After years of making do with the Tribute (which essentially was a rebadged Ford Escape), Mazda is taking a serious step into the small-SUV market with the 2013 CX-5. The in-house developed model is new from the ground up and has the full gauntlet of Mazda's fuel-efficient and environmentally friendly SkyActiv technologies. Mazda's SkyActiv efforts include the development of new engines, transmissions and lighter-weight chassis and bodies that are also stronger.
When the 2013 Mazda CX-5 hits showrooms in the United States next February, the SkyActiv-G engine--which is a 2.0-liter four-cylinder that has direct injection, a 13.0:1 compression ratio on U.S.-bound vehicles, variable valve timing and new exhaust design--will be the sole engine offered. In addition, the engine itself was put on an extensive weight-loss regimen which saw weight from every part cut as much as possible. The result is an engine that is 10 percent lighter, 15 percent more fuel efficient and produces 15 percent fewer CO2 emissions than its predecessor. Final specs for the U.S.-spec Mazda CX-5 aren't available yet, but they should be announced later this year at the Los Angeles auto show. We expect power to be rated in the neighborhood of 160 hp.
In other markets, the 2013 CX-5 will also launch with a 2.2-liter diesel SkyActiv four-cylinder engine with 170 hp, which Mazda has confirmed for North America during the 2013 calendar year, but in what vehicle(s) remains to be determined. Early rumors had it finding its way under the hood of the company's next midsize sedan.
Six-speed manual and automatic transmissions were also developed under the SkyActiv banner featuring smoother and quicker shifts while helping to improve fuel efficiency.
Weight reduction also was paramount to the development of the body and chassis. The Mazda CX-5 body is made of 61 percent high-tensile steel to cut weight by 8 percent while being 30 percent more rigid. Suspension components are also lighter with new geometries for improved handling and ride comfort. The new chassis will also serve as the basis for the next-generation Mazda 3 and Mazda 6.
Finally, the 2013 CX-5 is the first vehicle to wear Mazda's new Kodo design language, which will find its way onto upcoming Mazda vehicles, replacing the previous Nagare theme.
What is it like to drive?
In this class, where bland and uninspired vehicles make up the majority of the field, the 2013 Mazda CX-5 delivers with a driving fun factor miles ahead of the likes of the best-selling Honda CR-V and the popular Toyota RAV4. That can be traced back to the Mazda's sporty roots. Providing a spirited character was the goal for the engineers from the get-go. We drove European-spec prototype mules through the countryside of Iceland, dodging the occasional sheep in the middle of the road, and actually had a good time doing so. We first got a crack at a front-wheel-drive model with the 2.0-liter gasoline engine with a six-speed manual gearbox and were immediately impressed with the transmission's crisp, Miata-like shift quality. Clutch take-up is well tuned and the engine was both smooth and peppy. We'd argue that the engine smoothness is close to that of Honda's K-series engines.
On narrow and twisty roads, the 2013 CX-5 maneuvered with composure displaying little roll and nice feedback through the electric power steering system. On center, there is some play, but as you dial in more steering angle it tightens up, which is nice. The brakes also were a strong point, with almost instant grab and short pedal stroke for full clamping power.
We also sampled a Russian-spec Mazda CX-5 with a slightly detuned 150-hp gasoline engine, all-wheel drive and a six-speed automatic transmission. The automatic performed seamless shifts with well-spaced ratios. For passes, the gearbox would kick down a couple of gears in short order. The manual shift feature also was quite responsive for a torque-converted gearbox. Even with the extra heft of the all-wheel-drive system, we thought the gasoline engine provided sufficient motivation for the class.
Would more power be welcome? Without a doubt, but Mazda's sportier chassis tuning and weight-shaving philosophy go a long way toward making this small SUV perform like a sporty specimen. More important to the masses is that the CX-5 cabin is comfortable, simply designed and has a serviceable back seat for children and adults. In the prototypes, the panels were missing their final graining, but the major part of the dash was close to the final product and was made from quality soft-touch materials. The front bucket seats have good side support and were comfortable throughout the day, and the leather-wrapped steering wheel falls into your hands nicely with comfortably shaped grips at the three- and nine-o'clock positions.
Complaints? Well, at least on these CX-5 prototypes, there was more wind noise than we would like. But one has to remember that these cars are not final production specs, and they were wrapped in camouflage, which doesn't help. There also was a bit of tire noise seeping into the cabin on the cars wearing the optional 19-inch wheels wrapped with Toyo summer tires. Seventeen-inch wheels are standard and expect all-season rubber on U.S. vehicles.
Do I want it?
If you're shopping this class (and many of you are) and put any premium on driving fun, then yes, you want to get to a Mazda dealer next February and go for a test drive. The combination of the steering, suspension and responsive drivetrain in the 2013 CX-5 is something no current entry in this segment can touch. And with the new SkyActiv equipment, Mazda is finally able to deliver fuel efficiency that it has struggled with in the past. EPA fuel ratings aren't available yet, but Mazda expects figures to be segment-leading.
But something you should really want is the diesel engine to make its way to the U.S. market under the hood of the CX-5. The engine is stellar and pulls all the way up to its 5,150-rpm redline and can be had with both the six-speed manual and automatic transmission in Europe. It also passes Europe's stringent Euro 6 emission standards without the use of urea injection and is 20 percent more efficient than Mazda's previous diesel four-cylinder. A small SUV with a small diesel engine is missing from the U.S. market, and we think the Mazda CX-5 would fill that hole nicely. If you think so too, let Mazda know in the comments section below.
