Instrumented Test
The CX-5 fills the void left by the Ford Escape–based Mazda Tribute, whose last model year was 2011. Mazda developed the new small crossover on its own architecture that it calls Skyactiv, with new powertrains of the same name. Its exterior dimensions split the difference between those of the Tribute and the CX-7, which goes away after 2012.
There is little resemblance to other Mazdas inside the cabin, except that the squiggly-path shifter for the six-speed automatic is similar to that in the Mazda 3. The automatic is standard in AWD models; the six-speed manual is only for front-drive CX-5s. A standard 5.8-inch display handles stereo and information duties. It also serves for navigation if the buyer opts for the $1185 Technology package, which includes point-where-you’re-headed HID headlamps and automatic wipers.
Driver and passenger sit fairly upright on supportive seats, and a dished floor bolsters legroom. Sightlines are fantastic. Two passengers fill the back seat comfortably; three stretch the limits of contentment. Cargo volume of 34 cubic feet expands to 65 with the 40/20/40 split rear seat folded—competitive but not class-leading figures.
A small turbo-diesel offered in other markets may join the U.S. mix in coming years, but for now our only engine is a gas-powered, direct-injection 2.0-liter inline-four making 155 horses and 150 pound-feet of torque.
Mazda’s advertising informs the masses that there are more of the brand’s vehicles racing on any given weekend than any other make. It’s safe to assume none will ever be AWD CX-5s since our test car required 9.2 seconds to hit 60 mph and 17.1 to cover a quarter-mile, reaching 81 mph. A Honda CR-V is quicker by 0.7 second and 0.5, respectively. Freeway on-ramps require a wide-open throttle to merge comfortably.
Weight is not to blame, as the CX-5 is svelte, at 3438 pounds. That’s on par with the CR-V and almost 400 pounds lighter than Ford’s 2013 Escape. The new CX-5 is also roughly 480 pounds lighter than an all-wheel-drive CX-7 with the 244-hp, 2.3-liter turbo, which hits 60 mph in 7.8 seconds.
Low mass and various other efficiencies grant the CX-5 best-in-class fuel economy of 25 mpg in the EPA’s city test and 31 on the highway. The CR-V 4WD is next closest with mpg ratings of 22/30. We averaged an impressive 27, just 1 mpg short of the EPA’s combined estimate.
The heart of the efficiency is the Skyactiv 2.0-liter four. At times, thanks to a wide-ranging variable-valve-timing system, it can operate as an Atkinson-cycle engine by tardily closing the intake valves. This diminishes the effective compression ratio while maintaining the high, 13.0:1 expansion ratio. Partial-load efficiency gains come from the wider throttle openings (and reduced pumping losses) necessary to provide the desired power. A torque converter that locks at about 5 mph and electric power steering subsidize fuel economy, too.
A reasonable curb weight contributes to carlike handling. Modest acceleration aside, this is as much of a driver’s car as an AWD automatic-shifting crossover can be. The tilting and telescoping steering wheel communicates a great sense of straight-ahead and never feels sloppy. Cornering grip and 70-to-0-mph braking, at 0.84 g and 172 feet, are at the top of the class, nearly as good as the Mazda 3’s.
The ride isn’t harsh, but it sure isn’t soft, either. Potholes don’t snap your head in one direction or another, but you feel the road imperfections intimately. Rebound damping neatly quells suspension slack, and body roll is minimal, evidenced by the way the inside rear tire lifted off the ground during our skidpad testing.
A base front-drive manual CX-5 (EPA rated at 26/35 mpg) costs $21,490. Our Touring AWD model started at $25,940 and ballooned 10 percent to $28,445 with the Technology package, a cargo cover ($190), and the Moonroof/Bose package ($1130). That puts it right in the thick of well-optioned small-ute territory. Cross-shoppers will find at least a dozen potential rivals to compare. Still, it’s a strong contender: Hitting the fuel-economy top mark offsets the CX-5’s mediocre straight-line performance, and nothing in its burgeoning class is this much fun to hustle over a mountain road.
