The arrival of a new year has brought another update to the Mazda CX-5 , which continues to confirm — now more than ever — the Japanese manufacturer's ambition in a more premium positioning in relation to chronic German rivals.
If from an aesthetic point of view there are no changes, inside there are many new features that this SUV has to present, starting right away with the new infotainment system, which immediately “jumps” to the list of the best I've seen (and tested) in the Last times.
I drove the renovated Mazda CX-5 in the unprecedented Homura version (which in Japanese means fire/flame), a model that continues to refuse electrification and turbo gasoline engines. But is this declaration of intent a weakness or an asset?
Homura special edition
The Mazda CX-5 update is marked by the introduction of a new special edition, called Homura, which adds exclusive elements to this SUV of the Japanese brand. The highlights are the 19” alloy wheels with a black finish and the exterior side mirrors in the same shade.
Added to this is a well-known image from the 2020 edition — nothing has changed on the outside — which translates well into Mazda's most recent visual language, based on very fluid lines, an aggressive “facial” expression and a very strong identity. creased, the result of the torn luminous signature and a generous front grille.
Inside, the Homura signature makes itself noticeable, thanks to the exclusive black coatings, the electric-adjustable driver's seat (and heated, just like the front passenger's), and the red stitching on the steering wheel, on the seat support. center console arms and interior door panels.
Center screen is important new
If the aesthetic changes are (far) far from being radical, the introduction of a new central screen and a new infotainment system — which Mazda dubs the HMI (Human Machine Interface) — is much more relevant than one might imagine.
This new panel is 10.25” (the previous one was 8”), so it takes on a more horizontal format that seems to fit in much better with the dashboard. In addition to this, it has fantastic resolution and very good readability. As for the control, it continues to be done through the rotary command mounted on the center console, which also gathers physical commands for faster access to the multimedia system.
New 10.25'' center screen is one of the best in the segment. System is compatible with Android Auto and Apple CarPlay.
It would be nice if this panel were also tactile, so we could toggle the way we control the entire system. However, and despite having been abandoned by almost all the brands that used it, the rotary command solution still works quite well.
In addition, this renewed system now integrates a more comprehensive range of connected services that are managed from the MyMazda app. Thanks to it, it is possible, among other things, to remotely lock the doors, locate the vehicle, pre-program navigation destinations and access a vehicle status report.
Space for everything… and everyone
The interior finishes are still at a very good standard and make this cabin very welcoming, constantly giving us a feeling of quality. In the six days I spent with this Mazda CX-5 I didn't hear any parasitic noise.
But if the soft materials and the quality of the workmanship stand out, it is the space on board that stands out the most. The space available in the second row of seats is very generous and responds very well to the typical demands of a family journey. In the back, in the trunk, 477 liters of capacity and a rubber base that gives us confidence to carry all kinds of things.
There's no progress…
Although the biggest mechanical novelty in the range is the 184hp 2.2 Skyactiv-D Diesel engine, which is now also available with rear-wheel drive, the Mazda CX-5 that I tested was equipped with the 165hp 2.0 Skyactiv-G (petrol) and 213 Nm, coupled with a Skyactiv-MT six-speed manual gearbox that sends power only to the front wheels.
This binomial — engine + gearbox — is already known to us from other trips and despite the fact that in this update Mazda has optimized the operation of the accelerator pedal, the conclusions are very similar. On paper, the engine numbers are somewhat modest and the gearbox staggering seems like muzzle them even more.
Don't get me wrong. The engine has a refined working and linear operation, and the manual transmission is one of the best I've used recently. It has a very mechanical feel that lets us feel the changes coming in and it's very precise. I really like this box. But it is precisely this, or rather its staggering, that ends up “killing” this engine.
The scaling of this box doesn't seem right for this engine. In the first and second relationships, nothing to say. But from then on, relationships are extremely long and force us to constantly “run” after the right change for each occasion.
The frequent use of the box is not something that bothers me, much less in a box as precise as this one. But on a longer trip, having to reduce to fifth and often to fourth to be able to overtake is already something that “sweeps” discomfort. But because not everything is bad news, complying with the limits of the highway, on Friday, we managed to go below 3000 rpm, which favors fuel economy.
In addition to all this, and taking into account the 1538 kg that the Mazda CX-5 weighs, this set (engine + box) seems to me to be somewhat short for the intended use. And in the case of a family member, it is good to remember that this is a car that will often travel with more than two people on board and with a load in the trunk. And then, these limitations grow even more.
What about consumptions?
The long staggering of the box is justified, in part, by the search for lower consumption, but will this Mazda CX-5 be successful in this field?
Mazda claims average fuel consumption of 6.8 l/100 km, a record I never got close to during this test, which ended with an average record of 7.9 l/100 km. And even on the highway, the best record was 7.4 l/100 km.
It is important to point out that this engine has a cylinder deactivation system that turns off cylinders 1 and 4 in driving situations where the accelerator is not being pressed or in situations of low load. This management is done automatically and works seamlessly.
However, it should be noted that when I picked up this model at Mazda Portugal's facilities, it was just 73 kilometers on the odometer, so it is natural that consumption will end up decreasing with the accumulation of a few thousand kilometers.
And the dynamics convinces?
Mazda has always favored driving pleasure and this is also evident in this CX-5, which in 2020 had received new shock absorbers and stabilizer bars and, most importantly, the G-Vectoring Control system.
This system varies the amount of torque arriving at the front axle and optimizes grip in corners, controlling body movements during mass transfers, thus ensuring a more refined dynamics.
This may be an SUV with family responsibilities, but it will please whoever drives it. However, on worse roads, the damping turned out to be somewhat dry. The 19” wheels may also be partly to blame for that.
But apart from that, this CX-5 achieves a good compromise between stability and comfort (the fantastic front seats reinforce this idea). The brakes are very competent and balanced and the steering is pretty straight forward, as we — petrolheads — like it.
Is it the right car for you?
The Mazda CX-5 continues to have its own “corner” — and increasingly lonely — in the medium SUV segment and refuses to surrender to electrification, remaining faithful to naturally aspirated engines (except for diesels).
And if that's something I respect — I praise Mazda's courage for keeping this approach more…pure — it's also something I increasingly consider to be limiting. It is precisely the engine that deserves my biggest criticism, even though the origin of everything is in the box. Or rather, in the scaling of the box.
But despite this, and looking at the type of engine, consumption is not out of step and this Japanese SUV is still worth everything we praised it last year: it is very well built, refined, well equipped and spacious. And all wrapped up in a flashy “package” that, frankly, I like a lot.
With a very welcoming, well-designed cabin and a driving position that favors those who like to drive, this CX-5 does not disappoint when it comes to “attacking” a road with curves. And that's something any family man appreciates in a family SUV.
With prices starting at 33 276 euros for version 2.0 Skyactiv-G with the Evolve equipment level, the CX-5 Homura 2.0 Skyactiv-G that we tested starts at 37 003 euros — with the campaign that runs at the time of publication of this article allows for a more competitive value.