2016 Mazda CX-5 Review

It all started with the CX-5, the first Mazda nameplate to receive the treatment and the best all-rounder in the lineup. Preceding our thorough analysis of the 2016 Mazda CX-5, it is mandatory to highlight that the Ford days are over.

Mazda is more or less by itself now in a sea of big fish automakers. Heck, the Japanese company went a whopping five years without posting operational profit. Until 2013. Care to guess why 2013 saw Mazda bounce back?

The arrival of the CX-5 crossover at the end of 2012 and the launch of the all-new Mazda6 and Mazda3 in 2013 are to thank for that. The CX-5 shouldn’t be taken lightly though. It’s not just another crossover.

It’s the first Mazda model to implement the highly efficient SkyActiv technologies and it’s a commercial success story. The Mazda3 may lead in terms of volume but here is a figure that makes the CX-5 top dog: whereas the 3 managed to sell 272 more units in 2014 compared to 2013, the Mazda CX-5 trumps that with 19,578 more units.

Demand for the compact crossover SUV is growing by 24 percent or so every year, which means only one thing in our book: the proverbial selling like hot cakes isn’t just an idiom in the context at hand. Not at all.

But are these figures backed up by a thoroughly good product, one that sells this well because it has genuine good points that convince customers to buy the Mazda CX-5? Yes, they are, and then some. Mazda is a maverick manufacturer that does much with little. Not only does it keep the affordable roadster flame flickering with the MX-5 Miata, but the organic driving dynamics trickle down to its more down-to-earth offerings like the CX-5.

Even though the CX-5 is the athlete of the non-premium compact SUV segment, don’t expect any Jinba Ittai from this model. The apex-loving CX-5 is a poised machine on the road, only bettered by the BMW X3. Off the beaten path, the CX-5 can hold its own, albeit other all-wheel drive systems like Subaru’s Symmetrical AWD are more capable for offroading.

The first zoom in Zoom-Zoom can be attributed to the exterior makeover. As a design statement, the Kodo - Soul of Motion theme is strong on this model without feeling like designers changed styling cues just for the hell of it.

Take the front and rear LED lights as a prime example of that. The shape of the headlamps and taillamps is more or less the same as before; only interior layout and lighting tech are classified as upgrades.

Then there’s the redesigned front bumper design that offers a tauter, bolder look. LED fog lights with black-painted trapezoidal bezels, a redesigned five-point radiator grille with five horizontal fins painted metallic grey, and an oversized Mazda logo are the main aesthetics revisions.

Coupled to the muscular black plastic cladding on the wheel arches, the pumped up fender arches, rearward A-pillars, pointy C-pillars, sharply raked rear windshield and shark fin antenna, the CX-5 is exuding unrestricted harmony.

It’s a good-looking vehicle, one that attracts understated nods of appreciation from passers-by and traffic participants. A word of warning though: the paint job of our test car is a pain to keep clean.

Even the smallest droplets of rain that evaporate on the Titanium Flash Mica-painted body shell defile the gorgeous proportions of the 2016 Mazda CX-5 facelift. In our book, colors like Soul Red Metallic, Blue Reflex Mica and Arctic White Solid suit the crossover’s curvaceous yet dynamic physique better.

Now hop inside and feel the ambience. What, there’s little in the way of change from pre-facelift to the 2016 Mazda CX-5? That’s half right.

Lower your eyelids and concentrate on the smallest of details. Yes, that’s right, the lever of the handbrake is no longer there, being exchanged with an e-brake.

There’s a remodeled center armrest, a cubby that fits the key fob perfectly, a rubbery surface underneath the HVAC unit for your smartphone and two USB ports: one for media playback and one for charging duties.

The dominant refinement is the 7-inch touchscreen media system located at the top-center of the dashboard. Compared to the button-laden 5.8-inch monitor of yesteryear, the new unit is bigger and better integrated within the dashboard. It doesn’t look like an afterthought anymore, and it isn’t small in proportion to its recess.

Controllable via the BMW iDrive-like rotary knob located south of the gear shifter, the Mazda MZD Connect infotainment system is a breeze to use. Mind you, as a safety precaution, the touchscreen controls are disabled when the car isn’t stationary.

Most of all, the interior of the updated Mazda CX-5 is more welcoming due to the pursuit of high-quality materials and better ergonomics for all passengers. Other than the eye-candy provided by aluminum and satin chrome trim pieces, the sponginess of the plastic used for the upper and lower levels of the dashboard enhance your tactile senses. For a non-premium compact crossover, it actually feels upscale.

