Car enthusiasts typically greet each newly launched crossover SUV with an eye roll at best and, at worst, complete revulsion. After all, crossovers are replacing passenger cars in the garages of Americans at a rapid pace. These station wagons on stilts just don’t handle as well as cars. Plus they weigh way more than they should. Right?
That might be true for most. But Mazda’s 'utes are different. When Mazda launched the original CX-5 back in 2012, the company made sure it was a Mazda first and a crossover second. In other words, it was a lively, sharp-handling machine that was actually fun to drive.
That might be true for most. But Mazda’s 'utes are different. When Mazda launched the original CX-5 back in 2012, the company made sure it was a Mazda first and a crossover second. In other words, it was a lively, sharp-handling machine that was actually fun to drive.
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| Mazda CX-5 / pic via autoweek.com |
Mazda’s formula caught on. The CX-5’s sales have increased every year since its introduction. In fact, Mazda moved over 110,000 of them in both of the past two years. Sure, Honda routinely finds garages for three times that many CR-Vs. But the CX-5’s performance in the market is good enough to prove some compact crossover buyers really do like to drive.
As good as the CX-5’s moves were on a billiard-smooth mountain pass, it was a little stiff in the city. Similarly, passengers heard more noise coming into the cabin than many of the best crossovers. No surprise then that when it was time to remake the CX-5, Mazda doubled down on refinement.
“The CX-5 was already in a very strong place dynamically," says Dave Coleman, manager vehicle dynamics engineering for Mazda North American Operations. “So, we wanted to dramatically improve the NVH and the ride without compromising our core strengths.”
As good as the CX-5’s moves were on a billiard-smooth mountain pass, it was a little stiff in the city. Similarly, passengers heard more noise coming into the cabin than many of the best crossovers. No surprise then that when it was time to remake the CX-5, Mazda doubled down on refinement.
“The CX-5 was already in a very strong place dynamically," says Dave Coleman, manager vehicle dynamics engineering for Mazda North American Operations. “So, we wanted to dramatically improve the NVH and the ride without compromising our core strengths.”
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| Dashboard of Mazda CX-5 / pic via autoweek.com |
The new CX-5 shares the same platform architecture as the last one, as well as with the larger CX-9. Dimensionally, it’s a nearly a duplicate of the previous model. And while the major mechanical components remain, they were not left untouched. In order to both smooth out and silence the suspension, Mazda added new low-friction struts up front with unique springs on each side. Coleman says the redesigned strut perches create less side load on the strut as it moves, hence less friction and a smoother ride. To restore crispness to the steering, the rack is now solid-mounted. And to reduce vibrations in the steering column, hydraulic bushings have been added to the subframe.
Speaking of handling, the CX-5 now uses Mazda’s new G-Vectoring Control. The system uses electronics to subtly transfer weight to the front tires and enhance handling.
“We watch the steering wheel speed and we’ll reduce engine torque in proportion to that," says Coleman. “That tiny little reduction in torque will shift a couple of extra pounds of force on the front tire and makes the tire respond more linearly. It actually makes the car react more sharply,” he says.
Mazda ditched the entry-level 2.0-liter four-cylinder engine along with the manual transmission to which it was mated (boo!). Now, every model uses the 2.5-liter four-cylinder mated to a six-speed automatic. Mazda revised the pistons and rings, which not only reduced knock but also friction. On the spec sheet, it adds just 3 hp. But Mazda says in the real world there’s quicker engine response. Similarly, the team revised the shift strategy for the automatic for a quicker first-to-second gear upshift and earlier (and quicker) downshifts.
Speaking of handling, the CX-5 now uses Mazda’s new G-Vectoring Control. The system uses electronics to subtly transfer weight to the front tires and enhance handling.
“We watch the steering wheel speed and we’ll reduce engine torque in proportion to that," says Coleman. “That tiny little reduction in torque will shift a couple of extra pounds of force on the front tire and makes the tire respond more linearly. It actually makes the car react more sharply,” he says.
