Nearly one in four vehicles sold in the U.S. is a compact crossover, making it the largest and most competitive segment.
In all, 42 models do battle for what Statista projected to be a $406 million annual global market before COVID-19 hit. China makes up about 40% of that market and the U.S. around 40%. With that many car makers chasing so much money, how could one possibly say one cute-ute is better than all the others?
Easy, it's the Mazda CX-5. No other CUV offers the combination of ride and drive sophistication, cabin comfort, top-drawer safety, and best-in-class reliability at a price affordable to everyday buyers. It's a looker, too. We are not alone in this estimation. Consumer Reports and Car and Driver both put the CX-5 a step or two ahead of the pack.
To be sure, Toyota created this market with the RAV4, introduced in the mid-'90s, and still dominates it, selling nearly 450,000 units in the U.S. last year. The Honda CR-V, Nissan Rogue, and Chevrolet Equinox all sold around 350,000 units or more.
The second-generation CX-5, rolled out in 2017, has sold around 150,000 a year, which is proof positive that brand loyalty and huge marketing budgets trump technical expertise and factory craftsmanship.
In no way are knocking the competition. We would be happy to have any of a dozen makes in our driveway, though there are a few we'd avoid.
But we love the CX-5. Mazda may no longer use zoom-zoom in its marketing, but no one told that to the engineers, designers, and factory techs. Priced from $25,000 to nearly $40,000, the CX-5 provides good value in all ranges by offering a complete suite of driver assistance technologies, a compliant ride, spirited driving dynamics, and a hushed cabin in all trim lines. The average selling price of an SUV, by the way, sits at $35,483.
Zoom-Zoom
Did we mention it's fun to drive?
It's been a few years since we tested a CX-5, and the first thing we noticed about this generation is that Mazda improved the car's ride. It moves down the highway like a ballerina, supple, controlled, light on its feet yet as smooth as an Efurd peach from Pittsburg, Texas.
Push it through some curves and the car is immediately responsive. It's athletic and eager to go faster through the bends. Body roll is well contained. Steering is crisply responsive, yet the CX-5 easily absorbs road imperfections.
The cabin is serene, thanks to many things. Noise, vibration, and harshness were addressed at multiple levels, from chassis construction to engine harmonic balancing to deadening materials to aerodynamics.
It is also elevated by G-Vectoring Control, which improves agility as well as passenger comfort. The system slightly limits engine torque entering a curve to pull the vehicle into a tighter line without mid-curve correction. That eliminates some of the centrifugal force passengers feel.
"We couldn't detect its benefit," said one critic. Yeah, that's the point.
Feel of luxury
Costing significantly less than offerings from Lexus, Cadillac, or Germany, the CX-5 boasts an interior that feels like something from BMW or Audi.
First-rate materials and attention to design detail make for a cabin that envelops the driver in easy-to-find information and easy-to-use switchgear. Door stitching and soft-touch materials add to the luxury feel.
Some reviewers don't like the CX-5's rotary control mounted between the front seats but call us Goldilocks. We found it intuitive to use and it fits the hand "just right."
A 7.0-inch touchscreen is a tad small by today's standards and its menus are somewhat out of date. Our tester was a top-of-line Signature, so it came with Apple CarPlay and Android ability. Those are not yet available on lower models.
Safety first
What is available on all models, however, is a comprehensive suite of driver-assistance features, including automated emergency braking with pedestrian detection, lane-departure warning and lane-keep assist, adaptive cruise control, blind-spot monitoring, and rear cross-traffic warning.
The CX-5 earned a five-star crash rating from the National Highway Transportation Administration (NHTSA), and the Insurance Institute for Highway Safety (IIHS) named it a Top Safety Pick Plus. That's as good as it gets.
Three engines
Standard on a CXS-5 is a 187-hp four-cylinder engine that gets good reviews for in-town peppiness but is a little challenged passing out on the interstate. Our tester came with a turbocharged, 227-hp, 310 lb-ft. torque four. It went as fast as we cared to go. It delivers an EPA-estimated 24 mpg, slightly below average for the class.
Also available is a 2.2-l four-cylinder diesel engine. It comes with all-wheel drive and is available on the top-of-line signature model.
Bottom line: My only complaint with the CX-5 is it kept disappearing. Beautiful Blonde kept appropriating it for what seemed a greater volume of chores than usual. I can't blame her. We agreed this was one of the nicest vehicles to land in our driveway.