Mazda Cx 5 Gt Review

Mazda Cx 5 Gt Review – The Mazda CX-5 has become a fixture in the Australian motoring world. It is currently the best-selling model of the second best-selling brand in our market.

The second-generation CX-5 received a slight update earlier this year, almost six years after its introduction, giving the popular crossover a more angular look and bringing in some new features and technology.

Mazda Cx 5 Gt Review

We covered the Australian launch here and now we take a closer look at the 2022 Mazda CX-5 GT SP 2.5T AWD.

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It was designed as a “Black Package” or “Sports Package” model to compete with the global R-Line, ST-Line, GT-Line and N lines, while offering strong turbocharged performance.

Is the old Mazda stalwart still the leader in Australia’s most popular vehicle segment? Or are newer, fresher competitors starting to appear?

The updated CX-5 range starts at $32,490 plus on-road costs for the more affordable CX-5 Maxx with a smaller 2.0-litre petrol engine, front-wheel drive and manual gearbox. All other variables are solely automatic.

We had the second most expensive GT SP on test with a 2.5-liter turbocharged engine priced at $51,490 on-roads. According to Mazda Configurator, this model is worth $56,511 in a Melbourne postcode.

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The passenger cabin of the updated CX-5 differs little from its predecessors; the only exception would be the standard wireless charging pad for smartphones on the higher-end variants.

The only notable changes to the GT SP are the perforated leather seat inserts compared to the MY21 model’s suede interior seat upholstery and the standard inclusion of a 7.0-inch driver’s instrument display previously exclusive to the Akera.

The front seats are comfortable and have electric adjustment for driver and front passenger; the former has a wider 10-position adjustment with memory functions, where the passenger adjusts in just six directions.

Comfort and support are pretty good, but long-legged people like me (6’1) might want a higher or extendable seat bottom than you’ll find in most European competitors. It’s a complaint I also expressed in my reviews of the CX-8 and CX-9.

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I’m pleased that the 10.25-inch Mazda Connect infotainment system is standard on the GT SP, but it’s a shame that this upgraded unit is no longer standard across the range, as is the 7. 0 inches which is standard on all models. .

The high-resolution screen still lacks touch inputs (we’ll have to wait for the CX-60, which allows touch functionality when using smartphone mirroring), meaning all functions are controlled via a stubby rotary button on the transmission tunnel, BMW iDrive.

It also lacks wireless Apple CarPlay and Android Auto, making a new wireless smartphone charging pad unnecessary if you’re using smartphone mirroring.

Complaints aside, the smooth graphics, quick response times and easy-to-use menus are a big improvement over the outdated MZD Connect interface, which unfortunately was the only system available on any CX-5 model below. GT SP, which we tested.

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In addition to the tech and infotainment features, there is also a premium Bose audio system with 10 speakers and a 249-watt amplifier that delivers deep, clear sound. By playing with the levels, you can get powerful bass without sacrificing clarity.

Front-row storage is adequate but nothing special, with cupholders between the front seats, the aforementioned wireless phone charger that doubles as a shelf, a deep center bin under the padded center armrest, and bottle holders in the doors.

The second row has never been the CX-5’s strong point, and it remains so in 2022. That becomes increasingly evident as the competition progresses, especially considering that the Hyundai Tucson, Kia Sportage and Mitsubishi Outlander have grown in size in recent versions. It offers rear seating, not far behind large SUVs.

If you’re tall like me, leg and knee room is less for this class, but it’s still usable unless someone as tall as Scott Collie is in the driver’s seat.

Mazda Cx 5 Skyactiv D Limited

The kids will be fine there, there are ISOFIX anchors in the outboard positions and top anchors behind all three seats. The backrests of both front seats feature rear air vents, map pockets and all Maxx Sport models have USB charging points integrated into the folding center armrest, which also has cupholders.

Mazda claims 438L with five seats in use, expanding to 1340L with the seats folded. Although it beats the big competition in volume, the CX-5’s trunk is nice and square, and the floor is relatively flat with the seats folded; However, as you can see in the images above, there is a small step between this and shipping. floor and seat backs.

