Mazda has introduced its G-Vectoring control system, already in use in the 3 and 6, to the CX-5. The ride quali ty is a little variable though – it’s probably best to avoid the optional 19-inch alloys in o r der to keep the springs under some sort of control. With o p tional four-wheel drive it’s even better, and can tackle some mild rough-road terrain. It does understeer when pushed to the limits of the tyres' adhesion, but in a progressive and controllable way, and the chassis always seems to have a little grip in reserve. ![]() OK – it’s a tall SUV with space for five and a diesel engine, so it’s not going to give its cousin, the MX- 5, any trouble on a twisty road – but by the standards of the class it’s good. The steering can be a touch odd at times, with slightly inconsistent weighting and a tendency to become absurdly heavy during parking manoeuvres, but that aside, the CX-5 feels rather wonderful ly poised and deft to drive. Here’s where the CX-5 comes good, because it remains one of the best mid-size crossovers to drive, even though competition in this arena has become ever sharper. Verdict | Design | Interior | Technology | Performance | Safety | Specs | Running Costs | Pricing While the CX-5 is just about practical enough for day-to-day family use, you can snap up a far more sp a cious Skoda Kodiaq or Peugeot 5008 for less money, which shows where the CX-5 falls short. There’s also no seven-seat option (although Mazda is working on a three-row CX-8 for the US and Japanese markets, so that may come to Europe eventually). It offers just 506 litres of space below the parcel shelf and only 1,620 litres packed to the roof with the rear seat s folded. The boot is square, flat and pretty free from obstruction, but it’s almost surprisingly small. That has robbed space from the centre rear seat, which now probably doesn’t have enough width to squeeze in a child car seat (although some of the more narrow ones might fit). While rear legroom and headroom are both pretty decent, Mazda has decided to make the outer two rear seats more heavily sculpted than before, increasing comfort and support for anyone who sits in them. The CX-5 is a long way from being the most practical car in its class. The rest of the body is subtly unadorned, as Mazda said that it wanted to follow Japanese tradition of styling by removing, rather than adding lines. The best aspect is from the front, where you can really appreciate the lower bonnet line (which Mazda claims makes a significant contribution to improved aerodynamic performance), the slimmer lights and the radiator grille with its floating, almost 3D-effect. That said, credit to Mazda’s styling team, although it’s similar the new CX-5 does look sharper, more attractive and, dare we say it, more premium than before. ![]() ![]() The silhouette is basically identical, the overall shape and styling much the same. ![]() Little surprise then, given that there’s an understandable reluctance to mess with success, that Mazda has reused the same ‘SkyActiv’ platform and chassis as the original and the new CX-5 initially looks little different. The CX-5 Mk1 could arguably be called the car that saved Mazda, as its strong sales helped prop up the Japanese company's balance sheet in the years immediately after Ford sold off its shareholding in the firm.
0 Comments
Leave a Reply. |
AuthorWrite something about yourself. No need to be fancy, just an overview. ArchivesCategories |