    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.
