Mazda CX-5 Prototype 2011 Review
Underneath the black and white camo hides a very accomplished compact SUV – and it's coming Down UnderPrototype Drive
Reykjavik, Iceland
What we liked
>> Best steering and handling compact SUV
>> Twin-turbo diesel and auto combo
>> Packaging improvements
Not so much
>> Wind noise around mirrors
>> Steering a touch heavy for some tastes
>> Base front-wheel drive not as resolved handling wise
More Mazda CX-5 photos on motoring.com.au from the prototype drive in Iceland
OVERVIEW
>>New class leader
Mazda has built another winner. Just as the Mazda3 has effectively re-written the spec sheet for affordable mass market small cars Down Under, so, given half a chance, will the CX-5 will dominate the local compact SUV market.
At least that's the strong and positive first impressions Mazda's new compact crossover formed via a flying visit and short drives of preproduction prototypes in Iceland last week.
Though smaller overall than the CX-7 it effectively replaces, the CX-5 delivers more to buyers. In addition to significantly more room inside, there's a new found sophistication evident in the cabin and the chassis, and the next-generation petrol and diesel SKYACTIV powertrains are top notch.
Add to this better fuel economy across the board and what are likely to be very competitive sticker prices and you have the recipe for a new class leader.
PRICE & EQUIPMENT
>>Watch this space
The cars we drove in Reykjavik (Iceland) were preproduction cars. The official unveiling of the new model will take place at Frankfurt Motor Show in a few weeks, thus both head office and Mazda Australia were being tight lipped about model grades, equipment and pricing. Indeed, Mazda Australia does not expect to announce details until very close to the car's local debut some time in "early 2012".
What is clear is that the carmaker will debut a significantly wider model offer locally than the existing four-car CX-7 range.
Both all and front-wheel drive variants of the CX-5 will come Down Under and there will be diesel and petrol versions. Perhaps most importantly for Mazda in its quest to achieve significant volume increases in the compact SUV segment, the CX-5 will deliver the carmaker its first turbodiesel/automatic transmission combination in a passenger car.
We're tipping a three-grade model strategy. Mazda Australia boss, Doug Dickson would not confirm our assumptions but commented that the company would be expanding its offer from the CX-7 level and confirmed its intention to challenge for number one spot in the segment.
"With this car we will be seriously looking for number one. With CX-7 we are regularly in number three or four spot [in monthly sales]. We know that car [CX-7] is above the [pricing and sizing] sweet spot and we are confident that we can position the new CX-5 correctly [to significantly increase sales]," Dickson said.
Dickson would not confirm pricing or the model walk for the CX-5 but stated: "To do this [claim number one spot], we need as wide a range [of CX-5 variants] as possible."
Mazda's playbook is likely to see both petrol and turbodiesel engined front-drivers offered at the entry-level. Indeed, Dickson did confirm Mazda Australia would not limit diesel to top of the range models. A sub-$30,000 starting price is a given for the petrol, front-wheel drive variant.
And expect reasonable levels of equipment -- both amenity and safety -- even at entry level. Mazda is not in the habit of selling 'stripper' versions of its cars Down Under.
Though it's risky to assume too much from the prototype testers, even the cloth-seated front-wheel drive petrol model on hand featured climate control aircon and a 5.8-inch colour display for audio, etc. This is operable via a centre console mounted MMI-style controller or directly, via touchscreen functions.
Mazda promises a significant level of smarts re Bluetooth telephony and audio streaming. A range of navigation options will be offered to European customers.
Higher-spec prototypes we drove featured attractive, well bolstered, perforated leather sports seats with electric adjustment. Seat heating was also featured. Multi-function steering wheels featured spoke-mounted controls for cruise, telephony and multifunction trip computer.
If the switchgear spied in the top of the range pre-production cars are anything to go by, the CX-5 will introduce a number of new safety features into the local Mazda line-up. These include lane departure and blind-spot warning systems plus integrated rear cameras and parking assistance systems.
MECHANICAL
Electrification and hybrids will come down the line, says Mazda, but the best step forward right now is to leverage the significant improvements that can be made to conventional drivetrains, structures and the like.
