2017 Mazda CX-5 vs Subaru Forester

What's the difference?

The new CX-5 has certainly picked up where the old one left off, and is better in every way. The new diesel is a cracker and the safety package belongs on a much more expensive car. 

Mazda has lead the way for so long and the CX-5 was such an accomplished car, a face-lift barely seemed necessary. While it's not all-new from the ground up, this is the kind of thing Mazda has taken to doing really well - every time we drive a freshened-up machine, it's those little details that add up to the feeling a lot of work has gone on to build on a solid base.

And with this diesel engine, the big wheels and those sharp looks, the CX-5 has something for pretty much everyone.

The Forester is a very solid, uncomplicated car. It does a lot of things very well and nothing badly. The range is wide and varied with petrol, diesel and turbocharged boxer fours, but the pick  has to be the 2.5i-S. Equipped with the EyeSight safety system, the engine best-suited to the transmission and an unstressed demeanour, it's got the goods as an excellent family SUV.

If the first CX-5 impressed with its understated good looks, the new one goes further by being a very pretty car. Mazda's 'Kodo' design language looks good at just about any size, but this latest evolution puts the CX-5 in genuinely beautiful territory.

The slimmer headlights work well with a longer-looking nose and a body that looks more pulled down over the wheels. Despite bearing more than a passing resemblance to the old car, all the panels are new and that's partly because a shift of the A-pillars of just 35mm was enough to make everything move.

The cabin has come in for a much bigger change. There wasn't a great deal wrong with the old one, but it was feeling a bit old, and some of the materials weren't quite there. As ever, the CX-5's first generation launched into a completely different, rather more sparse segment. With competition from all sides, the new interior had to deliver a more premium feel.

With improved plastics and fittings, a more cohesive design (something simple like consistent fonts go a long, long way to giving that impression) and the sort of detail improvements I've come to expect from Mazda, the new interior is lighter, feels better, and looks better. Job done.

Having said all of that, I can't really recommend the white leather. It looked pretty good with the red exterior and well-judged interior materials, but it's unlikely kids will be kind to it.

More than any other car in the segment, the Forester's exterior design tells the story. A big, boxy unit, the Forester's external dimensions give you a good idea of its generous interior space. Despite its size, it's never an imposing sight on the road.

The Forester's off-road capabilitiy is among the highest in its class. The front bumper sits high off the ground to maximise the approach angle (23 degrees), the rear bumper the same, for 25 degrees, and a 20 degree rampover angle is a result of the 22cm ground clearance. The owner’s manual lists the wading depth as 360mm and says the water “shouldn’t reach the undercarriage of the car”.Lower in the range, the slim side skirts are minimal and fitted to the door (unpainted on some models) to avoid muddy calves.

Inside is a huge cabin, with lofty headroom and lots of glass for a good view out. How many seats? Five, and they're all reasonably comfortable if a bit slippy in cars with leather trim. No Forester has a third row, despite looking like it might fit. Rear legroom is excellent and six footers (and over) are quite happy in the rear. Our interior photos show a big, airy space, with room for people and their things. Avant garde it is not, but it's a practical, easily cleaned interior that's focused on usability.

The driver is almost assaulted with information. As well as the comprehensive dashboard, there's a second information screen higher up, delivering various extraneous information and, of course, an electronic gyroscope for the off-road fans.

Never a class-leader in the spaciousness department, this CX-5 is still at the rear of the pack, but it hardly seems to matter. Boot space is up by 39 litres to 442 (VDA) with the seats up, tripling to 1342 litres with the seats down. The seatback is split 40/20/40 and you can drop each section individually, which is unusually generous.

The CX-5 has four cupholders (a pair up front and a pair in the rear centre armrest), a tray for your phone, bottle holders in each door and vents for the rear seat. Courtesy of a new higher centre console, the storage bin is deeper and also hides two USB ports.

The new car isn't any bigger, so the rear door aperture is still on the tight side compared to, say, Volkswagen's Tiguan or Hyundai's Tucson. It doesn't seem to bother owners I've spoken to, but it's worth noting. 

Once you're in, there is plenty of leg and headroom for rear passengers, providing the driver or front passenger isn't a Canadian Redwood.

