Do you need to move a family but don’t want a road-going battleship, and haven’t won the lottery recently? Mazda and Honda both offer affordable seven-seaters based on popular mid-size SUVs. Let’s see which is better.
Overview
The words ‘family’ and ‘budget’ go together like toddlers and nappies, teenagers and tantrums, Saturdays and sports.
Generally speaking, Australian families look towards large SUVs to handle their daily needs, but there are a few seven-seaters in the mid-size SUV category that can do the job almost as well, and have smaller footprints that make them easier to manage on increasingly crowded city streets.
Honda, Mazda and Mitsubishi are the three main players in the mid-size seven-seat SUV game, and all have automotive offerings under $50,000. We’ve grabbed two that fit the bill and put them under the microscope to see which one is the better choice for families on the go.
Introduction
Honda CR-V
Many people buy cars based on space. But finding a car that is spacious inside yet compact outside is not always easy.
The 2022 Honda CR-V VTi L7 plays to both strengths. Not only does it offer space for seven occupants, but it’s also the smallest mainstream seven-seat SUV out there in terms of bumper-to-bumper dimensions.
Has Honda created a packaging miracle?
The CR-V VTi L7 is one of two seven-seaters in the range. Ours is the top-of-the-line version that starts from $48,900 drive-away.
The only other seven-seat option in the Honda CR-V range is the lower-grade VTi 7, which is $40,500 drive-away.
In terms of other mainstream medium-SUV seven-seat SUVs, you have the Mazda CX-8, Mitsubishi Outlander, Peugeot 5008 and Volkswagen Tiguan Allspace to pick from.
End to end, the CR-V is the smallest of the bunch. It’s also the widest, too, sharing similar overall proportions to Peugeot’s 5008.
Mazda CX-8
The 2022 Mazda CX-8 Sport is the brand’s cheapest seven-seat SUV. Officially classed as a large SUV, its CX-5 origins make it the unofficial mid-size stand-in.
Given that the wider range is complex, it’s worth understanding this variant’s place in the range. A petrol, front-wheel-drive version costs $39,990 before on-roads, or $44,528 drive-away.
If you want more features and equipment you can spend $2000 more on the Mazda CX-8 Touring. Alternatively, if economy is your goal, the CX-8 Sport diesel is $2400 more than the petrol. Both of these upgrades come with all-wheel drive.
How the CX-8 model sits in the wider Mazda range is also worth a mention. The Mazda CX-8 is longer than the five-seat Mazda CX-5, but similar in length yet far narrower than the seven-seat Mazda CX-9. Consider it a ‘CX-9 lite’ perhaps. To be specific, the Mazda CX-8 is some 17cm shorter tip to toe and 12cm narrower than the CX-9.
Despite that lowly entry price of $45,000 drive-away, it’s certainly not the cheapest seven-seat SUV out there. Others like the 2022 Mitsubishi Outlander and 2022 Honda CR-V VTi 7 cost about $5000 less, but are not the equal of the CX-8. Mazda prides itself on upmarket styling, quality interiors and high levels of standard equipment.
So does that make our base model – a $45,000 SUV in a range that tops out over $70,000 – the smart choice? Let’s see how it stacks up.
| Key details | 2022 Honda CR-V VTi L7 | 2022 Mazda CX-8 Sport |
| Price (MSRP) | $48,900 drive-away | $39,990 plus on-road costs |
| Options | None | None |
| Price as tested | $44,200 plus on-road costs | $39,990 plus on-road costs |
| Drive-away price | $48,900 (Sydney) | $44,528 (Melbourne) |
Inside
Honda CR-V
Entry into the first row is a breeze thanks to a high hip point. It’s great for those with tired joints, and who are wanting to avoid a low-slung car.
However, storage and conveniences are its strong suit. The front doors house deep, cleverly designed storage bins, both with an in-built bottle holder. As is Honda’s style, the gear-shift mechanism has been moved onto the dash, which frees up space in the lower centre console area.
Alongside a wireless charging pad, two USB ports and a huge pair of bottle holders, there’s also a well-thought-out storage tray. It’s clever because you’re able to slide backward and forward with stuff in it. What’s underneath? Another cavernous storage space.
