In many cases, performance from the Mazda CX-5 exceeds test drivers’ expectations. They say it handles much like Mazda’s small sports car, the MX-5 Miata, thanks to its smooth manual transmission and tight cornering. If reviewers do complain, it’s generally about the CX-5’s engine power and overall ride quality. Some say the engine needs more power, particularly for traveling uphill, and that the ride could be less bumpy.
"This CUV garners our praise because of how nicely balanced the whole package is out on the road." -- Autoblog
"Short take: Handles great; needs more power." -- USA Today
Acceleration and Power
Reviewers love the performance from the Mazda CX-5’s standard six-speed manual transmission because the transitions between gears are smooth, saying it’s a good match for the 155-horsepower 2.0-liter four-cylinder SkyActiv engine. Most test drivers also like the six-speed automatic transmission, but some say it makes the CX-5 feel rather pokey.
Compared with classmates like the Volkswagen Tiguan, the CX-5’s 155 horsepower is on the low side. Some test drivers say the CX-5 would benefit from some additional horsepower, while others say it only feels underpowered when it’s going up a hill.
The Mazda CX-5 has good fuel economy ratings. Models with front-wheel drive average 26/35 mpg city/highway with the manual transmission, while models with the automatic transmission average 26/32 mpg. All-wheel drive models only come with the automatic transmission and average 25/31 mpg, according to the EPA.
"The manual shifter is exquisite, if a tad light, with pedals positioned for easy heel-and-toe downshifts. The engine feels great, and as promised, torque comes on in direct proportion to throttle tip-in, building perfectly through the mid-range." -- Automobile Magazine
“Smooth, refined and eager to rev, the new 155-horsepower SkyActiv-G 2.0-liter gasoline engine proved a good match for both the CX-5's standard six-speed SkyActiv-MT manual and the optional six-speed SkyActiv-Drive automatic. …" -- Kelley Blue Book
"Although on paper the 155-hp, 2.0-liter four-cylinder engine may look a little puny, on the road it proved amply responsive for most situations." -- Consumer Guide
"To be fair, Mazda has done an admirable job of extracting good performance from a small, naturally aspirated engine, but we couldn't help but wish for a bit of well-timed boost on the uphill stretches." -- AutoWeek
"This thing works harder than a grandmother on Thanksgiving. I much prefer it to some of the lazier automatics out there, but there's no getting around the CX-5's pokiness." -- Cars.com
Handling and Braking
Many test drivers give the 2013 Mazda CX-5 one of the biggest compliments they can give a compact SUV. They say the CX-5’s crisp and accurate steering and strong brakes make the CX-5 drive more like the MX-5 Miata, which is Mazda’s small sports car, than a compact SUV.
The CX-5 has optional all-wheel drive. Generally, wheel and powertrain upgrades can impact handling and ride quality, but reviewers say models with the 19-inch wheels or AWD are nearly as agile as the models without these features.
"Quick, solid steering and a firm ride that is more MX-5 Miata than SUV." -- Motor Week
"The steering is quick and direct without being nervous. The handling is sporty and secure without being edgy. And the four-wheel disc brakes are strong and predictable." -- Edmunds
"Shod with its standard 17-inch alloy wheels and 225/65 all-season tires (a 19-inch upgrade is optional), this new Mazda SUV felt agile, confident and surprisingly sure-footed, tracking true on the straights and displaying surprisingly little roll in corners. While the added weight of the all-wheel drive system does put a bit more stress on the engine, we found it had little real impact on the CX-5's dynamic characteristics." -- Kelley Blue Book
"The CX-5 cushions out major bumps well enough, but on rougher stretches of highway, it picks up a lot of small stuff. It isn't fatiguing like the choppy Hyundai Tucson and Kia Sportage, but the CX-5 could isolate better." -- Cars.com
We could all live without another compact SUV. The dozen or more already on the market suit every imaginable purse and purpose. So what’s the Mazda CX-5’s reason for existing? The simple answer is that Mazda’s new bouncing baby bear is a smaller, cheaper model intended to round out the brand’s set of SUVs—well, and that the small-SUV category is a sales mine and no company can afford to sit it out. But proving that nothing is ever as simple as it first seems, the CX-5 embodies two ulterior motives: This is not only our first look at two major Mazda initiatives, but it’s also an accurate preview of other models scheduled for near-term introduction.
