124 wheelsmag.com.au
SCORE
1
ST
/ 10
8.0
TAKES CRITICISM ON THE CHIN AND STRUTS BACK SWINGING
Mazda CX-5 Maxx Sport
IF ‘post-Trump’ is now a recognised term in educated
society, then ‘post-CX-9’ must be a thing in Mazda’s
inner sanctum. Not the heavy, thick-pillared old lump
but the comparatively svelte, COTY-winning new one.
It has set a high-water mark for Mazda SUVs – and
large SUVs in general – that makes the task of every
subsequent newcomer that much harder.
Here, the microscope is focused pointedly and
critically at the new-gen CX-5. And making its mission
doubly difficult is the model we’ve chosen – the most
expensive front-drive CX-5 you can buy ($34,390 Maxx
Sport) featuring a 114kW 2.0-litre engine that could
theoretically cure insomnia. Yet the variant that had
us concerned may be the runt of the new CX-5 litter is
actually anything but.
The engine is definitely a surprise. Seemingly
unchanged since 2012, in front-drive Maxx Sport
guise, this unassuming little unit has to lug 74kg more
than it did five years ago, yet Mazda has clearly made
improvements. Even in an SUV as beefy as this, it’s
a peach of thing, revving out keenly (and usefully) to
6700rpm without any of the vibes that plague the CX-3.
Its ultimate lack of muscle sees the six-speed auto
hunt up and down a bit on hills (in regular Drive
mode, not ultra-primed Sport), yet the transmission
calibration is close to spot-on and overall refinement is
bloody good. The base 2.0-litre even has personality.
So does the rest of the new-gen CX-5. Inside,
attention to detail is way ahead of the old car, hitting
all the marks in terms of what you expect from a
medium SUV, and then some (despite the lack of a
digital speedo). Stitched dashboard and door tops
look and feel really upmarket for $34K, as does the
horizontal design aesthetic and metal detailing.
Better still is the CX-5’s leap forward in seat comfort
and useability. Even the base Maxx gets a height-
adjustable front passenger’s seat – a long-overdue
feature in any Mazda – while Maxx Sport scores rear
air vents, four auto up/down windows, and dual USBslots in its centre rear armrest to calm the little coots.
Both front seats are deeper and more supportive, as
is the rear bench, making passengers feel part of the
car. But this relatively low-slung seating feel doesn’t
come at the expense of all-round vision. Even with
charcoal trim like our test car, the new CX-5’s thinner
pillars, lower dash and superior accoutrements make
it feel so much more welcoming.
Pity its ride isn’t quite at the same level. Around
town with just the driver on board, the Maxx Sport’s
ride is entirely acceptable – firm, yet well-controlled- but over our punishing four-up test road, the CX-5
simply couldn’t relax.
It fails to iron out the low-frequency bumps that
a really good ride does (see Subaru Forester) and
can ultimately be a bit tiresome on longer, bumpier
country journeys. The more challenging the road, the
better the CX-5 is, but it always feels primed when
sometimes you just want it to chill.
Where that works to its advantage is in corners. The
Mazda can’t quite match the Escape’s instant poise,
but its crisp steering is nicely weighted and, in typical
Mazda fashion, the harder you drive it, the sweeter its
balance and the greater its handling involvement.
Tyre-noise suppression has simply caught up to its
rivals, rather than setting a new standard, yet the CX-5
has gone from being a car that gets constantly singled
out for NVH crimes to a car where it’s now a non-issue.
Yet this is no baby CX-9. The new CX-5 is a sportier,
younger person’s car than its plush big brother.
And this front-drive Maxx Sport variant represents
amazing value for money, especially when you take
into account the CX-5’s best-in-class resale.
Neither as fast or as frugal, or even as roomy, as
the new Tiguan, it’s the CX-5’s engagement that gets
it over the line. Unlike the old model, and unlike
the base Tiguan, the new-gen CX-5 has warmth and
personality on its side, and that’s the stuff that builds
relationships, rather than just admiration. NP
$34,845*
Engine
1998cc 4cyl, dohc, 16v
Power
114kW @ 6000rpm
Torque
200Nm @ 4000rpm
Transmission
6-speed automatic
Dimensions
(L/W/H/W-B)
4550/1840/1675/2700mm
Weight
1556kg
Cargo capacity
442 litres
Tyres
Yokohama Geolander G98 GV
225/65R17 102V
Fuel consumption
10.4L /100km (tested)
0-60km/h
4.7sec
0-100km/h
10.4sec
0-400m
17.4sec @ 130.5km/h
30-70km/h
3.9sec
80-120km/h
7.2sec
100km /h-0
37.9m
3yr resale
57%
✔ Upmarket cabin; engaging
character; brilliant value
✘^ Busy country road ride
* Includes Machine Grey paint
($300) and floor mats ($155))SPECS