The storage space is protected from prying eyes by a retractable blind, kind of like a tonneau cover on a ute. Luggage capacity starts at 422 litres with the rear seats up and 1474 with them down. While the boot dimensions seem modest, it's a good shape and will take plenty of luggage. In addition to the boot space, you've got roof rails for those awkward extras.

If there are four passengers on board, each will benefit from a cup holder - two up front, two in ther rear while each door will hold a small bottle. The glovebox holds the hefty set of books that come with the car, including the almost inch-thick owner's manual.

The Forester range covers a lot of ground. How much a Forester costs obviously depends on the standard specification list and the accessories fitted. In this review we'll cover the RRP cost before on-roads, as opposed to drive-away price, which is listed on Subaru's website.

There are seven distinct trim levels - 2.0i-L ($30,240), 2.5i-L ($33,240), 2.0D-L ($33,740), 2.5i-S and 2.0D-S ($39,740), 2.0 XT ($41,240) and 2.0 XT Premium ($48,240). The TS sport edition is not currently in the line-up - that car had a more aggressive look with front spoiler, rear spoiler, modified suspension and was based on the XT premium package spec list, minus the sunroof.

The car is available in eight colours, all of them at no cost. They include Crystal Black, Quartz Blue, Sepia Bronze (a light metallic brown), Jasmine Green, Dark Grey, Venetian Red, Ice Silver and Crystal White. Fans of yellow are, sadly, out of luck.

It's 2017, so no Forester runs on 16-inch alloy wheels, the entry level 2.0i-L opening the bidding with 17-inch rims front and rear. Standard features include dual-zone climate control air-conditioning, a six-speed manual or CVT gearbox, remote central locking, Subaru's Starlink infotainment on a 7-inch multimedia touch screen, cruise control, AM/FM radio, CD player, bluetooth and what Subaru calls a temporary spare wheel.

Working your way up the range, the manual disappears (except on diesel models) and you'll pick up things like leather, 18-inch alloys, power tailgate, automatic door lock as you pull away, rain-sensing wipers, LED headlights, daytime running lights, panoramic sunroof, GPS navigation system, keyless entry, push-button start, performance suspension (in the XT) and a basic tool kit for tyre changes.

Unlike the old days, traditional driving lights aren't part of the list, nor are HID, projector or xenon lights. It's halogen or LED these days, with fog lights on some models.

The sound system is run by Subaru's Starlink software with between six and eight speakers, depending on the model. You can connect your iPhone or Android phone through the two USB ports but the interface is a bit old school and sometimes it's easier to use the phone itself, which is obviously not ideal. Or safe.

There are many, many dealer-fit accessories available, including, darker window tint, roof racks, rubber floor mats, boot liner, front spoiler, tow bar - the list goes on.

Aftermarket suppliers abound and can fix you up with things like a cargo barrier,  a rear diffuser, additional underbody protection, a bigger rear spoiler, side steps, all manner of bodykit fitments, a snorkel, bull bar, nudge bar, seatbelt extender and, of course, a subwoofer.

There are a few gadgets missing, even at the top of the range. You won't get a heated steering wheel, Android Auto, Apple CarPlay, CD changer, DVD player, air suspension, DAB, limited slip differential or homelink technology.

Where are Subaru Foresters built? Glad you asked - Japan.

For more detailed information to compare Subaru Forester models, check out our model snapshots.

The 2.2-litre 'SkyActiv' diesel is the only turbo in the range, for now at least. Developing 129kW and a very decent 420Nm, it has a portly 1744kg to move. Power reaches the road through all four wheels via a traditional six-speed automatic.

The diesel is also fitted with technology to reduce the clatter reaching the cabin, start-stop tech and Mazda's 'G-Vectoring Control'.

Towing capacity is rated at 1800kg for braked trailers and 750kg unbraked.

The Forester is available with a range of horizontally opposed four-cylinder units, a lovable Subaru (and Porsche) quirk that gives them their unique sound. The engines vary in size, type and fuel - a 2.0-litre, a 2.5-litre, a 2.0-litre turbo petrol and a 2.0-litre turbo diesel. Every one of your choices is all-wheel drive (or, depending on how you were brought up, 4x4), meaning no front-wheel drive or 4x2 versions.

