A fresh batch of MY22 Mazda CX-5s are now rolling into dealers, with more gear but larger price tags. As there are still a few of the 2021 models available, we take a quick look at the runout CX-5 GT SP turbo to see if it makes a better immediate purchase.
- Great engine with plenty of flexibility
- Goldilocks equipment level – everything you want
- Well-built and practical – with just the right amount of sporty!
- Thirsty. No two ways about it
- Please make the screen a touchscreen
- Punchy turbo and wet roads are not great friends
Introduction
The Mazda CX-5 continues to be one of Australia’s most popular SUVs. In fact, with 3213 cars selling in January this year, it has started 2022 at the top of the medium SUV sales tree.
But the CX-5 range is getting an update for the MY22 model year, and launching later this month (but arriving into showrooms now) we’ll see a bit of model rationalisation, some new looks, and bit of extra equipment.
There is, however, a price rise on the table, so are the cars in stock still worth a look at?
To find out, we’ve got a 2021 Mazda CX-5 GT SP with the 170kW/420Nm 2.5-litre turbo petrol engine that, for 2021, lists at $50,190 before options and on-road costs.
While the GT SP falls victim to the current unfortunate automotive mantra of ‘black wheels look sporty’, it still looks sharp, particularly in our Polymetal Grey metallic ($495 – one of nine choices).
The updated model gets a new grille with red badging and a choice of smarter 19-inch wheels, but these are an extra $2620.84, so we’ll leave that relatively uneconomical decision with you.
The refreshed model asks $1100 more ($51,290), and while there is new front end styling, gloss-black wheel arch cladding, a black headliner and LED interior lighting, higher-quality leather seats and a hands-free power boot, does that extra spend offset a potential delivery delay and stronger negotiation position to perhaps – shock horror – actually nab a strong deal in 2022?
| Key details | 2021 Mazda CX-5 GT SP |
| Price (MSRP) | $50,190 plus on-road costs |
| Colour of test car | Polymetal Grey |
| Options | Metallic paint – $495 |
| Price as tested | $50,685 plus on-road costs |
| Rivals | Kia Sportage | Toyota RAV4 | Hyundai Tucson |
Inside
To be clear, the GT SP is the CX-5 to look at.
It’s one rung down from the range-topping Akera (from $52,080 with the 2.5T engine) but offers everything you need, and perhaps want, from the popular Mazda.
The gang is all here. Keyless entry and start, sunroof, heated seats, all the safety jazz, the large 10.25-inch Mazda Connect media screen, and a 10-speaker Bose sound system. It’s a very nicely equipped car.
Up front, both seats are power-adjustable and heated. While not genuine leather, the Maztex and synthetic suede combo works well and looks suitably slick with red stitching.
There’s good storage in the console, a sunglasses holder and deep storage in the doors too.
It’s a comfortable car, which may not be as snazzy as some of its newer competitors, but it’s built well and offers plenty of usable space for people and luggage.
For rear passengers, the flip-down armrest offers integrated USB ports as well as a phone holder and cupholders. It’s all really handy.
The tailgate is powered, and you get a two-way glass sunroof.
| 2021 Mazda CX-5 GT SP | |
| Seats | Five |
| Boot volume | 442L seats up / 1342L seats folded |
| Length | 4550mm |
| Width | 1840mm |
| Height | 1680mm |
| Wheelbase | 2700mm |
Infotainment and Connectivity
The widescreen 10.25-inch Mazda Connect system looks good, and is a big step up from the regular 8.0-inch unit, still equipped in lower-grade models and running older software. Confusingly, those low-spec cars feature a touch-when-stopped-not-when-moving screen, the GT SP isn’t a touchscreen, despite the added real estate, and can only be accessed via the console controller.
Used in a set-and-forget scenario, things aren’t too bad, but if you need to use the jog-wheel to find things while on the hop, or heaven forbid use CarPlay, it’s pretty frustrating.
That said, sound quality is good and the screen is nice and sharp, so provided you don’t need to play with it too much, it works well enough. Standard equipment includes satellite navigation, AM/FM/DAB+ radio, Bluetooth and wired Apple CarPlay and Android Auto.
Safety and Technology
While the GT SP has plenty of equipment, there is a rear-view camera but not a 360-degree one. You do get adaptive high beam headlamps, though.
Everything else, including adaptive cruise control, lane-keep assist, rear cross-traffic alert and blind-spot monitoring, is available across the CX-5 range. A head-up display and traffic sign recognition are added with the Touring grade, so the GT SP generally wants for nothing.
The CX-5 received a five-star ANCAP rating when tested in 2017. There are six airbags: dual front occupant, side-front and full-length curtain.
| 2021 Mazda CX-5 GT SP | |
| ANCAP rating | Five stars (tested 2017) |
| Safety report | ANCAP report |
Value for Money
You can spend more or you can spend less on a CX-5, but the GT SP turbo feels just right. You aren’t wanting for equipment or premium touchpoints, but you’re also not overcapitalising on your family SUV.
