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This week I’m family testing the new Mazda CX-5 Akera G35 and the top-grade model is well-equipped. But it faces stiff competition in the mid-sized SUV market with rivals like the Honda CR-V, Kia Sportage and the ever-popular Toyota RAV4.
How do you remain competitive in one of the most popular SUV classes? My family of three is finding out for you!
I’ve said it before: I don’t get coupe SUVs.
What’s the point? The concept is to take an already debatably practical car shape, and then file down its roofline so that it’s… even less practical?
I can’t think of a more vain concept. Have we really fallen so far into SUV obsession that cars like this need to exist?
Audi says yes with the Q3, and I hate to admit it, but this particular coupe SUV has me questioning my thoughts on the topic. I can’t help but admit this is one of the best-looking small SUV’s I’ve ever seen.
But is it skin-deep? Does the Q3 formula still work with a cropped roofline? Is it still nice to drive and packed with tech? Read on to find out.
The Mazda CX-5 Akera G35 offers small families a great host of premium features, as well as solid power and handling – all in an attractive package. But the emphasis here is on ‘small’ families because it’s on the compact side for a mid-sized SUV and its rivals offer more back seat space.
Its ongoing costs are reasonable and I enjoy driving it, so it gets a 7.6/10 from me.
My son calls out the back seat as a bit squishy but he otherwise likes it. He gives it a 7.0/10
I hate how this car has challenged my long-held belief that coupe SUVs are silly. Even more so than other notable examples I’ve driven, like Mercedes’ GLC 53.
It’s so sleek and stylish, drives beautifully, and is so packed with immersive technology that I had to triple check the price. The Sportback takes everything good about the Q3 and makes it even better looking with barely a penalty to practicality. Bravo.
The Mazda CX-5 hasn’t seen much change to the exterior other than a more horizontally-styled grille. It’s a medium SUV with a handsome kerb-side presence thanks to its full-suite of LED lights and 19-inch alloy wheels. It’s an inoffensive design that should appeal to a wide audience.
The interior looks premium with the brown Nappa leather upholstery and black leather trims. The plethora of soft-touchpoints throughout reinforces that the Akera is the top model.
There's one thing I really like about Mazda and that's how it manages to balance the traditional with the new. The cabin is a seamless blend of the two elements.
The instrument panel features a 7.0-inch digital display but still has analogue dials. There's a 10.25-inch multimedia system on the dash but still a bunch of control buttons and dials to press. The gear shifter is coupled with an electric brake, the sunroof is coupled with a manual blind. You get it.
This duology between high-end tech and traditional elements makes the interior feel up to date but very accessible.
This is the best-looking coupe SUV I’ve seen. Do you agree?
You could argue the Porsche Macan is up there alongside it, and I’d agree, but it’s also at least $20K more expensive.
Volvo’s XC40 maybe comes close in terms of exterior appeal, but it isn’t a coupe.
You can see elements of Lamborghini Urus (an Audi subsidiary) in the air dams and roofline, and there’s a complexity to it which hints at the tech within.
In fact, I’d say this Audi is so swish I kind of understand now. This is what coupe SUVs are meant to be about. Redefining the ‘SUV look’, inside and out.
Why pretend SUVs are about off-roading anymore? They’re really about comfort and convenience in the confines of a city.
Of course, the ‘inside’ bit comes naturally to the Q3, which has a swish, simplistic, but wonderfully advanced cockpit.
The design is upright, but not imposing, spacious, but not barren. The slight driver focus of the vents, touchscreen, and controls is noted and appreciated.
Both screens are ultra-high resolution, sharp and crisp to look at, and it adds so much to the lustre of everything you use, fitting seamlessly with the sharp and detailed lines in the dash. The fully adjustable LED interior ambient lighting is wholly unnecessary but does make it a nice place to be at night, and changing the colours entertained my family members no end.
Virtual Cockpit is still unrivalled for its aesthetics and ease of use, too. The wheel is even notable for its neat proportions and comfortable shape.
What don’t I like? The tall plasticky shift-knob still looks like it belongs in a base-model VW Polo, and some padding around the centre tunnel for the knees would be appreciated.
Despite sitting in the medium-SUV segment, the CX-5 is on the compact side for cabin space and front passengers benefit the most in terms of leg- and headroom.
Back rowers get a decent amount of headroom but legroom is squishy and my legs press into the back of the drivers seat when its in my driving position, and I'm only 168cm tall!
