Long-Term Road Test Intro
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We’re rolling the odometer on a blue not-so-meanie.
Months in Fleet: 6 months
Current Mileage: 18,743 miles
Average Fuel Economy: 28 mpg
Average Range: 428 miles
Service: $122
Normal Wear: $0
Repair: $0
By the time Mazda finally decided to offer a non-turbo version of the CX-7—its previous compact crossover and this long-term CX-5’s ostensible predecessor—it was too late. The model bore the scarlet letter of inefficiency and sales never took off. For the follow-up, Mazda buried its collective face in CAD screens and engineering schematics, eventually emerging with something significant, something good. The result combined new chassis and engine technologies marketed under the ludicrous Skyactiv name into one gloriously slow, efficient, and fun-to-drive package: the CX-5.
So, yes, our long-term Mazda CX-5 is slow. Really slow. Like 9.2 seconds to 60. Slooow. People—us, other enthusiasts—clamor for a turbocharged version to satisfy our accelerative urges. But Mazda instead launched with this naturally aspirated fuel-economy special, and it turns out that we really don’t care. It’s that good to drive. It’s also that efficient. We’re getting 28 mpg with our CX-5, spot on with the EPA’s combined estimate. Compare that with the 19 mpg we recorded from a long-term turbocharged CX-7.
Reversing the CX-7’s script, a more-powerful, 2.5-liter naturally aspirated engine is coming for 2014, allowing the CX-5 to bask initially in the glow of the 2.0-liter’s 25/31 EPA ratings before dumping in more power. (Those who still want a turbo are likely going to have to make do with a thrifty, 2.2-liter turbo-diesel. We expect that engine to hit the crossover sometime after its debut here in 2013 in the all-new 6 sedan.)
For our 40,000-mile CX-5, we opted for the mid-grade, $25,940 Touring trim with all-wheel drive, which comes standard with fog lamps, Bluetooth phone connectivity, a power driver’s seat, keyless start (although the car somewhat nonsensically lacks proximity sensors for door unlocking), a rearview camera, leather on the steering wheel and shift knob, and steering-wheel audio and cruise controls.
We mixed in two option bundles, including a sunroof and Bose audio package ($1130) and the Technology package ($1185), which brings navigation; active, automatic bi-xenon headlamps; rain-sensing wipers; and an auto-dimming rearview mirror. Our total: a reasonable $28,445. (To spec one like ours right now would cost an extra $300.) While we really wish it had satellite radio, there’s not much else that we pine for. The top-shelf Grand Touring packs in bigger, more attractive wheels; heated side mirrors and seats; and a few items optional on our car, but it runs about three grand more to start.
Our long-term CX-5 has proven quite popular despite its accelerative deficiencies, averaging a solid 3000 miles per month. Most of that has to do with its exemplary dynamics and poise, and the joy to be had from a turn behind the wheel. One reason for its excellence—the CX-5 recently took first in a six-ute comparo—is that it’s light. The long-term 2007 CX-7 weighed 3916 pounds, which we called “admirably low” at the time, but our 2013 CX-5 checks in at 3438. Take that, older, deader brother. The CX-5 also is more comfortable, roomier, and more practical than the vehicle it replaced, despite casting a significantly smaller shadow.
Beyond the responsive chassis, we also love our CX-5’s forward visibility, comfortable and supportive seats, and tasteful (if spartan) interior styling. The ride is on the firm side for the segment and we’d prefer less road noise on the freeway, but we’ll consider those fair trade-offs for its excellent handling—we recorded an impressive 0.84 g on the skidpad with our test car. Some commenters have noticed a rearview mirror that seems too loose, we’ve had a couple of complaints about front headrests that are canted too far forward, and no logbook comment fails to mention its slowness, but this blue box has otherwise satisfied pretty much everyone.
Low running costs are another strong point, highlighted, of course, by the exemplary mileage. The two services performed at this point totaled just $122; both involved an inspection, tire rotation, and an oil change. That’s it for out-of-pocket expenses. Shortly after arrival, we had the hood serviced under warranty to fix a flutter at highway speeds and when going over bumps; the dealer tightened all hood retainers, adjusted the hood stops, and caulked the hood supports, fixing the issue.
The CX-5 has recently made its way to Montana to spend some quality time with our own John Phillips. No word yet on whether the moose, elk, and grizzly bears have found the Mazda as agreeable as we have.
Specifications
VEHICLE TYPE: front-engine, 4-wheel-drive, 5-passenger, 5-door wagon
PRICE AS TESTED: $28,445 (base price: $25,940)
ENGINE TYPE: DOHC 16-valve inline-4, aluminum block and head, direct fuel injection
Displacement: 122 cu in, 1998 cc
Power: 155 hp @ 6000 rpm
Torque: 150 lb-ft @ 4000 rpm
TRANSMISSION: 6-speed automatic with manual shifting mode
DIMENSIONS:
Wheelbase: 106.3 in
Length: 178.7 in
Width: 72.4 in Height: 65.7 in
Curb weight: 3438 lb
PERFORMANCE: NEW
Zero to 60 mph: 9.2 sec
Zero to 100 mph: 30.0 sec
Zero to 110 mph: 42.1 sec
Rolling start, 5–60 mph: 9.6 sec
Top gear, 30–50 mph: 4.7 sec
Top gear, 50–70 mph: 6.6 sec
Standing ¼-mile: 17.1 sec @ 81 mph
Top speed (redline limited): 115 mph
Braking, 70–0 mph: 172 ft
Roadholding, 300-ft-dia skidpad: 0.84 g
FUEL ECONOMY:
EPA city/highway driving: 25/31 mpg
C/D observed: 28 mpg
Unscheduled oil additions: 0 qt
WARRANTY:
3 years/36,000 miles bumper to bumper;
5 years/60,000 miles powertrain;
5 years/unlimited miles corrosion protection;
3 years/36,000 miles roadside assistance
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