Before we delve into that grand plan, consider the key parameters that define the CX-5. It’s a compact SUV designed fresh from the ground up with no hand-me-down components. It lives at the large end of its sprawling class and casts a shadow only slightly smaller than Mazda’s middle-child CX-7. So the CX-5, a close size match to the Kia Sportage, rides on a 106.3-inch wheelbase (exactly two inches shorter than the CX-7’s), and it has length and width dimensions of 178.7 and 72.4 inches versus the CX-7’s 184.3 and 73.7. In lieu of the CX-7’s sleek, swoopy, smiley-faced envelope, the CX-5 has a much boxier, more practical wrapper. The two Mazda siblings are about the same size inside, with comfortable room for four occupants and a third seatbelt in back for an occasional fifth passenger. (Although we spent a day driving four CX-5 prototypes in Iceland, final details regarding interior room, power, mileage, and price won’t be released until the U.S. introduction at December’s L.A. auto show.) In keeping with the CX-5’s unpretentious role as the most diminutive and wallet-friendly SUV in Mazda’s lineup, it will hit the deck with but one engine—a 2.0-liter inline-four rated at about 160 hp—and four driveline choices: front- or all-wheel drive with a six-speed manual or six-speed automatic transmission.
Fun, Lively, and Oh, So Good
The CX-5 doesn’t drive like any other existing compact SUV. It’s more lively, more involving, more steeped in the sports-car character that Mazda harps on about in its Zoom-Zoom advertising. The steering is quick and crisp, body motions are held tightly in check, and the ride is purposely firm underfoot. This is the SUV for those who promised they’d never stoop to driving one. This is where fun-to-drive lives when there are kids to convey, dogs to deliver, or a long weekend’s worth of camping gear to haul.
The first clue that the CX-5 is something different is revealed by its fresh exterior design. The previous Nagare (“wind-driven flow”) theme that gave us more ear-to-ear grins than we really needed is heretofore supplanted by Kodo—a less flamboyant, more tasteful “soul of motion” appearance. Where the CX-5 goes stylistically, other Mazdas will follow.
The same is true of the CX-5’s inner workings. After a serious bout of introspection, Mazda’s top management mapped a path to the future consisting of a menu of essentials such as lower emissions and higher gas mileage, as well as desirables such as added safety features and new creature comforts. Thankfully, a fun-to-drive temperament also made the cut as a core Mazda virtue. The slightly inscrutable name for Mazda’s mix of fun and function is Skyactiv Technology, and it reaches deeply into every nook and cranny of the body structure, chassis, and powertrain.
That means the CX-5 has a stiff, light foundation made mostly of high-strength steel. (Aluminum and more exotic materials were avoided to contain cost.) Mazda says the steering and suspension gear were designed with agility, linearity, and concise driver feedback as the goals, and from our encounter, it feels like the company is telling the truth. The cockpit was laid out to provide better-than-average outward visibility, a natural relationship to all controls and instruments, and a seat capable of supporting an aggressive driver’s boldest commands.
Tech-Heavy Skyactiv Four Delivers
What the 2.0-liter engine lacks in raw muscle—it will make 163 hp in the 2012 Mazda 3—it more than makes up for with a willingness to please. To deliver adequate acceleration with exemplary gas mileage, this powerplant stretches the bounds of efficiency with a 13.0:1 compression ratio, direct injection, variable intake- and exhaust-valve timing, and a carefully tuned four-into-two-into-one exhaust manifold. The Atkinson cycle allows use of an extra-long expansion stroke for maximum mileage with no need for premium gasoline. Compared with Mazda’s best current four-cylinder engines, the new Skyactiv design is 10 percent lighter, 30 percent lower in friction, 15 percent more fuel efficient, and 15 percent more energetic at low and midrange rpm. The only negative we observed was a boomy soundtrack above 4000 rpm, a concern that may be resolved as NVH characteristics are fine-tuned before production.
Although the CX-5 is unlikely to accelerate to the head of its class (we estimate that this 3300-pound package will accelerate to 60 mph in about eight seconds), it might delve into uncharted gas-mileage territory. Compared with the high-teens to mid-20s mpg ratings common to compact SUVs, the CX-5 is expected to crest the 30-mpg-combined barrier in its most efficient front-drive, manual-transmission trim. One interesting data point: In Mazda’s testing, the Euro-spec model we drove delivered 23 mpg at a cruising speed of 84 mph.