These are the sorts of smart touches that Honda has become well known for. Well-considered design that’s aligned to any family’s biggest desire – space. The centre armrest is huge, too, and easily large enough to house a change mat, nappies, wipes and sunscreen, with still space to spare.
Cabin controls are well laid out, with dedicated buttons remaining for critical vehicle functions. Air-conditioning controls can be found beneath the infotainment screen, which take all of five minutes to learn and use blindly.
At this grade, leather seats come as standard and feature electric adjustment, electric lumbar support that’s also position adjustable, and two-position memory for the driver’s side. They’re comfortable, but do lack some bolstering and support.
The most luxurious item has to be the opening panoramic sunroof, which is a nice gesture in an awfully dark cabin.
The second row continues the theme of smart storage and space. The rear doors feature storage bins similar to the ones up front, which means they’re happy to house a one-litre water bottle with no problems.
Occupant space is great. Behind my own driving position, I found there to be 5cm of knee room, stacks of head room, and enough foot room to comfortably extend under the seat ahead. The last point means you sit more naturally, and not with your legs all wound up.
The seats themselves are quite flat like the ones up front, but comfortable nonetheless. The lower seat base features extended thigh supports, and the seat back has large wings for your shoulders.
The whole second-row bench is adjustable too. It’s on sliders, so it can move fore and aft, and its back rest is also reclinable. Both of these have the potential to either make the second-row experience better or allow for more room with the third row in play.
No less than four air vents, two roof-mounted and two on the back of the centre console, keep you chilled. Two USB ports also feature for good measure.
There’s plenty of space for a child support seat, whether it be forward or rearward facing. Those clever aforementioned roof air vents would be excellent at keeping bub cool in a capsule.
However, one downside with using child seats in a Honda CR-V is that their installation causes issues for the third row. The mandatory top-tether straps latch onto the roof, not onto the seats themselves. This creates a scenario where the straps impede on the third row. If you have one child seat in play, you can only use one extra seat. If you plan to fit two child seats, then seats six and seven become useless.
Accessing the third row in an official manner is tricky and requires adult supervision. The seat first folds, slides forward, then folds back up again, revealing a decently large aperture to climb through. Although the seat is supported by gas struts, it’s still fairly heavy to lift.
There’s a safety strap you need to also latch, which ensures the seat does not fall on occupants. Another good point to note here is that third-row passengers must be aware of the couplings on the floor. If feet are misplaced, and you lower the seat, you will most certainly cause some pain.
The other unofficial method of third-row ingress is to climb over the seat base when it’s flat.
Out in the third row, space is fairly decent for the segment. At my height, I found there to be just enough room, and enjoyed an hour-long drive up through Sydney’s Blue Mountains from the back. My knees were just grazing on the second-row seat back, but ample shoulder and elbow room made the experience manageable.
Conveniences back here include another pair of roof-mounted air vents with fan-speed control, a nifty cut-out grip to help extract yourself, two more cupholders, and two more storage bins.
With all three rows up, there’s 150L of boot space to play with. It’s more than enough to slot in a pair of kid’s school bags, and your own work or gym bag. As an alternative form of measurement, I just about squeezed in a week’s worth of groceries with some clever adjustments and stacking.
Despite sounding small, the space is well managed. A small shelf is able to be raised to divide the space, which was handy during a trip to Bunnings. I placed all of my paint rollers, trays and other sensitive items underneath, and the heavy, bulky items above, so as to not cause damage during transit.
With the third row down, space extends from 150L to a respectable 472L, and with all seats down again to 1509L.
Mazda CX-8
Even as the cheapest model in the range, there’s still a sense of quality found in the cabin’s presentation and materials.
The dashboard is clad in a foam-backed vinyl – complete with intricate stitching detail – and every other surface is either squishy or nice to touch. Other elements like its switchgear present well and feel nice to use in terms of tactility.
It’s a small point, but the extra padding surely adds up to reduce cabin noise and lift the overall perceived quality. What detracts from the smart presentation, however, is being reminded to use the key to open the doors, as its base-model nature means it features keyless start but not keyless entry.
