Mazda CX-5 XDL 2.2 Diesel
Mazda's CX-5 is a car that hits so many targets it could be considered the benchmark in the SUV class. The CX-5 is a brilliant drive. The flagship CX-5 boast a 2.2-litre diesel developing 129kW and 420Nm for strong, accessible performance in a straight line. But the Mazda's on-road manners are exemplary also, and it is refined, well packaged and safe. The CX-5 is also available with a good 2.5l petrol engine in the mid spec 2WD only version, and a 2.0l Petrol engine and 2WD in the 2 lowest spec models. If you really want power, the diesel is the one to go for. With its 420 Nm it is extremely more powerful than the 2.5l petrol at 256 Nm.
Over two year after it debuted, although completely new in the Thai market, the CX-5 still looks the part. With its steeply raked tailgate and wheel-at-each-corner stance, it appears sleeker and more compact than its upright rivals. Our range-topping XDL 2.2 Diesel stands out even more with its huge 19-inch alloys and powerful bi-xenon headlamps.
Mazda’s designers haven't been quite so bold inside, but while the design could do with some exciting touches, the quality is top notch. Soft-touch plastics are used throughout, and the fit and finish are first rate. There’s loads of standard kit, too. Included in the impressive equipment tally are leather seats, plus keyless entry and a reversing camera and built-in TomTom sat-nav. A couple of gripes about the interior however: The indicator and wiper stalks felt a bit clunky to use, and the touchscreen for the TomTom sat nav was not easy to use for such tasks as setting a destination.
The CX-5 boot space, is 503 litres which if fine for most, and so are the for rear head and legroom. The Mazda’s rear bench folds flat in one move, while the neat 40:20:40 ‘Karakuri’ split-fold adds to the versatility.
On the move, the CX-5 really stamps its authority on its rivals. The 2.2-litre diesel has 175bhp, and makes the car by far the strongest performer: at the track it covered 0-60 mph in a warm hatch-rivalling 7.9 seconds. And with a muscular 420 Nm on tap from just 2,000rpm, the Mazda extended its advantage during our in-gear tests. But it’s the way the car delivers its performance that’s really impressive.
There’s a slight clatter from under the bonnet at idle, but once you're moving it revs with a petrol-like eagerness and smoothness, while the gearchange has a beautifully slick action. Direct steering, strong grip and excellent body control complete the dynamic masterclass. And while it’s not as assured as the MU-X off-road, the CX-5’s electronically controlled four-wheel-drive system copes well with most challenges you will encounter.
Starting with vehicle dynamics, the CX-5's ride quality is excellent, but there was some initial impact harshness, but only over sharp bumps. Rather than clashing, the Mazda's ride quality complemented its handling and roadholding. Easing off into a corner the CX-5 maintained a tight line, but even powering on through the corner it was impressively stable and predictable.
Eventually the tyres protested, but without any twitchiness from the suspension. The light, direct electrically-assisted steering was nicely communicative and the CX-5 was easily placed on the road.
The CX-5 was more enjoyable to drive than the VW Tiguan 103TDI, largely due to the Mazda's diesel engine. You'll pick the CX-5 as a diesel as soon as the engine starts. But other than subdued clatter at lower speeds and low-frequency vibration from 1500 rpm in higher gears it wasn't by any means unpleasant.The engine was willing to rev, and actually picked up faster from speeds around 3000rpm than most diesels. It sounded better than most as well. What was also endearing about the SKYACTIV-D was its response. Asked to deliver useable power and torque for a quick getaway from the lights while it was still firing up, it produced the goods.
The i-Stop (idle stop-start) system was a useful feature that helped bring down fuel consumption by possibly half a litre of fuel. Restarting usually took place without undue rough and tumble theatrics, and the system coped well with prolonged reliance on electric power for the audio and lighting with engine halted. Here the automatic also helps to avoid stalling the engine. With the manual there are risk of that. Only automatic versions are available in Thailand.