We looked at the various SKYACTIV component technologies in depth when the company first debuted them in Berlin in 2010 and again in local workshops. Suffice it to say, the all-new CX-5 will arrive Down Under next year with a choice of cutting-edge direct-injection petrol and turbodiesel engines and all-new manual and super-efficient SKYACTIV-DRIVE auto transmissions.
Mazda released little if any CX-% specific technical information at the Iceland prototype drive.We did however experienced the 2.0-litre SKYACTIV-G petrol engine in 121kW/210Nm and 110kW/208Nm versions in Reykjavik, the former an international-spec engine coupled to the new SKYACTIV-MT six-speed manual transmission and front-wheel drive. Power and torque peaks occur at 6000 and 4000rpm respectively.
The SKYACTIVE-DRIVE auto and all-wheel drive equipped 110kW petrol car was tuned to comply with Russian taxation-related rules rather than any specific engineering requirements. And frankly drove in a quite similar manner to the 121kW engine. Not surprising given their closely matched torque numbers.
Australian petrol engined CX-5's won't get the record setting 14:1 compression ratio featured in both European petrol engines, due to a requirement to run on 91RON standard unleaded fuel. That said, Mazda promises Aussies almost identical power and torque outputs and most of the fuel savings the Euro SKYACTIV engines achieve.
The SKYACTIV-D turbodiesel engine we also drove at Reykjvarik displaces 2.2 litres and pumps out 129kW at 4500rpm and 420Nm at 2000rpm. It is a twin-turbo unit that revs beyond 5000rpm with some gusto -- remarkable for a diesel. It's not short of low down power or torque, however, and in this respect is perhaps the most sporting diesel powerplant we've experienced.
Both engines are undersquare; that is their stroke dimension is larger than their bore. This is the same for both petrol and turbodiesel engines and the bore and stroke ratios remain consistent (around 0.91) over the two capacities. Says Mazda's engineering and development brains trust, this is a key factor in their pursuit of extremely high levels of combustion efficiency.
Future SKY-ACTIV engines will therefore reflect this same ratio, be they larger (a 2.5-litre engine for the next generation 6) or smaller (1.3-litre SKYACTIV-G for the next Mazda 2).
The CX-5 gets new Macpherson Strut front and multi-link rear suspension and special attention has been paid to front-end geometry to deliver precise and tactile steering response.
Mazda was at great pains to point out predictable, consistent steering and handling are key factors in delivering on its credo of driver enjoyment. It says it has strived to emulate traits of its MX-5 sportscar in the CX-5 (how its gearshift and steering feel, for example), quoting the soft-top’s ‘jinbai ittai’ mantra (translate as: ‘horse and rider as one’) often throughout the technical briefings in Reykjavik.
Other key mechanical changes from previous generation Mazda SUVs include the adoption of electric power assisted steering (EPAS) -- though water and oil pumps are still engine powered. EPAS calibration is also key to Mazda's pursuit of strong driving dynamics for the CX-5. Coupled with a faster ratio steering rack (15:1 compared to the CX-7's 17.2:1) it is a standout in the class.
Mazda has promised a 100kg reduction in the next generation 3 and 6 in part via the new SYACTIV-BODY structure that will underpin the new cars. It's achieved that and then some in the move from CX-7 to 5. Mazda head of R&D Hirotaka Kanazawa estimates that model for model the CX-5 will undercut the 7 by up to 200kg. This is not at the price of refinement or safety -- the new body-in-white boosts high and ultra-high tensile steel use from 40 to 60 per cent with attendant increases in rigidity and strength.
The stiffer structure yields benefits in a number of areas: safety but also handling and, importantly, refinement. Mazda says it has worked hard on improving this aspect of its products in the next generation cars. If the CX-5 protos were anything to go by, then it has made progress.
The cars we drove were on a mixture of 19-inch Toyo and 17-inch Yokohama all-season tyres and despite the very coarse nature of the aggregate on the Icelandic roads, we can vouch for the fact they were remarkably quiet. So much so that the main noise intrusion was wind noise around the decoupled external rear vision mirrors.
