First test of the 2026 Mazda CX-5, which has improved significantly in nearly every aspect.

The new Mazda CX-5 takes plenty of steps forward, but it has also taken one step back. In Portugal, the engine could end up deciding everything else.

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More than five million units have been sold since 2012. Over 850,000 of those were in Europe alone. The Mazda CX-5 is not merely an important model; it is the Japanese brand’s true backbone in the world’s biggest markets. It is the one car that cannot afford to miss the mark-yet in Portugal, taxation is set to make the CX-5 wobble. I’ll come back to that shortly.

With all of that in mind, this third generation has a tricky brief: keep the design, the quality and the “Mazda DNA”. I won’t pretend to build suspense: it has managed it. The less positive part? In Portugal, that may still not be enough.

The reason is simple: it launches with just one petrol engine, a 2.5-litre unit. There will be no Diesel, and the hybrid only arrives in 2027. In a country where taxation punishes larger engine capacities, that detail is far from insignificant.

Mazda CX-5: almost as large as a CX-60

Let’s start with what you can see. The third-generation Mazda CX-5 has grown in every direction-and not by a small margin.

It is now 4.69 m long, with a 2.815 m wheelbase, putting it very close to SUVs from the class above. In fact, it is only 5 cm shorter and 3 cm narrower than the CX-60.

That size brings clear benefits-the rear passengers gain the most-but it also brings drawbacks when it comes to tight manoeuvres or threading through retail car parks. Was it designed for the US or for Europe? Possibly both.

Those larger dimensions also improve the stance: the proportions look better. Mazda keeps developing its Kodo design language, but it did not take big risks with its best-seller. The new CX-5 could more easily be mistaken for a restyling of the previous model than a clean-sheet generation.

Too cautious? Perhaps. Even so, it remains one of the most distinctive, sophisticated and well-resolved designs in its class. And in Soul Red, it looks spot on.

More tech, less tactility

If the outside has evolved carefully, the cabin is a wholesale change. Mazda held out for a long time, but it has now embraced the era of giant screens.

At the centre of the dashboard sits a 15.6″ touchscreen. It is larger than my laptop display. Almost every function lives in there-including the climate controls.

It is a slightly odd call at a time when several brands are bringing back physical buttons for ergonomics and safety… and also because customers are not always happy. There are practically no buttons inside the new CX-5-not even a volume knob survived. Ergonomics has taken a step backwards.

That said, the infotainment deserves praise, because it is a meaningful step up from before. Why? It is Google-based, which brings much stronger usability. It is quick, fairly intuitive, and gives access to Google apps we are already used to running on a smartphone.

Still, there is an underlying sense that something has been lost. Mazda’s physical controls were genuinely good; now the cabin is dominated by smooth, haptic surfaces. They work, but they do not delight. The interior is more technological and minimalist, but… less special.

Mazda makes up for that with trim materials that, overall, look and feel high quality, and the assembly finish appears-at first glance-to be excellent and very solid.

Some cost-cutting shows up in details such as the plastic on the A-pillars and, more personally, in the feel of the steering wheel’s synthetic leather, which I found unpleasant. Even so, the new CX-5’s interior remains a step above mainstream rivals for presentation and perceived quality, and it stands up confidently next to the premium brands.

Rear space is genuinely impressive

The previous Mazda CX-5 was not cramped, but the new generation’s extra 115 mm of wheelbase makes the second row one of the roomiest in the class. You notice it immediately when getting in: the rear doors are wider and open to almost 90°. For mums and dads lifting baby seats in and out, that makes a huge difference.

Once you are seated properly, the sense of space is striking-you can comfortably cross your legs. With so much room available, it is a shame the rear seats do not slide, as they do in some competitors. That would help expand the 583-litre boot (+61 litres versus its predecessor) while keeping rear passenger space at very healthy levels.

Mazda being Mazda

Under the bonnet, the new CX-5 could not be more Mazda: the brand continues to do things its own way. While rivals rely on 1.5–1.6-litre turbo engines, the new CX-5 launches only with a 2.5-litre unit. Power? Just 141 bhp.

On paper it does not wow, but on the road it makes more sense. The reason is that the 2.5 e-Skyactiv G, paired with a 24 V mild-hybrid system, produces 238 Nm (between 3500 rpm and 3750 rpm), a figure comparable to smaller turbo engines.

In real driving, this naturally aspirated petrol engine can even bring a Diesel to mind, because it favours low and mid revs. But its response is classic for this kind of engine: immediate, without the hesitation you sometimes get from turbo units. It is also pleasant to use-so long as you do not chase the red line: above 4000 rpm, the noise becomes intrusive.

Mazda has also dropped the manual gearbox for the new CX-5. It is available only with the six-speed automatic (torque converter) carried over from the previous model. It has been recalibrated and is generally smooth, but when you ask for more, it does not always respond with the speed or decisiveness you want.

The larger displacement and its preference for lower revs mean you do not have to “work” the engine/gearbox as hard as you did with the 2.0-litre, which could translate into better fuel economy in the “real world”.

Although fuel consumption figures from these early drives are not especially representative, the 7.7 l/100 km achieved (a mix of road and motorway) is not too far from the official 7.0 l/100 km (WLTP combined cycle).

The most comfortable CX-5 ever

Dynamically, it is still recognisably Mazda, retaining the precise feel the brand is known for. But with this generation, the priority is clearly comfort.

Road imperfections are absorbed far more gently than before, making any journey noticeably more relaxing-especially in a family SUV.

For fans who love the sharper dynamic edge Mazda often delivers, that may not be ideal news, but the CX-5 is not a disappointment to drive. Yes, it is softer and it leans a little more in corners, yet it still shows strong body control and remains above average for the class. It also impressed on the motorway, with excellent stability and carefully managed refinement-except, once again, if you insist on running at higher revs.

The controls (steering and pedals) remain impressively accurate, though personally I would welcome a touch more steering weight in Normal mode-Sport mode feels better.

When 2.5 litres matters more than 141 bhp

In Portugal, the new Mazda CX-5 starts at €39,988-see the full price list for the range here. That is competitive against rivals such as the Volkswagen Tiguan or the Hyundai Tucson, and it is several thousand euros cheaper than premium options like the Audi Q3 or the BMW X1.

The issue is the engine’s 2488 cm³ capacity, which means higher IUC (annual vehicle tax) than competitors using 1.5 or 1.6 turbo units. The gap can exceed €100 per year and, while it may not be the deciding factor for everyone, it will not make life easier for the new CX-5 in Portugal.

Engine size also weighs on perception: in a landscape dominated by hybrids and modest-capacity engines, a 2.5-litre naturally aspirated petrol can feel out of place, even if “real world” consumption does not disappoint.

Even so, it should have offered more choice from day one. Until then, the CX-5 is playing a single card-and it is far from the most suitable one for a market like Portugal.

Verdict