Though it doesn’t have the same wheelbase as the Mazda6 sedan, 2,700 mm (106.2 inches) are adequate for the tallest occupants you can find. With the driver’s seat in my driving position, I still had a bucketload of knee room. Furthermore, I found even the central rear seat satisfactory for my 1.83 m (6 feet) thanks to the CX-5’s small transmission tunnel and high roofline.

Then there’s the unique 4:2:4 three-way split folding rear seats, which can be folded almost flat into the floor if you simply pull levers located on the sides of the boot compartment. Without the hidden compartment underneath the boot floor that can be equipped with a space-saver wheel, it’s possible to squeeze 464 liters (16.4 cuFT) of stuff in there.

The clever 4:2:4 folding seats will let you fit skis and snowboards as well by folding down only the middle rear seat. If your agenda includes a day-long IKEA shopping spree, the total capacity of 1,620 liters (57.2 cuFT) is ample enough for most of your bits and bobs.

The practicality of the interior is rounded off nicely by door bins and cup holders large enough to accommodate 1-liter bottles. The exterior is able-bodied, and the interior is a smart place to be in, but how does the 2016 Mazda CX-5 facelift feels like to drive in the city?

Our automatic-equipped and diesel-fed test car does a great job in congested cities, be it narrow streets or stop & go traffic. If anything, the six-speed automatic is a better bet than the six-speed manual for two reasons: this type of car doesn’t make sense with a manual and the automatic makes the best of the available 175 horsepower and 420 Nm (310 lb-ft) of torque.

It is the run-of-the-mill torque converter type, a transmission that is not to be hurried like a double-clutch unit. If you’re the type of driver that emphasizes on comfort more than spiritedness in the act of driving, you’ll make a great team with the six-speed slushbox. When the i-Eloop stop&start system cuts the engine off at the lights, you’ll have to shift into neutral if you don’t want your right foot to become sore.

The reason for this soreness is that the brake pedal has to be pressed harder than normal to engage the stop&start system. If you press it normally, like in a manual-equipped Mazda6 with i-Eloop, the engine won’t stop and you won’t save any fuel whatsoever. That’s a bit of a shame if you consider that i-Eloop improves fuel economy by 2 mpg on average.

This is possible thanks to great all-round visibility, electric power steering, and a plethora of driving aids. The threadlike pillars won’t pose any problem for the driver when negotiating an intersection or when backing up into a tight space.

Parking sensors back and forth and a rear parking camera come as standard on higher-spec models like our Revolution Top. In a nutshell, the 2016 Mazda CX-5 facelift is a breeze to drive and navigate in the urban jungle.

The downside in terms of city driving is the Mazda-specific hard dampers. Don’t blame the 19-inch alloy wheels for the jittery ride on potholed roads. Although the suspension is uncommonly capable for a vehicle in this segment, the ride feels a bit firm in town. Fret not though - you won’t need to put the chiropractor on speed dial.

Mazda says that the facelift benefits from better sound insulation and NVH solutions. With the windows up, the climate control set just so on automatic and the Bose stereo playing a summery tune, it feels like you are cocooned inside an inviting, cozy place that fills you with good karma.

On the long haul, the suspension’s tuning starts to make sense. If not for some muffled tire roar and wind noise from the generous side mirrors, the CX-5 would be an ideal long-distance partner. The handling impresses for a vehicle of this type, albeit hard deceleration will make the nose dive in such a way that your instincts will tell you to press the brake pedal harder to stop as intended.

The CX-5 is gifted with sharp reflexes and the ability to carve the corners like a compact hatchback. It’s a funny feeling to drive the CX-5 hard on twisty roads. The suspension keeps its composure even on damp surfaces while the electric power steering system sends sufficient feedback to your fingertips to feel what’s going on with the front axle.

An honorable mention though: the all-wheel drive system of the CX-5 gives you supreme control of the car when carrying speed into a corner. But if you feed it too much throttle after entering a corner, it’ll wash the front axle into safe and predictable understeer.

Going for a front-wheel drive, manual-equipped isn’t recommended for this type of vehicle. A compact crossover without all-wheel drive and a good set of rubber shoes is like a summer without sunny weather. Offroading capabilities aside, the trade-off of FWD is that you won’t feel the rear wheels working together with the front at finding traction and grip in the twisties.

Sticking with credible competence to the tarmac is surprising for this type of vehicle, but there’s something that needs mentioning about the 2016 Mazda CX-5’s dynamics on the open road.

Over 61 percent of the chassis and body shell is made of high-tensile steels, including 1,800 MPa ultra-high tensile steel for the bumper beams. In addition to the unbelievable structural rigidity, these materials are also lightweight.

