MAZDA CX-5 DIESEL ESTATE

By Jonathan Crouch

Introduction

The second generation KF-era Mazda CX-5 took all the things we liked about the original version and finessed them into a smarter, more accomplished and ultimately more appealing package. This model's slightly more spacious and sophisticated than other cheaper rivals from its era in the mid-sized five-seat SUV segment, but its trump card remained an involving driving experience that was anything but SUV-like.

Models

5-door SUV [2.0 petrol / 2.2 diesel]

History

Revolution is usually followed by evolution, particularly when it comes to cars. Here's a good example of that - the second generation Mazda CX-5. It was a car with quite an act to follow. Its predecessor was so successful that by the time this MK2 model was introduced in the Spring of 2017, CX-5 sales were accounting for more than 25% of Mazda's global production. That original design, launched back in 2012, was a late-comer into the market for Qashqai-class family-sized Crossover SUVs and therefore needed to make an impact. It did, being the first of the brand's cars to feature 'KODO' 'Soul of Motion' design language and 'SKYACTIV' drivetrain and chassis tech - the two things that defined every modern Mazda launched in the next decade and rejuvenated the company's fortunes. By 2017 though, with over 1.5 million sales on the board, it was time for a re-think. Not only was the CX-5's shape become a little over-familiar but other rivals were starting to threaten this Mazda's acknowledged position as one of the best driver's cars in the class. There was also the need to update this SUV with the latest safety and infotainment tech; and add in equipment features that couldn't be had on the original version - things that segment buyers were by now demanding, like a powered tailgate and a head-up display. So this second generation CX-5 was evolved in all of these areas in order to counter the increasing threat posed by the new rivals that were pouring into this sector, most notably back in 2017 from Vauxhall, Volkswagen Skoda and SEAT. Mazda saw no need to go to the expense of a completely new platform or a fundamentally redeveloped range of engines, but this MK2 design did get a much smarter look, a classier interior, a more rigid body that further improved the drive dynamics and a whole host of new technology features. The MK2 CX-5 got a light mid-term update in 2021, which saw it through to the end of sales in early 2026.

What You Get

This second generation CX-5 is a lower, sleeker thing than its predecessor, further developing the so-called 'KODO' 'Soul of Motion' design philosophy that defined the look of the previous model. Take a seat at the wheel and you're treated to a master class in how it's possible to completely change the look and feel of this part of the cabin without altering any of its essential dimensions or hard points. Two things are primarily responsible for this and the first change was predictable given the fact that interior quality was one of the original CX-5 model's biggest flaws. With this MK2 design, it was a very different story, with an up-market feel clearly inspired by the German brands that Mazda wanted to emulate. The other key MK2 model change related to the centre-dash 'MZD-Connect' colour touchscreen. With the previous generation design, the infotainment monitor was a pokily-shaped thing buried into the centre of the dash. This display gained new eye-line free-standing dash-top positioning and grew in size to 7-inches - and grew in capability too. Incorporated features not only include standard navigation and Bluetooth connectivity but also Facebook and Twitter integration and 'Aha'-powered internet radio streaming. In the rear, you can stretch out a little, with proper space for your head, leg and shoulders on the more supportive rear bench. You might expect that the relatively long length of this CX-5 (by the standards of a mid-sized SUV) would give it a class-leadingly large boot but in actual fact, the cargo area's 506-litre capacity (just 3-litres more than the original design could offer) merely meets the segment standard. To be fair to Mazda, the area provided is significantly bigger than the space you'd get in rival Nissan Qashqai and Ford Kuga models.

What You Pay

Prices start from around £9,000 (around £11,500 retail) for an early '17-plate 2.2d Sport Nav diesel model. Try and stretch to the post-2021 facelift model; - valuing from £16,600 (around £19,300 retail) for an equivalent 2.2d SE-L. Petrol model prices start from around £11,550 (around £14,000 retail) for an early '17-plate 2.0 Sport Nav petrol model. Try and stretch to the post-2021 facelift model; - valuing from £15,400 (around £18,000 retail) for an equivalent 2.0 SE-L. All quoted values are sourced through industry experts cap hpi. <a href="https://hpivaluations.com/">Click here for a free valuation.</a>

What to Look For

The diesel version of this KF-era CX-5 is well known for DPF blockages, leaking injector seals and oil dilution. Early petrol variants also suffered from cylinder head cracking and carbon build-up. We've heard plenty of reports of infotainment screen freezing, interior trim wear and power tailgate failures. Most cars in our survey were pretty faultless though. Just check carefully, insist on a full service record, inspect the alloys and look for rear seat child damage.

Replacement Parts

(approx based on a 2019 Mazda CX-5 2.2 diesel - ex-VAT) An air filter costs around £12 (pricier brands up to around £25) and an oil filter costs in the £9-£15 bracket. Front brake pads sit in the £15 to £80 bracket for a set. A front brake disc costs in the £50-£90 bracket. An after-market water pump will cost in the £40-£85 bracket. A tail lamp costs in the £85-£230 bracket. Alternators start at around £175, running up to around £400.

On the Road

The first generation version of this CX-5 was one of the very best mid-sized SUVs to drive; as was this MK2 version. As before, much of this is due to Mazda's clever 'SKYACTIV Technology', a programme aimed at making the Japanese brand's models more efficient and more responsive to drive, primarily through reductions in weight. As with the MK1 CX-5, at the launch of this second generation version, Mazda talked of this SUV carrying over some of the DNA of its MX-5 sportscar and there's certainly something of that in the sharp steering and the snikerty slick-shifting 6-speed manual gearbox. Much else is carried over from before too. Few changes were made either to this Crossover's basic platform or its engine line-up, which remained fairly limited with a single normally aspirated 165PS 2.0-litre petrol unit and a 2.2-litre turbo diesel, available with either 150PS or 175PS. With either diesel, you get a choice of front wheel drive or AWD and there was auto transmission for those wanting it. The volume 150PS 'SKYACTIV-D' unit manages 56.5mpg and 132g/km of CO2 in front-driven, manual form. As for the dynamic improvements made for this MK2 design, well the body was made 15% more rigid and Mazda's clever 'G-Vectoring Control' system was adopted to improve cornering traction. The dampers were tweaked to take the firm edge off the ride and lots of efforts were made to improve refinement, including the addition of a 'Natural Sound Smoother' system to the diesel engine. As with the MK1 design, the optional AWD system is faster-reacting than rival set-ups, using a network of sensors to predict any potential lack of grip, at which point up to 50% of torque can be directed rearwards.

Overall

The CX-5 was never one of those cars that jumped out at you on first acquaintance. In this second generation form, it still wasn't. But as with many Mazdas, its modesty hides a surprisingly engaging product, one that's well packaged, nicely made and very smart to look at. Add in a high specification and competitive pricing and you've a strong proposition. As with the MK1 model, the best thing about this car is the way it drives, something even further improved with the MK2 by the stiffer body and the addition of Mazda's 'G-Vectoring Control' system. After a week with it, we decided that though from this era there were probably more sensible choices we could have made if we'd been buying in this class, there weren't many more appealing ones. Try a CX-5 for yourself and we've a hunch that you might end up feeling the same.