While they were at it, Mazda engineers developed a 2.2-liter twin-turbo diesel four-cylinder that produces 170 hp at 4500 rpm. That engine will be a mainstay in Europe, but we won’t see it in the U.S. for at least 18 months. It’s currently under consideration for our market as an option in the next Mazda 6 sedan.
Showing the Way to Future Mazdas
The true significance of the Skyactiv Technology initiative is that it will reach beyond the CX-5 to serve as the blueprint for next-generation Mazda 3 and Mazda 6 models. Based on the first impressions of what Skyactiv Technology can deliver, it’s looking as though anyone with an appetite for driving pleasure will find his or her hunger sated at Mazda.
Leading the fun-to-drive pack, the CX-5 goes on sale early next year as a 2013 model. Although no pricing has been announced, expect the window sticker to start at about $20,000. The interior trim wasn’t in final form in the models we drove, but the plastic materials we inspected were of high quality and showed attractively painted, textured, or grained surfaces. There’s a minimum of brightwork inside and out, and leather wrappings for the steering wheel, shifter, and hand-operated parking brake likely will be standard. Both cloth and perforated-leather seating surfaces will be available.
Mazda took this opportunity to significantly upgrade its safety and infotainment equipment. A 5.8-inch touchscreen is standard fare and can be commanded by a round multifunction controller located on the console. Bluetooth and the essential USB and auxiliary connections are provided. The list of optional equipment includes dual-zone automatic climate control, a rearview camera, lane-departure warning, and automatic headlamp-beam control. A new system called “smart city brake support” uses an infrared sensor to identify objects in the path ahead and automatically stop a vehicle traveling at speeds of up to 15 mph and to significantly diminish closing velocities above that speed.
Not only is the rear seat roomy enough to carry two strapping adults or three children without complaint, but the backrests are also configured with a 40/20/40-split arrangement to accommodate long or bulky cargo. All three portions can be released from the 17-cubic-foot cargo hold, which also offers some underfloor stash space.
No preview of coming attractions would be complete without a few gripes. We noticed ample wind noise in these early prototypes in addition to the aforementioned boomy engine. (In contrast, the diesel demonstrated model behavior except for some idle rattle.) The front headrests are mounted in annoyingly close proximity to your head to ensure that they protect against whiplash in a severe rear collision. And although we were impressed by the tenacious grip of the V-rated 19-inch summer tires fitted to the all-wheel-drive CX-5 prototypes, a slight downgrade to four-season rubber will be inflicted on U.S.-market models. (The base front-drive version rolls on 17-inch wheels and tires.)
So the CX-5 is not only a major stride forward for Mazda but also a compelling reason for die-hard SUV haters to reconsider whether fun and function can co-exist in one vehicle.View Photo Gallery
The time was when truck buyers concentrated only on payload and towing capacity. Nothing else mattered. Not today.
The latest generation of full-size trucks now offer the sort of
high-tech, high-touch features you might expect in a luxury car. But
they still want performance. What is Ford adding to the mix to make
it work?
The Detroit automaker could take things are big step further when it
launches the next generation of what has been, for more than a
quarter-century, America’s best-selling automotive line. The upcoming
remake of the F-Series will reportedly make a major shift away from
steel to aluminum in a bid to shave as much as 700 pounds off the big
truck’s hefty girth.
The big news for Ford at the Management Business Seminars in Traverse City, Michigan this year is the new C-MAX Energi.
Arriving this fall, the big question for C-MAX drivers is: Which EV mode do you want?
Drivers can change modes with each press of the EV mode button. The
mode currently selected is displayed in the driver’s left instrument
cluster screen. EV: Auto “In EV: Auto mode, the vehicle automatically takes
advantage of plug-in charge,” said Kevin Layden, Ford director of
Electrification Programs and Engineering. “When the charge is
depleted, C-MAX Energi operates as a full hybrid.” EV: Now
Now mode, the vehicle operates in EV mode using plug-in power. The
gasoline engine will not operate unless an override setting is
selected or certain conditions are present such as the accelerator
pedal being fully depressed and the driver enabling the gas engine.