My seven-year old complained about his space and asked Dad to slide forward for more room, which is something to consider if you have gangly teenagers.
The seat comfort sits on the firmer side for both rows and the electric front seats are narrower and shorter than I like for long journeys but for the A to B trips, they’re comfy enough.
Only the driver’s seat gets powered lumbar support but they both have heat and ventilation functions.
Individual storage is average for this class with a smallish glove box and middle console that has a removable shelf. A deep utility tray, which houses the wireless charging pad and a 12-volt port, sits in front of the gearshift and there are two cupholders in the centre console.
Each door has a shallow storage bin and the front doors also get a skinny drink bottle holder.
For individual storage in the rear, you get map pockets on the rear of the front seats and two cupholders in a fold-down armrest.
The armrest also houses two USB-A ports and the heat function buttons for the outboard seats and it's because of this positioning and the narrower width of the seat, that the back row feels more suited to two, rather than three passengers.
The technology on the whole is easy enough to use but the rotary dial operation of the multimedia system is a bit annoying to access while on the go.
The wireless Apple CarPlay and Android Auto is a great feature and means one less cable to worry about but the built-in satellite navigation with 10-year map updates is a highlight. The head-up display pulls through the nav directions, too, which is always handy.
You also get two USB-C ports and another 12-volt outlet up front, so everyone should be sorted for charging.
The boot features a powered tailgate which is a handy family feature and a temporary spare tyre is located underneath the level floor.
You get 438L of storage capacity with the second row seat upright, which is plenty for my errands and grocery shop. That jumps up to 1340L (VDA) when the rear seats are folded.
The cargo cover attaches to the lid, meaning it stays out of the way when you're loading stuff into the boot.
We like the practicality in the regular Q3, but is the Sportback too compromised? Let’s take a look
The front two passengers are treated to a spacious and airy cabin, with loads of glass and space for your elbows. You can adjust the height of the centre box to suit your driving position, and there are no complaints when it comes to leg- or headroom.
Tech spills out of the dash and into your hands. USB-A, USB-C and wireless connectivity are available to you. In fact, wireless Apple CarPlay is as revolutionary as keyless entry.
You set it up once and that’s it. Just turn the car on, leave the phone in your pocket and the media system does the rest. The cost is a slight input lag, but the payoff of just being able to throw your phone in the charging bay or simply leave it in your pocket and forget about it is well worth it.
Storage areas are abundant for front passengers with big cupholders with a large centre slot for a phone or wallet perhaps, the large wireless charging bay and a small but useful centre console box.
There are also small bottle holders in the doors and a decently-sized glove box.
A small annoyance comes from the high-resolution screen. Some items become too fine to accurately jab at without taking your eyes off the road, particularly in Apple CarPlay mode. Thankfully all essentials, like the climate and volume controls have physical dials.
Visibility out the front and sides for the driver is fantastic, although there’s no denying the smaller rear aperture in the Sportback’s design makes seeing out the rear a bit more difficult.
Rear passengers are treated to a customizable area. The rear seats are on rails, and I found my legroom to be more than adequate in the standard, furthest-back position. I could have moved the seat about 20 per cent further forward without running into issues.
Height is a different story. I’m 182cm (6.0ft) tall and fit okay with maybe a couple of centimetres space above my head. My slightly taller brother (around 185cm) had his head pretty much up against the roof. The standard Q3 had no such issues, but it’s worth considering if you plan to regularly transport taller family or friends.
The back of the rear seats are clad in plastic which looks nasty but will be good for those with kids, and rear passengers can make use of two USB-C ports, a 12V outlet and dual adjustable air vents on the back of the centre stack.
Boot space comes in at 530 litres (VDA) with all seats in their default positions which proved more than enough for our largest CarsGuide suitcase, some duffel bags, and camera equipment.
It can be adjusted up to 1400L with all the seats stowed. Apparently, this is no less than the regular Q3, which would make sense as the space is meant to be measured to the parcel shelf, before the more aggressive roofline starts to cut its shape.
There are five grades for the CX-5. The top two grades, the GT SP and Akera, have a choice between a 2.5-litre petrol or turbo-petrol engine.
On test here is the flagship Akera grade with the 2.5L turbo-petrol engine. Before on-road costs, it is priced at $55,000. That positions it towards the top-end of its competitors with the Kia Sportage GT-Line AWD coming in at $49,920 (MSRP) and the Toyota RAV4 sliding in just under at $54,410 (MSRP). However, the new Honda CR-V is more expensive by $2.0K.
