autoevolution

rating:

  • Overall: 4.0/5

2019 Mazda CX-5 2.2 SkyActiv-D

Key Specs
USEU
Cylinders
L4
Displacement
2191 cm3
Power
135.3(184)/4500 KW(hp)/RPM
Torque
328.2/2000 lb-ft/RPM
Fuel System
Turbocharged Common Rail
Fuel
Diesel
Top Speed
129 mph
Acceleration 0-62 Mph
9.6 s
Drive Type
All Wheel Drive
Gearbox
6-speed automatic
Front
Ventilated Discs
Rear
Discs
Tire Size
225/55 R19
Unladen Weight
3538 lbs
Gross Weight Limit
4725 lbs
Length
178.9 in
Width
72.4 in
Height
66.5 in
Front/rear Track
62.8/62.8 in
Wheelbase
106.3 in
Ground Clearance
8.3 in
Cargo Volume
17.8 cuFT
Aerodynamics (Cd)
0.32
City
37.3 mpg
Highway
48 mpg
Combined
43.6 mpg
CO2 Emissions
145 g/km
Power pack
-
Nominal Capacity
-
Maximum Capacity
-
Charger type
-
Charging time (normal)
-
Charging time (quick)
-
Range
-
Cylinders
L4
Displacement
2191 cm3
Power
135.3(184)/4500 KW(hp)/RPM
Torque
445/2000 Nm/RPM
Fuel System
Turbocharged Common Rail
Fuel
Diesel
Top Speed
208 km/h
Acceleration 0-62 Mph
9.6 s
Drive Type
All Wheel Drive
Gearbox
6-speed automatic
Front
Ventilated Discs
Rear
Discs
Tire Size
225/55 R19
Unladen Weight
1605 kg
Gross Weight Limit
2143 kg
Length
4544 mm
Width
1839 mm
Height
1689 mm
Front/rear Track
1,595/1,595 mm
Wheelbase
2700 mm
Ground Clearance
211 mm
Cargo Volume
504 L
Aerodynamics (Cd)
0.32
City
6.3 L/100Km
Highway
4.9 L/100Km
Combined
5.4 L/100Km
CO2 Emissions
145 g/km
Power pack
-
Nominal Capacity
-
Maximum Capacity
-
Charger type
-
Charging time (normal)
-
Charging time (quick)
-
Range
-
Car video reviews:
 

Driven: 2019 Mazda CX-5 2.2 SkyActiv-D

When Mazda came out with the CX-5 in September 2011 for the 2013 model year, the Japanese automaker imbued the compact crossover with so many new technologies that the CX-7 and Tribute had to leave the lineup. Both SUVs were proof of the long-lasting Ford Motor Company era, four decades of shoestring development budgets for the Mazda Motor Corporation.
2019 Mazda CX-5 2.2 SkyActiv-D 55 photos
2019 Mazda CX-5 2.2 SkyActiv-D2019 Mazda CX-5 2.2 SkyActiv-D2019 Mazda CX-5 2.2 SkyActiv-D2019 Mazda CX-5 2.2 SkyActiv-D2019 Mazda CX-5 2.2 SkyActiv-D2019 Mazda CX-5 2.2 SkyActiv-D2019 Mazda CX-5 2.2 SkyActiv-D2019 Mazda CX-5 2.2 SkyActiv-D2019 Mazda CX-5 2.2 SkyActiv-D2019 Mazda CX-5 2.2 SkyActiv-D2019 Mazda CX-5 2.2 SkyActiv-D2019 Mazda CX-5 2.2 SkyActiv-D2019 Mazda CX-5 2.2 SkyActiv-D2019 Mazda CX-5 2.2 SkyActiv-D2019 Mazda CX-5 2.2 SkyActiv-D2019 Mazda CX-5 2.2 SkyActiv-D2019 Mazda CX-5 2.2 SkyActiv-D2019 Mazda CX-5 2.2 SkyActiv-D2019 Mazda CX-5 2.2 SkyActiv-D2019 Mazda CX-5 2.2 SkyActiv-D2019 Mazda CX-5 2.2 SkyActiv-D2019 Mazda CX-5 2.2 SkyActiv-D2019 Mazda CX-5 2.2 SkyActiv-D2019 Mazda CX-5 2.2 SkyActiv-D2019 Mazda CX-5 2.2 SkyActiv-D2019 Mazda CX-5 2.2 SkyActiv-D2019 Mazda CX-5 2.2 SkyActiv-D2019 Mazda CX-5 2.2 SkyActiv-D2019 Mazda CX-5 2.2 SkyActiv-D2019 Mazda CX-5 2.2 SkyActiv-D2019 Mazda CX-5 2.2 SkyActiv-D2019 Mazda CX-5 2.2 SkyActiv-D2019 Mazda CX-5 2.2 SkyActiv-D2019 Mazda CX-5 2.2 SkyActiv-D2019 Mazda CX-5 2.2 SkyActiv-D2019 Mazda CX-5 2.2 SkyActiv-D2019 Mazda CX-5 2.2 SkyActiv-D2019 Mazda CX-5 2.2 SkyActiv-D2019 Mazda CX-5 2.2 SkyActiv-D2019 Mazda CX-5 2.2 SkyActiv-D2019 Mazda CX-5 2.2 SkyActiv-D2019 Mazda CX-5 2.2 SkyActiv-D2019 Mazda CX-5 2.2 SkyActiv-D2019 Mazda CX-5 2.2 SkyActiv-D2019 Mazda CX-5 2.2 SkyActiv-D2019 Mazda CX-5 2.2 SkyActiv-D2019 Mazda CX-5 2.2 SkyActiv-D2019 Mazda CX-5 2.2 SkyActiv-D2019 Mazda CX-5 2.2 SkyActiv-D2019 Mazda CX-5 2.2 SkyActiv-D2019 Mazda CX-5 2.2 SkyActiv-D2019 Mazda CX-5 2.2 SkyActiv-D2019 Mazda CX-5 2.2 SkyActiv-D2019 Mazda CX-5 2.2 SkyActiv-D
To mark the end of the collaboration, Mazda integrated the complete SkyActiv suite into the CX-5. The front- and all-wheel-drive vehicle architecture, engines, and transmissions were new from the ground up, and both the customers and automotive media received the newities rather well.

