Next time you’re out driving, check out how many Mazda CX-5s you see. They’re everywhere. The high-style compact crossover
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| Photo: Trevor Hofmann, Canadian Auto Press |
replaced the old Ford Escape-based Tribute and sleek near-premium CX-7 when introduced two years ago as a 2013 model, and now ranks a solid second in overall Mazda sales behind the new 3.
After a number of controversial stabs at finding a clear cohesive identity, Japan’s sportiest carmaker has truly found its form in the new “KODO – Soul of Motion” design language. The 6 is my personal favourite, easily the best looking of the mainstream midsize sedan lot, followed closely by the new 3 in both sedan and hatchback configurations. Likewise, Mazda’s new CX-5 is a styling hit, the five-point grille transferring over to its taller SUV body type perfectly, and all of the design philosophy’s gently flowing lines making it as elegant as it’s sporty.
Inside, the CX-5 offers a straightforward business-like approach that’s decidedly Japanese.
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| Photo: Trevor Hofmann, Canadian Auto Press |
My top-line GT AWD tester boasted the best this model has to offer, so along with the base GX and mid-grade GS models’ soft-touch dash and front door uppers the upper crust GT gets perforated leather upholstery with sporty red stitching to match the red-stitched faux leather door panel trim. It spices up the cabin nicely, only making me wish Mazda had added the red thread to its leather-wrapped steering wheel, shift knob and parking brake handle, not to mention its pleather padded centre armrest. Mazda glosses up the interior further with some piano black trim across the dash and brushed silver metallic accents tastefully added to key features.
The GT gets a good assortment of advanced electronics too, starting with proximity sensing remote access and pushbutton ignition, followed up by great sounding
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| Photo: Trevor Hofmann, Canadian Auto Press |
nine-speaker AM/FM/CD Bose audio with Centerpoint Surround Sound and AudioPilot noise compensation. It’s all nestled within a nice colour infotainment system that comes standard in GS models, just above the GT’s exclusive slick looking dual-zone automatic climate control interface. Last but not least, the GT’s cabin gets a very comfortable eight-way powered driver’s seat with powered lumbar support. The GT also comes standard with all-wheel drive, optional on both lower trims, and a great looking set of 19-inch alloy rims on 225/55 all-seasons.
A Technology package is available that wasn’t included on my tester, featuring navigation, adaptive HID headlamps with automatic leveling, and Smart City Brake Support (SCBS). I would have liked to try this last feature, which uses a laser
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| Photo: Trevor Hofmann, Canadian Auto Press |
sensor to detect a vehicle or obstacle ahead and then automatically prepares the brake system for quick reaction before reducing throttle input and applying the brakes to avoid a possible collision if the driver fails to react in time.
Along with all the GT-specific features mentioned, this top-line CX-5 also gets everything not already replaced from the GS line. GS features that carry over to the GT include automatic on/off headlights with a dusk sensor, rain-sensing intermittent wipers, Bluetooth hands-free with steering wheel-mounted controls and audio streaming, HD radio, SMS text messaging, a rearview camera, heated front seats, a tilt and slide powered glass sunroof, a rear seat centre armrest with cupholders, rear privacy glass, more functional 40/20/40-split folding rear seatbacks
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| Photo: Trevor Hofmann, Canadian Auto Press |
with remote fold-down function, rather than the base model’s 60/40 rear seatbacks, an anti-theft alarm, blind spot monitoring, fog lights and most importantly Mazda’s powerful yet efficient 2.5-litre Skyactiv four-cylinder engine and six-speed Sport mode Skyactiv-Drive automatic transmission.
This engine delivers greater output than the base 2.0-litre four at 184 horsepower and 185 lb-ft of torque compared to 155 and 150 respectively, whereas the benefit of a standard six-speed automatic should please most drivers in this class. Just the same, the base model gets a six-speed manual that would certainly help the GT feel more exciting to drive, but alas it’s not available. Alternatively base models can be equipped with the automatic, and due to standard front-wheel drive this configuration offers the best urban fuel economy in the CX-5 lineup at a claimed 8.9 L/100km city and 7.3 highway compared to the same 2.0-litre engine and front-drive setup with the manual, which gets an estimated 9.0 city and 6.8 highway.
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| Photo: Trevor Hofmann, Canadian Auto Press |
Add all-wheel drive to the mix and the 2.0-litre is rated at 9.3 city and 7.6 highway, whereas the 2.5-litre engine in the front-drive GS gets an estimated 9.6 city and 7.4 highway and the same engine with all-wheel drive, like my GT tester, is claimed to achieve 9.9 L/100km in the city and 7.9 on the highway. Suffice to say, no matter how you outfit the CX-5 it delivers very good fuel economy for a vehicle in its compact crossover class.
The CX-5 GT also delivers great driving dynamics, but you probably won’t notice how adept it is unless you really push it through the corners. Just running around town it feels light and agile, easy to negotiate through tight city streets and a breeze in congested parking lots. Open it up from a stoplight and the 2.5 shoots away from slower moving traffic with ease, while the ride is comfortable even over grooved pavement and otherwise unruly pavement irregularities. The gearbox shifts
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| Photo: Trevor Hofmann, Canadian Auto Press |
with enthusiasm when pushed, while manual mode can be actuated via the shift lever if you want to get the most control out of the drivetrain, but I reserved this for a few quick runs through some favourite backroads that proved the CX-5 is much more than a simple family hauler.
No doubt the GT’s 19-inch wheel and tire package helped keep it locked down to the tarmac, but nevertheless it was easy to feel the inherently well designed undercarriage keep everything under control when all of the SUV’s mass was asked to quickly change direction. Its brakes were also up to the task, showing little fade after repeated panic stops yet the kind of smooth application during regular use that has brought so many performance fans to the Mazda brand. I’m not going to pretend that the CX-5 can run circles around an MX-5 or even keep up on a serpentine stretch of road, but as far as compact crossovers go, it’s a deft handler.
From
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| Photo: Trevor Hofmann, Canadian Auto Press |
a more practical perspective, all those enjoying the CX-5’s performance prowess will also be well taken care of thanks to a roomy interior with lots of cargo space. I sat in the driver’s seat most of the time, but also checked out the rear seats and found them plenty spacious for me and I’m guessing for most body types too. In behind the seatbacks is space enough for 966 litres of gear, or fold my tester’s 40/20/40 rear seatbacks flat and 1,852 litres is available (the base model is good for 1,835 litres of maximum cargo space). That should be ample for most peoples’ needs.
Pricing for the 2014 Mazda CX-5 starts at $22,995 for the base front-wheel drive GX and goes up to $33,495 for the GT I tested, plus freight and pre-delivery prep. It’s a lot of CUV for the money, with great styling, an upscale interior with plenty of features, strong performance and excellent economy. No wonder they’re showing up just about everywhere.
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