Mazda CX-5 review
Though it may appear to be a fairly conventional new compact crossover SUV in the now well established mould of the Nissan Qashqai, the Mazda CX-5 has a deeper meaning for Mazda.
It is intended as a technological boat-rocker, a model which, thus far, best defines the Third Way the manufacturer has been plotting since it announced its long-term ‘Sustainable Zoom-Zoom’ vision back in 2007.That policy shift manifested itself as SkyActiv Technology – an engineering solution for Mazda’s own pledge which stated that it would work to find a 30 per cent improvement in the average fuel economy of its 2008 range by 2015.
The bold and interesting part of a fairly industry-standard plan is that, to begin with, the firm has opted not to leap on the expensive and complicated hybrid bandwagon, but instead refine and gently rethink the conventional internal combustion blueprint.
This review will endeavour to find out if Mazda has succeeded – not only in its self-proclaimed task, but also in delivering a product well rounded enough to thrive in a segment populated by high achievers.
Innovative design and engineering are at the heart of Mazda’s SkyActiv strategy. It is an all-encompassing label applied to fuel and weight-saving improvements made to the chassis, body, engines and transmissions of not just the CX-5, but an entire future range.
If that weren’t enough, the CX-5’s exterior has been shaped using Mazda’s latest ‘Kodo – soul of motion’ design language, which introduces a wide-mouth grille that will doubtless characterise the firm’s family face for some time to come.As is becoming the norm, the CX-5's steering rack is electrically assistedMazda claims the CX-5 is one of the most aerodynamic compact SUVs around, with a drag coefficient of 0.33.
Underpinning the CX-5 is a clean-sheet, scaleable platform which, thanks to the increased use of high-tensile steel, is stiffer and lighter than the brand’s previous architecture.
The suspension is divided between MacPherson struts up front and a multi-link arrangement at the back. The latter has been mounted higher than usual to improve damper efficiency. As is becoming the norm in this class and others, the steering rack is an electrically assisted system.
The real beneficiaries of the SkyActiv R&D budget are the powertrains. Along with two heavily revised transmissions (a smaller, lighter six-speed manual and a tweaked six-speed automatic), the engine line-up is refreshingly simple and fiendishly clever: there’s one 163bhp 2.0-litre petrol and one 2.2-litre diesel unit split into 148bhp and 173bhp variants.
Despite their differing capacities, they share a basic structure (allowing them to be built alongside one another) and, remarkably, the same compression ratio.
The upshot of Mazda’s meticulous attention to detail is simple: a class-leading combination of power and economy. The 148bhp version tested will serve up 280lb ft of torque from 1800rpm, achieve 61.4mpg combined and emit just 119g/km of CO2.
The petrol CX-5 is only available with the manual transmission and front-wheel drive, with the lower-powered diesel the cheapest way into an automatic CX-5. For a 4WD auto, the 173bhp diesel is necessary.
For all of Mazda’s mechanical endeavours, the CX-5 would stand no chance of success if its interior were not up to the critical small family standard. Plenty of equipment and respectable build quality help it to pass muster, but fairly unimaginative architecture and less-than-brilliant materials mean the car is in danger of appearing cheaper than its price tag says it ought to.
The prevailing sight from the driver’s seat, save a clear and sensibly laid-out instrument cluster, is the streamlined swathe of dashboard that tapers over a set-back multimedia centre. The sat-nav and its touchscreen functions well enough, even if the menu system and the unit itself, look a little old-fashioned.
All too often, when faced with a new four-cylinder diesel engine and a reputable set of manufacturer’s economy figures, we’ve been underwhelmed by the experience on the ground. The Mazda CX-5 emphatically does not fall into that category.
It is a measure of the 2.2-litre diesel’s performance that for a moment it appears briefly in the same sentence as the mighty 2.0-litre lump that helps to make the latest BMW 3-series a five-star car.
The engine's turbo-heavy tug is lusty and assertive
There are three factors to highlight: outright speed, refinement and frugality. Our test car’s 9.4sec time to 60mph suggests it is no slouch, but what sets the CX-5 apart is its tractability and genuine sense of verve on the move. The turbo-heavy tug is lusty and assertive, and while its peak twist fades away, a healthy power band sees the engine into high revs with little reduction in enthusiasm.
The result is a fine set of figures. Not only does the CX-5 outperform the equivalent Kia Sportage across the board (50-70mph in sixth in 9.7sec compared with 12.2sec for the Kia is a standout figure), but within the confines of our one-mile straight it also pulled from beneath 20mph in fourth and up to 100mph without requiring a gearchange.