Mazda ditched the entry-level 2.0-liter four-cylinder engine along with the manual transmission to which it was mated (boo!). Now, every model uses the 2.5-liter four-cylinder mated to a six-speed automatic. Mazda revised the pistons and rings, which not only reduced knock but also friction. On the spec sheet, it adds just 3 hp. But Mazda says in the real world there’s quicker engine response. Similarly, the team revised the shift strategy for the automatic for a quicker first-to-second gear upshift and earlier (and quicker) downshifts.
Perhaps the most noticeable upgrade to the CX-5 is the design. The new one really looks like a mini CX-9 --which is no bad thing. The sharper, more chiseled nose and the wider hips at the rear of the CX really make it look more aggressive. We dig it. And because the whole vehicle was basically reskinned, it gave the engineers a chance to hunt down, trap and muffle noise everywhere. Seals are thicker and better-fitting, air gaps were plugged and linings were added to absorb sound. The team also added acoustic glass to the front windows.
On the inside, more insulation was added. Carpeting was installed where you wouldn’t normally find it—like under the center console. And the team switched to a headliner material that was less reflective of sounds.
Road roar was also traveling up through the suspension. So, engineers added dynamic sound dampers (a dead weight on a rubber spring, according to Coleman) on the struts, tuned to cancel out certain frequencies. Similarly, the bodies of those struts are now built from a different material to reduce noise. A dynamic damper was added to the rear subframe, too. All that refinement inside and out adds up to an AWD CX-5 that weighs only 76 pounds more than the old one.
The Execution
All that hard work sweating the details of the new CX-5 was certainly not in vain. Though this is not a clean-sheet redesign, in some ways it feels like one. The first thing you’ll notice as you slide behind the wheel is just how much more upscale the interior looks. Everything you lay your eyes or hands on is reminiscent of the larger and more expensive CX-9. Almost all the materials on our test vehicle were just as soft and just as impressive as the ones in that more expensive Mazda.
Of course, we were riding in top-spec, leather-lined Grand Touring models. And our GTs came standard with Mazda’s suite of safety technology bundled under the “i-Activsense” banner. The least expensive Sport trim won't have this level of luxury. But regardless of model, Mazda upgraded the experience for rear-seat passengers. The rear seats now recline and those back doors open up wider so it’s easier to get both grown-ups and kids inside and comfortable. And now there’s optional rear-seat heat and USB ports back there, which should make the teenagers in the house very happy.
It only took a few blocks trundling through the city streets of downtown San Diego to learn that life in the '17 CX-5 is a far more serene experience than any before it. The outside world is largely silenced and the suspension now rounds off the sharp edges on bumps both big and small. That hollow, tinny sound of the old CX-5 pounding over imperfections is no longer present.
Mazda's new CX-5 is supposed to be the future of the brand
The tradeoff is now that the CX-5 itself is quieter, you hear more of that 2.5-liter four-cylinder. And compared to some turbocharged engines in the competition, it’s a bit coarse. It’s even more vocal when the throttle is wide open. The engine isn’t a powerhouse but it does deliver its output responsively, though compared again to the more powerful optional turbocharged engines that have infiltrated the class in recent years, the Mazda feels a little pokey. Our fantasy? Drop the CX-9’s turbocharged 227 hp 2.5-liter in the nose of the CX-5 and call it a Mazdaspeed. Predictably, Mazda says that engine swap is unlikely. However, it has confirmed there will be a 2.2-liter turbo-diesel arriving in about six months that should match the CX-9’s engine in terms of torque.
Find a canyon road with plenty of curves and the Mazda will keep the smiles coming. The redesigned CX-5 still delivers the same rewarding experience as the old one with sharp steering response and agile handling. The crossover’s sport mode really wakes up the transmission and if you’re in sixth gear, it instantly drops to fourth. On undulating backroads, the gearbox will hold the gear you need and refrain from either upshifting or downshifting, which could upset your concentration or more importantly, the chassis. It’s clear Mazda’s engineers spent days driving on roads just like these.
Downsides? There are few. The center console lid should slide fore and aft to accommodate the elbows of more drivers. And Mazda needs to upsize and modernize its infotainment system. At 7-inches it’s on the small size, and the hardware doesn’t yet support Apple Carplay or Android Auto.
