Mazda CX-5 2,0 Dynamic Auto
The new-generation CX-5 borrows much from Mazda’s original compact crossover, but that needn’t be a bad thing
ALL-NEW. It’s an adjective habitually – but often somewhat inaccurately – bandied about by automakers describing their latest wares. Mazda, for instance, labels the sleek CX-5 you see here as “all-new”. But is it?
At first glance, you’d be forgiven for answering with a resounding “no”, such is the evolutionary nature of the compact crossover’s visible updates. Indeed, it’d be easy to write off this second-generation model as a mere facelift.
It’s a similar case with what you can’t see. The Skyactiv engine range – comprising a pair of free-breathing petrols and a punchy turbodiesel – is carried over virtually untouched, the platform has benefited from a minor update and the new CX-5’S footprint is practically indistinguishable from that of its forebear. Mechanically, then, it’s fundamentally identical to the outgoing model.
So, what is new? Well, every single body panel, for one, along with the über- slim headand taillamps, redesigned (and tiny) LED front foglamps and the latest interpretation of that gaping, signature front grille. And it’s not just all about looks, either; torsional rigidity is up a claimed 15%.
Inside, too, a handful of useful changes has been made. The seven-inch infotainment screen, for instance, is no longer fully integrated in the facia, and instead stands proud in the popular tablet-like fashion. Although it’s not difficult to spot switchgear carried over from the first-generation CX-5, perceived quality has certainly been further improved, and soft-touch materials abound.
The Hiroshima-based automaker has also made an effort to increase refinement levels, adding extra insulation and working (very effectively) to eliminate wind noise. The luggage compartment, too, is a little more capacious, while rear passengers gain a reclining function and dedicated airconditioning vents. Further up the range, a powered tailgate and a pair of rear-sited USB ports have been introduced.
Although the underpinnings haven’t come in for any serious fettling, Mazda has equipped the new CX-5 with its G-vectoring Control software. Already introduced locally in the Mazda3 and CX-3, this system varies engine torque according to steering inputs, essentially shifting weight to all the right
places and reducing body roll.
Although subtle, there’s no doubt it works (we drove the old and new models back to back on a handling course), with the CX-5 building further on the sort of dynamic talent that helped render it the driver’s choice in this segment. Thankfully, this doesn’t come at the expense of comfort. Even on 19-inch alloys, the CX-5’S ride is seldom troubled, and its (admittedly firm) suspension setup deals with all but the harshest of road imperfections with aplomb.
South Africa’s secondgeneration CX-5 line-up has expanded from six to seven variants with this new automaticequipped version of the 2,0 Dynamic derivative (previously available exclusively with a sixspeed manual). Mazda Southern Africa believes this mid-range, front-wheel-drive, self-shifting model will be its best seller, predicting it will account for nearly a third of CX-5 sales.
The 2,0-litre naturally aspirated, high-compression petrol unit lacks a little in terms of mid-range punch, and can feel somewhat laboured when hauling the crossover up any sort of serious incline. In everyday highway and city driving, though, it’s still largely up to the task. The six-speed torque converter, though, sometimes seems slightly indecisive.
The CX-5 finds itself in a particularly competitive segment, taking on the big sellers like the Hyundai Tucson, the Toyota RAV4 and what CAR currently considers the class benchmark, the Tiguan.
As Mazda SA’S most popular product, the second-generation model has plenty resting on its shapely shoulders. Has the Japanese automaker given its latest CX-5 the tools to grab another thick slice of market share pie in 2017? In short, based on this first impression, the answer is “yes”. Rather shrewdly, Mazda has improved only those aspects that genuinely required improving, allowing the new model to play to the unique strengths of its forerunner.
Could more have been done to the powertrains? Certainly, although the current engines are undoubtedly up to doing the job until Mazda rolls out its nextgeneration Skyactiv powerplants (the 2,2-litre diesel is still the one to have, if you can stretch to the higher price tag).
Ultimately, though, the latest CX-5 represents a clear improvement over its capable predecessor. It may not be “all-new” in the strictest sense of the word, but the latest updates – particularly the impressive refinement and more upmarket cabin – combined with competitive pricing and generous trim levels mean the CX-5 is still entirely capable of duking it out with the segment’s best.