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The previous-generation Mazda CX-5 was quietly one of the best mainstream compact crossovers you could buy.
Competing against heavy hitters like the Toyota RAV4 and Honda CR-V, Mazda’s alternative drove better than the rest of them while sporting notably more attractive styling both inside and out. It delivered on the quasi-luxury-for-mainstream-money vibe Mazda has been working on, although it trailed its peers in one key area: outright space and practicality.
OK, that’s two areas, but the good news remains that the redesigned 2026 Mazda CX-5 addresses both courtesy of a bigger back seat and more cargo room. But Mazda also hasn’t messed with the driving dynamics that helped make the CX-5 so popular with the shoppers who care about such matters, delivering twisty-road handling that continues to punch above its weight.
On material merit, this would make the new CX-5 a home run, but it’s overshadowed by an interior that latches onto a trend other automakers are already starting to move away from.
Curb Appeal
On the outside, the restyled CX-5’s initial visual impression is good. The outgoing model was already an attractive item, and this new one doesn’t stray too far from the same look. There are some visual tricks at work here, but in the metal Mazda’s new compact crossover almost looks more compact than the old one despite being 100 mm (3.9 in) longer overall. The light signatures are thin and attractive, the little bumps in the fender garnish are inspired by Japanese woodworking, and the Mazda wordmark on the tailgate is in keeping with a widespread industry trend — but that’s not the one to be concerned about.
More Screen
Hop inside, and the headlining feature is the 15.6-inch touchscreen that comes in the top GT Premium. All other trims get a smaller-but-still-large 12.9-inch unit, but the experience should be basically the same as far as software. Accompanied by a 10.25-inch instrument display that’s informative and simple, the main touchscreen is large, responsive, and placed slightly right of centre so the steering wheel doesn’t cover any of it from the driver’s point of view.
It runs a Google-based operating system, meaning apps like Google Maps and Spotify can be accessed without a phone, but Apple CarPlay and Android Auto connect wirelessly in this top trim, for those who would rather use their own devices. The screen itself is — well, it’s fine. Mazda’s core interface feels thoughtfully put together, and the layouts make sense. What makes less sense, however, is the fact that Mazda has opted to replace the physical climate and audio controls of old with sliders on the screen.
For years, Mazda was criticized for being stubbornly anti-touchscreen, saddling its vehicles with an infotainment system that could often only be operated with a console-mounted controller instead. What we have now, though, can only be described as a massive overcorrection.
Even if you ignore the big screens and lack of physical controls, I’m not sure I’d call this cabin’s design and materials a clear upgrade over the old stuff. I get the minimalism that it’s going for, but it almost feels austere, especially in all black (various two-tone colour options can be had).
There’s a conspicuous lack of brightwork around the vents, the tops of the front doors are finished in hard plastic even in this top GT trim, the single-button touch-dependent steering wheel controls reek of cost-cutting, and, yes, the stitching doesn’t feel as nice as before.
It’s not all bad, though, because Mazda has, against all odds, equipped the new CX-5 with a gear selector that is completely and utterly normal. How quaint.
More Space
The big interior upgrade definitely worth celebrating is the added practicality. Rear legroom grows by more than 50 mm (2.0 in), while there’s more than 25 mm (1.0 in) of extra rear headroom. Sitting back there at 5-foot-8, there’s lots of room both in front of and above me to spare. Mazda is, in fact, claiming best-in-class rear seat room, while the rear door openings are noticeably larger now — music to the ears of anybody who’s tried to fit a child’s car seat in the back of the old one.
The cargo area is 50 mm longer now, with Mazda claiming a whole 200 L of extra room over the previous CX-5 with the 40/20/40 split-folding rear seats down. The load floor has been made lower, too, for easier loading and unloading. Whether you’re carrying lots of people or lots of stuff, the CX-5 no longer has the asterisk of compromised practicality hanging over its proverbial head as a counter for its class-leading handling.
