Mazda CX-5 2012 Review

Not so much
>> Prosaic performance
>> Price of up-spec variants
>> Steel wheels on base model

OVERVIEW
-- Sensational CX-5
Mazda has raised the bar by which all SUVs will be measured with its sensational new CX-5. The first model in the Japanese brand’s line-up to feature its full complement of eco-savvy SKYACTIV technologies, CX-5 essentially replaces the slightly larger CX-7 locally.

CX-5 is also the first production model to feature Mazda’s Kodo [Soul of Motion] design language which includes extensive packaging benefits Mazda calls Karakuri. The upside is it feels larger inside than out.

The mid-size SUV hosts a range of new chassis, body, transmission and engine technologies to dramatically improve fuel economy and drivability.

By late March, Mazda will offer CX-5 in a total of 10 model variants, giving buyers the choice of front- or all-wheel drive, manual or automatic transmission, and petrol or diesel four-cylinder engines.

With a broad spread of pricing – from $27,800 to $46,200 -- across three grades -- Maxx, Maxx Sport and Grand Touring – Mazda has tried to cover most bases with its SUV game changer.

PRICE & EQUIPMENT
-- More bang, but more buck
The CX-5 arguably offers more equipment on a dollar-for-dollar basis than any of its competitors. That said, it isn’t cheap. It is however the first non-premium SUV to arrive with the availability of Blind Spot Assistance, Lane Departure Warning and High Beam Control.

It’s also the first SUV in its class to offer as standard the combination of Tyre Pressure Monitoring and a Reversing Camera across the range.

Like any tech-savvy Gen Y’er connectivity is key with the CX-5. The infotainment system features a high-resolution 5.8-inch colour touchscreen monitor, USB and AUX connectivity, as well as Bluetooth telephony and audio streaming.

As part of Mazda’s SKYACTIV suite of environmentally sensitive technologies, all models also include i-stop [idle stop-start] as standard.

The entry-level CX-5 Maxx receives black cloth upholstery, manual air-conditioning, Bluetooth telephony and audio streaming, cruise control, a four-speaker CD/tuner with steering wheel-mounted controls and USB connectivity, power windows and mirrors, keyless push-button start, tilt and reach adjustable steering column, trip computer, tyre pressure monitoring system, 60:40 split-fold rear seats and 17-inch steel wheels.

Stepping up to Maxx Sport, and in addition to those features listed for CX-5 Maxx, we find auto headlamps, dual-zone climate control, a six-speaker CD/tuner, rain-sensing wipers, leather-bound steering wheel, gearknob and handbrake cover, front foglamps, integrated Tom Tom satellite navigation, 40:20:40 remote release split-fold rear seats and 17-inch alloy wheels.

Finally, high grade Grand Touring models add adaptive bi-xenon headlamps, daytime running lamps, an electric tilt and slide sunroof, electrochromatic rearview mirror, leather upholstery (in black or beige), an eight-way powered driver’s seat, (front) seat heaters, keyless entry, 231-watt Bose surround sound audio package, front and rear parking sensors and 19-inch alloy wheels.

Grand Touring models are also available with the option of a Tech Pack ($1990) which consists of Blind Spot Monitoring, High Beam Control and Lane Departure Warning systems.

Metallic paint is standard on all models in a total of eight shades.

2012 Mazda CX-5 pricing*:
- Maxx FWD petrol $27,800 (6MT) / $29,800 (6AT)
- Maxx AWD petrol $32,300 (6AT)
- Maxx Sport FWD petrol $33,540 (6AT)
- Maxx Sport AWD petrol $36,040 (6AT)
- Maxx Sport AWD diesel $39,040 (6AT)
- Grand Touring AWD petrol $43,200 (6AT)
- Grand Touring AWD diesel $46,200 (6AT) 

*Pricing listed is the manufacturer’s recommended list price and does not include dealer delivery, on-road costs and statutory charges.

MECHANICAL
-- Greener, not meaner
As mentioned earlier, CX-5 is offered with the choice of front- and all-wheel drive formats, SKYACTIV petrol and diesel four-cylinder engines, as well as six-speed manual or automatic transmissions. Maxx Sport and Grand Touring models are available with automatic transmission and all-wheel drive only.

Available now are 2.0-litre SKYACTIV-G (for Gasoline) petrol-powered CX-5 variants outputting 114kW/200Nm. Combined fuel economy is just 6.4L/100km and CO2 emissions are 149g/km, or 6.9L/100km on AWD models. The high-compression (13.0:1) unit is 10 per cent lighter than Mazda’s previous 2.0-litre, and when coupled to a manual transmission, will accelerate from 0-100km/h in a claimed 9.4 seconds.