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Of course, we were riding in top-spec, leather-lined Grand Touring models. And our GTs came standard with Mazda’s suite of safety technology bundled under the “i-Activsense” banner. The least expensive Sport trim won't have this level of luxury. But regardless of model, Mazda upgraded the experience for rear-seat passengers. The rear seats now recline and those back doors open up wider so it’s easier to get both grown-ups and kids inside and comfortable. And now there’s optional rear-seat heat and USB ports back there, which should make the teenagers in the house very happy.
It only took a few blocks trundling through the city streets of downtown San Diego to learn that life in the '17 CX-5 is a far more serene experience than any before it. The outside world is largely silenced and the suspension now rounds off the sharp edges on bumps both big and small. That hollow, tinny sound of the old CX-5 pounding over imperfections is no longer present.
Mazda's new CX-5 is supposed to be the future of the brand
The tradeoff is now that the CX-5 itself is quieter, you hear more of that 2.5-liter four-cylinder. And compared to some turbocharged engines in the competition, it’s a bit coarse. It’s even more vocal when the throttle is wide open. The engine isn’t a powerhouse but it does deliver its output responsively, though compared again to the more powerful optional turbocharged engines that have infiltrated the class in recent years, the Mazda feels a little pokey. Our fantasy? Drop the CX-9’s turbocharged 227 hp 2.5-liter in the nose of the CX-5 and call it a Mazdaspeed. Predictably, Mazda says that engine swap is unlikely. However, it has confirmed there will be a 2.2-liter turbo-diesel arriving in about six months that should match the CX-9’s engine in terms of torque.
Find a canyon road with plenty of curves and the Mazda will keep the smiles coming. The redesigned CX-5 still delivers the same rewarding experience as the old one with sharp steering response and agile handling. The crossover’s sport mode really wakes up the transmission and if you’re in sixth gear, it instantly drops to fourth. On undulating backroads, the gearbox will hold the gear you need and refrain from either upshifting or downshifting, which could upset your concentration or more importantly, the chassis. It’s clear Mazda’s engineers spent days driving on roads just like these.
Downsides? There are few. The center console lid should slide fore and aft to accommodate the elbows of more drivers. And Mazda needs to upsize and modernize its infotainment system. At 7-inches it’s on the small size, and the hardware doesn’t yet support Apple Carplay or Android Auto.
Everyone knows that the F-150 is the biggest-selling Ford on the market, but did you know what the second-biggest seller is? It’s the Escape. The humble, small SUV has been plugging away well ...
The Takeaway
The crossover game is ridiculously competitive. Mazda created one of the most rewarding compact models with the original CX-5. But this new one is so much smoother, quieter and thoughtfully developed, it should really help the brand cut through the clutter. The upcoming diesel and its deep torque reserves should make this CX-5 an even more rewarding drive.
On Sale: Spring
Base Price: $24,895
Drivetrain: 2.5-liter I4, six-speed automatic, FWD/AWD
Output: 187 hp @ 6,000 rpm, 185 lb-ft of torque @ 3,250 rpm (FWD), 4,000 rpm (AWD)
Curb Weight: 3,527 lb (FWD), 3,655 lb (AWD)
Fuel Economy: 24/31/27 (FWD), 23/29/25 (AWD)(EPA City/Hwy/Combined)
Pros: Athletic personality, sharp style, upscale interior
Cons: Could use more power, loud at redline, small infotainment screen
On Sale: Spring
Base Price: $24,895
Drivetrain: 2.5-liter I4, six-speed automatic, FWD/AWD
Output: 187 hp @ 6,000 rpm, 185 lb-ft of torque @ 3,250 rpm (FWD), 4,000 rpm (AWD)
Curb Weight: 3,527 lb (FWD), 3,655 lb (AWD)
Fuel Economy: 24/31/27 (FWD), 23/29/25 (AWD)(EPA City/Hwy/Combined)
Pros: Athletic personality, sharp style, upscale interior
Cons: Could use more power, loud at redline, small infotainment screen