On That Note…
Now in its third generation, the CX-5 continues to provide a driving experience that’s abnormally enjoyable for a mainstream compact crossover. Using the same chassis (albeit stretched) and suspension geometry as the old model, the 2026 CX-5 gets new shocks with different tuning that’s said to be inspired by the MX-5 roadster, a new wheel and tire package, and an updated torque vectoring program. The aim here was to “improve confidence and comfort in daily use” while maintaining the same level of fun and agility as before.
In this regard, Mazda largely succeeded. The steering is precise, responsive, and natural-feeling, as are the brakes. It’s reasonably happy being thrown around a winding road, and it does it all while being perfectly comfortable.
Base Engine
The one area holding it back from being a complete standout, however, is its launch powertrain. For its first year on sale, the 2026 CX-5 will only be offered with one engine: a naturally-aspirated 2.5L four-cylinder carried over from the old model. It makes 187 hp and 186 lb-ft of torque. Output travels through a six-speed automatic transmission, and all-wheel drive is standard.
Mazda claims slightly improved throttle response and transmission logic that both downshift more quickly and minimizes unnecessary shifts, but on the road, the powertrain simply feels basic — especially when you ask it to do anything beyond simple cruising. It isn’t slow-slow, but it’s definitely near the bottom end of what’s acceptable if you’d like to be able to pass on the highway without planning. Step on it with any sort of determination and it also becomes quite loud.
In fairness, if you’re coming from a previous-gen CX-5 with this same base engine, you’ll already know and presumably be OK with what you’re getting here. But if you already own the old turbocharged model or are cross-shopping this with any of its hybrid competitors, the motor will feel like a bit of a weak link. Thankfully, a hybrid setup is confirmed for 2027, and it will use Mazda’s in-house Skyactiv-Z powertrain. Wait for that one if horsepower and/or efficiency matter to you.
Get the GS
If you’re an early adopter who absolutely must have the 2026 CX-5 as soon as it drops, it’ll start at $38,495 for a base GX model including freight ($2,195). It gets eight speakers, a 12.9-inch touchscreen with wired Apple CarPlay and Android Auto connectivity, and heated front seats.
The $41,395 GS is expected to be the volume seller and adds a whole bunch of toys like a power tailgate, head-up display, leatherette upholstery, a heated steering wheel, wireless charger, wireless Apple CarPlay and Android Auto, a power driver’s seat with memory settings, vents for the rear row, roof rails, and 19-inch wheels.
The GT, meanwhile, costs $44,395 and rides on different 19-inch wheels. It also gets LED lighting front and back, gloss-black exterior trim, a 12-speaker stereo, leather upholstery, ventilated front seats, heated rear seats, two extra USB-C ports in the back, ambient interior lighting, and adaptive headlights. A panoramic sunroof can be added to the GT for an extra $2,000 while that big glass roof and the 15.6-inch screen are a $4,500 upgrade.
Throughout its lineup, the CX-5 undercuts both the Toyota RAV4 and Honda CR-V by several thousand dollars, although both come with more sophisticated powertrains; the RAV4 is hybrid-only now, while the CR-V is available with either a turbo motor or a gas-electric setup.
Final Thoughts
In the arena of compact crossovers, the competition is fierce and always improving. The 2026 Mazda CX-5 builds on an already-excellent, class-leading base (especially when it comes to driving dynamics) and is reasonably priced, but it feels a bit like two steps forward and one step back everywhere else.
Yes, it’s way more spacious than before, with loads of rear leg- and headroom, and the huge screens will wow you for the first month of ownership — especially if you’re coming from something more than, say, five years old. But as a user experience, the overreliance on screens will likely feel annoying — especially if you’re, say, coming from something more than five years old. And for this first model year, the basic engine on offer is fine if you’re fine with fine; less so if you’re accustomed to (or looking for) more.
If you’re looking for a user experience or powertrain that tangibly improves on the previous model, I’d recommend waiting for the 2027 CX-5 Hybrid or the inevitable mid-cycle refresh in which Mazda finds a reasonable middle ground when it comes to the whole touchscreen-versus-knobs approach. But as a conveyance you steer and sit in, the new CX-5 continues to be a segment favourite. It’s more fun than you think, and now perfectly usable as a compact family hauler.