First-rate flexibility is delivered hand in hand with strong mechanical refinement. The typical diesel hubbub has not been eradicated, but that low compression ratio figure helps to ensure a laudable drop in vibrations. Even at low revs there’s little judder from the drivetrain.
An early drive of a CX-5 fitted with the optional automatic gearbox showed it to be a competent performer. It was alert and quick, with little responsiveness having been sacrificed for the luxury of not changing gear yourself.Finally, there’s the economy. We banked 54.7mpg on a strict touring run – inevitably short of the official 61.4mpg. But when you consider that the 320d managed ‘only’ 56.8mpg in a slippery saloon silhouette, it’s not hard to see why the SkyActiv lump has been earning some serious plaudits.
This effectiveness of the 148bhp diesel questions the costlier 173bhp version, as the performance gain isn’t great. However, the 2.0-litre petrol engine makes a viable case for private owners, emitting just 139 g/km and returning 47mpg. Although Mazda’s marketing department would have you believe otherwise, the thrust of the SkyActiv agenda is on making efficiency gains rather than helping you to corner its new CX-5 like Kamui Kobayashi.
Shaving weight and increasing rigidity are undeniably of benefit to a car’s dynamics, but the CX-5 nevertheless sticks with credibly competent rather than invigorating.Shaving weight and increasing rigidity are of benefit to the car's dynamics
Chiefly, that’s because the model remains a high-sided SUV with all the usual trade-offs and, while it may have been built with one eye on the kerb weight, so has most of the competition. Our benchmarked Sportage may have been on the block back in 2010, but our scales revealed that, even with four-wheel drive, it was only 60kg heavier than the Mazda.
Doubtless that kind of poundage is hard-won in the longer CX-5, but it’s not enough to make the car feel any lighter than most of its mainstream rivals. Instead, confident roadholding, dutiful steering and adequate body control keep the Mazda fluid and predictable at speed.
That’s as much as can be expected, and perhaps more than has been proffered by Mazda on the comfort front. Unfairly handicapped by bigger 19-inch wheels that come as standard with our test car’s Sport Nav trim, the CX-5 tends to range unhappily on its suspension as though it’s searching for a mislaid equilibrium.
Find a particularly smooth section of asphalt and it will settle down, suggesting that either it would benefit from two more inches of compliance in the tyre profile (our guess) or that it has been poorly tuned for the UK’s pitted bitumen. Either way, the car in our hands was more generally passable than outright praiseworthy.
There are two lines to draw here. Behind one are the Mazda's admirable running costs. As we’ve mentioned, the CX-5 is capable of deeply commendable economy and its CO2 emissions are remarkable for the segment.
The Skoda Yeti 1.6 TDI Greenline is the only car able to trade toe to toe with the Mazda on this footing, but it offers nothing like the same performance. On the other hand, an entry-level Yeti Greenline costs nearly £10,000 less.
Petrols are cheaper, but they’re unlikely to be popular
Hamstrung by the strength of the yen, Mazda has slapped a £22,995 starting price on the diesels. This gets you SE-L spec, which features nearly every conceivable extra bar sat-nav; you must fork out extra for the SE-L Nav for that. Sport offers those controversial 19-inch wheels and leather upholstery over the two other models.
Unfortunately, £23k makes it slightly more expensive than an entry-level Volkswagen Tiguan 2.0 TDI BlueMotion. No, that model doesn’t measure up on emissions, economy or equipment, but it’s better looking, far more pleasant inside and comes with a formidable VW badge attached.
There’s also the Kia Sportage. The Korean SUV is our beaten benchmark for part of this test, but it’s also eye-catching and capable of matching
the CX-5’s kit list for far less.
Perhaps it was inevitable that as Mazda’s technological thrust is not overtly revolutionary, neither is the CX-5 as its result.
The new SUV is a worthy addition to the segment shortlist, but it is not revelatory enough to better the models against which it is pitted.
All-new CX-5 bristles with worthy technology but scrimps on the charm
What Mazda has produced is a very fine diesel engine. Efficient four-cylinder units may well have become the tip of the industry’s spear, but there are few – possibly none in the mainstream – that equal the SkyActiv unit’s broad range of capabilities.
Were it mated to a classier interior, more engaging chassis or plusher ride, the CX-5 might be more deserving not only of class honours but also of its price tag.
As it is, Mazda has produced a spacious, well equipped crossover that goes faster and farther and pollutes less than the opposition.
For some, that will be more than enough to justify compromises made elsewhere in the CX-5 package.
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