The 2.2-litre SKYACTIV-D (for diesel) is not available here until late March (2012). It outputs 124kW/420Nm while consuming an average of 5.7L/100km. Emissions are the same as the petrol unit at 149g/km.

Diesel-powered CX-5 variants utilise two-stage turbocharging and common-rail injection to accelerate from 0-100km/h in a claimed 9.4 seconds; again the same as the petrol model.

Mazda offers its front-wheel drive entry-level petrol model (Maxx) with the option of a lightweight six-speed manual gearbox. All other variants are automatic.

The six-speed automatic transmission, again a product of SKYACTIV thinking, uses a full-range direct drive torque converter with a multi-disc lock-up clutch for all forward ratios. The result is better throttle response, quick shifts and reduced NVH, as well as a claimed seven per cent improvement in fuel efficiency.

SKYACTIV-Chassis endows CX-5 with an enhanced ride/handling balance through revised suspension and steering arrangements.

The MacPherson strut (fore)/ multi-link (aft) arrangement benefits at the front from a rigidly mounted cross member which improves steering response. The net effect is the distribution of more lateral force to the rear wheels when cornering, which in turn enhances overall stability, and reduces understeer. At the rear, the placement of the suspension’s links are optimised to increase the amount of toe-in (the attitude of the wheel direction) under load, reducing yaw gain at high speed.

The rear suspension’s trailing arm is also mounted higher to reduce lift under heavy braking. Softer suspension bushes reduce NVH while forward-tilting shock absorbers limit vertical and lateral vibration.

Mazda says its electrically assisted rack and pinion steering arrangement is tuned to deliver sharper response at low-to-medium speeds and milder response at higher speeds. The upshot is fewer turns when maneuvering around town. On the open road torque feedback is increased with the amount of steering angle to bolster feel. CX-5 offers a turning circle of 11.2 metres.

Braking comes courtesy of ventilated front and solid rear discs. The braking system uses a smaller diameter master cylinder and larger diameter wheel cylinders to improve the progressiveness of the pedal and reduce initial ‘bite’.

Wheel sizes vary depending on variant. Maxx and Maxx Sport feature 17 x 7.0-inch wheels shod with 225/65 Yokohama (Geolander G98) rubber. Maxx is stuck with steel wheels but Maxx Sport gets alloys.

CX-5 Grand Touring features 19 x 7.0-inch alloy wheels wearing 225/55 Toyo (Proxes R36) tyre. All models use a 17-inch temporary steel spare wheel fitted with a 185/80 series tyre.     

Finally, a lightweight SKYACTIV-Body sees CX-5’s frame thickened at strategic points for greater stiffness, and improved NVH.

The monocoque construction includes 61 per cent high-tensile steel to provide a rigid body that not only improves body control and handling, but also defends against flexing for improved longevity.

The CX-5 tips the scales at 1475kg for the two-wheel drive petrol manual and 1685kg for the all-wheel drive diesel auto.

PACKAGING
-- Small on the outside, big on the inside
Wider and riding on a longer wheelbase than most competitors, CX-5 is quite spacious inside.

The front seats could do with more longitudinal travel, but offer plenty of head, shoulder and knee room and adequate height adjustment. The rear pews are similarly accommodating, allowing three adults to sit in relative comfort.

The driver’s seat itself offers sufficient bolstering for CX-5’s intended purpose, though the squab is a little flat. The angle of the rear bench is both comfortable and supportive. It’s split by a fold-down centre armrest with two cupholders (on Maxx Sport and Grand Touring).

Oddment storage is sufficient and includes a generous glovebox and console bin. A trinket tray is found fore of the gearshift and a sunglasses holder in the overhead binnacle. There are two cupholders in the centre console with additional, larger bottle holders found in the front doors.

At the rear, CX-5 offers 403-litres of cargo capacity (three more than CX-7) with the rear seats in position. Depending on variant, the rear seats can be flipped flat by a remote handle in the rear of the cargo bay through a 40:20:40 split.

Moving in one action, the seat back folds and the seat base moves forward and down, allowing a flat extension to the cargo bay and a total of 1560-litres.

A clever (and removable) cargo cover is attached to just below the rear window which opens and retracts in unison with the tailgate. The tailgate itself opens with sufficient clearance, but is shaped with shorter owners in mind. As a result it’s easy to grab, and light to close.

Mazda CX-5 key dimensions:
- Length: 4540mm
- Width: 1840mm
- Height: 1710mm
- Wheelbase: 2700mm
- Ground Clearance: 150mm (laden)
- Towing Capacity: 1800kg (braked)
- Drag Coefficient: 0.33Cd 

That list includes as standard stability and traction control, antilock brakes, brake assist, electronic brake-force distribution, and hill start assist, as well as front, side and full-length curtain airbags.

Optionally, as part of the Grand Touring’s Tech Pack, the CX-5 is also available with Lane Departure Warning, Blind Spot Monitoring and High Beam Control.

