Mazda CX-5 2019 review: Maxx AWD

Being the top of the Maxx tree, this 2.5 will set you back $33,690. For that, you get a set of dodgy-looking (but perfectly serviceable) 17-inch alloy wheels, a six-speaker stereo, air conditioning, a reversing camera, rear parking sensors, a comprehensive safety package, cruise control, LED headlights (that's a solid win), keyless entry and start, a leather wheel and shifter, and space-saver spare.

The CX-5 Maxx gets 17-inch alloy wheels as standard.

Mazda's MZD Connect arrived in the Maxx a couple of updates ago, which is a very welcome thing as it brings pretty decent phone integration (still no Apple CarPlay or Android Auto, though), DAB+ digital radio and the usual Bluetooth and USB. It's controlled by the 7.0-inch touchscreen when stationary or the rotary dial and shortcut buttons when on the move. Sat nav is an option.

As always, Mazda leads the way on paint pricing - out of eight colours, only two will cost you more (the lovely 'Soul Red' and 'Machine Grey') and even then, they're just $300.

The new Mazda CX-5 looks a lot like the old one, just... better. This major model facelift mostly occurred underneath the skin, but put the two side-by-side and the difference is marked.

The Maxx looks a lot better - steel wheels aside - with the slim LED headlights, sharper creasing and even more resolved surfacing. It's in line with the CX-9's sleek look and I think it looks pretty good. The only problem I have is the slightly high-looking rump from certain angles, but you can't please everyone all the time.

The interior update reduced clutter - a common thread across the Mazda range - bringing more calm to an already calm interior. Here in the Maxx, though, it's probably too calm. It's a fairly dark interior, with a lot of grey and not a lot else to break it all up. Having said that, it's better than before and much better than the almost grim interior from the CX-3.

Little has changed over the years, but the CX-5 is still a good package for a young family. The front seats have plenty of space for most heights and offer a good view out of the windows. Storage includes a pair of cupholders up front, plus two in the rear, along with bottle holders in each door, a sizeable central bin and a tray under the dash.

Rear seat passengers aren't exactly spoilt for space (the winner in this segment is the more expensive Tiguan). Thee is tight legroom for taller folks, but it's not bad at all for people up to six-foot tall.

The boot - probably the only contentious part of the package - was subtly enlarged by six litres in the last update, but is still a fairly ordinary 448 litres with the rear seats up and 1342 litres with them folded flat.

The 2.5-litre, four-cylinder SkyActiv petrol engine develops 140kW and 252Nm. As it's a 2.5-litre CX-5, all-wheel drive is mandatory, as is the six-speed automatic. These numbers compare with the 2.0-litre's 115kW/200Nm.

The updated engine also features cylinder deactivation, which shuts down cylinders while you're cruising to cut fuel use.

The updated engine also features cylinder deactivation, which shuts down cylinders while you're cruising to cut fuel use. This is paired with a stop-start function for traffic.

The 2.5's official combined figure is listed at 7.4L/100km. Our week with the car, with a fair bit of suburban bashing and some highway work, resulted in a nice round 10.0L/100km, which is just inside my 30 per cent rule (if it misses the offical figure by more than 30 per cent, it's disappointingly thirsty).

The 2.0-litre's figures are 6.9L/100km, but I've rarely seen anything like that.

I have always really enjoyed having a CX-5 for a week or so, and one of the things that absolutely hasn't changed is the car's dynamic capability. I would also go so far as to say that many owners buy this car because on a test drive it just feels right.

What has improved over the years is the attention to detail, like the noise from the front suspension, engine noise suppression and general buzzes and bonks. It's now a much quieter cabin than it has ever been. The 2.5 is also less rackety as a rule, which is helpful.

The updated engine has had a few improvements, but mostly around boring stuff like thermal efficiency. So it still feels like it has always felt, which is adequate without being startling.

Having the Maxx with a 2.5 means a more relaxed drive than the 2.0, which needs a bit of a whipping.

It's well matched with the six-speed auto, which has firm, positive shifts without being annoying when you're pushing it, and lovely smooth shifts when you're not. You'll also be hard pressed to detect the new cylinder deactivation doing its thing.

Having the Maxx with a 2.5 means a more relaxed drive than the 2.0, which needs a bit of a whipping to get going and stay going.

One of the details I particularly like about Mazda's stop-start system is that you can control it yourself with brake pressure. A normal smooth stop at the lights gets the i-Stop light flashing in the dash and so you push a little harder and the engine stops. It's a nifty idea and I'm surprised nobody else (that I know of) is doing it.

The Maxx has seven airbags, ABS, stability and traction controls, forward and reverse AEB, rear cross-traffic alert and blind-spot monitoring. I would go so far as to say that this is easily the most impressive standard safety list in its class.

The CX-5 scored a maximum five-star ANCAP safety rating in September 2017.

Mazda recently lifted its warranty to the (now almost standard across the board) five years/unlimited kilometres, which is cause for celebration after previous stubborn refusals to do so. Roadside assist still isn't part of the deal, though, available for between $99 and $109 per year.

You'll need to roll into the dealer every every 12 months (good) or 10,000km (oh...), but capped-price servicing applies, so you at least know what you're up for. The average service is upwards of $300.