The Akera is well-equipped with premium features like a sunroof, heated and ventilated front seats, heated rear outboard seats, a heated steering wheel and brown Nappa leather upholstery.
The technology is well-rounded with a 10-speaker Bose sound system, wireless Apple CarPlay and Android Auto and a 10.25-inch multimedia system with built-in satellite navigation (including map updates for 10 years).
There are some good practical features, too, like a powered tailgate, keyless entry and start as well as powered lumbar support on the drivers' seat.
Our test car is the 35 TFSI (which means it has the least powerful Q3 engine) in Launch Edition trim. In Sportback form, I think it looks a million bucks, but was surprised and taken aback by how affordable it is by premium car standards.
Wearing an MSRP of $56,450, this Q3 isn’t bad value, especially when lined up against similar spec competitors like Volvo’s XC40 (Design - $56,990). BMW’s ageing X1 sDrive 20i is significantly cheaper up-front ($48,500) but will require a fair few option packs to be on-par with this Audi. And even then there are some tech items which the Q3 will have over it.
We don’t know how much Mercedes-Benz’ GLB will cost yet, although it’s a different small SUV beast with a chunky backside and seven seats.
Standard spec includes 19-inch alloy wheels, an impressive 10.1-inch multimedia touchscreen, Android Auto and digital radio with wireless Apple CarPlay (!), wireless charging, 10-speaker audio system, Wi-Fi hotspot, built-in nav (with online traffic and other services), 10.25-inch ‘virtual cockpit’ digital dash, dual-zone climate control, leather seating, heated and powered front seats with heated steering wheel, auto dimming rear view mirror, keyless entry with push-start, LED headlights, as well as surround parking sensors and cameras.
The options list is surpisingly short and affordable at this end of the market, consisting of a Bang & Olufsen surround speaker system ($900), full paint finish bumpers ($450), park assist ($300), ‘Matrix’ LED headlights ($1300 – why? The standard ones are fine), panoramic opening sunroof ($2080), and electronic dampers ($1700). You’ll note all are luxuries and won’t make or break a sale for anyone.
It’s also worth noting the Q3’s relatively high standard spec complements its almost segment-bending dimensions, which will have some considering whether they really need something slightly larger again like an X3, GLC, or Audi’s own Q5.
The Akera is an all-wheel drive with a six-speed auto transmission and our test model has the 2.5-litre four-cylinder turbo-petrol engine that produces a maximum power output of 170kW and 420Nm of torque. The turbo ensures it never feels sluggish, even when you’re hitting hills.
Powering 35 TFSI variants is a 1.4-litre turbocharged four-cylinder petrol engine, producing 110kW/250Nm. It’s mated to a six-speed dual-clutch automatic transmission and powers the front wheels only.
An all-wheel drive version with a 2.0-litre engine is available further up the range.
The compromise for getting extra power from the turbo is fuel efficiency takes a hit.
The official combined fuel cycle figure is 8.2L/100km but my real-world usage came out at 10L/100km. That’s after mostly open-road driving this week, too, so it’s a bit thirstier than I was expecting.
Based on the combined cycle number and the 58L fuel tank, expect a driving range of around 784km – which is still great for the odd road trip.
The 35 TFSI has a claimed/combined fuel consumption figure of 7.3L/100km, against which I scored 8.4L/100km on my weekly test.
That number's very good for something this size, probably helped along by the 35 TFSI's relatively light 1545kg kerb weight.
Oddly, and unlike most VW Group vehicles with similar drivetrains, the Q3 35 TFSI does not have a stop/start system.
The 35 TFSI requires 95 RON premium unleaded petrol and has a 60-litre fuel tank.
The Akera turbo-petrol delivers a decent well of power to dip into and it feels peppy in most situations. Even when you’re overtaking or getting up to speed you don’t feel like you’re nearing the bottom of the power barrel.
Steering is responsive and the car is agile when you tackle narrow car parks or streets. However, you still get some roll in corners which my passengers felt more than I did.
The cabin is quiet, even at higher speeds and the suspension is firm enough that you feel the bumps but you’re not jostled about. The ride comfort is still good.
I’ve said it before but I love parking medium SUVs because their size is so forgiving in a car park! The Akera is no different and it’s especially easy thanks to the ultra-clear 360-degree view camera system. You also get front and rear parking sensors to help out when needed.
