Genesis GV70 vs Mazda CX-5

What's the difference?

The GV70 was already a pretty good thing, and aside from some small annoyances in the new safety tech, the update has made it a better car to drive.

It’s quieter, packs a few more features in, and still looks stylish and stands out on the road.

Even with its price increasing, its value is hard to deny, especially when it comes to post-purchase ownership.

It’s hard to say if the update will entice more customers away from rivals, but the GV70 continues to earn its place as Genesis’ most popular model.

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

If you’re familiar with the GV70 the design changes aren’t going to seem revolutionary, but they do add a bit of subtle distinction.

For example, new 'Micro-Lens Array' headlights come in a slimmer design. Plus they bring more function, like a welcome light sequence.

They flank a tweaked grille with a 'dual weave’ mesh, plus the bumper has been altered for a low, wide look.

Even the Genesis logo is a bit different, now as a flat imprint.

There are new wheel designs, sizing of course depending on variant, as well as whether some of the trim comes in dark chrome or not.

At the back, the exhaust mufflers are hidden behind a redesigned bumper (unless you’ve got a Signature Sport) and there’s a new rear spoiler with lighting that complements the new tail-lights.

Inside, the styling hasn’t changed massively, either. 

There are some updated materials and new trim garnishes, but the biggest updates are more functional than visual.

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.

Of course, it’s hard not to spot the giant 27-inch integrated multimedia and driver display unit, its OLED screen similar to other plush models in the Genesis and Hyundai range.

While the move to make more functions screen-based rather than using physical buttons can be a little annoying, the system here is still easy to use and there’s a climate control panel, so not too much messing around in menus. 

There’s a bunch of other stuff carried over from before, like the huge sunroof and the fact the front seats are heated and ventilated. And they’re proper leather.

From the wireless phone charger to the ambient lighting, the interior is stacked with bits and features that aim to make the cabin feel extra comfy.

The storage and space feels well thought out, there are plenty of places to put things and you don’t feel cramped, even in the second row.

Behind that, there’s a 542-litre boot which is in the same ballpark as the X3, NX and GLC.

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.

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.

While the GV70 is now all-wheel drive only, two engine options remain. 

All three variants can be had with a turbocharged 2.5-litre four-cylinder petrol engine that makes 224kW and 422Nm, driving all four wheels via an eight-speed automatic transmission.

It carries over from before the update, as does the twin-turbo 3.5-litre V6 which makes 279kW and 530Nm and uses the same transmission.

The V6 isn’t available in the base Advanced grade, and while its outputs aren’t sky-high compared to the four-cylinder, it has a much thicker peak-torque band.

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.

Genesis claims the GV70 will sip 10.3 litres per 100km of driving in four-cylinder guise, or 11.3L for the V6, both tested under the standard combined (urban/extra-urban) cycle.

The GV70 needs at least 95 RON fuel but is E10 compatible, and has a 66-litre fuel tank.

During the launch drive, we didn’t get a chance to properly test fuel consumption but noted the trip computer for the four-cylinder showed 12.1L/100km since its last reset 1400km prior.

With that figure, you could expect to travel about 540km in the four-pot (likely a little less in the V6) before needing to refuel, though theoretically there’s 640km of range in the tank for the four, and 580 in the V6.

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.

On the road, the updates might not be immediately obvious depending on which GV70 variant you’re in.

While it was already a capable and comfortable thing, I can’t recall having noticed in the past specifically how quiet the GV70 is when moving, and that’s something the update seems to have improved.

Even on some of the rougher roads, the active sound cancelling and physical noise and vibration improvements are certainly noticeable.

As before, the 3.5-litre V6 is a sturdy unit. It doesn’t feel like it’s working too hard but gets things moving quickly enough that it doesn’t feel lazy, either.

Cars fitted with the V6 also get slightly better suspension, adding to the quiet nature of the cabin and providing a refined ride that Genesis should be proud of.

The four-cylinder needs a little more encouragement, but it’s no slouch, either, even if it doesn’t sound quite as nice or come with the same upgraded suspension.

Dynamically, the GV70 feels a little bit muted, but no less capable because of it. Steering is light and a little numb, but that’s okay, it’s not really trying to be a sports car.

In sharp, twisty roads, the GV70 will let you get away with slightly more than you expect, but once you start approaching the limit will gently let you know you’re headed for danger if you push too much further.

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 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.

Genesis has a five-year, unlimited kilometre warranty which is about standard for the industry, and relatively good for a premium brand.

It gets better, though.

The brand offers a generous five-year or 50,000km complimentary scheduled servicing plan with 12-month or 10,000km intervals.

And there’s more.

Genesis offers 10 years of free roadside assist if you service your car with Genesis (it’s five years otherwise), and there’s five years of Genesis’ concierge and courtesy vehicle program.

Not needing to pay for anything for at least five years is a slam-dunk when it comes to ownership prospects.

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.