Mazda Connect infotainment system has wireless Apple CarPlay and Android Auto connectivity, and now offers the option to have touch inputs for smartphone mirroring even when on the move.

It’s a tried-and-tested system these days, and works well. Satellite navigation and DAB+ digital radio also feature, but there are no connected services like in some of Mazda’s other models.

The native interface is still very clean and simple, with an intuitive menu structure and nice graphics. It has decent processing power, though at times it may stall or freeze when connecting a phone – something we’ve experienced in a number of new Mazda models.

Mazda’s rotary infotainment controller remains, and operates much like BMW’s iDrive systems of old. I personally don’t mind using it for even smartphone mirroring, though I know it’s not to everyone’s tastes these days.

There’s also a head-up display that projects onto the windscreen – rather than Mazda’s old flip-up job – which is standard across the range. The standard audio system works well enough, and if you want a Bose-branded premium setup you need to spend up to the GT SP grade which costs nearly $8000 more.

Storage up front is also decent, with a nice assortment of nooks for your odds and ends, as well as a deep centre console bin and door bins big enough for larger bottles.

The second row has never been a standout in the CX-5, though it offers adequate room for average-sized adults and kids. If you have lanky teenagers over six feet tall, they might get a little cozy back there.

As a four-seater it’s fine, but the rear centre seat is best left for smaller kids or emergencies. There’s a bit of intrusion from the rear of the centre console as well. Kneeroom and legroom is average, though headroom is good.

Unlike in some rivals, the quality of the door materials doesn’t dip in the rear, where there are squidgy door tops and soft armrests. Amenities include a fold-down armrest with cupholders, as well as heated outboard seats and USB charge ports.

The expected kid-friendly features are also here, including ISOFIX child seat anchors for the outboard rear seats, as well as top-tether points for all three rear seatbacks.

Behind the second row Mazda quotes 438 litres of cargo volume, which is definitely on the smaller side for this class. The bulk of the CX-5’s main rivals offer more than 500 litres behind the second row.

Fold the rear seats down and that opens up to 1340 litres. Under the boot floor is a space-saver spare wheel, which is better than a repair kit.

To see how the Mazda CX-5 lines up against the competition, check out our comparison tool

What’s under the bonnet?

‘G25’ versions of the Mazda CX-5 are powered by the company’s tried and tested 2.5-litre naturally aspirated four-cylinder petrol engine, mated as standard to a six-speed automatic transmission.

Mazda currently doesn’t offer an electrified CX-5, despite 24V mild-hybrid powertrains being available in Europe and the UK. The 2.0 e-Skyativ G and 2.2 e-Skyactiv D aren’t even sold in the Japanese market.

The previously available 2.2 Skyactiv D twin-turbo diesel also won’t return to the local range, despite its improved fuel efficiency over both the naturally aspirated and turbocharged petrol engines offered locally, amid the federal government’s new emissions legislation.

To see how the Mazda CX-5 lines up against the competition, check out our comparison tool

How does the Mazda CX-5 drive?

While its drivetrain and chassis have been largely untouched for some time, the Mazda CX-5 remains a pleasant SUV to drive, thanks to the Japanese brand’s ‘zoom zoom’ philosophy.

The naturally aspirated petrol engine and six-speed auto is a tried and tested combination that delivers an old-school, rev-happy character to its power delivery, which is becoming increasingly rare as more rivals add turbochargers and/or electric motors.

Now there are pros and cons to this. It means the CX-5 likes to be worked a bit to get the most out of its engine, and its buzzy engine note sounds eager and willing, even if it can get a touch loud as the revs climb towards the redline – which is where the torque and power peaks are.

So for the most part you have one of two choices when it comes to driving it: slow and quiet or fast(er) and loud. You’re likely to be forced to opt for the latter quite regularly, for example when accelerating away from the lights or overtaking on the open road.

Compared to turbocharged rivals that make their peak torque not far above idle, the CX-5 really needs to be revved to get anywhere with any kind of pace, which means refinement and fuel economy take a hit. This is something common to most Mazdas with naturally aspirated engines.

Mazda claims a pretty optimistic 7.4L/100km combined fuel consumption figure, but you’ll see numbers in the high eights to mid-nines in mixed real-world conditions. There’s engine idle stop/start tech that helps prevent that figure ballooning in town, but the lack of any sort of hybridisation is off the pace in 2025.

Driven calmly, the CX-5 won’t necessarily get you anywhere quickly, but it’s a pretty calm and comfortable thing to commute in, thanks to linear response, a smart-shifting automatic and a nicely balanced chassis that irons out road imperfections while also maintaining a keen and playful handling demeanour.

Likewise, the steering isn’t too heavy to make general duties hard work and has a natural, lively feel to it that makes you feel well connected to the front wheels. More so than many of its competitors, it makes the CX-5 feel somewhat fun to drive, even in everyday scenarios.

The Touring’s larger 19-inch wheels do bring a sharper edge to the ride, compared to the Maxx and Maxx Sport on their smaller wheels and chubbier rubber, though it’s far from crashy or unrefined.

