Mazda CX-5 Diesel: Road Test

The option of an automatic transmission in conjunction with an efficient turbodiesel engine could be just the ticket in swinging Euro SUV buyers to the Mazda brand.

Although Mazda has offered a diesel engine previously (and a very good one at that in the CX-7), the fact it arrived as a manual-only proposition deterred many -- especially those who spend most of their time fighting traffic. This saw many a prospective Mazda buyer shop dearer European, or indeed cheaper Korean offerings.

The answer to Mazda’s troubles comes in its new SKYACTIV-D (for Diesel) engine. The 2191cc turbodiesel four-cylinder is a quiet and tractable offering, and its 129kW/420Nm output is a far better option for CX-5’s intended purpose than the less-inspiring petrol offering tested earlier.

The engine's power and torque delivery is linear and it cooperates seamlessly with Mazda’s SYACTIV-DRIVE six-speed automatic transmission. Conversely, it is not offered with a manual transmission this time round.

As smooth as it is, the engine does lack the bite of the superseded 2183cc MZR-CD found under the bonnet of the CX-7 -- and this despite CX-5 offering an additional 20Nm (albeit with seven fewer kilowatts). Overriding the transmission in manual mode provides slightly more energy, though, like many eco-tuned modern offerings, Mazda CX-5 feels to have lost some of its dynamism in the search for a lower combined cycle fuel consumption average.

That's a shame given the chassis and suspension combination delivers enthusiasm and confidence – on and offroad. The CX-5’s grip and cornering poise is streets ahead of any rival you care to mention.

The driver is greeted by a smaller than average diameter steering wheel and succinct steering response. Feel is the better-end of similar EPAS (electrically-assisted power steering) systems we’ve sampled. On-centre it's positive and turn-in is accurate, the wheel righting itself quickly from full-lock to further complement CX-5’s hot-hatch-like agility.

That said CX-5 feels typically-SUV in its driving position, the leather-clad seating is comfortable, supportive and, thanks to the CX-5's high H-point and low scuttle, delivers a commanding view of the road ahead. Outward visibility is otherwise on par with most in this sector, though like many, CX-5 suffers from thick D-pillars when reversing from a 45-degree park.

Generally controls are user-friendly including trip computer, infotainment and ventilation systems, though the latter pair is set too far in reach from the fingertips of short and average-sized drivers. Wind and road noise is negligible, with just a hint of wind rustle detected about the wing mirrors. Night time illumination is pleasant, adding to the condensed ambience and practical layout of the instrumentation and switchgear.

Highlights of the range-topping Grand Touring version (tested) include adaptive bi-xenon headlamps, daytime running lamps, an electric tilt/slide glass sunroof, electrochromatic rear-view mirror, leather upholstery, an eight-way powered driver’s seat, (front) seat heaters, keyless entry and push-button start, 231-watt BOSE surround sound audio system, front and rear parking sensors, a rear-view camera and 19-inch alloy wheels.

Optionally, the Tech Pack (available exclusively on Grand Touring models) adds blind-spot monitoring, high-beam control and lane-departure warning systems. Though the latter pair function as good as any we’ve sampled, it has to be said the blind-spot monitoring system is altogether too enthusiastic, confusing lane changing if staunchly relied upon (not something we’d recommend).

Like many idle stop-start systems, Mazda’s i-stop arrangement is not without its foibles, and seems reliant on increased pedal pressure when stationary before killing the engine. Granted, it’s a simple matter of familiarity but it can result in the system not operating as it otherwise could.

For our week-long test, covering urban, highway and offroad driving, we managed an average of 7.6L/100km, almost two litres more than the official ADR combined cycle average of 5.7L/100km.

Where packaging is concerned, CX-5 feels marginally bigger than others in the category. Front head, hip and legroom is sufficient for adult occupants, though the rear bench wants for width in its centre position. The second row is better for two adults, or three children, but certainly not three adults for any considerable duration.

Cargo space is improved on that of CX-7, however, with CX-5 offering 403 litres against CX-7’s 400-litre boot. The integrated (and removable) cargo cover is true genius and the 40:20:40 split-fold rear seats handy when, say, heading to the snow/beach/hardware store with friends/kids/family/etc.

When viewed against its petrol-powered siblings, the high-tech oiler proves a near-flawless fit in Mazda’s fashionable new family hauler. With an automatic transmission now standard, and lower fuel bills a shoe-in, this is one mid-size SUV we’re certain eco-savvy families will flock to in droves.

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