2025 Mazda CX-5 Road Test and Review

2025 Mazda CX-5 Carbon Edition ・ Photo by Brady Holt

Mazda’s best-selling vehicle is also one of its oldest. That’s the Mazda CX-5 compact crossover, which hasn’t gotten a major overhaul since 2017. 

Drawn to its attractive styling and sporty yet premium flavor, customers keep returning to the CX-5 over the brand’s newer models. These include the more affordable subcompact CX-30 SUV or Mazda3 economy car; its swanky CX-70 and CX-90 mid-size SUVs; and even the similarly sized, similarly priced, and much fresher CX-50 compact crossover. Only the Mazda MX-5 Miata two-seat roadster has gone longer since a redesign than the CX-5.

Next year, Mazda will roll out a redesigned CX-5. But we just spent a week testing the outgoing 2025 model to see if it’s still holding up well against fresher competitors. Keep reading to learn more about the 2025 CX-5’s pros and cons to see if it’s still worth your money in the compact crossover segment. 

Well Equipped Below $30,000, or Luxe It Up

The 2025 Mazda CX-5 starts at a sticker price of $28,770. That’s quite reasonable for this segment these days, especially considering the CX-5’s generous standard equipment. That includes all-wheel drive, which costs more than $1,000 extra on most rivals. Other high-end amenities provided at no extra cost include 17-inch alloy wheels, rain-sensing windshield wipers, push-button starting, blind-spot monitoring, and adaptive cruise control. 

The next two trims are even better values. The Select, $30,100, has leatherette upholstery, heated front seats, a power-adjustable driver’s seat, automatic climate control, and six speakers instead of the base model’s four. The Preferred, $31,450, has genuine leather, a moonroof, a power liftgate, a power passenger seat, and better gas mileage. You can also get the Carbon Edition like our test vehicle ($32,800), with bigger 19-inch wheels; a more sophisticated infotainment system; and a 10-speaker stereo; or the Premium Plus ($35,300) with ventilated front seats, a heated steering wheel, heated rear seats, and a head-up display. 

Mazda also lets you luxe it up with one of three CX-5 Turbo models. In addition to a bigger engine, these also unlock some exclusive features – like Nappa leather and a surround-view parking camera. The CX-5 Turbo costs $37,200 for the Carbon Edition and as much as $41,080 for the top-trim Signature. These days, that’s not unreasonable for a fully optioned compact crossover even without accounting for an extra-cost engine option. However, you can’t get some of today’s popular options like a panoramic sunroof or the ability to use your phone as a key. 

2025 Mazda CX-5 Carbon Edition ・ Photo by Brady Holt

Aging Beautifully Outside

Mazda hasn’t meaningfully changed the CX-5’s exterior since 2017, and it has sold nearly 1.5 million units during that time. Lucky thing it’s such a fetching crossover. 

Slim headlights and taillights decorate the hunched-forward body. It looks smaller than its competitors even when it isn’t. You can’t make an SUV that looks like this if you’re trying to eke out every cubic foot of interior space, and Mazda decided not to play that game. The CX-5 also isn’t coated in bulging, creases, or slashes; some people will find this bland, while others will consider it tastefully restrained. 

Finally, some people will wish for a more SUV-looking SUV. Mazda saves rugged off-road cues for the boxier, similarly sized CX-50. The CX-5 is all about looking good on the pavement, though it’s just as capable in mud or snow as the typical competitor. 

2025 Mazda CX-5 Carbon Edition ・ Photo by Brady Holt

Attractive Inside, Too

The CX-5’s dashboard design has mostly aged well, too, to our tastes. Mazda adopted a minimalist approach that placed some key buttons and knobs on the center console between the front seats, which cleans up the dash. And the dash is mostly well-finished with better materials than some rival compact crossovers. 

We hope you like Apple CarPlay and Android Auto, though. The 10.25-inch infotainment screen supports both, and both are better than the Mazda’s native infotainment system. This infotainment display is starkly plain – great if you prioritize a low-key digital experience, but it presents only a little information at a time. To see anything else, you have to work your way through menus using a scroll wheel on the center console. Touchscreen capabilities work only when you’re in CarPlay or Android Auto, which also let you use your phone’s apps on the screen. Starting with the Carbon Edition, Mazda lets you connect wirelessly to your phone to use CarPlay and Android Auto; base models make you plug in. 

Next year’s CX-5 will go in a different direction: a massive touchscreen and few physical controls on the console or anywhere else. We look forward to trying it out, but we haven’t usually liked this approach, either. Some rivals are better at balancing a big-screen experience with simple buttons and knobs for core functions. 

2025 Mazda CX-5 Carbon Edition ・ Photo by Brady Holt

Not the Roomiest Cabin

Another CX-5 downside to some customers is its modest rear legroom and cargo space. This isn’t a cramped SUV, but it’s less expansive than most other leading compact crossovers. 

Up front, you’ll find comfortable and supportive seats with a cozier feel than some rivals. Some people will appreciate this small-car feel, while others will prefer a more open, airy competitor. But no one will pick the CX-5’s back seat over a Honda CR-V or Kia Sportage. While tolerable, the Mazda has no extra knee clearance unless the front seats scoot well forward. And while the cargo hold is fine for many people, it’s among the smallest in the class: 29 cubic feet behind the rear seat and 59 cubic feet with the rear seat folded. (Mazda promises more space in the 2026 CX-5.)

