Test: Mazda CX-5 2.0i AWD AT Revolution
Content
Okay, let's pour ourselves some pure wine again: this kind of soft or gentle SUV, generally called SUV, is mainly used by owners in cities, they are especially happy when it is necessary to park next to or on the sidewalk, because they do not slip and even less damage the rims. However, we should not ignore the other group, which in principle the providers of such vehicles see in the 'foreground', ie those who are curious, like to go on a trip, maybe half-blind, somewhere where there is peace to see nature. , they may see a deer or a pheasant, or an old-fashioned hut, anything original, but they don't turn around when the asphalt turns to macadam. Or even in the cart track.
If you haven't tried it yet - we recommend it. But here’s the word about the car.
The CX-5 is one such. Mazda, a relatively small carmaker, sees a wonderful opportunity in statistics that say this segment has been growing sharply in recent years, especially in Europe. So they combined everything they have at the moment: a design that paves a new path for them, and a technique that is fully embodied in this Mazda for the first time.
Since, of course, many other manufacturers look at the same statistics, the CX-5 is far from an isolated product, but has a rich set of competitors, as many as there have ever been in this segment. What was supposed to convince customers to turn to Mazda showrooms instead of others was half-jokingly (but half really) called 'Mazdaness' or, if we try to do business, Mazdaness or something similar. So a collection of everything that makes Mazda enjoyable from all angles and makes them popular with customers.
And what is it? Definitely appearance in the first place. At Mazda, they use terms that a European cannot understand because they are of Japanese origin, but even if they were, the theory, even though marketers don’t want to understand it, is meaningless in appearance; man likes something or not, no matter the nice words. And the CX-5 is, we can argue, a car that doesn’t go unnoticed. Inside the rough outline, which is almost commanded for this class, there are just the right interesting lines and strokes to make the CX-5 pleasing to the eye. It’s very similar on the inside: from a good decade ago, there’s nothing left of the classic, gray, and dull, typical Japanese look. Now it's a modern, new typical Japanese look: with an impression of quality design and workmanship, with a European way of thinking about what and where it should be in the car, and (perhaps also with a European) general 'technical' look that no part does gives the impression of boredom.
It is true that the CX-5 is among the largest in its class, but this is not yet a condition for interior spaciousness. In fact, this Mazda is exemplary spacious - in the front, but especially on the rear bench, where it even seems to be even more spacious than the larger CX-7. The size of the knee space stands out, which is the most 'critical' part of all cars. In any case, adult passengers on the back seat will not be cramped here. In fact, they won't mind: there are no adjustable air vents, but the air conditioning is exemplary in this part as well, for example there is no 12-volt socket, but there are two in the front, no special drawer, but there are two pockets on the backs, in the door two large drawers and two cans in the middle elbow rest. And there are two reading lights on the ceiling. Good package. I extend the thinking into the trunk: it is already very large, among the largest in the segment, and it is also easy to extend a third of this space. And the newly created space is, because when the backrest is folded down, the seat part deepens a bit, ready - with a completely flat bottom.
At the front, clearly, the demands are greater, so there is also something more resentment. Overall, it's very good ergonomics, including Mazda's new HMI (Human Machine Interface), which is a common label, not Mazda's name), which has different selectors than we're used to, so these may require some practice , but one quickly gets used to them and finds that they are very ready. What Mazda has been criticizing for some time now deserves resentment: displaying secondary data. The watch hides too low in the center of the dashboard, which is too distracting for the driver to focus on the situation in front of the vehicle, and the HMI screen is noticeably smaller than most competitors. Here’s another Japanese flaw: although all the windows are automatically movable in both directions, of the six buttons that all have at least two functions, only one is illuminated on the driver’s door. And while there’s plenty of storage space for all sorts of things up front, the drawer in front of a passenger who has neither a lock, nor lighting, nor cooling needs to be scolded. And if we stay a little picky; even the car’s response when locked (automatically or manually, both times from the outside) is not uniformly logical that it is locked. But let’s be honest: front seat heating, unlike most, is pleasant on all three levels, as it doesn’t cook the seat, but tempers it nicely pleasantly for the comfort of the person on it.
And then there’s the mechanics, where the biggest drawback of this Mazda is: its drive is too anemic. There are probably two reasons; the first is that the mass and aerodynamics of this Mazda, although among the best in class, with four-wheel drive are too large for the torque of a petrol engine, and the second is that the engine and automatic transmission are not successfully paired.
