The CX-5 compact SUV is Mazda’s best-selling model worldwide. In France, it points far behind the CX-30 and MX-5. Freshly restyled, it returns to battle in a very congested segment playing on a redesigned range… apparently.
Car tested: Mazda CX-5 2.2 Skyactiv-D 150 hp Dynamique
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From€36,600
€740 penalty
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For a small manufacturer like Mazda, having a global vision is all the more essential since it does not have the means to produce cars specific to each market. It must both distinguish itself from other brands and offer models capable of succeeding on all continents. A real challenge that the Mazda CX-5 has met since the launch of the first model ten years ago in 2012: it has become the brand’s best-selling model in the world. In Europe, it can assert its diesel engine, which appears as an exception among its Japanese counterparts since the Nissan Qashqai just like the Toyota RAV-4 gave it up in favor of the hybrid.
The second restyling of the CX-5, barely two years after the previous one in 2020, does not change this specificity. The 2.0 Skyactiv-D engine remains identical, still available in 150 and 184 hp versions. However, the changes are quite profound with the arrival of new, well-recognizable headlights, structural modifications to the running gear to reinforce rigidity and above all a revolutionized range. Not only are the finishes shaken up, but the compact SUV enters a new world, hitherto unknown at Mazda: that of options. As we will see, however, this small revolution does not concern all CX-5s.
Price Mazda CX-5 restyled
The CX-5 range is now available in six finishes, each distilling a very distinct atmosphere. The most spectacular is undoubtedly the new Newground equipment reserved in France for the 150 hp 4X4 model which dares to feature fluorescent green inserts and stitching inside, while the top of the range Takumi is adorned with full-grain leather and real wood. This abundance of choice is, however, a sham: as regards our 150 hp two-wheel drive diesel model, the best-selling engine in France, the choice remains very limited since only one Dynamic finish is available. A bit of an odd policy given the popularity of this version.
Good news though, at €36,600, the CX-5 records a reduction in its prices of €1,400 compared to the old model… and retains exactly the same choice of options, namely the Winter Pack and the Dynamic Pack + at €2,250. The latter incorporates the 360° camera, head-up display, electric tailgate, rear traffic alert, induction charger, hands-free entry and semi-digital speedometer.
As for the penalty, the tax is set at €740, which corresponds to the amount claimed for a BMW X3 sDrive18D of the same power. To take advantage of the new possibilities of the CX-5, it is preferable to go for the most powerful 184 hp Selection model which receives, in addition to the equipment already mentioned, LED headlights and adaptive cruise control. However, an extra €4,100 must be made (see next page). For automatic transmission enthusiasts, an additional €2,000 must be added.
Driving
It is becoming almost exceptional these days to try a Diesel SUV, especially when it is equipped with a 2.2 liter displacement engine. As we have said, that of the Mazda has not undergone any major changes other than an optimization of its pollution control and a modification of the response of its accelerator pedal. Compared to competing engines, it is characterized by a behavior reminiscent of an atmospheric engine, the torque being delivered gradually and the maximum power at a high speed of 4,000 rpm.
A character that is clearly amplified by the length of the manual transmission, whose control is particularly pleasant to handle. The CX-5 150 hp therefore does not give a feeling of nervousness in relation to its power even if it manages to go below the 10 s mark at 0 to 100 km/h. It’s not for lack of vocalizations because the bugger is noisy, much more than the 2.0 BMW or the 1.5 BlueHDi from Stellantis.
It was difficult for us to make reliable measurements on the mountainous roads of our test but, as an indication, we noted an average of 6.5 l/100 km on a road course. Mazda is very verbose about the modifications made to the suspensions and the structure of the SUV thanks to which “the forces exerted on the occupants apply essentially in the longitudinal direction” (sic). At the wheel, the changes are not particularly striking. The Japanese SUV offers good quality comfort but the suspension sometimes lacks efficiency while its behavior is singularly lacking in agility. He vigorously protests with massive understeer when you try to take him quickly into curves. It is in this kind of detail that we see that it was above all designed for markets outside Europe, which are less demanding in this area.
On board
Competetion
In Europe, the CX-5 has a lot to do. His playground is crowded with competitors, starting with the French reference, which is as old as him: the Peugeot 3008. Much more dynamic to drive, it is also a little more up-to-date in terms of technology, but its unique 1.5 BlueHDi 130 hp diesel engine is no match for the Mazda’s 150 hp, while it appears much more expensive in Roadtrip finish (€39,050).
If it is a little cheaper, the Citroën C5 Aircross 1.5 BlueHDi Shine is far from offering the same equipment. Same observation on the side of the Volkswagen Tiguan TDI 150 Life, billed 40,025 € without being better equipped. The threat is more precise when compared to the Hyundai Tucson 1.6 CRDi 48V, whose equipment price ratio is just as competitive. Billed at €36,650, it is certainly less well finished and a little less powerful, but its penalty is only €150. Apart from this Korean “bone”, the Mazda reveals in this chapter its main asset: its competitive equipment price ratio.
Find the results of the test, the technical sheet and the equipment on the following page.