CX-5 Project manager (and former CX-9 project head) Hideaki Tanaka says Mazda is still refining position and shape of the mirrors so expects more improvements. Though decoupling them from the A-pillar creates noise issues, Mazda believes the extra visibility it yields is worth the extra work. Sightlines from the driving position are good in the CX-5. Over the shoulder and rear vision are better than most vehicles in its class.
Though Mazda is yet to release official ECE or ADR fuel figures for any CX-5 variants, the carmaker is pointing at small-car matching fuel stats. During last week's sessions Mazda claimed real world figures of around 10 per cent better than equivalent Volkswagen group models in back-to-back testing.
Mazda has also gone on record that it's front-wheel drive manual turbodiesel CX-5 will have a CO2 output of better than 120g/km. This equates to a fuel consumption figure of around 4.5L/100km.
During our admittedly short drives of the prototypes (in a flying trip to Europe we logged up around 74 hours in planes but only around three in the cars!) we noted trip computer average consumptions of 8.6L/100km in the diesels and 10.7L/100km in the petrols. It should be noted that the loop we drove was not picked for its likely effect on economy – nor were we driving like saints. Normal driving could easily knock 2.0L/100km off these marks.
In city driving both petrol and diesel versions benefit from auto idle stop-start. Not much chance to see how that works in the wilds of the Icelandic fjords however…
PACKAGING
>>More for less
The CX-5 heralds the arrival of Mazda's new styling philosophy. Labelled Kodo, which translates to Soul of Motion, the new direction was debuted via the maker's Shinari showcar and most recently in the Minagi concept.
In its production form, the CX-5 is very close to Minagi -- good news for Mazda. Indeed, we'd suggest that the CX-7 replacement has already nailed the top spot in the segment in looks department.
It’s a handsome car that manages to blend a fair measure of aggression without appearing too masculine. In profile, there’s a whole swag of hatchback in the lines. Indeed, squint just a little, and there could be every chance you’re looking at the next generation Mazda 3.
We can definitely see the car appealing to a wider range of buyers than the CX-7. At least once the production versions hit the road sans the David Jones camo.
As an aside, the passion of Mazda’s designers and engineers is illustrated in the camo applied to the CX-5 prototypes. Look closely and you’ll see it’s not a traditional houndstooth, but rather the pattern is made up of the silhouette of a cheetah running at full stretch. The Cheetah was one of the inspirations behind Mazda styling chief’s ‘Speedy’ Maeda execution of Kodo.
CX-5 is around 150mm shorter than the CX-7 but almost the same width and height, yet its cabin feels larger and indeed, according to Mazda’s boffins delivers more room for passengers and payload alike.
Though it rides on a wheelbase that at 2700mm is 50mm shorter than the CX-7, the new 5 easily eclipses the older car in terms of useable space. In terms of seat of the pants impressions there's more legroom and more knee room in the front, while the second row also has more legroom and what seems like significantly more headroom. The luggage compartment offers a large unencumbered area that’s about par for the course for compact SUVs. Mazda’s still to calculate the brochure stats, but it looked plenty big enough to us.
Aussie versions will get a slightly raised floor to accommodate a space-saver spare. The protos, like most Euro market cars, make do with a can of sealant.
What’s not clear is what rear seat arrangement Australian cars will get. Mazda is building CX-5s with both 60:40 and 40:20:40 rear splitfolds. The Higher-spec version not only gives you a choice of configurations but also features a movable squab which ensures the seats fold fully flat. This is something we’ll need to check at local launch time.
Then too we’ll be able to comment properly on cabin accoutrements. The new dash and fascia has a very European feel to it (and in some ways recalls BMW’s X SUVs) but were presented clearly in prototype form. The layout looks good, so we’re keen to see the finished product.
SAFETY
>>Active safety at the forefront
Mazda is championing active safety with the new CX-5 – and will likely do so with all of the next generation of its cars.
We noted above the carmaker’s desire to imbue the CX-5 with the spirit of the MX-5. This doesn’t mean it’s trying to build a high-riding sportscar, but rather it wants the CX-5 to deliver to its driver very consistent dynamics with strong linearity in terms of its power delivery, steering and handling response and even braking. Mazda asserts predictable and proportional characteristics of this sort deliver to a driver a feeling of precision and controllability.