Sure, the GT SP is a $50K proposition, but it does offer a genuinely premium experience.
Plus, even in today’s market where deals are few and far between, dealers are still keen to move what stock they still have of MY21 cars, so you can expect a bit of negotiation movement from the list price on a car you can have right away, which is a crucial step for many buyers.
| At a glance | 2021 Mazda CX-5 GT SP |
| Warranty | Five years / unlimited km |
| Service intervals | 12 months / 10,000km |
| Servicing costs | $1246 (3 years) | $2127 (5 years) |
Servicing is around $400 per year with the 40,000km or four-year step requiring additional filters and fluid changes, which sees the price push beyond to $500.
Mazda rates the all-wheel-drive turbo CX-5 GT SP at 8.2 litres per 100 kilometres in mixed conditions. On test, and skewed slightly more towards urban use, we returned 11.2L/100km. On the plus side, the CX-5 is happy to run on regular 91-octane petrol, though 95-octane premium is suggested.
Fuel Consumption – brought to you by bp
| Fuel Usage | Fuel Stats |
| Fuel cons. (claimed) | 8.2L/100km |
| Fuel cons. (on test) | 11.2L/100km |
| Fuel type | 91-octane unleaded |
| Fuel tank size | 58L |
Driving
The 2.5-litre turbo is an excellent engine for the CX-5, rewarding the already proven and engaging chassis dynamics with proper zip! There’s a sense of urgency and punch off the line as the peak torque output of 420Nm comes in at 2000rpm.
This response continues through in-gear acceleration, with the six-speed auto a well-matched and fast-shifting unit. Power delivery feels linear as the car manages its usable torque range, and it transforms the CX-5 from a somewhat ordinary shopper into a genuinely entertaining car.
It’s not an out-and-out sports SUV, though, and the party kind of slows down beyond 4000rpm (peak power is at 5000rpm), but that works well for the CX-5’s regular duties, especially around town.
It’s a very flexible engine, and arguably the one that the CX-5 deserved all along.
The downside of sprightly performance and eager response is a thirst for petrol, which although rated by Mazda as being suitable for 91-octane, is best filled with 95 or higher.
Even the fancy-sounding i-ELoop capacitor charge system, a ‘mild-mild-hybrid’ function of sorts, doesn’t aid much, despite the start-stop activating on a firm press of the brakes when at a stop.
Worth noting, too, that even though the fans keep running, this shuts down your air-conditioning condenser, which isn’t great when waiting for a long light sequence on a summer’s day.
However, it is smart enough not to trigger when you have the steering on lock, no doubt to prevent the car from twitching to the side when the system re-fires.
Part of what has made the CX-5 such an enjoyable car to drive is the direct steering feel provided to the driver. This means that the wheel can feel heavy in some instances, but offers clear communication about what the car is doing – good and bad.
On a wet road, even with our car’s all-wheel-drive grip, an eager foot can encourage a bit of torque steer, which translates into a noticeable tug on the wheel. Fair to say it is lucky you can’t get this engine with a front-drive option in the CX-5!
Ride comfort and body control, even over choppy surfaces, is impressive. The 19-inch wheels offer a 55-profile tyre, giving decent comfort as well as accurate handling.
Bottom line, the CX-5 continues to be one of the nicer mid-sized SUVs to live with.
| Key details | 2021 Mazda CX-5 GT SP |
| Engine | 2.5-litre four-cylinder turbo petrol |
| Power | 170kW @ 5000rpm |
| Torque | 420Nm @ 2000rpm |
| Drive type | All-wheel drive |
| Transmission | Six-speed torque convertor automatic |
| Power to weight ratio | 99.0kW/t |
| Weight (kerb) | 1718kg |
| Tow rating | 2000kg braked, 750kg unbraked |
| Turning circle | 11.0m |
Conclusion
Yes, there are improvements heading to the MY22 CX-5 range, by way of looks and features, but last year’s model isn’t completely overshadowed and offers the same fundamental goodness.
The combination of a slightly sharper deal on a car you can have today makes looking at the runout model attractive in its own way.
While there are good buyer points across the CX-5 range, the GT SP gives you an impressive balance of upmarket finish and equipment with an engaging and well-matched driveline.
It’s not perfect, the big call-out being the fuel consumption, which never seems to get close to Mazda’s claim.
With pump prices increasing, this is certainly something more buyers will be mindful of, despite the engine being a real strength of this car.
The turbocharged GT SP is a real highlight of the CX-5 range, and with some stock still on hand and potentially mild savings to be had, it still represents a good buy even in MY21 guise.
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