The mid-cycle refreshed followed in 2014 for the 2016 model year, improving the NVH, automatic transmission, infotainment system, and exterior lighting with LEDs. There were even mid-model-year updates such as the 2016.5, so Mazda believes in the continuous improvement of its best-seller.

If you were wondering how important the CX-5 is for the Japanese automaker, take the United States as a prime example of the compact crossover’s success. No fewer than 150,622 examples of the breed were sold in 2018 while the rest of the lineup couldn’t do better than 149,703 units. In addition to the CX-5, the lineup includes the 3, 6, CX-3, CX-9, and MX-5.

Given this piece of information, Mazda introduced the second generation of the CX-5 in 2016. Even though the underpinnings come from the original, the front-end design and improved interior design more than make up for it. Two model years later, the CX-5 is better than ever before thanks to the incremental refinements we’ve talked about in an earlier paragraph.

But is it any good? We took a European model for a spin, complete with the SkyActiv-Drive automatic transmission, 2.2 SkyActiv-D, and all-wheel drive to see if that’s the case, and the perennial seller from Mazda didn’t disappoint.

Noise from the wheel arches and suspension is close to imperceptible at high speed, a crucial improvement over the previous generation. The electric power steering also translates to lightness in the city while the software makes sure the driver feels in control in the twisties and during evasive maneuvers.

The monotonous clatter of the turbo diesel doesn’t intrude too much inside the CX-5, but you’ll feel the engine’s vibrations under acceleration from a standstill. The high-quality plastic trim is another highlight, but the leather-wrapped seats in our Takumi Plus left a few things to be desired.

First of all, the leather doesn’t feel all that leather-y in the first place. The upholstery also happens to get dirty rather quick and rather easy, and the bottoms of the front seats are too hard on the driver’s and passenger’s bums. These aren’t dealbreakers in the least, but we did expect better execution from a vehicle developed in accordance with the Jinba Ittai school of thought.

Speaking of which, the CX-5 does feel softer than the previous generation. Don’t read too much into it because a compact crossover with a softer suspension setting is a better vehicle for daily driving and on the long haul.

Even with these changes, the second generation of the CX-5 feels sharper than segment competitors such as the Volkswagen Tiguan and Jeep Compass. Crossovers aren’t inherently fun to drive, but we’re much obliged to confess that Mazda is one of the few and far between exceptions to the rule.

Venturing off the beaten track isn’t the forte of this vehicle, but nevertheless, the CX-5 isn’t phased off by a green lane or a relatively flat field in the countryside. Our tester came with 19-inch wheels and no spare tire because of the subwoofer in the trunk, complete with Toyo Proxes summer tires and a tire repair kit.

This specification doesn’t come cheap either. Including value-added tax, the range-topping Takumi Plus retails at 40,190 euros as opposed to €37,790 for the SkyActiv-G. Also known as G194, the four-cylinder gasoline engine with natural aspiration is a bit more powerful than the turbo diesel yet plays second fiddle in terms of low-end grunt.