I’d argue the former is more important, as you’re usually scrambling for your keys when you first get to the car, not after you’re in it. With that first-world problem digested, you’re greeted by soft and comfortable cloth-trimmed seats. Both front pews lack any form of lumbar adjustment and feature shallow bolsters, but they are still comfortable on longer drives.
The satin, ‘sheeny’ look of the interior trim divided the Sydney Drive office, with one referring to it as ‘spandex-like’. Subjectivity aside, the room is ample up front despite the narrower profile of the Mazda CX-8 compared to the Mazda CX-9.
Once comfortable, you’ll notice Mazda has not bothered with a digital instrument cluster, rather integrating small black-and-white screens with traditional dials and a head-up display instead. It’ll appeal to the traditionalist; however, some will also loathe that its digital speedometer is only visible on the windscreen and not within the dials.
Thankfully, the projection is visible through polarised sunglasses, meaning its legibility is great in all conditions. In terms of storage, a pair of shallow door bins allow for a wallet, keys and a small bottle, a pair of cupholders in the centre console keep your coffee sturdy, and the centre armrest is big enough for a clutch and your phone. It’s also where you’ll find the sole USB port in the first row.
In the second row, the space is fantastic. Being a seven-seater means the rear seat bench is both reclinable and sliding, thus providing maximum comfort to alert and sleepy guests. With the second row adjusted all the way back, and sitting behind my own driving position (I’m 183cm tall), I was left with stacks of room by all measures.
It also makes the second row great for the installation of child seats. It happily accepted a Britax Graphene convertible seat in both rearward- and forward-facing fashions with ease, and without the need to impede on first-row seating. This type of child support seat is usable from birth to about four years of age.
I also installed a booster seat typical for taller-than-average and older kids, which slotted in without fuss too. I’d wager against you being able to comfortably install three child seats, however. And if that sounds like you, you’re going to need the extra width offered by the Mazda CX-9.
Other amenities here include air vents and a dedicated third zone of climate control – complete with rear controls – which is great to see in a range’s cheapest model.
Lastly is the third row. Access is decent courtesy of a large rear door aperture and slim second-row seating, meaning kids and adults won’t find it trivial to use. Once in, you’ll be surprised at the amount of room on offer, as a fully grown adult will fit if you sacrifice some second-row leg room. Both guests in the boot have access to storage and a cupholder each too.
Mazda claims boot sizes of 209L in seven-seat mode and a huge 775L in five-seat mode. Despite the massive space, the boot area is far from contained, with plenty of small cavities around the third-row seating creating grocery traps.
What I mean is if your groceries happen to topple over, you’ll likely be finding onions rolling around the second, and possibly even the first row, as they’ll slip down those aforementioned cavities and into the footwells of the car.
| 2022 Honda CR-V VTi L7 | 2022 Mazda CX-8 Sport | |
| Seats | Seven | Seven |
| Boot volume | 150L seats up, 472L seats folded | 209L seats up, 775L seats folded |
| Length | 4635mm | 4900mm |
| Width | 1855mm | 1840mm |
| Height | 1679mm | 1725mm |
| Wheelbase | 2660mm | 2930mm |
Infotainment and Connectivity
Honda CR-V
Despite receiving a nip-and-tuck over its past four years on sale, the 2021 Honda CR-V still features legacy components from the decade before.
Part of the ageing package includes a 7.0-inch ‘advanced’ infotainment system with Apple CarPlay, Android Auto, DAB+ radio and native navigation system. Whereas the connectivity suite is up to date – other than wireless smartphone mirroring – the hardware and software interface aren’t.
The screen’s size is poor for the segment, as eight inches becomes the norm and 10.0- to 12.0-inch screens can be found in some competitors. Furthermore, the software interface remains identical to Honda systems from a decade earlier, meaning it comes across a bit clumsy and slow, which makes the system feel unnecessarily old-hat.
A simple re-skin would go a long way here, or the introduction of a new unit altogether perhaps. In the way of other screens, another replaces the traditional set of dials found in front of the driver. Flanked by two retro-cool-looking temperature and fuel gauges, the centre display presents the vitals fine enough, but like the infotainment system it does lack some ‘screenage’.
As a result, it can look cluttered and busy, but most will value its legibility over its design, and versus its peers.
Mazda CX-8
The Mazda CX-8 Sport is beginning to show its age in the area of infotainment.
