Zoom-Zoom – A crossover that has all of its Mojo and more Tested: 2020 Mazda CX-5 Signature AWD

When I requested the new Mazda CX-30, I was surprised with this CX-5. But was I disappointed? Hell no! I have reviewed many CX-5’s since its original launch for M/Y2012. A close friend’s son even owned on for a while, until he realized what he really needed was a full-size pickup.

At the time it was at the lower end of Mazda’s crossover spectrum, as it was the CX-5, CX-7 and CX-9. The CX-3 was not even in the equation. Mazda decided to shelve the CX-7 by the time the CX-5 arrived. The compact CX-3 came about for 2015.

So now Mazda has added the CX-30 to its lineup; and one would think they’d just call it a CX-4. However, circumstances dictated ”no way Jose”. According to Naohito Saga, CX-30's program manager, the vehicle was not named the obvious because there was already a CX-4 for the Chinese market.

The CX-30 is a spin-off of the CX-3’s platform, targeted to drivers in North America who are single or married, as well as starting a family. The CX-5 is Mazda's first vehicle that featured the new KODO – Soul of Motion Design language, first shown in the Shinari concept vehicle in May 2011. It shares a platform with Mazda3, as well as the Mazda6.

It’s also the first vehicle featuring the company's full Skyactiv Technology suite, including a rigid, lightweight platform, combined with a new series of efficient engines and transmissions resulting in reduced emissions and fuel consumption. The Skyactiv Engine and Transmission Technologies were first released in the 2012 Mazda3 compact sedan and hatchback.

Mazda has made only minor changes to the CX-5 for 2020. The company's i-Activsense suite of driver-assistance features is now standard across the lineup and includes automated emergency braking, pedestrian detection, lane-keeping assist, adaptive cruise control, automatic high-beam headlamps, and more. All models receive a new key fob that matches that of the new Mazda3, as well as Mazda's newly updated fonts on interior switches and exterior badging. Grand Touring Reserve and Signature models receive a new 8.0-inch infotainment touchscreen display.

Try as it might, tiny Mazda is attempting to become a niche upscale manufacture, so the CX-5 evolves as much quality as the CX-9, just on a smaller scale.

The CX-5's Signature's standard 187-hp four-cylinder engine has great throttle response when pulling away from stoplights or hustling around town, so it feels quicker than it actually is. It's at higher speeds, such as when trying to pass or merge onto the freeway, that it feels underpowered. The 2.5T, 250-hp., which came with my Signature Series tester, provided much more serious acceleration.

While the turbo engine also pairs with a snappy six-speed automatic transmission, it can only be had with all-wheel drive. Likewise, a diesel 2.2-liter four-cylinder (called Skyactiv-D) exclusively pairs with all-wheel drive and can only be had on the most expensive Signature model. You don't need to drive the CX-5 hard to enjoy it or to appreciate its excellence. Sure, its precise steering and composed cornering make for one cruiser for the twisties, yet it also soaks up rough roads without commotion and has the ride quality of crossovers which cost twice as much.

The CX-5 has average EPA estimates compared with rivals that have similar power. However, in my evaluation, the Mazda was the only one to exceed its EPA highway rating. My all-wheel-drive, non-turbocharged version earned 32 mpg, which matched a Honda CR-V I previously tested. The front-drive, non-turbo CX-5 improved on that performance by 1 mpg. I also tested a CX-5 with the more powerful turbocharged four-cylinder and standard all-wheel drive, which earned 30 mpg on a 200-mile highway fuel-economy route (which was 3 mpg higher than its EPA rating). While I haven't tested the diesel version, the EPA estimates rate it at 27 mpg city and 30 mpg highway.

This harmonious interplay of dynamics is unrivaled by its competitors. Pavement imperfections are isolated, road noise is minimal, and the damping is neither stiff nor floaty. At the same time, the Mazda comes alive on curvy roads. The electrically assisted steering provides satisfying responses. The Signature model we tested had a reassuring brake-pedal feel that operated without delay and without being too touchy when you apply the brakes.

When shopping for a CX-5, it's hard to make a bad trim level selection. The Sport comes well equipped and carries a value-oriented price tag and the Signature model, while expensive, offers class-above luxury which is hard to fault. For myself, the sweet spot is the Touring model, which comes with faux-leather upholstery and heated front seats, six-way power-adjustable driver's seat, dual-zone automatic climate control, rear USB ports, Apple CarPlay and Android Auto integration, and passive keyless entry. All-wheel drive, if you need it, adds $1,400 to all versions except for the Grand Touring Reserve and Signature, where all-wheel drive is standard.

Inside, the Signature Series makes you think you’re in an Audi Q3, BMW X1 or a Mercedes GLA. First-rate materials and a fabulous layout make it feel especially upscale. The floor-hinged accelerator pedal feels better than the more common version that is suspended above the floor, the well-crafted steering wheel is directly in front of the driver and not offset at a slight angle, and all of the front-seat armrests are at the same height for optimal comfort.

Every CX-5 sports an attractive 7.0-inch touchscreen that sits atop the dash like a floating tablet. It satisfies with an intuitive rotary control mounted between the front seats and a straightforward interface. Too bad the screen's relatively small size and aging menu design are worse than contemporary rivals. Apple CarPlay and Android Auto integration are available, but not on entry-level models. The HUD (Heads Up Display) is not the rinky-dink number found in previous Mazda models, but a real bonified unit.

The CX-5 earned a five-star crash-test rating from the National Highway Transportation Administration (NHTSA), and the Insurance Institute for Highway Safety (IIHS) named it a Top Safety Pick+. It also comes standard with a comprehensive suite of driver-assistance features. Key safety features include: Standard automated emergency braking with pedestrian detection, lane-departure warning and lane-keeping assist and adaptive cruise control.

Sacrifices come in small packages: in this case, the CX-5 held just nine carry-on suitcases behind its rear seats in our testing. However, its cargo volume decreased with the 2017 redesign; a 2016 CX-5 I reviewed held one more carry-on with the rear seats up and three more with the rear seats folded. The new model's rear storage space is far more functional, however, with a completely flat load floor. It also has several nooks and crannies in the cabin for smartphones and other loose items. The center console has a deep tray at the front and a useful bin with a removable shelf.

If I have one criticism it would be the CX-5 Signature Series AWD price point, at $39,220. However, at that, my tester came with very few options. The Red Crystal paint was an $595 upcharge, and the only other options were rear bumper guards ($125) and roof rack side rails ($459). Add that all together gets you the grand total, including $1,045 for designation charges.

The other criticism is that I only had the CX-5 for only four days, so it felt like my review was not complete. However, I was given a snazzy yellow Lexus LC 500 to use, so whose complaining?

Compared to the obvious Honda CR-V Touring or Toyota Rav4 Limited, the CX5 is approximately $3-to $6-grand more. Compared to the Volvo XC-40 T4 Momentum its price and quality is very comparable. But compared to Mazda’s once stablemate, the Ford Escape Titanium, it beets it in spades.