The 2.5 is standard in the United States on every trim level of the CX-5, and for the 2019 model year, the SkyActiv-D is exclusive to the Signature AWD with the six-speed automatic transmission. Sequential twin turbochargers deliver peak torque at 2,000 rpm, but even with this setup, the 2.2 feels sluggish in stop-and-go traffic.

Part of the problem is where the transmission is set to shift, as in extremely near the threshold where maximum torque is developed. High-speed overtaking feels better than getting the CX-5 off the line at the traffic lights, which goes to show that the transmission tries to combine sportiness with comfort.

Similar to the European counterpart, the SkyActiv-D is a bit on the expensive side of diesel crossovers in the U.S. at $41,300. Now that General Motors has discontinued the 1.6 option in the Chevrolet Equinox and GMC Terrain for 2020, the CX-5 with the SkyActiv-D is a unique proposition in the segment.

On the safety front, the bumper and hood are both designed to protect pedestrians in the case of an impact. But from an aesthetic standpoint, it’s hard to find a better-looking model in this segment. The Soul Red Crystal paintwork – which is a €790 option in Europe – attracts the attention of passersby and other drivers like Sharon Stone in that famous scene from Basic Instinct.

Maybe that comparison is pushing it a bit, more so because many Mazdas are specified in this color. But all things considered, it’s this paintwork that brings the most out of the Kodo – Soul of Motion design language of the CX-5.

On the other hand, take a good look at the side windows of the vehicle. Of all things holy, who in their right mind would combine gloss-black trim, rubber, and chrome garnish in the same area? This unfortunate combination is most apparent at the C-pillars, and we’re wondering why didn’t the designers go with one finish.

The gloss-black trend has to stop as far as the interior is concerned, full stop! Our tester had a few more than 6,000 kilometers on the odometer, and every interior trim boasting this otherwise elegant finish was full of scratch marks and fingerprints. Mazda could’ve gone for something else entirely without too much effort, don’t you think?

From the driver’s seat, probably the most interesting upgrade from the previous generation is the full-color HUD with tons of information. Think road-sign recognition, blind-spot alert, satellite navigation, speed, and cruise control. The power-operated tailgate is an option we wholly recommend, but Mazda didn’t even think of integrating a hook or two in the trunk for hanging a couple of grocery bags.

Despite the high driving position and wide windshield, another problem of the CX-5 is the shape of the A-pillars. You can blame safety standards for this condition, and in the event of a collision or rollover, driver and passenger protection is of utmost importance.

10 millimeters longer but 35 millimeters lower than the preceding model, the CX-5 retains the 2,700-mm wheelbase from before. The second generation also benefits from wider tracks (1,595 millimeters) and the tires are located as near as possible to the outer corners of the wheel wells, thus improving the vehicle’s stability.

If we turn back our attention to the SkyActiv-D, you might want to know that the fuel filler cap is complemented by another one for AdBlue. The selective catalytic reduction system is designed to reduce NOx as much as possible, injecting the urea-based fluid into the exhaust system to convert the bad stuff into nitrogen and water.

The CX-5 can be driven 12,000 kilometers before the AdBlue tank runs dry, translating to about 7,500 miles. Mazda does mention the AdBlue can be consumed quicker by high-load driving and environmental conditions such as high altitudes.

In stop-and-go traffic, the auto-hold functions disengages in such a manner that the CX-5 appears to struggle to set off. The auto stop/start system is perceptible too, but the vibrations are less intrusive than how they used to be in the previous CX-5.

Mazda says the drag coefficient has been lowered by six percent with the redesign, although you’ll find it hard to come close to the automaker’s advertised fuel economy figures. About 10 to 11 liters of diesel in the city is alright for this configuration of the compact crossover, and that’s not exactly frugal in this segment.

Last, but not in the least, the touchscreen infotainment system is feeling dated in terms of resolution, responsiveness, and map data. The Android Auto mirroring function is a welcome addition to the MZD Connect, which also features Apple CarPlay for iOS users.

An able and capable contender in its class, the CX-5 is high up on our list of recommendations. It’s not perfect, but it’s good enough for most people who would otherwise choose the Volkswagen Tiguan or Ford Espace. Even with all the bells and whistles, those two can’t get close as far as exterior design and build quality are concerned.

The best thing about the CX-5 is that even an entry-level trim with the base engine feels like an adequate crossover, something that you wouldn’t be ashamed to drive. For additional legroom in the rear, the Honda CR-V might be right up your alley.

If conspicuous spending isn’t your thing and you want a capable all-rounder as a daily driver and weekend warrior, then do give the CX-5 a chance.

 
 
 
 
 

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