The first tell-tale sign is the 8.0-inch infotainment screen. Not only is it two-and-a-bit inches smaller than panels found in cheaper cars from two classes below, but it also shrinks against the context of the large and horizontal dashboard.
Its setting creates the opposite effect of making it look smaller than it is. The MZD Connect software skin used on this particular Mazda is also circa 2017, so if you’re upgrading from a previous-generation Mazda, you’ll possibly feel short-changed and a little disappointed.
Other than looking and feeling old, it keeps up by featuring both Apple CarPlay and Android Auto, as well as digital radio, too, which is a nice get at this pricepoint. The best part of the whole kit is the remote-located rotary dial, however, as once learned it enables swift operation of the vehicle’s system without having to lean over and poke about on a screen.
The standard six-speaker sound system is good enough, but telephone conversations (via smartphone mirroring or Bluetooth) appear to pipe from one small speaker only, reducing the quality of the call unnecessarily.
Safety and Technology
Honda CR-V
Other than the entry Honda CR-V Vi model, every other in the range benefits from the brand’s Honda Sensing suite of advanced driver aids.
That means our VTi L7 receives autonomous emergency braking with forward collision warning, lane-departure warning with steering intervention, and auto high beam. Sadly, the wider range does not feature any form of rear-cross traffic and blind-spot alert system, let alone mitigation systems like automatic reverse braking or steering assist.
However, it does feature a handy passenger-side camera that operates in conjunction with the blinker, which will help tricky merges or parking scenarios in the daylight.
As for an official ANCAP safety rating, the 2021 Honda CR-V wears a five-star rating having been tested in 2017. All CR-V models come with six airbags, two second-row ISOFIX and three top-tether child seat mount points, and front seatbelt pretensioners.
Mazda CX-8
The 2022 Mazda CX-8 Sport wears a five-star ANCAP safety rating having been tested in 2018.
More important than a dated safety rating, however, is the level of standard-fit active driver-assist systems, even in this entry-level version. You’ll find blind-spot monitoring, rear cross-traffic alert, adaptive cruise control, autonomous emergency braking with forward collision warning, automatic high beams, and even a reverse camera with parking sensors.
Plenty of the cheapest versions of many SUVs lack rearward-firing sensors, so consider the safety package great for the money. The next step for the brand is to offer a forward – or even 360-degree view – camera for all of its larger seven-seat SUVs.
| At a glance | 2022 Honda CR-V VTi L7 | 2022 Mazda CX-8 Sport |
| ANCAP rating & year tested | Five stars (tested 2017) | Five stars (tested 2018) |
| Safety report | ANCAP report | ANCAP report |
Value for Money
Honda CR-V
Running a Honda CR-V is as cheap as it gets. Under its new ‘5 Low Price Services‘ policy, it charges $125 for each of the first five services inclusive of brake fluid and cabin air filters. That means it costs $375 over three years or $625 over five.
Understandably, the servicing is likely subsidised by the purchase price of the car, but it’s still comparatively and fairly priced, making that point a moot one for now.
Over the course of the loan, the Honda CR-V used 8.3L/100km, which is exactly one litre over the manufacturer’s claim of 7.3L/100km.
Mazda CX-8
At $39,990 before on-roads – or $45,000 drive-away – it’s far from the cheapest Japanese or mainstream seven-seat SUV.
Cars like the all-new 2022 Mitsubishi Outlander can be had for less, or specifically $37,990 before on-roads. Equipment-wise it stacks up, but space-wise it doesn’t. The Mitsubishi is about 20cm shorter, meaning it’s more of a 5+2-seater than a dedicated seven-seater.
Another contender is the 2022 Honda CR-V VTi 7 that starts from $40,500 drive-away. Not only is it shorter and a 5+2 as well, but it also lacks the equipment and safety features found in the Mazda.
