END OF AN ERA?
The 2017 Mazda5 may be the model’s last year as the minivan loses market share to crossovers and mid-size SUVS
I have to throw a little love at the Mazda5, Mazda’s plucky compact minivan. It’s such a useful runabout, a good family vehicle for those with young kids and who might be constrained by budget or parking space from buying something larger.
Actually, all minivans could use a hug. From their dominance a generation ago as the de facto suburban family vehicle — having replaced the station wagon in that capacity — their sales have wilted in the face of the more popular compact and mid-size SUVs and crossovers. Oh, there are still players out there; the Dodge Grand Caravan continues to control the segment and the Toyota Sienna and Honda Odyssey generate reasonable sales, but the numbers drop off fairly dramatically from there.
But the six-seat Mazda5 is a somewhat unique proposition because of its size and its sliding rear doors. (Other possible contenders to the 5 — Kia Rondo, Mercedes B 250, Ford C-Max — all have regular hinged rear doors). This provides unparalleled access to the second row of seats and easier access to the third row. Not that I would climb into the rearmost row myself; the 5 is a true compact, with a length of just 4,585 millimetres, shorter than the current Honda Civic sedan. Actually, being 6-foot-2, I don’t have enough legroom in any row; even the front seats could stand an extra couple of inches of travel, especially if long distances are involved.
The second-row captain’s chairs have recline and sliding functions, which makes accessing the third row easier, at least for the young and limber. There’s not much room to stow things with all seats up, but the back seats fold flat to offer a far more practical 15 cubic feet of cargo space.
The biggest problem with the Mazda5 is that it is “mature” and in serious need of updating. The thing is, in February Mazda Motor reportedly announced that development and production of minivans could end within the year, obviously choosing to concentrate on the far larger and more profitable crossover segment. The 5, which has been around since the 2006 model year, last saw a serious upgrade in 2012. It’s been cruising ever since and, in fact, is no longer sold in the United States. Not exactly a ringing endorsement, though Mazda Canada says there will be a 2017 model (with no changes from 2016 or even 2015). That will probably be the last one.
The Mazda5 is powered by the venerable 2.5-litre MZR fourcylinder, not one of Mazda’s new Skyactiv power plants. It’s a busy little unit that produces a yeoman 157 horsepower at 6,000 rpm and 163 pound-feet of torque at 4,000 rpm, and is a little out of breath at higher engine speeds. Not that scintillating acceleration should be expected, but any thought of passing slower-moving vehicles should be planned out well in advance; instrumented testing by the Automobile Journalists Association of Canada shows it takes 10.2 seconds to get from zero to 100 km/h, and 7.7 seconds to hit 120 km/h from 80.
Interestingly, the 5 comes with a standard six-speed manual on both GS and GT trim levels; the five-speed automatic — with manual shift mode — is a $1,200 option. The automatic, at least one cog short of its competition, gets the job done; at 120 km/h the engine turns over at less than 2,500 rpm. Still, like the engine, the transmission should really be replaced by something more efficient. And the manual-shifting feature — via the consolemounted shift lever; there aren’t paddle shifters — doesn’t add anything to the driving experience other than make the engine sound noisier at higher revs. Speaking of din, there is moderate wind noise at highway speeds, which should be expected considering the 5’s boxy shape. Handling is the Mazda5’s forte. Between its size and Mazda’s engineering philosophy of instilling a sporty feel in every one of its products, the van is quite nimble. The ride is, depending on your outlook, either rather sporty or rather choppy, especially over rougher surfaces. Even more than the powertrain, it is the 5’s cabin that is desperately in need of modernizing, something I noted when I last drove the van a couple of years ago. The whole dash area is chock full of dull, hard and black plastic. And the digital readouts are so last century. Still, those who abhor touch screens — yes, I know you’re out there — will love the fact the van doesn’t have one. This means a large centre stack full of large and easy-to-use controls. The top-of-the-line GT ($26,795 with the manual transmission) gets leather seats and the usual amenities — power windows, door locks and mirrors, cruise control, air conditioning, Bluetooth, trip computer, rainsensing wipers, etc. There’s no rear-view camera, though, which, while not absolutely necessary considering the 5’s compact size, would still be appreciated. Mazda, however, does provide rear backup sensors as standard equipment on the GT.
Ultimately, there’s little reason to complain about the Mazda5; what you see is what you get. And what you get is a fading niche player in the family hauling segment, compromised by planned obsolescence and its size, yet propped up by the fact it is inexpensive and has a certain sportiness to its driving dynamics. Like it or not, it has genuine utility as a low-priced family hauler. I’ll lament its eventual demise.