Mazda CX-5 is built with plenty of Skyactiv technology that helps it go fast while being efficient and handling well.
Mazda may have arrived late to the compact crossover party, but the debut of its CX-5 has nevertheless been highly anticipated. Not only is it the first model to introduce the company’s new Kodo (“soul of motion”) design language, it’s also the first Mazda in Singapore to feature the Japanese carmaker’s Skyactiv technology.
The CX-5’s looks are more appealing than the “smiling face” of the Mazda 3 and 6 saloons, and make this well-proportioned crossover more attractive than the new CR-V, its rival from the Honda camp. The only issue with this fresh styling is that it only suits the Sky Blue or Red Mica body colours – the Aluminium Metallic of our test car merely dulls its lines.
Opening the sunroof will make the Mazda CX-5’s muted cockpit feel airier.
The rather sombre feel is also evident in the cabin, with dark tones that stand in contrast to the sense of bright optimism promised by the car. Nevertheless, the overall fit-and-finish is very good – panel gaps are uniformly thin, and the plastics have a tough (but not brittle) feel to them. All-round visibility is excellent thanks to the optimal driving position, generous glass panels and large wing mirrors.
Equally excellent is the rear bench, which easily seats three average-sized adults thanks to the minimal transmission hump on the floor. What passengers back here do need, however, are more storage points for their loose items. Crossovers are supposed to be practical, so the tiny door bins found in the rear are quite inadequate.
Rear View Monitor (RVM) focuses on blind spots to help drivers avoid accidents.
Above average, however, is the lovely Bose hi-fi that comes as standard in the so-called Luxury Edition of the CX-5. The infotainment system, which includes Bluetooth telephony, is intuitive, while the TomTom-powered satellite navigation should prove a boon to drivers not good with directions.
What’s really neat about the CX-5 is how Mazda’s Skyactiv technology comes together so compellingly. Skyactiv refers to a host of improvements to the car’s body and chassis, engine and transmission. Immediately palpable (even when just pulling out of the carpark) is how taut this crossover’s bodyshell is. The use of high-tensile steel, which is both lighter and stronger than regular steel, is responsible for this. The CX-5 feels agile, too – the ride is planted without being jarring, and although there’s some lean in corners due to the vehicle’s height, there’s not much body roll to speak of.
Infotainment system has a touchscreen interface and crystal-clear reverse parking camera.
Unlike most other cars that do their best to obey the driver’s commands, however, the CX-5 actually “demands” to be driven properly. Thrash this crossover, and it’ll show its displeasure by becoming unbalanced when flung into bends with abandon.
What this Mazda wants is clean and progressive inputs from its driver. Get on the brakes earlier before easing the nose into the bend, and the CX-5 rewards you with its confidence-inspiring, linear response. Smooth inputs, of course, also help eke out superior fuel efficiency. To this end, the CX-5 is equipped with a 2-litre Skyactiv petrol engine that has a sky-high (no pun intended) compression ratio of 13 to 1.
Air-con controls are relatively user-friendly and the system’s throughput is wintry.
Simply put, a higher compression ratio results in better efficiency because increasing the combustion pressure also increases the force of the pistons’ downward stroke. The engine thus becomes more efficient by producing more power while using the same amount of petrol injected into the cylinder.
When asked why Mazda did not opt to follow the European manufacturers in utilising smaller engines with forced induction, the firm’s executive officer Masahiro Moro replied: “It is easier and more affordable to take an existing (naturally aspirated) engine and make it more efficient, compared to engineering a smaller powerplant with a turbocharger.”
Naturally aspirated 2-litre Skyactiv engine has a compression ratio of 13:1, delivers 155bhp and 200Nm, and accelerates the crossover from rest to 100km/h in 9.5 seconds.
The powerplant here, which Mazda claims is good for 155bhp, is silky at idle but turns gruff once pushed past 3000rpm. Since efficiency is the name of the game here, flooring the throttle still results in relaxed performance – the 6-speed automatic takes a moment before kicking down, so it’s best to utilise the manual override function.
The Mazda CX-5’s fairly stiff ride quality makes it feel more German than Japanese.
Doing so makes the drive more engaging, albeit still unhurried. The powertrain’s frugality, however, is impressive. Cruising at 90km/h, the CX-5 managed 16.9km per litre. Mixed driving conditions yielded 12.8km per litre – slightly below Mazda’s claimed 14.5km per litre.
As capable as the CX-5 is, however, we’re already hoping to get our hands on the oil-burning version when it (hopefully) arrives next year. If the petrol variant can deliver efficient performance like this, just imagine what its diesel counterpart could do.
The Mazda CX-5 viewed from the rear.
Mazda CX-5 2.0 (A)
ENGINE 1998cc, 16-valves, inline-4
MAX POWER 155bhp at 6000rpm
MAX TORQUE 200Nm 4000rpm
GEARBOX 6-speed automatic with manual select
0-100KM/H 9.5 seconds
TOP SPEED 187km/h
CONSUMPTION 14.5km/L (combined)
Check out the all new Mazda CX-5 here
