2021 Mazda CX-8 GT 2.2D review

Within Mazda’s rather busy SUV range, there’s a space between the mid-sized CX-5 and large CX-9 for something not too big and not too small. The 2021 Mazda CX-8 aims to be that just-right step in between.

Narrower than the CX-9, but with the same wheelbase and the versatility of three rows of seating, the CX-8 probably isn’t anyone’s definition of compact. It does, however, strike a neat balance between size and spaciousness.

The CX-8 also offers the option of a diesel engine, something the petrol-only CX-9 can’t. It could be just the thing for regional owners, or anyone who tends to tow, or simply covers plenty of clicks on the open road each year.

The CX-8 range is hardly small, with six trim levels and a choice of front- or all-wheel drive, plus petrol and diesel engines. The CX-8 GT shown here is a diesel-only model, but does let buyers choose if they’d like all-wheel drive or not.

The version we have is AWD-equipped and starts from $63,290 plus on-road costs. Opt for front-wheel drive and you’ll knock $4000 off that price. Looking at the broader CX-8 range, petrol models start from $39,990, while diesels kick off from $46,990 – all before on-road costs.

That price and positioning put this particular variant in the crosshairs of competitors like the Hyundai Santa Fe Highlander and Kia Sorento GT-Line if you must have a diesel. But also the Toyota Kluger GXL Hybrid, if you’re after something more frugal, or perhaps a Nissan Pathfinder Ti or the updated Skoda Kodiaq when it arrives later in 2022.

Right now, Mazda has sharpened the price a little, with a $65,490 drive-away price for the CX-8 GT, which gets you LED headlights with adaptive front lighting, power-folding, heated exterior mirrors, a sunroof, and 19-inch alloy wheels

There’s a somewhat traditional and formal feel to the Mazda’s interior. From a neat but regimented design layout across the dash, to the thickly padded and soft-leather seat surfaces.

While the CX-8 GT isn’t the top-spec model in the range, it’s hardly missing any significant key equipment.

Leather trim is used throughout, the front seats feature electric adjustment, and front and outboard second-row seats come with seat heating. Three-zone climate control lets rear passengers set their own level of comfort.

A pair of decently sized cupholders work for cans, bottles and most take-away cups, but the centre console storage itself is a touch compact. And although the CX-8 has a large interior, Mazda hasn’t opted for innovative or hidden storage to take advantage of that size.

No such complaints about the utilisation of space when it comes to seating, however. There’s quite a roomy feel to the CX-8 GT’s interior, and while the moody burgundy and black interior probably doesn’t create a feeling of open space, it still feels roomy inside.

Mazda’s sunroof is only small, and situated over the front row but not extending over the second-row seats. The rear doors feature pull-up window blinds.

Second-row seating is generously proportioned, there’s long leg room, plenty of head room, and room across the bench for three adults easily. The Mazda also has a huge range of second-row slide adjustment to mix and match space between rows.

Access into the third row is via a one-touch quick-fold switch, and with long rear doors and generously sized apertures, scrambling into the last row is easy – though to fully open the back doors out, you’ll need to leave plenty of room. Once into the rear, it’s a spacious place to be in terms of width and wiggle room, though the tapered roof encroaches on head room a little, and the small side glass restricts outward visibility.

Mazda treats row three as more of a just-in-case position. There are no air vents or controls back there, but there are armrests and cupholders.

Behind the tailgate there’s 209L of boot space with the third row up. Stow the third row and there’s up to 775L of space, but Mazda doesn’t offer a cargo blind for the CX-8 (or the mounting points for one) to keep valuables from view.

Mazda’s infotainment system displays a 10.25-inch screen in the CX-8 GT, but unlike most segment competitors with touchscreen functionality, the CX-8’s upsized screen uses a console-mounted jog-wheel for inputs. Navigation, AM/FM/DAB+, and wired Apple and Android phone mirroring are all loaded in.

The native system is a monochrome menu layout that’s subtle but fairly easy to follow with the minimised input method.

