If fuel economy is a priority and you need a compact crossover now, the CX-5 must be on your shopping list.
The 2013 CX-5 compact crossover is the company's first production vehicle that exemplifies what Mazda is calling its "Kodo" (Soul of Motion) styling philosophy. But if the 2013 CX-5, which Mazda touts as its first production model to embody new styling and engineering philosophies, is truly an example of what the company has in store for us, perhaps that song will be replaced by a far less catchy “Zoom, zoom, sip.”
The CX-5 clearly has “zoomy” styling and handling – especially for a compact crossover – but there’s little zoom under its hood. Instead, the company best known for its zippy Miata roadster and rotary-powered sports cars, now seems focused on delivering outstanding fuel economy.
That focus is embodied in what Mazda’s marketing folks are calling “Skyactiv Technology.” That term stands for a new engineering initiative in which Mazda engineers have been asked to rethink everything about the way their vehicles are built to produce a new generation of lighter, nimbler and more fuel-efficient models.
As an all-new model, the CX-5 is Mazda’s first vehicle developed with that holistic approach. Its engine and transmissions are lighter and more efficient. Its chassis and body also shed weight and gained rigidity through the increased use of high tensile-strength steel.
The result is a fun-to-drive crossover that handles as well as any of its competitors… but will outrun few of them.
Unless you’re talking about how far the CX-5 runs on a gallon of fuel. In that case, the answer is generally farther than anything in its class. I tested the most and least fuel-efficient CX-5s and averaged over 27 mpg in both.
That’s terrific for a compact crossover such as the CX-5, which is available in Sport, Touring and Grand Touring trim levels. All three models are available with front- or all-wheel drive, which costs an additional $1,250.
My test cars were an entry level CX-5 Sport with six-speed manual transmission (the only CX-5 offered with a manual) and a top-of-the-line Grand Touring with all-wheel drive. The sticker prices were $21,485 and $30,415, respectively, including options and destination fees.
The "Kodo" philosophy is characterized by the bold face and dynamic lines that are evident outside and inside the brand new compact crossover. The Sport model had no options, but its standard features compare favorably to anything in its class. These include four-wheel disc brakes, 40/20/40 split folding rear seatbacks, alloy wheels, keyless entry and ignition, air conditioning, cruise control, tilt/telescope steering wheel, an AM/FM/CD player with USB auxiliary input, and power windows, locks and door mirrors.
For now, all U.S. market CX-5 models are powered by a newly developed 2.0-liter, four-cylinder “Skyactiv-g” engine that gets great gas mileage but delivered lackluster acceleration in my test cars. According to my stopwatch, the Sport took 9.3 seconds and the Grand Touring 9.7 seconds to accelerate from zero to 60 mph.
Highway passing also was unimpressive.
Despite being slower – mostly because it weighs 218 pounds more than the front-drive Sport – the AWD Grand Touring seemed more responsive. That likely a tripute to how well its new six-speed automatic works. It shifts so reflexively and responds so quickly and smoothly I seldom felt compelled to use its manual override mode.
The Sport’s manual transmission was far less gratifying – surprisingly so because I typically prefer a manual and this one has a lot going for it. For example, the clutch pedal is firm but light, and clutch engagement is linear. The shifter isn’t as “snicky” as a Miata’s, but it feels precise and sporty nonetheless.
But both my wife and I consistently had trouble launching the CX-5 Sport smoothly. No matter how carefully we feathered the clutch, the Mazda was jerky accelerating from traffic lights and stop signs. Giving it more throttle helped, but shouldn’t have been necessary.
Only a very small percentage of buyers are expected to order the manual, so the herky-jerky starts won’t be nearly as much of a potential deal-breaker as the CX-5’s languid acceleration.
The CX-5’s competitors – which include the Ford Escape, Honda CR-V, Toyota RAV4, and Kia Sportage – aren’t known as pocket rockets, but people who typically shop Mazda might expect more zoom.
They could get it as early as next year. Various reports state that Mazda plans to offer American customers the 2.2-liter, turbocharged diesel engine that is available in European and Japanese CX-5s. It produces 170 horsepower and 310 pounds-feet of torque – along with over 40 mpg – in those markets.
If fuel economy is a priority and you need a compact crossover now, the CX-5 must be on your shopping list. But if you can’t forget that zoom, zoom, zoom song and want a vehicle that lives up to it, you might want to wait to see what Mazda tucks under the hood next year.