Two 2.5L fours, normally-aspirated with 187 horsepower and a 227 horsepower 2.5L turbo, are available. Like other recent Mazdas, the cabin of the new CX-5 is a model of elegance. The gauge cluster looks very similar to that of the previous CX-9, and is both elegant and easy to scan. The climate control panel is easy enough to deal with once you are used to it. With chic shapes, attractive finishes and some very convincing faux alloy accents, the CX-5’s cabin looks upscale. The aftermarket style, standalone screen, seen in other Mazdas, takes pride of place on the top centre of the new CX-5’s dashboard. The seats are thought hard by some occupants but do become more comfortable as occupants grow used to them. Cabin and cargo space are sufficient but not as spacious as newer XXL rivals like the Honda CR-V, Subaru Forester and Toyota RAV4. The 2.5L four sounds gruff when leaving from a light but smooths out once you are up to about 50 kilometers per hour, and spins sweetly past that. The big four is well-mated to a six-speed automatic transmission that is notable only in that it just gets its job done without fuss. The 2.5L turbo four delivers unruffled performance but is not as smooth as the normally-aspirated 2.5L  Observed mileage of 11.3L/100 km in mostly highway conditions was higher than expected. The CX-5’s steering is nicely weighted, accurate and precise. While not luxuriously absorbent, the CX-5’s ride competently shrugs off major bumps with ease and is complemented by crisp road manners. On the surface, the CX-5 and the new CX-50 overlap but the CX-50 is a super-premium platform that is significantly more expensive than mainstream CX-5s.

Very complex model range could easily shed three of four trims without anyone noticing. With alloy wheels, L.E.D. headlamps, heated front seats, deep-tint glass, active safety gear such as a forward collision warning, autonomous emergency brakings, lane departure warning, a lane keep assist system, blind spot and rear cross traffic monitor and active cruise control with stop and go, the base GX trim is very nicely equipped. The GS trim upgrade adds a power tailgate, a heated steering wheel, a power driver’s seat, wiper de-icer, a rear centre armrest, an auto dim rearview mirror, leather wraps for the steering wheel and shifter, but is overpriced. With a sunroof, a keyless entry and start system as well as larger wheels and tires, the GS Comfort package is priced to reflect the value of the additional content. The Kuro trim includes leather seating, four extra adjustments for the power driver’s seat and a memory system  and is priced to reflect its additional content. Compared with the GS Comfort, the GT, with leather seating, heated rear seats, a Bose-branded audio system, a head-up display system, wireless cellphone charging, adaptive lighting, navigation, ventilated front seats, a power passenger seat  and power-fold mirrors, is very good value. The Sport Design is essentially a black-trim package of the GT with the turbo engine, and is reasonable value if you want the turbo. The Suna, which is essentially a trim package with a specific exterior colour and a very chic two-tone caramel and black cabin trim, is good value. The Signature, powered exclusively by the turbo engine, adds Nappa leather, real wood trim, a driver awareness warning, a 360 degree camera system and front and rear parking sonar, and is very good value. The premium turbo models are suitable replacements for some luxury-branded crossovers.

Above average reliability is expected. Unlimited mileage warranties are an interesting market proposition from Mazda and a real plus for high-mileage drivers. Turbo engines: Mazda’s last-generation of turbo cars (MazdaSpeed 3 and 6 and the CX-7) lacked durability and some turbo issues and manifold problems have been reported with the current generation turbo that debuted on the CX-9. An extended powertrain warranty recommended if you plan to keep the car past the five year powertrain warranty.