2026 Mazda CX-5 Review

The 2026 Mazda CX-5 has been overhauled, with updated styling, more cargo space, and new features — although its infotainment and function changes may not be as popular with some.

The CX-5 comes in five trim levels starting with the GX at $38,495, including a non-negotiable delivery fee of $2,195. My tester was the next-step-up GS at $41,395, while the GT trim is $44,395, while available packages make it more expensive. Notably, the previously-available turbocharged engine is no longer offered, but a hybrid is expected, likely for 2027.

Styling: 9/10

The new CX-5 is an evolutionary update on the exterior from before, with a taller hood and wider track. The entry-level GX trim rides on 17-inch wheels, while all others have 19-inch rims. The cabin also received a makeover, with a redesigned centre console, new dash and steering wheel, and 12.9-inch centre screen, and with an even larger one making up part of the GT Premium package ($4,500).

Safety: 9/10

The United States National Highway Traffic Safety Administration (NHTSA) hadn’t yet rated the 2026 CX-5 at the time of this writing. The non-profit Insurance Institute for Highway Safety (IIHS) gave it its highest Top Safety Pick+ designation.

It got the top “Good” in all crash tests, including the updated moderate front overlap that now assesses potential injury to a rear-seat passenger as well as to those in front. It also got “Good” for its front collision mitigation system identifying vehicles and pedestrians, and “Good+” for how easy it is to use its child-seat tether anchors.

Standard driver-assist features include emergency front and rear braking, blind-spot monitoring and steering assist, lane-keep assist, driver attention alert, automatic high-beam control, adaptive cruise control, traffic sign recognition, front and rear parking sensors, and the back-up camera that’s mandatory on all new vehicles. The GT adds adaptive front lighting, while its Premium upgrade further adds surround-view cameras.

Features: 8/10

Items in the entry-level CX-5 GX include dual-zone climate control, rain-sensing wipers, push-button start, heated front seats, a 40/20/40 split-folding rear seat, 10.25-inch digital instrument display, and that new 12.9-inch touchscreen with voice control. It also includes Apple CarPlay and Android Auto, although you have to move up to my GS tester for those to be wireless.

The GS also adds a power tailgate, wireless charger, auto-dimming mirror, heated steering wheel, power-adjustable front seats clad in faux-leather and cloth, and a head-up display. The GT further adds leather-upholstered ventilated front seats, heated rear seats, premium audio, and satellite radio. The GT Premium upgrades that with a 15.6-inch touchscreen, panoramic sunroof, and hands-free tailgate.

User-Friendliness: 6/10

Up until now, the CX-5’s centre screen wasn’t touch-sensitive unless it was running either Apple CarPlay or Android Auto. Instead, commands were handled by console-mounted buttons and joystick, which could be awkward if you had to page through several menus or, if the voice command didn’t grasp what you’d said, spin the stick to slowly spell out navigation destinations. I never thought I’d ever miss that controller, and yet here we are.

Mazda defended non-touch because it said it reduced distraction, but that’s now this new screen’s middle name. Almost all hard buttons are gone, their functions moved into the screen with tiny icons and, in many cases, a need to page through sub-menus to find them. It’s possible to change the cabin temperature and some other operations by voice, but that didn’t work when I was running Android Auto. There’s not even a dial for stereo volume, just a flat tab on the steering wheel for the driver, and an onscreen icon for the passenger. Some automakers have been putting buttons back into their cabins, and here’s hoping Mazda rethinks this as well.

Practicality: 8/10

The CX-5 is a bit larger for 2026, and much of that goes to increasing the cargo capacity. With the rear seats up, cargo space increases to 954 L from 871; and those seats fold almost flat to provide 1,882 L, up from 1,680. The 40/20/40 seats also allow you to carry two passengers in the back while sliding longer items between them. There’s enough space for smaller items up front, but the twin console-box lids open sideways and each has its own release. Opening one of the narrow lids isn’t enough to get a hand inside, and Mazda should have made it one button that simultaneously opens both.

Comfort: 9/10

Front- and rear-seat legroom increases slightly over last year’s model, but even with a small decrease in rear-seat headroom, the CX-5 feels roomy for its size. Both sets of seats are also very supportive and comfortable, including during long drives. The ride is smooth, with bumps soaked up before they make their way inside.

Power: 8/10

All trims use a 2.5L four-cylinder, making 187 hp and 186 lb-ft of torque, mated to a six-speed automatic transmission and with all-wheel drive (AWD). It can get a little wheezy under hard acceleration at highway speeds, but it’s got enough power for most other driving tasks. The transmission shifts smoothly and doesn’t hunt for gears on hills. However, the engine can be noisy, even under moderate throttle load.

Driving Feel: 9/10

Mazda doesn’t restrict driving fun to its sportier models. While the CX-5 is obviously no MX-5, the steering is nicely weighted, quick, and responsive. It hugs curves and corners, with almost no body roll, and the brakes have a confident feel. This really is one of the better-driving entries in the compact crossover segment.

Fuel Economy: 7/10

Natural Resources Canada (NRCan) rates the CX-5 at 9.9 L/100 km in the city, 7.9 on the highway, and 9.0 combined; and it takes regular-grade gasoline. In my week with it, I averaged 9.5 L/100 km. It’s not far off some of its competitors but is still higher, such as the Hyundai Tucson at 8.8 combined; the Honda CR-V at 8.4; and the Subaru Forester at 8.3. All of those also come in hybrid versions, which the CX-5 may offer soon.

Value: 8/10

The CX-5’s starting price of $38,495 is more than the Subaru Forester at $36,490, or the Hyundai Tucson at $37,699; but less than the Honda CR-V at $39,075 in front-wheel drive, and $41,875 to match the AWD on those others. The Toyota RAV4 begins at $39,430 but is hybrid-only. The CX-5 GS tested here, at $41,395, is well-featured and with comparable power figures against these rivals (all prices including delivery).

The Verdict

The revamped 2026 Mazda CX-5 does a lot right: it’s great to drive and roomy, and the extra cargo space is appreciated. But it falls down with the new touchscreen, which might have been incorporated into a brilliant blend of high-tech and hard buttons, but instead went with a frustrating series of sub-menus and tiny icons. When you’re test-driving, be sure you’re as comfortable with that as with everything else in this model.