2017 Mazda CX-5 is much more premium, no less joy
“If it ain’t broke, don’t fix it.” “Leave well enough alone.” When you’ve got a winning formula, it’s usually not a good idea to go fiddling with things, lest you accidentally ruin a flawlessly good thing.
Clearly nobody told Mazda this. The Mazda CX-5 was only just introduced back in two thousand twelve and has rapidly risen to the become best-selling model in Mazda’s lineup. The puny SUV has undergone numerous revisions, facelifts and midyear refreshes; Mazda has been permanently tweaking the CX-5’s formula. And now, just five years post-launch, it is already debuting its 2nd generation.
Has Mazda’s constant revising watered down the two thousand seventeen Mazda CX-5’s winning formula or has messing with success left the CUV better than before?
The CX-5’s exterior design isn’t a dramatic departure, but the entire package feels more athletic and grown up.
Mazda Premium
Last year, the launch of Mazda’s CX-9 was also the launch of the automaker’s “Mazda Premium” initiative. The automaker is stepping its game up, hoping to differentiate from its traditional competition by suggesting more premium vehicles with better interiors, materials, convenience and attention to detail. The fresh CX-5 is the 2nd “Mazda Premium” model.
Compared to the 2016.Five model that I tested last year, this two thousand seventeen Grand Touring Premium model boasts more convenient seats, a cabin with nicer leather and real stitching and even a steering wheel that has been reconfigured for better convenience. The cockpit features the same excellent Mazda ergonomics that I loved in prior CX-5s, but now the dashboard boasts an improved design that looks a class above the older cabin with fresh metallic accents and a strong horizontal theme.
What you can’t see in the pictures is the ridiculous attention to detail that Mazda has brought to noise reduction. That same obsessive nature that lead MX-5 engineers to trim wire harnesses pursuing grams on the Roadster has been applied to pursuing unnecessary decibels in the CX-5’s cabin. A bit of carpet here, a seam packed there, door seals improved, assets gaps diminished, bits hairless — dozens and dozens of tweaks were made with the result being that the CX-5’s cabin is noticeably quieter at highway speeds.
The crossover also features better available equipment, including a power liftgate, auto-leveling LED headlamps and a utter head-up display (HUD) that puts speedometer, speed limit data pulled from the fresh traffic sign recognition system, navigation and more information right in the driver’s sight-line. I particularly liked that Mazda’s HUD includes indicators for the blind-spot information system, which I don’t think I’ve ever seen before.
i-ActivSense safety
That blind-spot monitor includes rear cross-traffic alert when reversing at low speeds and is part of Mazda’s i-ActivSense suite of driver aid technologies — the total range of which is available on the fresh CX-5.
The suite also includes adaptive cruise control that works in low-speed traffic, a forward pre-collision alert with automatic emergency braking and lane departure warning with lane keeping assist.
SkyActiv G engine
The engine bay hasn’t switched much for this 2nd generation, but the available options has been pared down. Gone is the old Two.0-liter with manual transmission base model combo; Mazda’s Two.5-liter Skyactiv-G engine with standard six-speed automatic transmission is now the only combination available for the North American CX-5 at launch.
The Two.5-liter’s output hasn’t switched much. It’s now rated at one hundred eighty seven peak horsepower — a modest build up of just three ponies — and the same one hundred eighty five pound-feet of torque. Mazda claims slightly better throttle response for the fresh model but, while the accelerator pedal did have a snappy feel, I didn’t notice too much of a difference on the road. The Two.5-liter is as upbeat as it’s ever been and that’s a good thing.
The CX-5 will be available in both front-wheel drive and all-wheel driven variants. A Skyactiv-D diesel engine will be joining the lineup later this year. Yes, it will be available here in America. I can’t wait to have a go.
The combination of G-Vectoring control and suspension tweaks leaves the crossover feeling more comfy, but just as responsive.
The EPA’s estimates put the fresh CX-5’s economy at twenty four city, thirty one highway and twenty seven combined mpg for the front-driven models and twenty three city, thirty highway and twenty six combined mpg for models tooled with all-wheel drive.
Premium rail
The aforementioned improvements to noise reduction and various other generational switches have left the fresh CX-5 about 100-120-ish pounds stronger than the outgoing model — sure to raise some eyebrows among Mazda featherweight purists — but you’d be hard pressed to notice the extra mass from behind the wheel.
I did notice that the rail quality is much more supple. I personally didn’t mind the old CX-5’s rock-hard rail, but many of its buyers did. So, Mazda has softened the rail to soak up bumps better. The CX-5 now rails smoother and, of course, transmits less road noise into the cabin.
Interestingly, the steering still feels fantastic and the treating is engaging despite the softening of the rail. This is partially due to firmer mounting points for the steering rack and suspension for better control and some rejiggering of the geometry to account for the softer suspension bits.
Mazda has also made its G-Vectoring Control to the list of its standard features. Think of it as a sort of proactive stability control aimed at improving spectacle. It pulls off all sorts of tricks like slightly dipping engine torque just as you begin cornering to shift weight onto the front wheels and improve initial responsiveness. Its subtle enough that I never noticed it working and, along with the physical tweaks, helps keep the fresh, softer CX-5 feeling joy on a twisty bit of road.
Mazda Connect isn’t very premium
Let’s not sugar decorate this bitter pill. The Mazda Connect infotainment system in the center of the dashboard just isn’t very good. It’s navigation is good enough to get from point A to B and its plain interface is functional, but as Mazda shoves the CX-5 upmarket into more premium competition, it’s just not going to cut it anymore.
Mazda Connect gets the job done, but it’s the least “premium” feeling lump of the CX-5 puzzle.
The CX-5 is missing features such as Android Auto and Apple CarPlay, which could lightly pack the digital media gaps in a low-distraction way and instantly improve the navigation practice. I’m keeping my fingers crossed for a mid-cycle refresh or software update that steps up the dashboard tech.
Pricing and availability
For this 2nd generation, the fresh “Mazda Premium” CX-5 aims to punch way above it’s traditional class. Mazda has benchmarked the petite SUV against vehicles like the Audi Q3 , BMW X1 and Lexus NX and comes out looking pretty good. Sure, the BMW and Audi trounce the Mazda’s pitiful tech offerings, but the cabin convenience and on-road feel isn’t too far off the mark. The Lexus, in particular, had best witness its back.
That said, I don’t think too many entry-level luxury and premium buyers will be cross-shopping Mazda with these luxury brands — the badge on the grille just doesn’t carry the same cache. yet. For now, however, relative to its more traditional competitors — your CR-Vs, RAV4s, Escapes and the like — the Mazda finds itself in a much better position than before and is a much stronger competitor.
The two thousand seventeen Mazda CX-5 glides into dealerships in late March commencing at $24,045 before a $940 destination charge. As tested, our fully loaded CX-5 Grand Touring with i-Activ AWD ($30,695), Premium package upgrades ($1,830) and soul crimson crystal paint ($595) should top the range at $34,060.