 2014 Mazda CX-5. Click image to enlarge |
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Review and photos by Jonathan Yarkony
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2014 Mazda CX-5
Austin, Texas – As an added bonus on our recent Mazda6 First Drive, Mazda allowed us some time in the newly empowered 2014 CX-5 with the 2.5L SkyActiv-G engine. Aside from that engine option, little has changed with the 2014 CX-5 lineup, but that one change turns the CX-5 from a practical, miserly and underpowered crossover SUV into a competitively powered but still practical and miserly ute.
Odds are, anyone looking at an engine upgrade isn’t concerned with the absolute lowest efficiency, but the 2.5L four-cylinder adds only about half a L/100 km to the equivalent city rating of the 2.0L engine (from 8.0 to 8.5 for the AWD automatic), and almost nothing to the equivalent highway consumption (6.4 to 6.6), at least on paper. If the 2.5 can live up to that rating, or even come close, only the thriftiest shoppers will have any reason to avoid the engine upgrade, more likely for the price of entry than the fuel savings – it’s really a win-win.
Well, there will be the rare bird who wants his or her crossover with a stick shift, but that’s hardly the customer that will sway marketing and product planning decisions. That one is stuck with the 2.0 as the 2.5 is paired only with the six-speed automatic in the CX-5. Also note that the 2.0 is available only in GX trim, although you can spec it with AWD, but you must select the automatic first for $1,200, then another $1,700 for the Convenience Package before being able to shell out $2,000 for the AWD (ouch!). The only trim with the manual transmission is the $22,995 base FWD GX.
  2014 Mazda CX-5. Click image to enlarge |
At that price, the CX-5 isn’t exactly a penalty box, but you don’t get what you don’t pay for. The GX trim includes 17-inch ‘styled’ steel wheels, heated door mirrors, A/C, steering wheel mounted cruise and audio controls, USB and auxiliary input jacks for the AM/FM/CD stereo and keyless entry and other standard fare like traction and stability control, power windows, and ABS disc brakes. You can add that Convenience Package that adds alloy wheels (also 17 inches), Bluetooth, steering wheel controls, tinted glass, colour display screen, and HD radio for $1,700.
The leap from GX to GS is a steep one, base MSRP rising to $28,650, though that includes the automatic transmission, and $30,650 with AWD. The GS trim adds 17-inch alloy wheels, rain-sensing wipers, power moonroof, back-up camera, fog lights, six-way power driver’s seat, heated front seats and, of course, the 2.5L SkyActiv-G.
    2014 Mazda CX-5. Click image to enlarge |
As in the Mazda6, the 2.5 makes 184 hp and 185 lb-ft of torque in the CX-5, and it is well suited to the CX-5’s 1,604 kg (1,553 kg without AWD). This by no means becomes a fast SUV, but it finally feels natural, pulling away from a stop and up to highway speeds without any struggling or thrashing, the slightly deeper hum of the larger engine instilling confidence and a more relaxed experience. While the horsepower is in the same ballpark as the CR-V and RAV4, its torque advantage should translate into better everyday drivability, especially around town, and indeed it felt strong in these situations on our drive.
The automatic transmission, with six gears, is fine for the tasks of ordinary driving, applying power smoothly and shifting gears crisply, without too much hunting at middling speeds.
The fully loaded GT models that we drove had the 19-inch alloy wheels and all the road-holding prowess they bring. In the twisting, undulating roads around Austin, Texas, the CX-5 showed the same adept handling and engaging steering it has ever had, within the limits of a tallish SUV. The added power means it more easily pulls out of corners, yielding an entirely more satisfactory driving experience when pressed.
The GT equipment list also adds a Bose audio system that ups the speaker count to nine, and dual zone climate control taking the bottom line up to $33,250 including AWD and automatic transmission. A Tech package activates the hard-drive-based navigation system and Smart City Brake Support (SCBS), bi-xenon headlights, adaptive headlights, auto headlamp levelling, and SiriusXM satellite radio for another $1,795.
We had little opportunity to test the AWD system on the dry, warm day we drove, but it’s an all-automatic affair that juggles torque between the axles when wheel spin is detected.
Aside from the engine and new trims, the CX-5 remains a practical and spacious vehicle for a compact SUV. Both rows are spacious, as is the trunk, and handles in the side of the cargo compartment release the seats, which can fold in three sections, split 40/20/40.
Interior quality is above average for this segment, with a soft touch dash, cabin materials, buttons and switchgear that seem a class above top sellers like the CR-V and Equinox. The controls are also easy to use, Mazda opting for clarity of purpose over a domineering aesthetic, though it still looks attractive for all its functional simplicity.
   2014 Mazda CX-5. Click image to enlarge |
Even with a lukewarm power plant that aimed for efficiency at all costs, the CX-5 still had a certain charm about it, driving better than a small, affordable SUV had any right to. Without resorting to a pricey and thirsty turbo or V6, Mazda has crafted a powertrain suitable to its weight, and it feels just right. This vehicle is a match for any of the bestsellers, barring any of the higher-powered and pricier turbos. And Mazda has one more card to play: the CX-5, based as it is on the Mazda6 platform, is engineered to accommodate the SkyActiv diesel arriving shortly in the Mazda6.