Another nice touch is the luggage curtain, which can be attached to the tailgate and rises automatically when the tailgate is opened. A small detail, but it prevents you from having to fiddle with the curtain every time you open the trunk.

The vehicle on test is powered by a 2.5-liter turbocharged four-cylinder gasoline engine mated to a six-speed automatic transmission and optional all-wheel drive (AWD).

Mazda Cx 5 Grand Touring

The CX-5 Turbo consumes 8.2 liters/100 km on the combined cycle and runs on more economical RON 91 unleaded fuel. The fuel tank volume is 58 liters.

For $2,500 less, you can ditch the turbo and opt for a 2.5-litre naturally aspirated petrol engine developing 140 kW (6,000 rpm) and 252 Nm (4,000 rpm). The fuel consumption of this propulsion model is reduced to 7.4 l/100 km.

While the overall feel of Mazda’s best-selling crossover has gradually evolved over the years, the basics remain important.

The 2.5-liter turbo all-wheel-drive CX-5 GT SP feels as athletic and capable as its blacked-out features and red-trimmed cabin suggest, but it’s not as overtly sporty as the Volkswagen Tiguan 162TSI R-Line. .

Mazda Cx 5 2.2d Sport

The large wheels and fat tires make it feel solid and upright, and all of the driver’s buttons are well-weighted and respond in a linear, progressive manner.

I often compare new Mazda and Lexus products; such is the feeling of solidity and isolation behind the wheel; Not to mention the old-school cabin design, which is distinctly Japanese.

The 2.5T is a torquey unit, with 420Nm of torque from the diesel from just 2000rpm. The over-the-top acting is lively, if not entirely

And the six-speed automatic transmission is an intuitive shifter that helps the engine rev whenever it needs to.

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However, the CX-5’s more mature feel, especially at the top end of the range, and the turbocharged engine’s meaty mid-range lead me to believe that a seven- or even eight-speed automatic transmission would make the car Even better.

This would certainly help with fuel economy (I’ll get to that in a moment because it’s thirsty) and refinement, since the eight-speed transmission wouldn’t maintain revs as high while driving. The turbocharger did not eliminate the distinctive characteristics of Mazda’s high-revving engine.

In the CX-5 it sits quite high and this feeling of maximum weight is reflected in the dynamics. Although it has more engaging steering than some rivals, the Mazda exhibits some body roll in corners, exacerbated by the higher driving position.

Far from being sloppy or unbalanced, it has a sort of playful camber, meaning it’s not as sharp or sharp as rivals with firmer suspension settings or adjustable damping to adapt the chassis to driving conditions. Think of it more like a GT; just like your badge.

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That’s not to say the CX-5 isn’t fun to drive. As mentioned, the steering feel is quite smooth and precise; This means you feel very connected to the front wheels and the turbo petrol engine helps you power out of corners with pleasure.

It’s also easy to navigate city streets and parking lots, with precise controls and relatively compact dimensions by class standards; making it one of the most city-friendly mid-size SUVs.

Plus, the added pulling power of all-wheel drive (most of the time the default is FWD) means the CX-5 is happy in all conditions. But if your right leg is a little heavy, you can turn on the front tires.

Best-in-class noise, vibration and harshness (NVH) reduction is available. Gone are the days when the CX-5 and other Mazda models made your ears ring with high levels of tire and wind noise.

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Even with the GT SP’s large 19-inch alloy wheels, the open road is a quiet, almost peaceful place to spend time. The engine’s occasional whine turns into a quiet hum at highway speeds, and Mazda’s excellent Cruise and Traffic Assist (a combination of adaptive cruise control and lane centering functions) ensures effortless semi-autonomous highway driving.

Thanks to the compact dimensions and good glass housing, visibility is generally quite good, especially compared to models like the Mazda 3 hatchback or the CX-30, but I don’t understand why Mazda insists on having such large mirrors. It may limit your visibility when merging or reversing, especially on the driver’s side.

It’s a shame that the 360-degree parking camera system is reserved for the top-of-the-range Akero, as it would have alleviated some of the visibility distractions mentioned above and

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