The third generation of the Mazda CX-5 is now a fact and, believe us, the Japanese engineers have done a job that deserves applause. When we first sat behind the wheel of the new 2026 crossover, we expected just evolution, because that's what the car looks like from the outside. Instead, we found a car that has grown not only physically, but also in character - more mature, more luxurious and still in love with the road. If the previous model was one of the best in the class, the new one is now even more refined and focused on comfort. Our team attended the first tests of the model, which took place in Spain, and here are our initial impressions of the new Mazda CX-5.
Exterior
Visually, the Mazda CX-5 retains its recognizable “Kodo“ identity, but it is now emphasized by larger proportions. The car has been extended by a full 10.3 cm, and the longer wheelbase not only improves stability, but also gives the silhouette a more authoritative presence. The front has received new curved and narrower headlights, which give a more modern and aggressive look. With a length of 4,689 mm and a width of 1,858 mm, this crossover now confidently enters even the territory of the upper segment, without losing its athletic lightness.
As for the technological aspect of the new Mazda, we should note that the body is a true engineering achievement, achieving 15% higher torsional resistance thanks to the widespread use of ultra-high-strength steels (1,500 MPa). The drag coefficient is optimized through active air flaps in the front grille and special aerodynamic panels under the car's floor, which direct the airflow for better stability. The headlights integrate 20 individual LED segments of the latest generation (Adaptive LED Headlights), which software-cut out oncoming traffic, providing maximum illumination without glare.
Interior
Entering the cabin, the first thing that struck us was the absolute silence. Mazda has made enormous efforts to soundproof – from moving the speakers to the base of the windshield (to eliminate the holes in the doors) to additional seals in the trunk. The space in the back is now actually usable; children can sit comfortably with backpacks in front of their feet, and the rear sill is designed as a step for easier boarding. The trunk has also been enlarged and offers one of the best functionalities in the class.
The big novelty, however, is the infotainment system with a huge touchscreen and built-in Google. We have to admit - the lack of physical buttons for the air conditioning and volume knob was initially not surprising. However, Mazda insists on keeping your hands off the wheel, so voice control and tactile buttons on the steering wheel are your new best friends, which somewhat compensate for this shortcoming.
The digital architecture of the cabin is driven by a new central processor with increased computing power, which allows the 12.3-inch touchscreen to respond without a millisecond of delay. The integration of Google Automotive Services means that navigation is updated in real time via a cloud structure, and the voice assistant can even control chassis settings. An interesting technological detail is the new “sound lens“ in the front of the dashboard, which directs the audio waves in such a way as to compensate for the acoustic losses caused by the glass surfaces. Overall, the interior has become more comfortable, and the materials and the assembly itself are at an even higher level.
Engine and driving characteristics
Under the hood of the model we tested, the familiar 2.5-liter naturally aspirated e-Skyactiv G engine works. With its 141 horsepower for the European market (and 187 hp for other regions), the unit feels more adequate than explosive. On the climbs we lacked a little more "thrust", but the throttle response in the city is sharper than ever.
Under the hood, engineers have applied fine optimization to the 2.5-liter e-Skyactiv G unit, emphasizing internal friction and the combustion process. By implementing a new variable valve timing system and improved piston geometry, the engine achieves higher torque at low revs, which allows the six-speed automatic transmission to maintain lower operating speeds at cruising speed. This not only reduces noise and vibration (NVH levels), but also improves energy efficiency, as the cylinder deactivation system now switches between two and four cylinders completely imperceptibly for the driver.
Our personal impressions of the road behavior are mostly positive. Mazda has retuned the electric power steering so that the steering wheel transmits as much information from the road as possible. The feel is analog, clean and surprisingly engaging for a crossover. The suspension has new shock absorbers and softer springs, which makes the ride silky smooth, without allowing unnecessary tilting in corners. In other words, the difference compared to its predecessor is in the less direct connection with the steering wheel and the brake, which, however, comes at the expense of better comfort. Or in other words, the car is not so "driver's", but it is far more comfortable than its predecessor.
Prices
On the Bulgarian market, the new Mazda CX-5 2026 launches at prices that make it extremely competitive in the premium niche of the mass segment. The base version, which has all the extras, including an automatic transmission, but is without 4x4 and a leather interior, starts at 34,690 euros including VAT, while the top level, which has a genuine leather interior, 4x4 and a panoramic roof, costs 47,390 euros including VAT. These figures confirm the brand's ambition to offer luxury and quality that go beyond the price category.
The new Mazda CX-5's technology package includes as standard the advanced i-Activsense system, which uses millimeter-wave radar and high-resolution cameras for precise distance monitoring and autonomous braking. Although these systems often increase the cost of the car, Mazda manages to keep its prices stable by optimizing the production platform. When choosing the higher equipment levels, users also get the intelligent i-Activ AWD drive, which uses 27 sensors monitoring the road surface 200 times per second to distribute torque exactly where it is needed, before the tires have even spun. So the 4x4 version, although more expensive, is the optimal option.