Let’s compare our 2016 Mazda CX-5 facelift in 2.2 Diesel CD175 AT AWD Revolution Top specification with the 2015 BMW X3 2.0 xDrive20d AT. We’re talking about 1,570 kg (3,461 lbs) vs. 1,820 kg (4,012 lbs).

That’s right - the X3 is the better handling of the two, but the CX-5 feels ballerina-light on its feet thanks to a curb weight advantage of 250 kilograms (551 lbs). SkyActiv isn’t just marketing, but a synonym for intelligent engineering.

In the US and Europe, the choice of engines includes an entry-level 2-liter SkyActiv-G petrol, a 2.5-liter SkyActiv-G petrol and our pick of the bunch - a 2.2-liter SkyActiv-D turbo diesel. The 2-liter may feel asthmatic at times, which is why the only way to go, if petrol is your favorite, is the punchier 2.5-liter four-cylinder.

Some of the secrets to the cleanliness and fuel efficiency of the petrol-fed powerplants are the ultra-high compression ratio of 14:1, special pistons, and a 4-2-1-type exhaust system.

On the turbo diesel front, we’re still not happy with Mazda’s decision to go for a 2.2-liter instead of a 2-point-Oh. The 191 cubic centimeters between the previously mentioned displacements can make a great difference in yearly taxation in most European countries.

Ever wondered why Mazda hasn’t taken up the hybrid trend? It’s the SkyActiv technologies that keep the status quo in Mazda’s favor. With 175 horsepower and 420 Nm (310 lb-ft), the 2.2-liter is gutsy, but it’s also one of the most technologically advanced turbo diesels currently produced.

The SkyActiv-D engine met Euro 6 emissions standard some 3 years before the standard took effect. It doesn’t employ costly exhaust aftertreatment systems, and it doesn’t use Adblue to cleanse the muck before it gets out the exhaust tips.

The secret to this wizardry is an ultra-low 14.0:1 compression ratio. Ladies and gentlemen, say hello to the world’s lowest diesel engine compression ratio.

This not only reduces weight and mechanical friction, but makes the engine less rattly than normal turbo diesel motors. Speaking of forced induction, a two-stage turbocharger ensures optimum torque throughout the rev range.

The automatic may be 0.6 seconds slower to 62 mph (100 km/h) than the manual, but once you’re over 1,800 rpm you won’t care about that, thanks to the linearity of the torque delivery.

A healthy reserve of get-up-and-go is the product of the turbocharger’s design, in which one small and one large turbo are selectively operated.

In-gear throttle response is impressive for a humble oil burner, as is the 30 to 80 mph (50 to 130 km/h) pull on the highway. The 2.2-liter SkyActiv-D engine makes overtaking a breeze.

If, God forbid, you’re put into an imminent crash situation, the 2016 Mazda CX-5 is laden with front, side and curtain airbags, pretensioned seat belts and seat frames designed to eliminate contact with the ribcage.

A blind spot alert system, Smart City Brake Support and Lane Departure Warning complement the highly rigid body shell. It’s no wonder that both the NHTSA and Euro NCAP awarded the Mazda CX-5 5-star overall scores.

And now for the real ace up the 2016 Mazda CX-5’s sleeves - its pricing. $21,795 in the States and €22,590 will get you the no-frills 2.0 SkyActiv-G, FWD and not much in the way of gadgets.

Despite the entry-level stigmata, these trims come as standard with goodies like air con, tire pressure monitoring, power mirrors and a basic stereo system.

We recommend the upper-mid trim levels and higher-output engines coupled to the automatic and all-wheel drive system to get a taste of the CX-5’s true potential. Pricing? €36,590 for the range-topping model we tested or just shy of $30k for the equivalent US-spec model.

Compared to established competition like the Honda HR-V, Ford Escape/Kuga, Jeep Cherokee, Toyota RAV4 and Subaru Forester, the 2016 Mazda CX-5 has a serious pricing and standard equipment advantage regardless of trim level. The verdict?

It may not have the social status or premium quality of a BMX X3, Mercedes-Benz GLK or Range Rover Evoque, but the CX-5 is a cracking compact crossover that will exceed expectations. As a family hauler, the Japanese crossover will serve you remarkably well, as it will satisfy the enthusiastic driver.

We sure hope the CX-5 will continue to avoid the fate of older, Ford-based Mazda models - good all-rounders, but hideously under appreciated. It’s still a little too hard around the edges to best some of its rivals, but the 2016 Mazda CX-5 deserves to be near the top of your shortlist.