All seating positions include three-point seatbelts, with the front seats adding pyrotechnic pretensioners and load limiters. Anti-whiplash headrests are fitted to all five seats while the rear bench scores top-tether child seat mounts in all three positions.

Visibility is another key area Mazda engineers paid close attention to during the design phase. The lowered position of the windscreen in relation to the front seats allows excellent visibility across the bonnet to the road, while the high riding position offers a commanding view ahead, side-to-side and behind.

The position of the wing mirrors, too, is worth noting. Set further aft along both front doors, the line of sight between the mirror and the A pillar is greatly enhanced. This is especially noticeable when approaching roundabouts or at uphill intersections. 

Mazda has also taken significant steps to ensure the CX-5 is no more harmful than a regular hatch when it comes to pedestrian safety, including shock-absorbing material in the front bumper, an energy absorbing front end and a specially designed bonnet and cowl to help reduce the severity of impact. At the same time, a hardened lower surface in the fascia prevents a pedestrian’s legs from going underneath the car.

COMPETITORS

In terms of size, CX-5 plugs itself squarely between Toyota’s RAV4 (smaller) and Mitsubishi’s Outlander (bigger).

While it would be unfair to speculate on CX-5’s performance in isolation, it’s apparent the vehicle’s more modern platform and feature list place it ahead of the pack.

The newer petrol driveline also sees CX-5 at a significant advantage in terms of price versus average fuel economy, with the Volkswagen Group’s Tiguan and Yeti and the Jeep Compass coming closest in a direct fuel comparison according to official figures* (see below):

- Ford Kuga (from $38,990): 10.6L/100km 
- Great Wall X240 (from $23,990): 10.3L/100km
- Holden Captiva5 (from $27,990): 9.1L/100km 
- Honda CR-V (from $28,090): 10.0L/100km 
- Hyundai ix35 (from $26,990): 8.5L/100km
- Jeep Compass (from $26,500): 7.6L/100km
- Kia Sportage (from $26,720): 8.7L/100km 
- Mazda CX-5 (from $27,800): 6.4L/100km
- Mitsubishi Outlander ($29,340): 9.2L/100km
- Nissan X-TRAIL (from $28,490): 8.5L/100km
- Skoda Yeti (from $26,290): 6.6L/100km
- Subaru Forester (from $30,990): 9.3L/100km
- Suzuki Grand Vitara (from $24,990): 8.8L/100km
- Toyota RAV4 (from $28,990): 8.4L/100km
- Volkswagen Tiguan (from $28,490): 6.9L/100km

The ride is an idyllic blend of compliance and grip. The CX-5 holds tenaciously to its line through corners, not the least bit upset by surface irregularities, potholes or off-camber tarmac.

Even on rough dirt tracks the suspension is elastic enough to keep a determined grasp on the gravel beneath. The all-wheel drive system works effortlessly to maintain traction as required, although we hasten to point out we drove in dry and dusty conditions.

Steering the CX-5 is a pleasure. The car is easy to place and the rack quick enough to allow the driver more chance to enjoy the breadth of handling available.

Turn-in is sharp, the car settling to the rear, while tending to modest oversteer only when backing off the throttle mid-corner. Even in front-wheel drive variants we never found ourselves short of control.

Stability control is rarely called to intervene; such is the steadfast conduct of CX-5’s chassis. Even on dirt the driver is allowed enough scope to have a bit of fun; the hunkered down feel of CX-5’s taut frame presents little in the way of body roll, either.  

The downside to all this “Zoom Zoom”, as Mazda would put it, is that the car ultimately wants for more torque. The engine, whilst smooth and happy to rev, just doesn’t offer enough gumption for hilly highway cruising, and it can struggle with overtaking maneuvres.

That said, the car is reasonably peppy around town, with the SKYACTIV transmission making short work of sub-80km/h speeds.

The auto transmission itself is an interesting piece of kit. It offers velvety shifts and speedy take up from a standing start. While always ready to downshift to maintain pace, on occasion it feels too eager to upshift, perhaps in a bid to conserve fuel.

Mazda’s careful calibration of the throttle offers smoother delivery across a wider band to eliminate surging in stop-start scenarios. We imagine this would also calm the attitude of front-drive variants in the wet, too.

Try as we might, and even in the all-wheel drive (petrol) Grand Touring, we simply couldn’t tempt CX-5 to consume more than 8.8L/100km. Driven in the fashion for which it’s intended we’re certain the published fuel economy figures would be easily attainable.

With its clever combination of intelligent packaging, outstanding dynamics and impressive fuel economy, the CX-5 is sure to provide other manufacturers a bit of a wakeup call. And while the petrol engine is a little lacklustre, the diesel is bound to ensure Mazda has all bases covered.

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