With the second reason, it is especially difficult to assess the other characteristics of the engine, it is certain that its i-stop is very good, fast (talking about the record time of starting the machine) and therefore stress-free for the driver, but also environmentally friendly. During our 1.500-kilometer test, the trip computer showed that the i-stop had interrupted the engine for a total of two hours and a quarter. This, in turn, certainly affects consumption. The engine is quiet in the lower and middle revs (but it doesn't like to spin much), it always runs quietly, and it heats up quickly when cold.
The gearbox is easier to assess. It allows manual shifting, in which it seems extremely fast, to the eye (the case is otherwise difficult to measure) even comparable to the best two-clutch, and the perception of changing gears is very small, so comfortable. Unfortunately, it seems to be geared towards the operation of the diesel engine, as it insists on low engine speeds in every way. If the driver wants to increase the pace, it is not enough to move the accelerator pedal a little or a little more, but he must step it to the point (kick-down), thus immediately moving from lazy to wild. In addition, now engine speeds are rising sharply, noise also, not to mention consumption. A sports shifting program would help a lot, but this gearbox doesn't have one.
We can say that the gearbox is technically very good, but that it unfortunately lacks a sports program and that it therefore allows only a comfortable ride when clumsily coexisting with the engine. From this point of view, it is unable to exploit the potential of the engine except in manual shifting. Such a combination is partly to blame for the fact that such a motorized CX-5 climbs quickly on highway ascents, but it turns out that there is not enough engine torque on longer ascents, so even high revs do not help much. Unfortunately, the very good chassis, precise steering and four-wheel drive, which are otherwise nice features of this Mazda soft SUV, do not come to the fore.
There is not much left for the buyer: those who are looking for a car with the advantages of a petrol engine and drive mostly comfortably will definitely be satisfied, while others will have to choose another drive combination. And since we recently tested these as well, we can safely say that at the end of the Mazda CX-7’s trail (which has already said goodbye) here’s a successful start to the CX-5’s trail.
Text: Vinko Kernc, photo: Saša Kapetanovič
Mazda CX-5 2.0i AWD AT Revolution
Basic data
| Sales: | Mazda Motor Slovenia Ltd. |
|---|---|
| Base model price: | 32.690 € |
| Test model cost: | 35.252 € |
| Power: | 127kW (173 KM) |
| Acceleration (0-100 km / h): | 9,3 with |
| Maximum speed: | 204 km / h |
| Mixed flow ECE: | 10,1l / 100km |
| Guarantee: | General warranty 3 years or 100.000 km, 10 years mobile warranty, 3 years varnish warranty, 12 years rust warranty. |
| Systematic review | 20.000 km |
Cost (up to 100.000 km or five years)
| Regular services, works, materials: | 1.094 € |
|---|---|
| Fuel: | 15.514 € |
| Tires (1) | 1.998 € |
| Loss of value (within 5 years): | 14.959 € |
| Compulsory insurance: | 3.280 € |
| CASCO INSURANCE (+ B, K), AO, AO + | 6.745 ( |
| Calculate the cost of auto insurance | |
| Buy up | € 43.590 0,44 (km cost: XNUMX €) |
Technical information
| engine: | 4-cylinder - 4-stroke - in-line - petrol - transversely mounted at the front - bore and stroke 83,5 × 91,2 mm - displacement 1.998 cm³ - compression ratio 14,0:1 - maximum power 118 kW (160 hp) ) at 6.000 rpm - average piston speed at maximum power 18,2 m / s - specific power 59,1 kW / l (80,3 hp / l) - maximum torque 208 Nm at 4.000 rpm - 2 camshafts in the head (chain) - 4 valves per cylinder. |
|---|---|
| Energy transfer: | engine drives all four wheels - 6-speed automatic transmission - gear ratios I. 3,552; II. 2,022; III. 1,452; IV. 1,000; V. 0,708; VI. 0,599 - differential 4,624 - rims 7 J × 17 - tires 225/65 R 17, rolling circle 2,18 m. |
| Capacity: | 187 km/h top speed - 0-100 km/h acceleration in 9,6 s - fuel consumption (ECE) 8,1/5,8/6,6 l/100 km, CO2 emissions 155 g/km. |