The Mazda powerplant drove through a six-speed automatic transmission to all four wheels. This smooth and capable unit balanced the need for high-gear fuel conservation and kick-down performance mode. It worked considerably better with the diesel's low-speed power delivery than with the 2.0-litre petrol engine under the bonnet of the base model. And the 4WD 175PS 6-speed automatic does exactly what Mazda said it would do. It gives a surprisingly sporty drive left entirely on its own. It's quick, smooth and it stays in the right gear round corners.
The seats provided the right amount of comfort and support without being too aggressive in their shape. Placed close to the driver's left thigh, the handbrake was where it should be, and the indicator and wiper stalks were located on the appropriate sides of the steering column. Instruments were clear and legible through the wheel, with controls situated sensibly on the spokes to run audio, cruise and computer. Tracking through a streaming playlist from a Bluetooth-capable smartphone wasn't a problem, as it occasionally is in other cars.
Climbing in or out of the CX-5 (front or rear) was made easier by the car's high hip point. Rear-seat accommodation was generous for teenagers and adults -- and the sunroof didn't encroach on headroom. There was also plenty of room under the front seats and decent levels of knee room and legroom for adults of average size or taller.
One issue with the rear seat presenting itself was the lack of face-level vents. This still comes as a surprise in any vehicle around this price point.
Mazda claims that with the seats upright the CX-5 will hold 403 litres of goods in the boot. That's part way between Ford's Kuga (406) and the Tiguan (395). Either side of the compartment are Mazda's useful flip-forward seat levers, which can be operated while loading large objects from the rear of the car.
The equipment list was comprehensive for the car's price. Dual-zone climate control, leather trim, front/rear parking sensors, reversing camera, the satellite navigation already mentioned, rain-sensing wipers and auto-on/off headlights were all standard. And those headlights were adaptive bi-xenon units that were excellent, even when set to low beam.
Conclusion:
The CX-5 deserves some credit for establishing an affordable benchmark in the segment at only half the price of the brilliant BMW X3 with equally powerful and refined diesel engine. The Mazda’s blend of talents is hard to beat. Not only is it practical and well built, it’s also good to drive and surprisingly fast. It also comes with loads of equipment. A very good car selection, if you are looking for this type of vehicle.
Over two year after it debuted, although completely new in the Thai market, the CX-5 still looks the part. With its steeply raked tailgate and wheel-at-each-corner stance, it appears sleeker and more compact than its upright rivals. Our range-topping XDL 2.2 Diesel stands out even more with its huge 19-inch alloys and powerful bi-xenon headlamps.
Mazda’s designers haven't been quite so bold inside, but while the design could do with some exciting touches, the quality is top notch. Soft-touch plastics are used throughout, and the fit and finish are first rate. There’s loads of standard kit, too. Included in the impressive equipment tally are leather seats, plus keyless entry and a reversing camera and built-in TomTom sat-nav. A couple of gripes about the interior however: The indicator and wiper stalks felt a bit clunky to use, and the touchscreen for the TomTom sat nav was not easy to use for such tasks as setting a destination.
The CX-5 boot space, is 503 litres which if fine for most, and so are the for rear head and legroom. The Mazda’s rear bench folds flat in one move, while the neat 40:20:40 ‘Karakuri’ split-fold adds to the versatility.
On the move, the CX-5 really stamps its authority on its rivals. The 2.2-litre diesel has 175bhp, and makes the car by far the strongest performer: at the track it covered 0-60 mph in a warm hatch-rivalling 7.9 seconds. And with a muscular 420 Nm on tap from just 2,000rpm, the Mazda extended its advantage during our in-gear tests. But it’s the way the car delivers its performance that’s really impressive.
