There's a used car that owner satisfaction surveys have consistently placed at or near the top of the compact SUV segment for over a decade. A car whose reliability record is genuinely comparable to Toyota and Honda. A car that drives better than most of its competitors, looks better than most of its competitors, and — for reasons that probably have something to do with badge perception — still sells for less than most of its competitors on the used market.
That car is the Mazda CX-5, and the fact that it doesn't appear first on most people's shortlists is probably the best thing about it from a buying perspective.
The Qashqai is everywhere. The Tiguan commands a premium. The CX-5 sits alongside them in most car park comparison tests, usually wins or ties on objective measures, and sells for less. That's the opportunity on the used market — if you're willing to look past the badge and let the car speak for itself.
Mk1 or Mk2?
The Mk1 CX-5 (2012–2017) was the car that established Mazda's SKYACTIV engineering philosophy in the SUV segment. Lighter construction than competitors, naturally-aspirated petrol options alongside diesel, and a driving experience that prioritised engagement rather than just comfort. These are now well-proven and available at genuinely accessible prices. The main concern is age — early Mk1 cars are now over ten years old — and on higher-mileage examples, rust can begin to appear on the sills and underbody if the car has lived near the coast or in heavy salt-treated roads. Worth checking carefully on any pre-2015 Mk1.
The Mk2 CX-5 (2017–present) is the significant improvement and where most buyers should focus. Mazda redesigned the interior substantially — the quality of materials and the assembly precision took a step that put the Mk2 genuinely competitive with German alternatives at the same price point. The exterior became more premium, the ride quality improved, and the SKYACTIV-D diesel was refined further. A 2019–2022 Mk2 is the best CX-5 on the current used market and is where this recommendation lives.
Which engine?
Mazda's SKYACTIV engine philosophy differs from most of the market in one important way: the naturally-aspirated petrol options are genuinely competitive without a turbo. This sounds counterintuitive in an era where everyone turbocharged everything, but Mazda's high-compression SKYACTIV-G engines achieve their outputs differently — through refinement of the combustion process rather than forced induction.
The 2.0 SKYACTIV-G petrol (165PS) is the naturally-aspirated option found in most Mk2 CX-5s and it suits the car's character well. Smooth, linear, and entirely relaxed at motorway speeds. The economy won't match a diesel on longer runs — mid-thirties on a mixed run is typical — but for lower-mileage buyers who do predominantly mixed or urban driving, the simplicity of a naturally-aspirated petrol is worth the fuel cost difference. No turbo to fail, no DPF to manage, no dual-clutch hesitation to worry about. The 2.0 paired with Mazda's six-speed automatic is a particularly pleasant drivetrain.
The 2.5 SKYACTIV-G petrol (194PS) is the larger naturally-aspirated option and the one for buyers who want the petrol experience with more confidence on motorways and under load with a full complement of passengers. It's less commonly found than the 2.0 but worth seeking out if performance is part of the brief.
The 2.2 SKYACTIV-D diesel (150PS or 184PS) is the choice for higher-mileage users and it's a genuinely impressive unit. Quieter than most competitors' diesels, economical in the high forties on a mixed run, and — critically — it has a reliability record that stands apart from the class. Mazda's diesel has not attracted the DPF failure rates or the EGR problem patterns that affect many contemporaries. The caveat is the same as any modern diesel: it needs proper longer runs to regenerate effectively. A CX-5 diesel that's done its mileage on motorways is a different proposition from one that's been a town car. The service history tells that story.
Importantly, the CX-5 uses a conventional torque-converter automatic gearbox rather than a dual-clutch DSG. This is worth emphasising because the DSG hesitation concern that affects Volkswagen Group, Hyundai, and Kia products doesn't apply here. The Mazda automatic is smooth, conventional, and entirely free of the low-speed shuffle that catches buyers out on other makes. Test it specifically in a car park and you'll notice the difference immediately.
What goes wrong — this section is shorter than most
The CX-5's reliability record genuinely means this section covers less ground than equivalent guides for other cars. That's not a caveat or marketing — it's what the data shows.
Rust on Mk1 sills and underbody. Earlier CX-5s in regions with heavy salt use can develop surface rust that progresses if untreated. Check the sills, wheel arches, and rear suspension subframe on any Mk1. Mk2 cars have improved corrosion protection and are less prone.
Minor infotainment lag on early Mk1. The Mazda Connect system in 2012–2014 cars was functional but slow. The rotary controller interface is good — more usable than most touchscreens in a moving car — but the response speed improved significantly through the production run and the Mk2 system is considerably better.
i-ACTIVSENSE sensor calibration. Some owners have reported false alerts from the forward-collision warning and lane departure systems, particularly in poor weather or on roads with faded markings. It's a calibration sensitivity issue rather than a safety failure, but occasional false alerts can be annoying. Worth testing the ADAS systems specifically during the test drive.
Minor suspension wear on higher-mileage cars. Front lower arm bushes can show wear on higher-mileage Mk1 examples. The symptom is a clunk over rough surfaces. It's a manageable maintenance item but worth looking for on any car over 80,000 miles.
What you should actually pay
- Mk1 2.0 (2014–2017): £9,000–£14,000
- Mk1 2.2d (2014–2017): £10,000–£15,000
- Mk2 2.0 (2017–2019): £14,000–£19,000
- Mk2 2.2d (2017–2019): £16,000–£21,000
- Mk2 2.5/2.2d (2020–2022): £19,000–£27,000
SE-L and GT Sport trim levels in the Mk2 represent the best used value — well-equipped, not paying for the rarest spec, and the interior quality at these trim levels is genuinely impressive. Sport trim is the entry point and still offers the essential CX-5 experience.
Before you see it
Check the MOT history. The CX-5's clean reliability record means any pattern of repeated advisories stands out more than it would on a car with a busier history. Mileage consistency and a complete service record are what you're looking for — and on a Mazda, finding both is more likely than on most alternatives.
Check the MOT history before you go →
Free MOT checker at AllCarsUKRegistration plate only. Every test, advisory, and mileage. Free, no account needed.
On the test drive: test the automatic specifically at low speed — compare the smooth progression to what you'd feel in a DSG alternative. Take the diesel onto a faster road under load. Check the ADAS systems are functioning correctly. And spend time with the interior materials — the Mk2's cabin quality is one of the car's strongest arguments and it should feel properly premium at the price being asked.
Should you buy one?
A 2019–2021 Mk2 CX-5 in SE-L or GT Sport trim, 2.0 SKYACTIV-G or 2.2d depending on your mileage, full Mazda service history, clean MOT: one of the best-value family SUVs on the used market by a meaningful margin. It's better built than most buyers assume, more engaging to drive than the class average, and more reliable than the badge premium suggests it should be.
The Qashqai gets the sales. The CX-5 gets the owners who did the research. They tend to be the satisfied ones.
Also see: Nissan Qashqai Buying Guide | Hyundai Tucson Buying Guide | VW Tiguan Buying Guide | Most Reliable Used Cars