Active safety will be augmented by a full suite of safety aids. Four-wheel disc brakes have modern multifunction antilock smarts behind them and there’s stability control as standard. Other driver aids will include hill start and descent assist.
CX-5 will also likely debut lane departure warning and blind spot assist as well as semi autonomous braking via Smart City Brake Support. Auto high beam will be an option. Expect a whole suitcase of airbags…
COMPETITORS
>>Gunning for número uno
Mazda Australia has sounded a warning for Subaru, Hyundai, Toyota et al. Not content with number one in the small car category with Mazda3, the brand is now gunning for the top spot in the burgeoning compact SUV marketplace.
This is one of the most dynamic sections of the Australian car market with most brands keenly contesting it. Subaru’s Forester has always been a strong performer. Hyundai’s ix35, Toyota RAV4 and Honda’s CR-V also.
Volkswagen’s Tiguan and the closely related Skoda Yeti were among the benchmark cars for the new CX-5, but Mazda insiders say proudly so was BMW’s X1.
How the CX-5 will fare Down Under will have much to do with its pricing. But, when was the last time you saw Mazda miscue on a launch this important?
ON THE ROAD
>>More zest to go with Zoom-Zoom
And the chances are if Mazda can hook prospective customers on sharp pricing, then a drive in the CX-5 will clean them and fry them. This is one of those cars that just feels right from the first turn of the wheel.
Forgiving a few prototype car faults – such as inconsistent steering weighting across the four examples we drove – the CX-5 has the makings of being the class benchmark. Indeed, though at least two of the cars yours truly drove were probably too heavy through the wheel for most buyers, steering feel and precision generally is a stand out in the category. Body control and ride is impressive too – even on 19-inch wheels and tyres.
Our test route around the Hvalfjörður Fjord north of Reykjavik has its fair share of bumps, rises and falls and just the right mix of frost damage and lumpy corners to deliver a reasonable assessment of the cars’ manners. We weren’t disappointed, in fact, the CX-5s proved wieldy and confidence inspiring – just as Mazda intended them to be.
On the coarse chip roads the noise attenuation was impressive. The above-mentioned wind noise around the mirrors could get annoying but it’s more likely to be an issue at autobahn speeds than at our local 110km/h limit.
The turbodiesel automatic is easily the pick of the litter. Mazda says a true automatic has better step-off characteristics than a dual clutch transmission (none of those, at times, jerky DSG starts) and is also better in traffic and parking. With a high degree of mechanical lock-up programmed into the transmission, it can also be efficient across a range of speeds. The SKYACTIV-DRIVE tranny is locked up around 85 per cent of the time so effectively functions as a manual. Gear changes can match or better DSG times.
In use it’s a very complimentary partner to the new SKYACTIVE-D twin-turbo oiler. The engine blends a strong, almost seamless surge of torque with a very undiesel-like happiness to rev past 5500rpm. This is good in the snappy shifting six-speed manual, but even better when matched with the smart six-speed auto.
There’s no steering-wheel paddles, which for keen drivers is a shame (Mazda says there are none “in the program”), but in reality there’s little need. Push the accelerator and the car just goes – with very little noticeable turbo lag and ultimately with a fair turn of speed as well.
After the turbodiesel, the petrol engines feel lacklustre but in reality are still impressively smooth and flexible powerplants. Power delivery is very linear which tends to mask the competence of the powerplant.
The final drive ratios differ between diesel and petrol versions which sees the latter spinning a touch harder at highway speeds. Arguably the petrol could also benefit from a narrower ratio spread (internal gearbox ratios are shared) but this factor is unlikely to concern most consumers.
Our drive of the single front-wheel drive petrol variant (all the other cars were AWD) showed it up as a touch less planted and a little ‘fiddly’ on its 17-inch rubber, but this could be put down to pre-production differences. The final verdict on whether there’s an appreciable difference between the variants in this respect will have to wait until the local launch drive.carsales' mobile site...
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