There’s a slight clatter from under the bonnet at idle, but once you're moving it revs with a petrol-like eagerness and smoothness, while the gearchange has a beautifully slick action. Direct steering, strong grip and excellent body control complete the dynamic masterclass. And while it’s not as assured as the MU-X off-road, the CX-5’s electronically controlled four-wheel-drive system copes well with most challenges you will encounter.
Starting with vehicle dynamics, the CX-5's ride quality is excellent, but there was some initial impact harshness, but only over sharp bumps. Rather than clashing, the Mazda's ride quality complemented its handling and roadholding. Easing off into a corner the CX-5 maintained a tight line, but even powering on through the corner it was impressively stable and predictable.
Eventually the tyres protested, but without any twitchiness from the suspension. The light, direct electrically-assisted steering was nicely communicative and the CX-5 was easily placed on the road.
The CX-5 was more enjoyable to drive than the VW Tiguan 103TDI, largely due to the Mazda's diesel engine. You'll pick the CX-5 as a diesel as soon as the engine starts. But other than subdued clatter at lower speeds and low-frequency vibration from 1500 rpm in higher gears it wasn't by any means unpleasant.The engine was willing to rev, and actually picked up faster from speeds around 3000rpm than most diesels. It sounded better than most as well. What was also endearing about the SKYACTIV-D was its response. Asked to deliver useable power and torque for a quick getaway from the lights while it was still firing up, it produced the goods.
The i-Stop (idle stop-start) system was a useful feature that helped bring down fuel consumption by possibly half a litre of fuel. Restarting usually took place without undue rough and tumble theatrics, and the system coped well with prolonged reliance on electric power for the audio and lighting with engine halted. Here the automatic also helps to avoid stalling the engine. With the manual there are risk of that. Only automatic versions are available in Thailand.
The Mazda powerplant drove through a six-speed automatic transmission to all four wheels. This smooth and capable unit balanced the need for high-gear fuel conservation and kick-down performance mode. It worked considerably better with the diesel's low-speed power delivery than with the 2.0-litre petrol engine under the bonnet of the base model. And the 4WD 175PS 6-speed automatic does exactly what Mazda said it would do. It gives a surprisingly sporty drive left entirely on its own. It's quick, smooth and it stays in the right gear round corners.
The seats provided the right amount of comfort and support without being too aggressive in their shape. Placed close to the driver's left thigh, the handbrake was where it should be, and the indicator and wiper stalks were located on the appropriate sides of the steering column. Instruments were clear and legible through the wheel, with controls situated sensibly on the spokes to run audio, cruise and computer. Tracking through a streaming playlist from a Bluetooth-capable smartphone wasn't a problem, as it occasionally is in other cars.
Climbing in or out of the CX-5 (front or rear) was made easier by the car's high hip point. Rear-seat accommodation was generous for teenagers and adults -- and the sunroof didn't encroach on headroom. There was also plenty of room under the front seats and decent levels of knee room and legroom for adults of average size or taller.
One issue with the rear seat presenting itself was the lack of face-level vents. This still comes as a surprise in any vehicle around this price point.
Mazda claims that with the seats upright the CX-5 will hold 403 litres of goods in the boot. That's part way between Ford's Kuga (406) and the Tiguan (395). Either side of the compartment are Mazda's useful flip-forward seat levers, which can be operated while loading large objects from the rear of the car.
The equipment list was comprehensive for the car's price. Dual-zone climate control, leather trim, front/rear parking sensors, reversing camera, the satellite navigation already mentioned, rain-sensing wipers and auto-on/off headlights were all standard. And those headlights were adaptive bi-xenon units that were excellent, even when set to low beam.
Conclusion:
The CX-5 deserves some credit for establishing an affordable benchmark in the segment at only half the price of the brilliant BMW X3 with equally powerful and refined diesel engine. The Mazda’s blend of talents is hard to beat. Not only is it practical and well built, it’s also good to drive and surprisingly fast. It also comes with loads of equipment. A very good car selection, if you are looking for this type of vehicle.