Hyundai jumps into the hothatch world
of the time. A seven-inch colour touch screen that is also controlled by a rotary dial takes some time to become familiar with, but it’s not an exercise in frustration and is mostly intuitive.
The cabin has also been quieted with more insulation and better front glass. It’s an especially happy place with comfy seats. The interior alone had me sold.
The engine was slightly less thrilling. While the most basic model gets a 2.0-L direct-injection gasoline four cylinder, most models receive a 2.5-L engine with 187 horsepower and a six-speed automatic transmission. Good for towing up to 2,000 pounds, the 2.5 L engine is perfectly happy tooting around town and cruising on the highway. The six speed shifts well and without confusion when worked, especially when in Sport mode.
It’s only when serious hustle is required that the 2.5 L feels less than enthusiastic. Sure, the coming diesel engine will address the torque deficit, but to achieve all 185 pound-feet of torque in the gasoline engine requires a stretch to 4,000 rpm, so you need to whip the in-line four to make it run fast.
That doesn’t make the CX-5 any less of a driver’s car. With a lower centre of gravity and slightly wider track, the 2017 CX-5 handles somewhat better than the old model, itself renowned for its composure. The new CX-5 also gets Mazda’s G-Vectoring Control, which controls G-forces, improves steering and enhances responsiveness. GVC may not be obvious when it’s working, but the overall effect turns the CX-5 into a highly enjoyable driver, whether heading to work or out to the valley to climb.
Equally positive was fuel economy that left me wondering if there wasn’t a strong tailwind pushing me along (I didn’t note much wind), because the 7.2 L/100 km highway I recorded is excellent for a 1,659-kilogram sport ute. Other drivers also commented on the superb highway economy they got. The official rating is 8.3 highway and 10.2 city. A larger fuel tank than the 58-L unit in AWD models would be welcome, though, since the wee tank only allows about 575 km between fill-ups (further for long trips involving only highway driving.)
Whatever the driving, Mazda’s CX-5 returns a great deal of satisfaction. While most of Mazda’s vehicles now look pretty much the same, with that shark-like snout and svelte rear end, the CX-5 wears the brand’s Kodo design language best. The CX-5 GT, the meat between the CX-3 and CX-9 sandwich, might also return the highest value. It’s definitely a wise pick from today’s large crop of CUVs.
For the longest time, Hyundai has been itching to play in the sport compact segment. The turbocharged Veloster and sprightly Elantra Sport are stellar first attempts, but they’re not quite on the same level as most rivals.
That’s not the case anymore, at least in Europe. Enter the i30 N, the first vehicle under Hyundai’s performance-oriented N division and arguably the Korean automaker’s first true hot hatch. Aimed squarely at the Ford Focus ST and Volkswagen Golf GTI, the i30 N is available in two flavours, both powered by a 2.0-litre turbocharged four-cylinder engine.
The base i30 N is rated at 246 horsepower and 260 pound-feet of torque, while an optional Performance Package turns up the heat to 271 hp. A six-speed manual is the only transmission option, sending kick to the front wheels. The standard i30 N sprints from rest to 100 km/h in 6.4 seconds, while the Performance Package cuts that time to 6.1. So far, so good.
The i30 N receives countless additional tweaks, including larger brakes, beefed-up suspension bits, electronically adjustable dampers and extra chassis bracing, plus re-tuned power steering, traction and stability control systems, and an electronic limitedslip differential on the front axle.
The i30 N also lets drivers choose between a handful of driving modes, all of which alter various characteristics of the car. Base i30 Ns come with 18-inch wheels and Michelin performance tires, while the Performance Package adds 19-inch wheels wrapped in Pirelli tires and an active exhaust system.
Of course, the i30 N wears more aggressive styling inside and out compared to the standard i30.