The 2.0-litre naturally aspirated four produces 110kW at 6200rpm and 198Nm at 4200rpm and is paired exclusively with the manual. Moving up to the 2.5-litre, the ratings improve to 126kW at 5800rpm and 235Nm at 4100rpm, but it's CVT only. Both of these engine specfications run on standard unleaded and feature stop-start.

Next up is the diesel, producing 108kW at 3600rpm. The torque specs are the eye-opener here, with 350Nm available from 1600rpm to 2400rpm. A diesel particulate filter ensures a clean exhaust even under load.

At the top of the range is the 2.0-litre turbo petrol in the XT pair - 177kW at 5600rpm and a diesel-equalling 350Nm, but delivered at 2400-3600rpm.

You won't be tossing up between auto vs manual on all Foresters - only the 2.0-litre petrol or 2.0 diesel have a six-speed manual transmission option. Subaru is not a fan of a "normal" automatics, preferring to fit a continuously variable transmission, or CVT. Depending on driving style, the CVT impersonates a six-speed or seven-speed auto.

Also not available are EV or plug-in hybrid versions (no room for a battery) or LPG. 

The gross vehicle weight is rated at a tick over two tonnes, with a further tonne added when towing.

Oil type is dependent on which type of fuel the engine drinks. The question of timing belt or chain is an easy one - all of them have a low-maintenance timing chain for for improved durability, and to avoid the reliability issues related to unserviced rubber-belted engines.

A scan of the usual internet forums yielded little in the way of diesel-engine problems.

Towing capacity differs between the naturally-aspirated and turbo models. 2.0 and 2.5 petrols can drag 1500kg with a braked trailer and 750kg unbraked while the 2.0 turbo diesel and 2.0 turbo in the XT can pull 1800 braked and 750kg unbraked.

Performance figures differ across the range. The 2.0i does the 0-100 sprint in around 10.6 seconds, the 2.5i slightly quicker at 9.9, with the XT dropping below eight seconds.

The gross vehicle weight is rated at a tick over two tonnes, with a further tonne added when towing.

The sticker on the windscreen reckons you'll get 6.0L/100km on the combined cycle while exhaling 158g/km of CO2. With a 58-litre tank, that suggests a range just short of 1000km. And you know what? You might be able to do that if you don't spend too much time in traffic.

Mazda's 'i-stop' technology meant that over three weeks, we averaged 7.8L/100km in mostly urban and suburban driving. While that's a bit above the combined figure, it's not far off the urban number, 7.0L/100km.

Fuel-consumption figures are important to many buyers. Each Forester has the same tank capacity of 60 litres.

The 2.0i's combined figure is listed at 7.2L/100km, while the 2.5 returns a claimed 8.1L/100km. Peter Anderson's long-term 2.5i-S is returning 10.2L/100km in mixed driving, diving to 9.0L/100km in highway running.

Stepping up to the turbo petrol, the combined consumption nudges to 8.5L/100km, probably to do with the fatter torque figure. Our most recent run in the XT saw a return of 11.4L/100km. 

The diesel vs petrol argument is unlikely to be settled on horsepower or torque but by diesel fuel economy - the oil burner delivers a claimed 5.9L/100km (manual)/6.6L/100km (CVT) .

The CX-5 has always been at or near the top of the medium SUV heap when it comes to the drive. The same couldn't be said for overall refinement. The old car suffered quite a bit from a classic (and fading) Mazda fault - cabin noise. The front suspension was the worst offender, with every bump, thunk and pop reaching your ears, along with tyre roar. 

It wasn't insurmountable - you could just turn up the stereo - but around town you got used to a cacophony of noise.

The new CX-5 - as with most major updates - has changed all that. While the underbits have barely changed (testament to the popularity of the car and the quality of its fundamentals), every spare gap has been filled with noise deadening materials, there's more carpet and just more stuff to reduce the racket. While it's not exactly silent, it's not far off the Tiguan, which is arguably the class benchmark.

As before, it's a lovely thing to drive. Easy-going but accurate steering, a firm but compliant ride (this car is not intended for off-roading) and a responsive transmission all combine to make life very relaxed behind the wheel.