That makes the 2022 Mazda CX-8 appear like good value and quite the unique proposition. If you wish to step into a Korean seven-seat SUV, the entry price for the best is nearly $10,000 more, or $49,290 drive-away for the 2022 Kia Sorento S. Although the better car, it’s not much larger or far better equipped, meaning those hunting for value should consider the 2022 Mazda CX-8 Sport.
| At a glance | 2022 Honda CR-V VTi L7 | 2022 Mazda CX-8 Sport |
| Warranty | Five years, unlimited km | Five years, unlimited km |
| Service intervals | 12 months or 10,000km | 12 months or 10,000km |
| Servicing costs | $375 (3 years), $625 (5 years) | $1112 (3 years), $2071 (5 years) |
| Fuel cons. (claimed) | 7.3L/100km | 8.1L/100km |
| Fuel cons. (on test) | 8.3L/100km | 8.2L/100km |
| Fuel type | 91-octane Regular Unleaded | 91-octane Regular Unleaded |
| Fuel tank size | 57L | 72L |
Driving
Honda CR-V
Moving all of this wonderful versatility is a 1.5-litre, turbocharged four-cylinder engine with 140kW of power and 240Nm of torque. Power is fed into a CVT transmission, and is passed to the front wheels only.
The powertrain can feel lazy, even though it features a turbocharger to boost torque delivery. More the culprit of dulling the engine is the CVT transmission. They have the tendency to sap more power than a regular auto, which feels to be the case here.
Regardless, it’s smooth, quiet, and easy to become accustomed to. For those who plan to bomb around the suburbs in stop-start school traffic, you’ll appreciate the way it behaves. There’s no juddering or delay as found with some dual-clutch-type automatics.
Using the paddle shifters to engage a pseudo-manual model is pointless, as you’re better off sticking the transmission in S for sport and just pinning the throttle instead. This gifts the best response from the engine, instead of tapping the paddles and waiting for the car to begin emulating a regular automatic transmission.
Fully loaded, you do find yourself diving deep into the throttle pedal, especially on steeper, faster sections of road. With some RPM thrown at it, the engine can become noisy and chattery, which can be heard from inside the cabin.
Overall, its downfalls do not outweigh its upsides. What are more important to the general user of such an SUV are smoothness and ease of use. The CVT transmission promotes both of those matters, although not faultlessly.
The CR-V’s ride quality is great. I spoke earlier to the car being soft, which promotes third-row occupancy. From the front row, little gets in the way of the rather laid-back experience it offers. Steering weighting is excellent, too, and feels trustworthy at high speeds.
As is the case with medium-SUV seven-seaters, occupants in the third row reside over the rear axle, which means they feel the suspension’s every move. Some competitors in this space feature taut suspension, which makes their third rows uncomfortable.
The Honda features a more supple ride, which benefits those greatly in the back. This quality alone goes a long way in making the experience as pleasant as possible.
Mazda CX-8
Don’t think for a second that it’s handicapped as the entry-level model in a range. In fact, you could argue the opposite. It’s comfortable to drive, quiet to behold, and even firm enough to keep its near-on 1800kg weight in check in a rural suburb.
It strikes a good balance, then, meaning it feels safe and confident to use at higher speeds, or even during evasive manoeuvres around town, as I discovered. I had a moment during the loan where wildlife seemingly manifested in front of my eyes, which thankfully didn’t end in tears.
The big old Mazda CX-8 flip-flopped left-to-right – at about 75km/h – with relative ease and without being corrupted by its weight and size. I wouldn’t describe the event as being handled deftly, but it did surprise in how well the forces of its weight were mitigated under sharp and heavy inputs.
Despite the inherent firmness required to pull off such an act, it still rides well. Part of the act is a small set of 17-inch wheels and balloon-like 65-profile tyres. The smaller rim and thicker tyre combo works its magic to help soften the ride and remove unwanted jittering often caused by larger and heavier wheels. In essence, it coasts over most suburban bitumen without hassle or fuss.
Powering the Mazda CX-8 Sport is a non-turbocharged 2.5-litre four-cylinder petrol engine that produces 140kW/252Nm. Although it cuts the mustard when you’re travelling light on date night with your better half, it can struggle when packed to the rafters with humans, animals and baggage.
The low torque figure isn’t helped by how high in the rev range it peaks, meaning you’ll be using the top half of the tachometer more than you’d probably like. Although noisy and appearing like you’re stressing the motor, it doesn’t seem to mind being tasked – but consider that a consolation prize.