This year, all but the base model have heated front seats and a power driver’s seat, while ventilated front seats, a heated steering wheel, and heated rear seats arrive on the $35,300 Premium Plus model. 

2025 Mazda CX-5 Carbon Edition ・ Photo by Brady Holt

Drives Small, Too

One of the CX-5’s enduring qualities is its sporty driving flavor. We’ve enjoyed a few rival crossovers even more, but there’s no denying that the CX-5 has sharper handling moves than most competitors. We felt this the most when pushing the CX-5 hard – past the comfort zone of some superficially sporty competitors. Still, it’s comfortable and easy to drive even if you’re not looking for thrills. 

The available turbocharged engine also delivers more speed than most competitors. This 2.5-liter four-cylinder makes 227 horsepower and 310 lb-ft of torque on regular-grade fuel and 250 hp and 320 lb-ft when you use premium gas. This engine’s whirring sound never struck us as invigorating, but the turbo CX-5 is quicker than most rivals. We most recently tested the base engine, a non-turbo 2.5-liter making 187 hp and 185 lb-ft of torque – nothing special for the class. This engine growls while a few competitors wheeze, which is appropriate for a sportier car. But it doesn’t deliver any thrills in a straight line. The 2026 CX-5 will drop the turbo and keep only this base engine. 

2025 Mazda CX-5 Carbon Edition ・ Photo by Brady Holt

Reasonable Mileage

With the non-turbo engine and a start-stop system – which automatically turns the engine off at idle – the CX-5 gets an EPA-estimated 26 mpg in the city, 30 mpg on the highway, and 28 mpg combined. That’s class-competitive for an all-wheel-drive compact crossover. (You can’t opt for a more economical front-drive model, though.) So equipped, our test vehicle edged out the EPA estimate to average 29 mpg in a week of mixed driving. 

The base and Select trim levels skip the start-stop system, which crashes EPA ratings to 23 mpg city, 29 mpg highway, and 25 mpg combined. That’s pretty lousy for a compact crossover with well under 200 horsepower. However, we’re cautiously optimistic that the EPA tests overstate the real-world impact of losing the start-stop system. We also know many owners switch off these systems anyway, mistrusting the car to fire up quickly enough when they’re ready to go. (We had no complaints with the start-stop in our test car.) 

The turbo CX-5 meanwhile gets an EPA-estimated 22 mpg city, 27 mpg highway, and 24 mpg combined. As we said, you can run it on regular-grade 87-octane fuel for a slightly lower power output – we certainly would, given the high cost of premium. The last turbocharged CX-5 we tested beat its EPA ratings to average 27 mpg in a week of driving that skewed toward open highway. 

2025 Mazda CX-5 Carbon Edition ・ Photo by Brady Holt

CX-5 vs. the CX-50

As we’ve mentioned, Mazda sells two similarly sized, similarly priced compact crossovers – the CX-5 and the CX-50. Here’s how we’d choose between the two. 

The CX-50 has a slightly richer-feeling interior to us, along with a wider range of interior color options. It has heavier and more responsive steering, which suits the sporty handling well but also makes the car less relaxing to drive. The CX-50 also has a fuel-sipping gas-electric hybrid option that’s not available on the CX-5. And after this year, it will continue offering the turbo engine that the CX-5 is discontinuing. 

The CX-5 has a lower starting price, since the CX-50 opens at the Select level. It also has smaller wheels (19 inches versus 20 inches) on upper trim levels, which gives it a smoother ride and likely cheaper tire replacements. Some owners also feel more peace of mind from the Japanese-built CX-5 over the U.S.-built CX-50, while others prefer to support American auto production. 

The good news is that it’s easy to test drive both these sporty, upscale SUVs at the same dealership and see which one suits you better. 

2025 Mazda CX-50 Hybrid ・ Photo by Brady Holt

CX-5 vs. the Competition

Both the CX-5 and CX-50 face some tough challengers. One of our favorites among sporty, premium crossovers is the newly redesigned Volkswagen Tiguan. It’s peppy, luxurious, and fun to drive, yet also roomy and reasonably priced. It’s less economical than the CX-5, though, and it's not as sporty-looking to us. And the Mazda costs less. 

Another budget-priced fun crossover is the widely overlooked Dodge Hornet. It’s enthusiastically quick and agile. And thanks to slow sales, it’s often available at massive discounts. However, the infotainment system was buggy in both Hornets we’ve tested. The Dodge’s “go-go-go!” driving experience isn’t for everyone. And gas mileage isn't great unless you opt for a pricey plug-in hybrid.

Finally, we think driving enthusiasts will also be pleasantly surprised by the humble Honda CR-V. It’s best known for roominess, fuel economy, and easy-to-use controls. But its steering and handling are pretty alert, too. And the available hybrid powertrain delivers agreeable acceleration along with great mileage. 

2025 Volkswagen Tiguan SEL R-Line ・ Photo by Brady Holt

Still Great for the Right Buyer

The 2025 Mazda CX-5 isn’t roomy or cutting-edge modern. But it’s easy to see why people still flock to it. 

The CX-5 looks and feels like an upmarket product, even as it’s well equipped for the money. Other competitors do have advantages – especially if you’re interested in maximum interior space, a high-tech digital experience, or gas-electric fuel efficiency. And the CX-50 is a strong in-house rival. But even in its final year on the market, the 2025 Mazda CX-5 offers style, luxury, and performance at a steal of a price.  

2025 Mazda CX-5 Carbon Edition ・ Photo by Brady Holt