The Mazda CX-5 could have something that its competitors don’t
The Mazda CX-5 competes in a segment filled to the brim with vehicles like the Hyundai Tucson, Toyota RAV4 and VW Tiguan. But does this Mazda have something its competitors don’t? Charles Thompson did some digging.
You might not see that many of their vehicles on South African roads right now, but the Japanese manufacturer Mazda was one of only two car companies that managed to improve its sales last year. And in the current economic climate that says a lot. The company’s medium-sized SUV, the CX-5, played a big role in that success. It occupies 10% of the market for medium SUVs and was the first of the new-generation Mazdas to be designed according to the Kodo philosophy – a design language with which Mazda tries to convey a sporty, athletic “soul of motion” in its vehicles. The CX-5 was also the first Mazda to get its new SKYACTIV engines, boasting much more power for a lot less fuel and emissions than older engines. The CX-5 has since taken more than 90 awards worldwide and is the sharpest arrow in the quiver of Mazda’s recent success.
Under the hood
The 2017 model is an upgraded version of the previous CX-5. The engines – a 2- and 2.5-litre petrol and a 2.2-litre turbodiesel – are therefore the same as before. A new engine-gearbox combination has been added, however, namely a 2-litre auto in the Dynamic series. All three engines have been upgraded to deliver better performance than their predecessors. Mazda’s SKYACTIVE engines in the CX-5 were already very efficient, but all three now boast a compression ratio of 14:1. Compare that to the 2-litre petrol Toyota RAV4 (a comparatively old engine in this class) with its 10:1 ratio and the 2.2 diesel with 15.7:1 and you’ll see the Mazda’s ratios are pretty impressive. In fact, the diesel’s compression ratio is the best in class worldwide. We’ll save you the science lesson, but these compression ratios mean the CX-5’s engines are now even more efficient combustors than before. And the more efficient an engine is, the more power you get for less fuel, of course, and with less emissions. The 2-litre produces 121 kW of power and 210 Nm torque, while you’ll get 143 kW and 257 Nm from the 2.5-litre. The diesel engine, also used in the flagship Akera, has slightly less power at 129 kW, but a solid 420 Nm of torque. All three engines meet Euro 4 standards for emissions and the manufacturer pegs consumption at 6.8 l/100 km for the 2-litre, 7.1 l/100 km for the 2.5-litre and 5.8 l/100 km for the diesel model. The all-wheel-drive Akera’s figures are slightly lower than the front-wheel-driven diesel model at 6 l/100 km.
Interior
Imagine you’re in one of those ultra-minimalistic Japanese rooms in an Oriental film, with nothing more than a few tatami mats on the floor and a bonsai tree in the corner. That’s more or less what Mazda aimed for with the CX-5’s interior. Settling into the cabin for the first time, I had to do a double take to try and grasp how the infotainment system can function with such a lack of buttons. Apart from the climatecontrol console, there are no buttons on the panel below the system’s neat screen. Even the
DVD slot is barely visible above two stylish ventilation grids. Things like navigation, music and vehicle information on the screen are controlled with a dial and flanked by only a few buttons behind the gear lever. The rest of the cabin also feels a lot more premium than the previous CX-5. Most of the hard plastic surfaces have been replaced by plush, soft materials or leather with luxurious stitching. Noise levels inside the cabin have also received lots of attention – something the previous CX-5 took some flak for – and the cabin is notably quieter. Even the loud noise of roadworks was heavily subdued from inside as we crawled past it at a tollgate towards Pretoria. Behind the wheel Mazda has introduced its new G-Vectoring technology to the CX-5 range. This system is the first in the world to adjust engine torque according to steering input. By doing that, the system counters body roll when turning and improves both ride comfort and the driving experience. A list of other features has also been introduced, although some of them are obviously kept for the more expensive models. Info like your speed, the speed limit of the road, and instructions from the navigation system are all displayed in a neat new heads-up display in front of the driver. The CX-5 also gets a radar and camera system that “sees” when you veer over the yellow line. Then the steering wheel
vibrates lightly and the system pushes you back into your lane ever so gently. These driving aids can be quite irritating, even scary, in some vehicles, but the CX-5 never makes you feel like the system is behaving erratically or trying to take over your driving. The blind spot monitor also keeps an eye on your flanks and warns you when you try to change lanes with a vehicle next to you. And when driving at a relatively low speed, the Smart City Brake Support system monitors the vehicle in front of you and warns you when it looks like it’s going to stop abruptly, or if you’re getting too close. The SCBS system even primes the brakes so that they’re ready in case you have to stop suddenly. Clever, hey?
Conclusion
The ground clearance of 185 mm of this SUV isn’t sky high, but fairly standard for its segment. As long as you keep to decent dirt roads, the CX-5 will be more than comfortable. It’s a pity that all but the top-of-the-range model are front-wheel driven, because the extra traction of an all-wheeldrive system is very valuable once you leave the tar. Nonetheless, this stylish and luxurious vehicle looks like something you can easily consider if you’re checking out the likes of the Tucson, RAV4 or Tiguan. Mazda says it is now the SUV with the most competitive price tags in its class.