The star of this car is the 2.2 diesel. Quiet, smooth and distinctly un-diesel in its aural character (inside at least), it makes the CX-5 a proper all-rounder. It cruises at speed in sixth, overtakes with just a little bit of toe pressure and is quite frugal, coming reasonably close to matching its claimed figures. Around town there is little lag to deal with and the power comes on nice and smooth.

The only complaint we had was that the blind spot monitor is perhaps a little over-enthusiastic, seemingly beeping every time we used the indicator to change lanes.

First impressions of the naturally aspirated Foresters are good. The electric power steering is light, but weights up in the corners for that bit of extra feel. The car isn't afraid to roll, but it's well-controlled.

While you wouldn't call them all-terrain tyres, the Foresters standard rubber will contribute to reasonable off-road performance, if not the quietest when it comes to noise. There is good grip available on road - the all-wheel drive certainly helps there - but when you're on the slippery stuff, the tyres come into their own.

When you're entering challenging terrain, the 2.5i cars and up have an X-Mode switch. Rather than a traditional diff lock, X Mode controls the behaviour of the various diffs to handle mud and moderate rock-hopping. You can activate at speeds of up to 40km/h.

Manual cars - and there are very few of those - have Subaru's traditionally firm clutch.

With the exception of the XT, none of the Foresters offers startling acceleration figures, but once you're up to speed, there's enough pulling power to keep things calm on the freeway. The surge of torque in the turbo seems to occasionally overwhelm the CVT, which is much happier in the 2.0 and 2.5 cars.

You'll see plenty of Foresters hauling trailers and we've certainly filled the 2.5i-S long-termer with all manner of things, and its load capacity continues to impress.

On the move, the Starlink system is blessed with a snappy interface, but unfortunately the software itself isn't too flash. The sat nav that comes with Starlink is basic but perfectly usable.

Despite its all-wheel drive and larger wheel sizes, the turning circle is 10.6m, which will let you get away with a U-turn in most suburban streets.

Lower in the range, the front seats aren't particularly comfortable on long drives - they're really flat in the base and don't have much support, particularly in corners. Even the "luxury pack" XT Premium doesn't have particularly sporty seats, so if you get a bit ambitious, you might have to hang on.

The reversing camera is handy, but without rear parking sensors, you won't know what's out of the camera's radius.

The Forester's safety features contribute to a five-star ANCAP rating. All cars have front and side airbags, and a reverse camera but oddly enough, no parking sensors, front or rear. There is also hill start assist, hill holder/hill start assist and descent control.

Also standard are ABS, ESP stability program, traction control and seven airbags (including driver's knee airbag).

The Vision Assist package brings a blind-spot monitor, lane-change assist, auto high beam and rear cross traffic alert, available on the S and XT models.

Also available on models S and up (except for the diesel manual) is Subaru's own EyeSight system, which  adds lane-departure warning to warn of an unintended drift or lane change, active cruise control, forward collision warning and forward autonomous emergency braking.

The kids are looked after with three top-tether child seat anchor points and two Isofix points, so either style of baby car seat is well-catered for.

Mazda's three-year/unlimited kilometre warranty is part of the CX-5 package, along with capped price servicing. Roadside assist is offered at $68.10 per year.

Your dealer will expect to see you every six months or 10,000km and will charge you between $317 on three of the five scheduled services, $387 for the second and $359 for the fourth. Extra items include $69 for the cabin air filter (every 40,000km) and $64 for brake fluid every 40,000km or two years.

Foresters come with a three year/unlimited kilometre warranty and one-year roadside assistance. An extended warranty is available occasionally during promotions. It won't be difficult to convince a dealer to sell you one, but it may not be a Subaru factory warranty.

You can keep your maintenance costs in check with capped-price servicing across the range. All the details are published on the Subaru website.

Resale value appears reasonable - trade-ins seem to fetch arond half of the orignal purchase price, with private sales fetching over 60 percent of the new-car price.  

Again, a good look across the internet failed to uncover any common faults, problems, complaints or issues. Similarly, reports of suspension problems and gearbox issues are few and far between.