It could do with more performance, or perhaps turbocharging alone, as that would shift its powerband more in favour of lugging objects and people without taxing the engine. The six-speed automatic employed is a regular torque converter type, meaning it uses fluid to couple the engine to the transmission, instead of mechanical ‘hard’ parts found in more contemporary dual-clutch automatics.
Being old-fashioned in this sense isn’t bad, however, as it makes for smooth and quiet operation. It’s great in both stop-start traffic and on the roll, too, with swift kick-downs trying their best to band-aid any notion of being underpowered.
Over the duration of the loan, the Mazda CX-8 Sport used 8.2L/100km, just 100ml over the official combined claim of 8.1L/100km, which is a great result.
| Key details | 2022 Honda CR-V VTi L7 | 2022 Mazda CX-8 Sport |
| Engine | 1.5-litre turbocharged four-cylinder petrol | 2.5-litre four-cylinder petrol |
| Power | 140kW @ 5600rpm | 140kW @ 6000rpm |
| Torque | 240Nm @ 2000-5000rpm | 252Nm @ 4000rpm |
| Drive type | Front-wheel drive | Front-wheel drive |
| Transmission | Continuously variable transmission | Six-speed torque convertor automatic |
| Power to weight ratio | 84kW/t | 78kW/t |
| Weight | 1670kg | 1799kg |
| Tow rating | 1000kg braked, 600kg unbraked | 1800kg braked, 750kg unbraked |
| Turning circle | 11.0m | 11.6m |
Conclusion
Now that we have a good understanding of both of these family-friendly, seven-seaters, let’s run through them section by section to see how they stack up.
The Mazda CX-8 starts off with a sizeable financial advantage at purchase time, even when you factor in drive-away pricing. And Honda’s no-haggle policy means that while you may get the Mazda cheaper during sales promotions such as Mazda’s annual M Day event in September, the Honda will always be the dearer proposition.
Warranties in both cases are five years and unlimited kilometres, and both cars demand 10,000km service intervals, which is sub-par against the industry norm of 15,000km.
Honda makes up some ground with one of the cheapest servicing programs in the country – just $125 a visit – and even though Mazda’s average of around $350–$420 a year for the first five years is not overly expensive, it’s no match for the Honda.
Fuel consumption is a zero-sum game, with our two cars returning similar economy numbers during our real-world testing. This is surprising on a couple of fronts, firstly because while both cars’ engines produce roughly similar power and torque outputs, the almost 200kg heavier Mazda consumes no extra fuel to keep it moving. And here we were thinking lifeless, droning CVT gearboxes were more economical…
So, in terms of initial outlay and ongoing costs, the Mazda is the better value. But when it comes time to sell your pride and joy, the Honda’s 74 per cent resale value after three years means it will return more money to your pocket than the Mazda (71 per cent).
On the safety front, the Mazda CX-8 is the better bet because, even though both are considered five-star cars, only the CX-8 has rear cross-traffic alert and blind-spot alert.
Moving to interior practicality, and it’s fair to say the third rows in both cars are better suited to smaller humans, although the considerably longer CX-8 means bigger humans will find a third-row experience less contorting and more comfortable. The CX-8 also has the bigger boot with all three rows of seats occupied, and when the third row is folded away. Lastly, the CX-8 is more baby seat friendly, with tether points anchoring to the seatback not the roof.
Features-wise, both cars have somewhat small multimedia screens that are also falling behind competitors like the Mitsubishi Outlander for size, speed and graphics quality. It’s pleasing to note that even though our two cars aren’t the newest in the market, they both offer smartphone mirroring and digital radio.
The Honda’s smaller footprint may be a handicap in terms of interior space, but it’s a boon for urban manoeuvrability. The Honda’s engine may be smaller, but its turbocharged torque makes it a more robust and flexible engine around town, too, although the Mazda’s more conventional six-speed transmission is preferable to the Honda’s uninspiring CVT. Despite that engine deficiency, the Mazda is the more enjoyable car to drive, if that matters to you.
Okay, time to name a winner, and for us that’s the Mazda CX-8 Sport. It is the better choice in terms of value, safety, space and drivability. However, if Honda’s no-fuss, no-haggle sales process sounds like bliss to you, and you want a car that’s easier to pilot around town, the CR-V might be what you need.
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