A 10-speaker Bose audio system drives the beats, and for those tuning out on their own device, there are six USB points, two in each row. Although in the second row, they’re hidden in the armrest along with the seat heating switches, which makes them hard to access with all seats occupied.

A large-format wireless charge pad makes it easy to fit plus-sized phones, although I did find the phone position was a bit twitchy. Push your phone across to the left to make sure it doesn’t miss a charge.

The Mazda CX-8 GT comes standard with a comprehensive list of safety equipment, but as a slightly older vehicle beneath the surface, it lacks some of the most up-to-the-minute features available on rivals.

You get forward and reverse autonomous emergency braking, for instance, but no intersection intervention. Blind-spot monitoring, driver-attention monitoring, lane-keep assist with departure warning, speed sign recognition linked to the speed limiter, adaptive cruise control, and rear cross-traffic alert are included.

Features like a 360-degree camera and high-beam assist are reserved for the more expensive CX-8 Asaki and Asaki LE models.

Six airbags, five top-tether child restraint mounts and two ISOFIX points are also included.

The CX-8 range carries a five-star ANCAP safety rating from 2018. Adult occupant protection received a 96 per cent score, child occupant protection was rated at 87 per cent, vulnerable road user (pedestrians and cyclists) protection was scored at 72 per cent, while safety-assist systems scored 73 per cent.

Mazda runs a touch short of the industry norm, with service intervals every 12 months or 10,000km instead of the more commonly seen 15,000km intervals offered by rivals. This means owners that cover big distances annually may have to squeeze in an additional interval.

The first five capped-price visits run to $1293 cumulatively over three years, or up to $2357 over five years. Mazda also offers a five-year, unlimited-kilometre warranty.

In terms of week-to-week costs, fuel consumption is a claimed 6.0 litres per 100 kilometres, and during testing on some barely populated roads, in a mix of urban and highway driving, the CX-8 GT returned 6.3L/100km

While hardly a powerhouse or performance engine, the 2.2-litre four-cylinder diesel engine in the CX-8 feels quite spirited off the line. Whereas some diesels can have a moment of missing urge from standstill, the Mazda is ready to roll.

Its mid-range feels fairly robust, too, meaning it can smoothly tap into torque rather than changing down gears. That’s handy flexibility to have with the six-speed auto compared to the closer-ratio eight-speed automatics in some rivals.

From its 2.2-litre four-cylinder turbo diesel, the Mazda musters 140kW at 4500rpm and 450Nm at 2000rpm, putting it on par with other diesel engines in the segment.

Where the CX-8 pulls ahead from the rest of the pack is refinement. Mazda has done a solid job of blocking out engine and road noise, which makes the CX-8 an excellent and refined cruiser.

Around town, or even at high RPM, the 2.2-litre engine makes a deeper, less clattery note than might be traditionally associated with diesel engines. At light or part throttle it’s barely noticeable.

By no means is the Mazda CX-8 pretending to be a hot hatch, but the steering carries a little more weight, and tends to feel more instantly connected to the front wheels at speed, but lightens up at walking pace for ease of parking.

The suspension has a similar directness to it. Few will find it uncomfortable, but it is a little more abrupt over some of the smaller lumps and bumps that littler local roads

If there’s one thing Mazda knows how to do well, it’s create a premium feel in a mainstream vehicle, and the CX-8 GT is no exception. Within you’ll find fit, finish and quality capable of embarrassing similar-sized efforts from Lexus or Mercedes-Benz.

Few will cross-shop this seven-seat family hauler with cars outside of the mainstream market, however, and against similarly priced family SUVs, the CX-8 holds up well. It’s priced at a small premium but loaded with luxury touches to entice buyers.

Add in a usefully spacious interior for passengers (if not always cargo), excellent refinement and pert handling, and it’s often easy to forget the CX-8 is proportioned the way it is. Feeling more compact on the road while still providing three rows of seating space is no mean feat.

While the flagship CX-8 Asaki models provide the ultimate expression of luxury in the range, the one-step-lower CX-8 GT is more than capable of catering to the most discerning whims.