The Q3 offers a slick, modern, and comfortable drive, but not one without its flaws.
The ride is superb. A great balance of sportiness and damping, the Q3 keeps it stable in the corners, but comfortable over bumps. This was helped along by comfort-spec Hankook tyres on our car, and the 19-inch wheels proved to be a sensible size.
The only thing which seemed to transmit unpleasantness into the cabin was the dampers going out of frequency on rutted roads. I couldn’t help but note the similarity of the Q3’s ride characteristics to those of the new VW T-Roc, a size under.
Inside is quiet and refined, and all of the Q3’s features are ergonomic and easy to use to the point where you take it for granted. But with the Sportback’s cropped rear window, seeing out the rear isn’t as easy as it is in the regular Q3.
The engine has sufficient power when the boost, and subsequently peak torque, sets in, the trouble is this can all happen very suddenly.
There’s a delay when stomping on the go-pedal, which is replaced a full second thereafter with a surge of torque. It takes a bit of getting used to working in a moment of restraint while you wait for power to arrive.
Get impatient, and the Q3 will simply spin its wheels off the line. It’s not a problem isolated to this car, but one I also found in other VW Group vehicles with similar drivetrains. The Tiguan comes to mind.
A neat trick is setting the Q3 into the sportier ‘Dynamic’ mode and then switching the transmission from ‘S’ to the regular Drive. This gives you the best of a more responsive powertrain without having the transmission hang around in gears for too long.
The six-speed can still be caught out fairly easily as it tries to be ‘smart’ about its changes to a fault. I wonder how well its computer would go about learning your driving patterns long-term.
All up, the Q3 offers a nice balance of SUV comfort and hatch-like sportiness thanks to its light frame. The turbo engine has its small issues, but there are no red flags here for urban commuters.
The Akera has a bunch of safety features that are always great to have on a family SUV and a standout is the 360-degree camera system. It’s super clear and well-positioned on the dashboard for easy viewing.
Standard safety items on the Akera include LED daytime running lights, blind-spot monitoring, rear cross-traffic alert, lane departure alert, lane keeping aid, a head-up display, adaptive cruise control, a driver fatigue monitor, AEB, forward collision warning and traffic sign recognition.
The previously awarded five-star ANCAP safety rating for this model has just expired and models built from January 2024 onwards are thus unrated. The CX-5 features six airbags, which is a little low for a family car but I like how many safety features this has overall.
There are ISOFIX child seat mounts on the rear outboard seat positions and three top-tethers but two seats will fit best. Front occupant comfort is compromised when a 0-4 rearward facing child seat is installed.
The Q3 has a maximum five-star ANCAP safety rating (awarded in 2018) which covers all variants.
The advanced safety systems standard on the Launch Edition include auto emergency braking (up to 250km/h, detects pedestrians and cyclists up to 85km/h), lane keep assist with lane departure warning, blind spot monitoring, rear cross traffic alert, adaptive cruise control (with stop and go function), and driver attention alert.
Several of these items, like the adaptive cruise are not standard on the base car and require an optional ‘Comfort Package’. Tick that box if the Launch Edition is sold out by the time you’re reading this.
Expected safety inclusions are six airbags, electronic stability and brake controls, and hill assist systems..
The CX-5 comes with a five-year/unlimited km warranty, which is average cover for the class but some of its rivals offer longer terms.
There is a five-year, or up to 75,000km capped-price servicing program and services average $423 per workshop visit, which is competitive.
Servicing intervals are reasonable at every 12 months or 15,000km, whichever occurs first.
Audi’s standard warranty offer of three years and unlimited kilometres is annoyingly short, but not unexpected from a premium brand.
The pressure is on though, with Mercedes-Benz and newcomer, Genesis, now offering five years of warranty coverage, as well as Japanese stalwart Lexus offering four years.
Audi was even considering making a promotional five-year unlimited kilometre warranty permanent at the time of writing, so hopefully that has come to pass by the time you’re reading this review. Time will tell.
Where Audi makes ground back though is its very competitive service pricing. We’d strongly recommend bundling in an Audi ‘Genuine Care’ service plan at the time of purchase which will make your servicing much cheaper.
Three years of servicing for the Q3 under this scheme is $1610, while five years is $2630 it’s worth it. All Q3s require servicing once every 12 months or 15,000km.