Mazda Cx 5 Sport Automatic
Mazda Cx 5 Sport Automatic – Mazda CX-5 Automatic 2022 Review The new Mazda CX-5 diesel facelift offers better ride quality and a premium cabin, but the automatic gearbox lets it down a bit.
We’ve already driven the facelifted CX-5 in the 163bhp 2.0-litre petrol version and we’re generally impressed with the car, even if the engine lacks a bit of breath. We particularly like the sharp-shifting six-speed manual gearbox. Now, we’ve also driven the 2.2-litre automatic diesel, and while it’s a good choice for frequent long-distance journeys, there are better options out there. Our rating reflects the gearbox.
Mazda Cx 5 Sport Automatic
Mazda’s decision to keep a diesel option in the updated CX-5 lineup is surprising — especially given the brand’s current carbon-dioxide emissions-reducing electrification drivetrain, which will introduce several new EVs by mid-decade.
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The Mazda is moving. The new Mazda 2 Hybrid has arrived in the UK market and the brand is preparing to launch its first plug-in hybrid vehicle, the CX-60. The company plans to launch three new electric cars by 2025 with a clean 48-volt mild hybrid petrol range. So why bother keeping Diesel on the books?
Diesels are making the rounds in the family SUV segment for two main reasons. The former is, at least for now, a good choice for those who regularly travel long distances. Second is the issue of competition – major brands like SEAT and Skoda still offer fuel options for their CX-5 rivals, so Mazda is only competing with its rivals.
Mazda’s diesel engine is a 2.2-litre four-cylinder unit and is available in the CX-5 in two output options. The most expensive model has 181bhp and 445Nm of torque, but this review will focus on the entry-level option that makes 148bhp and 380Nm of torque.
These figures look good on paper, especially when you know that the Mazda diesel actually has 20Nm more power than the SEAT 2.0-litre diesel Atega. But the CX-5 feels slower than its output suggests, which we think is largely down to the company’s six-speed automatic gearbox. However, the same diesel engine is available with Mazda’s excellent six-speed manual gearbox, and we say you’re better off going for it.
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The Mazda’s 2.2-litre diesel works best at 3,000rpm, but the automatic gearbox holds gears longer, making the engine feel less busy than before. The extra ratios in the Ateca’s automatic box more than make up for the lack of torque – it’s faster than the CX-5 from 0–62mph.
The CX-5 diesel is heavier than the petrol model – and you can feel the difference in weight balance through corners. Because of the extra weight at the front, it’s less underfoot and doesn’t change direction easily.
Mazda’s stated fuel economy figures for the CX-5’s 148bhp diesel aren’t much better than the Ateca’s, which is due to the extra cog in the SEAT gearbox. The CX-5 manages 46.3mpg on the combined cycle, while SEAT’s lowest estimate for the Ateca is a combined cycle figure of 52.3mpg. And, to put things into perspective, the 148bhp diesel manual version of the CX-5 is rated at 50.4mpg.
Mazda has given the diesel CX-5 a facelift with the same range of upgrades as the petrol model. This means there are new dampers, softer springs and more supportive seats – all aimed at improving ride quality and filtering out more road noise than the previous car. The changes certainly make the CX-5 a more comfortable place to be, but the suspension tweaks give the car a bit more body roll instead.
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The chassis update is supported by a few styling tweaks, some additional safety equipment and an updated trim level range, which includes three new specifications called New Terrain, Sport Black and GT Sport. We ran the Sport model because Mazda still expects it to be its biggest seller in the UK.
Standard equipment is impressive, sporting specs with LED headlights, 19-inch alloy wheels, front and rear parking sensors, reversing camera and electric tailgate. The interior gets dual-zone climate control, heated front seats, heated steering wheel and an all-new 10.25-inch infotainment system.
Although the CX-5 is slightly more expensive than a similar Ateca or Qashqai, we think it’s a better finished product. Everything you touch in the cabin is covered in quality materials and the car is put together more carefully than its rivals. Nothing rattles (which happens more than you’d expect in a new car) and all the trim is solid.
There’s plenty of room in the back, with enough room for a six-footer to be comfortable, even as a tall driver at the wheel. The boot in the diesel model measures 510 litres, six liters more than you’ll find in the Nissan Qashqai. However, if you opt for the petrol version, this figure increases to 522 litres.
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Overall, we’d say the CX-5’s 148bhp diesel is a solid car, but if you can help it, we wouldn’t recommend pairing the engine with Mazda’s automatic gearbox. Go manual, save almost £2,000 in the process and continue to reap the benefits of improved fuel economy. Your car will be more fun to drive, so it’s a win-win.
The Ford Kuga range gets a new rugged active model for the first time and a range of hybrid-focused engines.
Volvo has begun work on a new all-electric executive saloon, and we’ve seen exclusive images of what it might look like. Mazda’s family-favorite tech upgrades have certainly helped, but so has the combination of a new 2.5-litre petrol engine and automatic. Gearbox. defective. You can only choose this powertrain in the top-spec GT Sport trim, so it’s expensive, but it doesn’t run well and doesn’t have a filter. Quality, functionality and kit are still good.
Mazda’s CX-5 family SUV has yet to use a turbo in its petrol engine, so don’t expect much electrification of the brand’s big seller. Of course, avoiding turbocharging was a conscious decision for Mazda, as the brand pushes electrification elsewhere with the all-electric MX-30 SUV.
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So the UK range debut of the new 2021 CX-5’s naturally aspirated 2.5-litre petrol engine is a surprising choice. It comes exclusively mated to four-wheel drive and a six-speed automatic gearbox, and is only available in the top-spec GT Sport trim.
That means a relatively high price of £36,860, while the powertrain produces a modest 35.3mpg and CO2 emissions of 182g/km. These numbers are achieved through cylinder deactivation, which shuts down two of the four cylinders under low load to reduce fuel consumption.
This suggests that the turbo engine and reduced electric assist have killed off family SUV buyers, as the Mazda, despite smooth progress, lacks hard work and refinement. The gearbox feels old, with the car taking long, awkward pauses before shifting into reverse. The engine has a similar approach as it becomes a drone and the filter is compromised.
But even at full speed, the CX-5 doesn’t feel particularly quick. Acceleration from 0-62 is 9.2 seconds, although the gear change isn’t very quick – but at least it’s smooth. Drive slowly, accelerate gently and keep the engine noise down, and the CX-5 makes more sense. If the power plant is not stressed, it works well, but its volume is much lower than its main competitors.
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It’s a shame because, as always, the CX-5 has excellent steering, for an SUV, that encourages you to drive it faster than you’re used to in a car like this. It has good accuracy and weight, and it has a range of sensitivity, which is a welcome surprise.
The chassis is also up to the task. At times it rattles over bumps, the wheels squealing with more power than we’d like, but for the most part the ride is comfortable, handling this top-spec car’s 1,719kg weight with body control. Mazda strikes a balance between engaging handling and affordability to drive the quality we want from SUVs. It’s a shame the powertrain feels so primitive in comparison.
The CX-5’s interior has aged well and has been helped along by several tech updates. The new 10.25-inch infotainment setup, running on the same platform found in the 3 hatchback, is a step up and standard, while all trim levels get connected services.
The new MyMazda app lets you remotely lock the car’s doors and send destinations to the car’s sat-nav, among other features.
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