Journalist from Poland who had a chance to drive it already, wrote:
I am convinced that touch-based operation of almost everything is not what you expected from Mazda. But I have some other news. You also won’t be getting something else you probably expected. I know, because I already drove this car back in March.
I drove a pre-production model in March on German roads, near Mazda Research Europe (MRE), the development center opened in 1990 in Oberursel, near Frankfurt.
I didn’t see the car itself, although I could imagine its shape, and even under camouflage it revealed similarities to the CX-60. But looking at the car wasn’t my task. I was invited as one of two journalists from Poland and four from the rest of Europe (including two Germans) to provide feedback to the engineers about the model before its premiere. I was supposed to answer, among other things, how it performs on European roads, but above all, to share impressions of the new powertrain.
The highlight of the program was, of course, the engine. And here came a certain disappointment—most likely expected. Under the hood there is, and will not be, a trendy 1.5 Turbo, but rather a naturally aspirated 2.5-liter e-Skyactiv-G unit. Sounds great? It would be, if not for the emission regulations.
The predecessor had such an engine producing a solid 194 hp. Maybe it wasn’t impressively dynamic, but it had exactly the kind of power expected of a mid-size SUV, and during overtaking or acceleration, there was nothing to be ashamed of. Now, that may be different.
At launch, the new Mazda CX-5 will be offered exclusively with the already known, but improved, e-Skyactiv G141 gasoline engine, which—as the name suggests—produces 141 hp. Maximum torque is 238 Nm, available from 3500 rpm. As you can guess, this will not be a road rocket.
During test drives, I didn’t know what was under the hood. I was allowed to open it, but only after testing was I told the maximum engine parameters. I guessed it was around 130–140 hp and about 180–200 Nm. I wasn’t far off, though I slightly underestimated the torque.
Don’t expect great dynamics, but I have two pieces of rather good news. The first is that thanks to the high torque, you won’t be that disappointed if you prepare yourself mentally. Performance isn’t weak—it’s just a little weaker compared to the competition, but still sufficient. So—it’s not bad, though it could be better.
The second good news: the driver of the latest Subaru Forester still won’t catch up with you. Its 2.0 e-Boxer is even weaker. By the way, initial tests showed that the car accelerates to 100 km/h in 10.5 seconds, which isn’t a bad time. Not great, but not bad.
And if you’re wondering why this happened, here’s a key excerpt from the press release:
This updated powertrain was designed to improve everyday performance, refinement, and responsiveness, while meeting current emissions and efficiency standards.
Now do you see? Honestly, instead of complaining, it’s worth taking a step back, looking at the new electric Mazda 6, and appreciating the fact that, despite European regulations, the new CX-5 still has a gasoline engine. And if you’re not thankful for that—there are always other brands.
The refreshed Mazda engine works with a 24-volt mild hybrid system, which shuts down the engine when it’s not needed and restarts it instantly. There’s no delay, so that’s something you can’t complain about. The smoothness of this engine is a big advantage. The power delivery, typical of naturally aspirated designs, is another—though only those who truly enjoy mechanics will fully appreciate it.
The engine doesn’t just shut off entirely when unnecessary—during operation, two cylinders can also be deactivated, as in some other Mazda engines. Thanks to this, Mazda is ready to meet the Euro 7 emission standard.
The gearbox, a refined six-speed automatic carried over from the predecessor, works as you’d expect from a classic torque-converter transmission: smoothly and pleasantly shifting gears. In this respect, it’s better than the CX-60, though sometimes it lacks responsiveness when pressing the accelerator. It’s as if the transmission engineer imagined engine parameters closer to what you expected—before knowing the actual ones. I pointed this out and hope they’ve improved it slightly.
As for the suspension—it’s typical Mazda. Since the birth of the Skyactiv idea, the brand hasn’t stood out much in terms of chassis design. If anything, it’s characterized by simplicity in both construction and function within its price class. Just a normal suspension, offering a balance of comfort and stability, but nothing extraordinary. Something like Subaru.
The manufacturer claims to have recalibrated it for European conditions. Springs are softer, and dampers are tuned for better absorption. For me, it still lacks a bit of compliance, mainly due to the large rims and relatively low-profile tires (255/55 R19), which don’t absorb as well as “ugly” 17-inch wheels would. Still, it’s much better than the early CX-60 units.
What caught my attention was the good cabin insulation and the pleasant, somewhat muffled sound of the engine at high revs. I didn’t notice any worrying suspension or body noises—the body felt quite rigid. Both on unrestricted autobahns, where we could push the car close to 200 km/h, and on local roads, the new CX-5 simply drove as it should. I didn’t have the chance to test the all-wheel-drive version, only the front-wheel-drive. The steering was light, which I personally like.
After the drives, during the engineer debriefing, and even after returning home, I kept debating how to evaluate the new CX-5 powertrain—without exaggeration, but also without being overly cautious. I have no major complaints about the suspension, and beyond that, I wasn’t able to test more. So, I’ll put it like this: it’s not a breakthrough in a good way, nor a step in the wrong direction. It’s simply Mazda. The kind some will like, while those comparing the new engine to the old 2.0 Skyactiv-G may not feel any difference, despite the loss of over 20 hp. The only disappointment will come for those who chose the previous 2.5 for its performance and expected at least the same in the new model. For them, the best choice will be the Mazda CX-60.
