Mazda CX-5 review (11/07/2012)

I HAVE to say it was little surprise this week to see an announcement from Mazda that it is to increase production capacity of its new crossover SUV, the CX-5, from 200,000 units to 240,000 units per year.

It was no surprise either that the Japanese outfit is to double annual production capacity of its new SkyActiv Engines to 800,000 units when production volume will be increased from 400,000 to 800,000 units per year this October.

Mazda says the capacity increase is in response to increasing demand for cars incorporating the company’s ‘SkyActiv’ technology, including the new SkyActiv-D, which is a new-generation clean diesel engine engineered to make internal combustion as efficient as possible.

This unit achieves the world’s lowest compression ratio for a mass production diesel engine for vehicles resulting in CO2emissions of only 119g. The CX-5 delivers exceptional fuel economy of 4.6L/100kms (61.4mpg). Mazda says it intends to sell 1,700,000 units globally in the fiscal year ending March 2016. Models employing SkyActiv technology are expected to account for 80% of total sales.

I tell you all of this by way of introduction to the CX-5 which, I believe, is really going to shake up the crossover market in this country.

In a segment which is populated by such as the massive-selling Nissan Qashqai, the Kia Sportage, the Ford Kuga, the Peugeot 3008 and the Skoda Yeti, the CX-5 might not be a completely radical departure from the norm, but it is the first of many machines from Mazda which are aimed at rewriting the rule book.

Rather than hopping on the electric/hybrid bandwagon, Mazda chose to rework the standard internal combustion engine. Their intention was to improve by up to 30% the fuel consumption of their diesel and petrol engines. I have seen this car described as a ‘technological boat-rocker’ and I have to say that’s a view not terribly wide of the mark.

Generally, I have to say, I’m pretty cool about most of the crossover cars. I understand that people like the lofty driving position and the sense of security these cars provide, but I have questions about their willingness to accept compromised driving behaviour from machines which are ostensibly designed to be 4x4s, but are really only 4x2s.

But Mazda has not only rewritten the rules when it comes to their engines, but also their chassis performance. The CX-5 has the traditional MacPherson strut arrangement up front and a unique multi-link arrangement at the rear. The latter is unusual in that it is mounted higher than is the norm to improve damper efficiency. This, combined with the car’s use of high tensile steel platform, which is very stiff and light, gives the CX-5 a poise which I have found singularly lacking in many rivals. It is a confident handler, has excellent grip levels and nicely weighted steering. This makes it a whole lot more predictable than many in the segment.

We tested the 2.2 litre turbodiesel option – the petrol version will not reach Ireland until early next year – and it too proved to be a classy and impressive performer.

There is some 110 kW (148 bhp) available, a very decent 320 Nm of torque between 1,800 and 2,600 rpm, the 0-100 kph dash is achieved in just 9.2 seconds and the top speed is 202 kph. All of which is very impressive and not a million miles away from the two litre turbodiesel from BMW which is without doubt the benchmark for all mid-sized diesels.

Another thing which underlines this point is the 4.6 l/100 km (which is just about 60 mpg) and that, combined with the 119g CO2 emission level which puts the car firmly in Tax Band A, makes this a very interesting buying proposition.

The engine is mated with a six speed manual gearbox which is very smooth and easy to live with. As is the spacious interior; the 2700mm wheelbase allows for lots of legroom in the rear and the boot is spacious. It’s very functional, very practical and very family-oriented.

Specification levels are top drawer on the ‘Sport’ version as tested and there is a whole host of standard kit. The only small quibble I’d have is that the switchgear is a little cluttered and takes a while to navigate your way around.

The star of the show here, though, is the SkyActiv engine and its primary characteristics — fast, frugal and environmentally friendly — give this car a head-start on its rivals which many of them will never match. They may well give the CX-5 a run for its money in other areas, but Mazda definitely has the edge in this critical area. It is no wonder they are already increasing production facilities to cope with demand.

Colley’s lowdown

The Cost: from 25,195 — 29,495 as tested.

The Engine: possibly the best mid-range diesel we’ve seen this side of the almost legendary two litre turbodiesel from BMW.

The Comfort Zone: well equipped with air conditioning., sat. nav., 17” alloys, cruise control, 4:2:4 rear seats, leather steering wheel and gear knob, front and rear parking sensors, Bluetooth, push button engine start and ‘i-stop’ function.

The Competition: Audi Q3, BMW X1, Ford Kuga, Honda CR-V, Hyundai ix35, Kia Sportage, Mitsubishi ASX, Nissan Qashqai, Opel Antara, Peugeot 3008, Range Rover Evoque, Skoda Yeti, Toyota RAV 4, VW Tiguan.

Ford's Ecoboost is an A4-sized engine with A1 power-packed performance

We have already highlighted this engine previously, but Ford last week gave its Irish debut to the exciting new 1-litre EcoBoost petrol engine on the Ford Focus.

This is an engine which has already received massive kudos, not least being hailed as ‘remarkable’ by the jury which recently awarded it International Engine of the Year with a record score.

The small (the cylinder block fits on an A4 page) but powerful direct injection turbo-powered engine delivers a choice of 100PS and 125 PS output and is the most fuel efficient petrol engine in its class, with the 100PS version promising 4.8litre/100km (58.9 mpg) and emissions of just 109g/km, or 22g fewer than the current 1.6 petrol.

The 125PS variant claims a top speed of 193 kph (120mph) yet with a frugal appetite of just 5litre/100km (56.5mpg) and emissions also in Band A, at 114g/km.

We have known for some time now that small capacity-high output petrol engines are one of the main ways car companies are ‘getting real’ in terms of the development of their engineering and design prowess.

These units allow them provide customers with decent performance, excellent economy and acceptable emission levels.

According to Eddie Murphy, chairman and MD of Ford Ireland, the EcoBoost engine isn’t just about saving on fuel bills. “It’s a unique mixture of performance, refinement and economy and, in keeping with our brand DNA, we’ve delivered on economy without sacrificing drivability,” he said.

“Despite the rapid shift to diesel in recent years, I believe there is a latent demand out there for a petrol-engined car in this segment which can match a turbodiesel for punch and economy, but which is quieter and has less vibration,” Eddie Murphy added.

The EcoBoost range starts from 21,485 for the Focus 5-door entry

level model, rising to 22,335 for the Focus Edge, in both cases a saving of 300 on the equivalent diesel model. The EcoBoost 125 PS debuts on the Focus Zetec, from 24,235.

We are told that in its first full month on sale in Europe, EcoBoost accounted for almost one quarter of Focus sales, while the engine will also be available later this year on the new Ford B-MAX, C-MAX and Fiesta.

Focus 1-litre EcoBoost Price range will veer from 21,485 for the base model, up to 24,235 for the Zetec version.

We will be driving the engine in the Focus in the next couple of weeks and, quite honestly, can’t wait to get our mitts on it.

It is already in situ throughout the Ford dealer network, so if you can’t wait for the review, get on down and try it for yourself.

I predict that you will be very pleasantly surprised.