Mazda CX-5 2018 Review

Winning the sales race at the slowest possible pace

Toyota popularised the Japanese term Kaizen in the west, but almost every Japanese manufacturer has embraced the idea of continuous improvement.

The 2018 Mazda CX-5 is the perfect example – small, subtle changes introduced frequently to keep ahead of the opposition, without the massive investment splurge required for a substantial facelift.

Mazda released its new generation of CX-5 just last year, but the company has already updated it, lavishing attention on the already fuel-efficient engines for even better economy and finely honing the equipment list for the mid-spec Touring grade and the range-topping Akera. The former gains a head-up display – and a proper one at that, reflecting in the windscreen rather than displaying in the pop-up unit previously available in higher grade Mazda CX-5 models.

For the CX-5 Akera, Mazda has introduced a 360-degree monitor, which features cameras at the front and rear, plus underneath the external mirrors for a computer-generated view from above. This picks up pedestrians, parked cars and other obstacles for display in the infotainment screen when reverse gear is selected.

The added equipment and the updated engines are accompanied by price cuts right across the range, so as formidable a market entrant as the Mazda CX-5 already was, it's now even harder to walk past the Mazda showroom in the rush to buy a medium SUV.

Tyre tormenting tarmac

For the local launch of the upgraded CX-5, Mazda invited journalists to test the car on country roads around Canberra. As we've found in the past with the BMW X2, these roads are not as well paved as one might expect from the hinterland around the nation's capital. So the event was ideal for testing that bane of Mazda's existence – road noise.

Unfortunately, tyre contact with bitumen remains the predominant source of noise in the cabin of the CX-5, but that's because wind noise and powertrain noise are thoroughly suppressed. And road noise was distinctly better than the X2's.

<a href="https://motoring.pxcrush.net/motoring/general/editorial/mazda-cx-5-2017-6.jpg"><img class="alignnone size-csn-inline-image wp-image-242527" src="https://motoring.pxcrush.net/motoring/general/editorial/mazda-cx-5-2017-6.jpg?height=427&width=640&aspect=fitWithin" alt="" width="640" height="427"></a>

Quiet and frugal

The SKYACTIV engines were both very refined, and the diesel in particular would be considered quiet and free of vibration by even the standards of four-cylinder diesels from prestige manufacturers. Although Mazda expects the 2.5-litre petrol engine to account for more than half the projected CX-5 sales of 2000 units a month, the diesel is by far the better of the two powerplants. It produces more actual urge, it does so effortlessly and it sounds moderately sporty by diesel standards.

The 2.5-litre petrol four-cylinder develops the same power as the diesel, but simply doesn't feel as energetic. But it was inaudible at highway speeds and the cylinder deactivation operation could not be discerned, just as Mazda promised.

At differing speeds between 80 and 100km/h, all the while watching the instantaneous fuel consumption as some sort of visual aid, I waited for some tell-tale sign that the engine was running in two-cylinder mode – all to no avail.

The 2.5-litre engine used as little as 8.2L/100km over the course of the drive program, during which it spent a lot of time being pushed up to speed as fast as the accelerator pedal travel would allow. Offsetting that was the fuel-saving idle-stop system, which worked seamlessly to kill the engine without unsettling the passengers.

Naturally, the diesel used less fuel again, the trip computer posting a figure of 6.2L/100km.

<a href="https://motoring.pxcrush.net/motoring/general/editorial/mazda-cx-5-touring-5.jpg"><img class="alignnone size-csn-inline-image wp-image-242523" src="https://motoring.pxcrush.net/motoring/general/editorial/mazda-cx-5-touring-5.jpg?height=427&width=640&aspect=fitWithin" alt="" width="640" height="427"></a>

Ride and handling

Since my last drive of the Mazda CX-5 was the previous generation, this was a new experience for me in more ways than just the updated powertrain technology.

Based on first impressions, the CX-5 in its second generation is quieter overall and feels smaller on the road. Part of that is likely due to the steering, which feels light enough for most buyers in the market for an SUV such as the Mazda.

The CX-5's dynamics are safe and generally communicative, suiting a very broad range of buyers in this market segment. Brake pedal feel was progressive and fairly soft, for instance. But the Mazda CX-5 is not merely some anodyne family hack for suburban-dwelling non-enthusiasts.

The handling is lively and the steering response is better than the median for vehicles in this market segment, although weight transfer is felt through the seat when turning in at higher speeds.

Mazda provided an opportunity to try out the CX-5 on gravel roads. It wasn't actual off-roading as such, but the SUV was composed and planted. A reasonable driver can punt the CX-5 along roads like these without concern that the tail will step out unexpectedly, or that the car will plough on through a corner.

In respect of ride comfort, the CX-5 was more compliant on the Touring grade's 17-inch wheel and tyre combination than the Akera's 19-inch wheels.

There was the usual vibration encountered through the front MacPherson struts over the corrugations on gravel, but the CX-5's on-road balance of ride and handling will be acceptable for most prospective owners.

Packaging

The CX-5 in this update remains what it was: a practical mid-sized SUV that might lack the ultimate roominess of a Nissan X-TRAIL, but will do just fine for most families.

From behind the wheel, the CX-5 is generally well designed, ergonomically. The instruments are very easy to read, controls are located where they should be and the front seats are comfortable and supportive over the course of the drive program. Rear-seat accommodation is fit for adults also, and there are adjustable vents in the rear of the centre console.

The boot features levers to remotely flip forward the rear seat and increase the luggage space from 442 litres to 1342. There's a space-saver spare under the boot floor, which won't meet the needs of country buyers taking the CX-5.

The CX-5 is offered with a range of infotainment functions, including Bluetooth, digital radio, USB porting, steering-wheel controls for the audio system, at least six speakers and Internet apps, but the lack of CarPlay and Android Auto will be disappointing for some prospective buyers.

Fit and finish achieves a pretty high standard in the CX-5, although the doors need a decent slam to effect a good seal. Nevertheless, the CX-5 impressed for the way it sealed the cabin from dust on those same gravel roads.

An opportunity to test the CX-5 in a seven-day context will convince us one way or the other of Mazda's real-world fuel economy gains, but come what may, the CX-5 looks certain to remain the sales champ in medium SUVs.