Mazda CX-5 2015 Review

In such a tight, action-packed segment as the medium SUV segment – and the SUV class generally – to sell in excess of 20,000 cars of the one type for two consecutive years is nothing short of astounding.

That's what the Mazda CX-5 has achieved since its arrival in the local market back in 2012. It's a far cry from the results posted by its predecessors, the CX-7 and Tribute – worthy machines though they were.

The reason for the CX-5's success is its ability in competencies that appeal specifically to the modern SUV buyer. It's space-efficient and affordable, frugal to run, but fun to drive.

An update for 2015, belied by a mild facelift, addresses the CX-5's relatively few weaknesses. Of particular note, there have been no changes to the three 'SKYACTIV' drivetrains on offer. What has changed is the car's ride comfort, noise suppression, active safety and price.

The new safety features, bundled together under the name i-ACTIVSENSE, include adaptive LED headlights, Lane-Keep Assist, Driver Attention Alert, Smart City Brake Support (with rearward detection added), Smart Brake Support and Mazda Radar Cruise Control. Since these features as a package are only standard in the flagship CX-5 Akera, and most of the drive program was conducted on country roads during daylight hours, there was simply no opportunity to make a valid assessment of them.

For the local launch of the new car, due to go on sale early next month, motoring.com.au first sampled the diesel-engined CX-5 Maxx Sport. This car is one peg above the entry-level variant, but with the extra cost of the diesel engine, the automatic transmission and all-wheel drive, it tops out at just under $39,000. The value is there, however, with standard equipment including alloy wheels, front foglights, auto-on/off headlights, rain-sensing wipers, triple-split folding rear seat, dual-zone climate control, leather-bound wheel/gear knob, vanity mirrors, six-speaker audio and satellite navigation.

On the outward-bound leg of the drive program, it was immediately apparent that Mazda had delivered on its promise, and the update model was better in every respect mentioned. While there's still some tyre noise present on some mediocre patches of bitumen, the car inside was frequently quiet enough for the whine of the turbocharger to be faintly heard from the driver's seat. On what was a blustery day, the CX-5 was sufficiently subdued to make it into the winner's circle among other mid-sized SUVs.

Ride comfort was undeniably better than before and has been fettled without mucking up the CX-5's native handling and roadholding prowess. I found the Mazda on 17-inch alloys was a little more reluctant to turn in than the higher grade GT model on 19-inch wheels. But the Maxx Sport remains exemplary among its medium SUV peers nonetheless. When it comes right down to it, if you're buying an SUV, you're more likely to prefer comfortable ride over ultimate cornering ability anyway, and there was little doubt the ride quality of the CX-5 GT was just a little busier.

Over the course of the journey, the diesel Maxx Sport posted a fuel consumption figure of 7.5L/100km and the petrol-engined CX-5 Grand Touring returned a fuel consumption figure of 11.0, according to the trip computer in each car.

There's a $3200 premium for the diesel engine in the CX-5 – based on otherwise identical trim levels. That's why the diesel variants only account for 20 per cent of all CX-5 sales, despite the diesel being the superior offering. Apart from the fact it uses less fuel in the same operating environment, its torque is a nicer fit with the CX-5's bulk. Unlike other diesel powerplants in SUVs, the SKYACTIV-D four-cylinder feels more powerful higher in the rev range and determines the engine's sportier, more petrol-esque character.

In contrast, the 2.5-litre petrol engine, which does a sterling job in the Mazda6 sedan, feels a little too peaky and stressed in the CX-5. Even with the new Drive Selection mode set to 'Sport', the petrol engine didn't feel as capable under pressure as the diesel. According to Mazda, this facility – Drive Selection – was developed for the North American market, where the petrol-engined CX-5 drives through higher ratios in the transmission. The diesel CX-5 doesn't get this new facility, since the diesel isn't sold in North America. A brief test of the system indicates it's of some peripheral benefit.

Mazda's work in the cabin is commendable. The seats are significantly more comfortable than before. They're not aggressively bolstered, featuring a well-shaped squab that's softly cushioned instead. The driving position is still ideal (slightly higher and therefore less 'car-like' than in the Honda CR-V, for instance), and there's a good view of both the road ahead and the instruments through the wheel. Changes to the dash, console and fascia have bestowed on the CX-5 the same sort of quality feel seen in the current generation Mazda6 when that first arrived in Australia. And those who have driven the current Mazda3 will find the CX-5's MZD Connect infotainment system very familiar, and equally easy to use.

As a practical family car the CX-5 also offers decent legroom and headroom in the rear, but unfortunately with no face-level vents back there for the kids. If, however, you can live with that, the CX-5 is now more affordable, it's also more refined, and there's a cost-effective service solution now available too.

In short, the CX-5 continues to be the benchmark in this segment, and it's now better again. It has already drawn out as many as 5000 prospective buyers willing to talk with a Mazda salesperson, the importer claims. That's a big number for a car that's basically a mild update – but the CX-5 is all about big sales numbers.