Mazda CX-5 2013 Review

Mazda CX-5

Engine: 2.5-litre four-cylinder petrol
Output: 138kW / 250Nm
Transmission: Six-speed automatic
Fuel / CO2: 7.4L/100km / 172g/km
Wheels / Tyres: 17x7.0-inch / 225/65
Safety: Six airbags / Five-star (ANCAP)

Front seats struck a fine balance between comfort and support, though the narrowness of the seat cushions – something which also affected the rear passenger accommodation – marked it down.

Ergonomically, the Mazda CX-5 excels. Minor and major control placement is excellent. Extra marks too for the CX-5’s use of the ‘correct’ sequential manual gear change pattern (ie: pull-back to go up a gear; push-forward to go down).

Although there was some tyre noise present, the engine’s delivery was smooth; though it too could intrude into the cabin at higher engine speeds or under heavy throttle.

The CX-5’s cabin versatility was on-par with rivals, with 60:40 split-fold rear seats. The Mazda’s cargo cover was novel, clipping to the rear window to allow a wider aperture when placing luggage in.

Unfortunately, the cabin floor was raised to accommodate the spare wheel. That, along with the protruding rear wheel wells combined to give CX-5 the lowest seat-up cargo capacity (403 litres). Seat-down, this improved to 1560 litres and a third placing.

Visibility was enhanced with the A-pillar position being well-placed, however CX-5’s high sides and narrow side and rear windows restricted head-check and rear vision.

It is a similar story with the upholstery and carpets, which feel cheaper than the Toyota’s. Like the CR-V, the front seat bolsters of our test vehicle were flimsy.

The door cards in the rear of the CX-5 are of noticeably lower quality than those in the front and use hard plastic instead of the front’s soft-touch covering. That said, we were impressed by the amount of soft-touch coverings and the lack of sharp edges or seams on interior trim.

The switchgear has a positive feel, the window switches have a heavy action and rotary controls for the ventilation and audio system are consistent in look and feel – something none of the other vehicles on test achieved.

In the boot is a carpet floor and bare plastic sides that house a 12V power outlet and flimsy-feeling handles for folding the rear bench.

Exterior paint quality is high, although the CX-5 lacks the sparkle of the RAV4 and there are no roof rails on this the VTi-S grade.

Panel gaps are wider than the Kuga’s tight-fitting skin but consistent across the vehicle.

Compared with the other Japanese contenders, the Mazda’s plastic cladding on the wheel arches is flexible and the piano black grille finisher felt flimsy.

The CX-5’s doors all close with a thunk and it had the best finished, most attractive engine bay of the cars on test.

While the Mazda’s steering and handling isn’t as sporty or sharp as the Ford’s, it was still very impressive and tailored to better suit a wider variety of drivers.

The steering initially felt light, especially compared to the meaty on-centre resistance of the Ford, but more wheel time revealed its combination of weighting, accuracy and feel to be nicely judged.

Ride quality was likewise impressive – notably better than the busy Kuga and achieved without the compromises to body control and handling of the Forester and CR-V.

The 2.5-litre four-cylinder engine doesn’t feel as briskly energetic as the free-revving Toyota, but its 138kW output was bettered only by the CR-V, and arrived at a significant 1300rpm earlier. Similarly, 250Nm vaulted it to the head of the torque table, again achieved at much lower revs.

Not only does Mazda’s much-vaunted SKYACTIV engine and transmission technology deliver impressive driveability, it does so with a degree of thrift that puts its rivals to shame. The CX-5’s class-leading 7.4L/100km combined cycle fuel figure was backed up on road with best and worst of 7.9 and 17.6L/100km respectively, both of which bettered all comers.

On slippery gravel sections, the CX-5 also proved the easiest and most consistently accurate to steer. In contrast to some of the other cars, the Mazda’s stability control worked seamlessly to keep the nose pointing in the right direction.

It’s the sum of its parts that gives the Mazda the edge, delivering an SUV that feels cohesive, impressive and thoroughly grown-up. It’s the SUV that asks the least compromises, emphatically stamping its authority on the category.

A single 5.8-inch touch screen is positioned in the centre of the dash allowing easy access of audio, telephone, navigation and vehicle information settings. The CX-5 was also one of few SUVs on test that displayed a cohesive design approach across its multiple buttons and dials, resulting in an instant sense of familiarity for the operator.

A neat, central display provided at-a-glance access to vehicle trip data and outside temperature, while the phone pairing process was also straightforward.

Standard features on the multi-function steering wheel include audio, cruise control, telephone and information display scrolling. The Mazda’s satellite navigation was simple to engage and operate while a reversing camera is also standard.

The Mazda CX-5’s HVAC system was not as convincing as some and rated third in terms of operational effectiveness behind the Ford Kuga and Honda CR-V.

Most Mazda models are offered with metallic paint as a no-cost option, and this was indeed the case with our test vehicle. However, the CX-5 is available with one paint option, Soul Red, which attracts a $200 surcharge.

One of only two vehicles on test (the other being the Subaru Forester) to offer a three-year/unlimited kilometre warranty, the CX-5 had a slight advantage over three of its foes.

Unfortunately the good news ends there. Mazda does not include roadside assistance as standard (it costs $68.10 per annum during the warranty period) and the service period is six months/10,000km, whichever comes first, just like the Honda CR-V and Toyota RAV4.

Currently, Mazda does not offer capped price servicing.

As the CX-5 has only been on sale for a short period, we based our resale values on the model’s similarly specified predecessor, the CX-7 Classic Sports. Redbook says this model’s median private sale value was $25,050 – or 64 per cent of its new price – after three years.