EV: Now also activates a special Manage EV screen to monitor
functionality. EV: Later Later setting saves plug-in power for later use, like
transitioning from highway to lower-speed residential
neighborhood use. C-MAX Energi operates in normal hybrid mode, using
both gas engine and electric motor. Plug-in power is reserved until
the driver switches to the EV: Now or EV: Auto setting.
Mazda Announces SKYACTIV-D CLEAN DIESEL Engine for 2013 24 Hours of Le Mans
16. Jun, 2012 Comments Off
Mazda Motorsports today announced that it will sell racing versions of its new SKYACTIV-D CLEAN DIESEL engines to teams competing in the Le Mans Prototype 2 (LMP2) class of racing’s greatest endurance challenge – the 24 Hours of Le Mans. The Le Mans engine program will make its debut at the 2013 running of the race. Mazda was the first – and to this day, remains the only – Asian manufacturer to score an overall win at the race, in 1991.
“This reopens our love affair with Le Mans,” said Jay Amestoy, Vice President of Mazda Motorsports, Mazda North American Operations (MNAO). “In 1991 we made history, winning with rotary technology. Now we’re looking to return to the winner’s circle with what we believe will be the most advanced and cleanest production-based powerplant the sport has ever seen. We’ll do it in current Mazda style, with engines being available for sale to European and U.S. customers competing in the LMP2 class for both the World Endurance Championship (WEC) and the American Le Mans Series (ALMS).”
The engines are being developed jointly by Mazda Motor Corporation, Mazda North American Operations and SpeedSource Race Engineering. Dyno testing has already begun and on-track testing begins in late 2012.
The engines will be stock-block Mazda SKYACTIV-D 2.2-liter diesel four-cylinder, dual-stage turbocharged powerplants. According to John Doonan, MNAO’s Director of Mazda Motorsports, “will deliver outstanding performance and fuel economy coupled with the kind of quality, durability and reliability needed to produce great street cars and win endurance races.” Mr. Masahiro Moro, Executive Officer in charge of global sales and marketing of Mazda Motor Corporation, made the following comment: “Mazda has fostered the culture of ‘never stop challenging.’ And it was this spirit that drove us through 18 consecutive years of racing at Le Mans, until we finally triumphed in 1991. In fact, it is this same spirit that laid the foundation for the portfolio of SKYACTIV Technologies. This was realized thanks to a number of technological breakthroughs. I am pleased that we will be supporting our private customers who are taking up the Le Mans challenge by supplying race engines as a customer-program based on our SKYACTIV-D CLEAN DIESEL.”
Dempsey Racing planning to be first SKYACTIV-D customer Planning and preparations continue for Dempsey Racing to become the first LMP2 customer for the Mazda SKYACTIV-D racing powerplant. Dempsey Racing is co-owned by racer/actor Patrick Dempsey.
Dempsey Racing has been racing Mazda RX-8s in the GRAND-AM GT class since 2007 with their highlight being a podium finish at the 2011 Rolex 24 at Daytona. The team has steadily improved their on-track performance since their arrival in the series, and was a key contributor to Mazda winning the 2010 GRAND-AM GT Manufacturers Championship. With support from several partners such as VISITFLORIDA.com, Dempsey Racing expanded their operation this year to include a team running in the American Le Mans Series, and is competing in both the Prototype Challenge (LMPC) and Prototype 2 (LMP2) classes as they prepare for their Le Mans effort. In fact both team owner Dempsey and co-driver Joe Foster are currently testing their LMP2 car in Virginia as the rest of the sports car world focuses on the 80th running of the 24 Hours of Le Mans this weekend.
Patrick Dempsey and his business partner/co-driver Joe Foster have both competed at the 24 Hours of Le Mans as drivers in the GT category, and are eager to return in 2013, this time in the LMP2 class and with Mazda SKYACTIV-D clean diesel-power.
Patrick Dempsey comments “Our long-term partnership with Mazda has been fantastic, and we look forward to mutual success as we prepare for 2013. We are focused on that preparation which is why we are currently testing our LMP2 car here in the US in preparation for the next ALMS event. Our team and partners are excited to be associated with SKYACTIV-D technology and the cutting-edge green technology it represents.”
16. Jun, 2012 