| Transportation and suspension: | off-road sedan - 5 doors, 5 seats - self-supporting body - front single suspension, leaf springs, three-spoke cross rails, stabilizer - rear multi-link axle, coil springs, telescopic shock absorbers, stabilizer - front disc brakes (forced cooling), rear discs, parking brake ABS mechanical on the rear wheels (lever between seats) - rack and pinion steering wheel, electric power steering, 2,6 turns between extreme points. |
| Mass: | empty vehicle 1.455 kg - permissible total weight 2.030 kg - permissible trailer weight with brake: 1.800 kg, without brake: 735 kg - permissible roof load: 50 kg. |
| External dimensions: | vehicle width 1.840 mm - vehicle width with mirrors 2.140 mm - front track 1.585 mm - rear 1.590 mm - driving radius 11,2 m. |
| Inner dimensions: | front width 1.490 mm, rear 1.480 mm - front seat length 510 mm, rear seat 470 mm - steering wheel diameter 370 mm - fuel tank 58 l. |
| Box: | Floor space, measured from AM with standard kit 5 Samsonite cases (total 278,5 l): 5 places: 1 suitcase (36 l), 2 suitcases (68,5 l), 1 × backpack (20 l). |
| Standard equipment: | More important standard equipment: driver's and front passenger's airbags - side airbags - safety airbags - ISOFIX anchorages - ABS - ESP - power steering - air conditioning - electric front and rear sunroof - electrically adjustable and heated rear-view mirrors - radio with CD player and MP3 player - multifunction steering wheel - central locking remote control - height and depth adjustable steering wheel - height adjustable driver's seat - split rear bench - trip computer. |
Our measurements
| T = 15°C / p = 991 mbar / rel. vl. = 51% / Tires: Bridgestone Blizzak LM-80 225/65/R 17 H / Odometer reading: 3.869 km | |
| Acceleration 0-100km: | 11,3s |
|---|---|
| 402m from the city: | 17,9 years ( 126 km / h) |
| Maximum speed: | 187km / h (WE.) |
| Minimum consumption: | 8,4l / 100km |
| Maximum consumption: | 10,7l / 100km |
| test consumption: | 10,1 l / 100km |
| Braking distance at 130 km / h: | 71,9m |
| Braking distance at 100 km / h: | 40,3m |
| AM table: | 40m |
| Noise at 50 km / h in 3rd gear | 56dB |
| Noise at 50 km / h in 4rd gear | 54dB |
| Noise at 50 km / h in 5rd gear | 54dB |
| Noise at 90 km / h in 3rd gear | 62dB |
| Noise at 90 km / h in 4rd gear | 61dB |
| Noise at 90 km / h in 5rd gear | 60dB |
| Noise at 90 km / h in 6rd gear | 60dB |
| Noise at 130 km / h in 4rd gear | 66dB |
| Noise at 130 km / h in 5rd gear | 64dB |
| Noise at 130 km / h in 6rd gear | 63dB |
| Idling noise: | 38dB |
Overall rating (318/420)
Like the CX-5, this Mazda is a great car, spacious, usable, convenient and neat. With this combination of engine and transmission, however, the picture is much worse - we can safely say that any other combination is significantly better.
Exterior (14/15)
A handsome Mazda, harmonious features and an aggressive 'nose'.
Interior (96/140)
Extremely spacious, especially in the back, but not just there. Good equipment package and ready trunk. Slightly loud at higher engine speeds.
Engine, transmission (47
/ 40)The engine and transmission combination is pretty unfortunate. A sports switching program would help in part. Otherwise excellent drive and chassis.
Driving performance (57
/ 95)The engine lacks torque as well as power. The gearbox is not adapted to a petrol engine, but it shifts extremely quickly in manual mode.
Performance (21/35)
Ascents on highways make her tired quickly, a slow gearbox affects poor flexibility.
Security (38/45)
A good package of active safety gadgets. A test collision has not yet taken place.
Economy (45/50)
Considerable fuel consumption and not exactly the most attractive base price.
We praise and reproach
exterior and interior
steering gear
Pogon (AWD)
active safety elements
ergonomics (in general)
Equipment
gearbox (manual shifting)
spaciousness (especially on the back bench)
engine-transmission combination
engine torque
engine noise at higher rpm
fuel consumption
box in front of the front passenger
daytime running lights front only