As it has for some time, the CX-5 does possess some of the ‘zoom zoom’ MX-5 spirit in the way it drives and handles. It’s happy to be revved out and has a fun, agile chassis that minimises body roll yet remains perfectly comfortable for family transport.

Refinement and sound insulation at cruising speed is good without being outstanding, though it’s worth calling out the fact that later CX-5 vehicles have better sound insulation than original versions of the second-generation model. No doubt the next one will be even better.

At higher speeds there’s a stable and planted feel, which helps inspire confidence on the open road or in adverse weather. Speaking of the latter, the available on-demand all-wheel drive system in the Touring brings additional grip on slippery surfaces and, as we found in our recent mid-size SUV comparison, it’s surprisingly capable off-road.

It’s also at these higher speeds where the CX-5’s drivetrain also feels dated. The transmission’s lack of a seventh or eighth gear means the engine isn’t as relaxed at highway pace as most rivals, and it also hurts fuel economy.

The CX-5’s driver assistance systems are well-calibrated and generally unobtrusive, if you don’t include the fairly ‘friendly’ beeps and bongs when they detect a vehicle in your blind spot or deem you to be inattentive.

At times the blind-spot monitor (and magnified mirror views) can be a little overzealous, and the adaptive cruise control can be a little eager to brake early or slow from the set speed if a vehicle enters your lane ahead.

Otherwise, the driver assists and warnings are pretty well-judged, and aren’t prone to the kind of false positives or sudden overreactions that are still quite prevalent among new cars.

To see how the Mazda CX-5 lines up against the competition, check out our comparison tool

What do you get?

The Touring sits above the Maxx and Maxx Sport in the Australian CX-5 lineup.

2025 Mazda CX-5 Maxx equipment highlights:

• 17-inch alloy wheels
• Auto LED headlights
• Auto high-beam
• Rain-sensing wipers
• Power-folding side mirrors
• 7.0-inch TFT LCD digital instrument cluster
• 10.25-inch infotainment system – Mazda Connect
• DAB+ digital radio
• Wireless Apple CarPlay
• Wireless Android Auto
• 6-speaker sound system
• Head-up display
• 2 x front USB-C ports
• Push-button start
• Air-conditioning
• Leather-wrapped steering wheel
• Leather-wrapped gear shifter
• Electric parking brake with auto-hold
• Keyless window open function
• Black cloth upholstery
• Rear seat reclining function

CX-5 Maxx Sport adds:

• LED tail-lights
• Satellite navigation
• Dual-zone climate control
• Rear air vents
• Paddle shifters
• Auto-dimming rear-view mirror
• Rear centre armrest
• 2 x rear USB-A ports
• Front parking sensors (NEW)

CX-5 Touring adds:

• 19-inch alloy wheels
• Power-folding, heated exterior mirrors
• Wireless phone charger
• Keyless entry
• Black Maztex upholstery
• Adaptive Front Lighting System – AFS (NEW)
• Cruising and Traffic Support (NEW)

To see how the Mazda CX-5 lines up against the competition, check out our comparison tool

Is the Mazda CX-5 safe?

The Mazda CX-5 is now unrated following the expiration of its five-star ANCAP safety rating from 2017.

Against old criteria, it scored 95 per cent for adult occupant protection, 80 per cent for child occupant protection, 78 per cent for pedestrian protection, and 59 per cent for safety assist.

Standard safety features include:

• 6 airbags
• Adaptive cruise control with stop/go
• Autonomous emergency braking (AEB)
  • Pedestrian detection
  • Rear AEB
• Blind-spot monitoring
• Rear cross-traffic alert
• Lane departure warning
• Lane keep assist
• Driver attention alert
• Reverse camera
• Rear parking sensors
• Tyre pressure monitoring

Maxx Sport adds:

• Front parking sensors
• Traffic sign recognition

Touring adds:

• Adaptive Front Lighting System
• Cruising and Traffic Support

GT SP adds:

Akera adds:

To see how the Mazda CX-5 lines up against the competition, check out our comparison tool

How much does the Mazda CX-5 cost to run?

The Mazda CX-5 is backed by a five-year, unlimited-kilometre warranty, and five years of roadside assistance.

To see how the Mazda CX-5 lines up against the competition, check out our comparison tool

CarExpert’s Take on the Mazda CX-5

With its additional equipment for model year 2025, the Touring could well be the best balance between features and price in the CX-5 lineup, at least until the new-generation model arrives in about 12 months.

It does enough to not look or feel like an entry-level price-leader – like the Maxx and Maxx Sport do – while also throwing in niceties like semi-autonomous highway assistance and keyless entry.

But it still costs the better part of $50,000 on the road for this AWD version, and doesn’t quite have the equipment list nor powertrain to help it stand out against key rivals like the RAV4 and Hyundai Tucson, let alone the emerging competition from China.

The lack of a fuel-saving hybrid option is conspicuous in today’s market, as is Mazda’s tendency to restrict desirable equipment to top-shelf CX-5 vehicles and make them extra-cost options in other model lines – namely 360-degree cameras.

Personally, with a currently advertised $37,990 drive-away deal, the base G20 Maxx makes the most sense to me. It’s the MkII CX-5 in its purest form, and it represents very sharp value in today’s competitive market.

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