Mid-cycle refreshes, a time approximately two to three years into a vehicle’s lifespan whereby the manufacturer gives it a tweak, a makeover, a facelift (or whatever descriptor you prefer) in order to keep it current with the competition, always intrigue me. Sometimes it’s a minor upgrade, maybe a change to the front and rear fascias or an interior fix. Sometimes it’s major, incorporating drivetrain revisions as well as cosmetics. When I’m in an especially cynical mood, I often take the position that the more changed up at mid-cycle the more the manufacturer got it wrong in the first place.
Mazda’s popular-selling CX-5 compact sport-ute gets a mid-cycle refresh for 2016, and it’s definitely a case of the former, not the latter — which is all fair and proper since there wasn’t much to complain about in the first place. In Driving’s evaluation of nine compact SUVs last fall, the 2015 CX-5 finished tied for second with Toyota’s RAV4 (and just behind the Hyundai Santa Fe Sport), while it tied for first with the Honda CR-V among editors’ choices. In other words, this is one SUV that does most things right.
So, the 2016 model sees the obligatory nose job, specifically a new front bumper, grille and fog light design. There’s been more effort put into interior upgrades, where the CX-5’s overabundance of plastic in the cabin area had fallen short of some of its rivals, notably Toyota’s RAV4 and the Hyundai Santa Fe Sport. Mazda cites the quality feel of the ornamentation and materials used as well as improvements to the functionality and usability of the cockpit, based on Mazda’s “unique human-machine interface (HMI).” The controls are easier to find and use — such as the audio system volume control, “HMI commander switch” and new electric parking brake, which are located to the centre console. Do these changes elevate the CX-5’s interior to the level of its aforementioned competitors? No, but it’s certainly not as cheap looking (admittedly more of a perceived notion with the topline GT [$34,895] tester as opposed to a base $22,995 GX front-wheel-drive model).
More importantly, the refreshed CX-5 adopts several advanced functions, including Mazda Connect, a next-generation car connectivity system. Other improvements include updates to the front and rear seats and suspension system, as well as added sound insulation throughout the body, meaning, logically, greater ride comfort and cabin quietness.
The upshot is that the 2016 GT’s cabin is a little nicer than last year’s model with more than enough modern conveniences — intelligent key system, Bose audio system, dual-zone automatic climate control, leather-wrapped steering wheel, shift knob and parking brake handle, power sunroof, eight-way power-adjustable driver’s seat with power lumbar support, leather upholstery and more — all standard.
There are a couple of nits to pick, though. The navigation system’s graphics are not the most detailed. And I’m not a huge fan of the connectivity system (Mazda’s version of BMW’s iDrive). While basic functions such as accessing the audio or navigation systems are OK, there’s too much scrolling through the sub-menus or screen tapping to find exactly what you want, such as the used-to-be-easy task of changing radio stations. Sometimes, buttons are a good thing!
But it’s the driving experience that makes the CX-5 a standout in the crowded (more than 20 competing models) compact sport-ute segment. It has a firm suspension, though an occasionally choppy ride over harsher pavement. Its handling dynamics stress agility, something that seems to be part and parcel of just about every vehicle Mazda builds. This is buttressed by the 2.5-litre four-cylinder that has been standard on the GS and GT trims since the 2014 model year. This engine pushes out 184 horsepower and 185 pound-feet of torque, 19% more horsepower and 23% more torque than the base model’s feeble 155-hp 2.0L. Compared with rival models with non-turbo engines (RAV4, Honda CR-V, Nissan Rogue, et al), Mazda’s 2.5L is a strong player, and will motivate the 1,604-kilogram SUV to 100 kilometres an hour in 9.7 seconds — reasonable if not exceptional all things considered.
Unlike a growing number of compact SUVs that are now being fitted with continuously variable transmissions (CR-V, Mitsubishi RVR, Nissan Rogue, Subaru Forester and others), the CX-5’s GS and GT models come with a smooth-shifting but conventional six-speed manumatic, with ratios that work well with the engine’s output. Paddle shifters are not included; any desire to self-shift is accomplished through the console gear lever. Frankly, it adds little to the CX-5’s sportiness.
The same could be said for Drive Selection, which allows one to switch to a Sport mode when more zip is called for. I didn’t much care for its operation; while it held the gears longer and let the revs build, it was also reluctant to actually shift up to a higher gear when I eased off the gas, letting the engine drone on for an uncomfortable length of time.
As for fuel economy, I averaged 11 litres per 100 km during my week with the Mazda, the result of a 50/50 mix of highway use and in-town errand running — about par for the segment, though nothing to write home about.
For those particularly concerned with safety, the optional ($2,100) Technology package is a valid upgrade as it includes such features as Smart City Brake Support (designed to help avoid a head-on collision when driving at low speeds), Smart Brake Support, Forward Obstruction Warning, Lane Departure Warning and radar cruise control. (Blind spot monitoring is standard on GS and GT trims.)
Overall, the refresh serves the CX-5 well. It was already a sporty looking rig; the new grille and other touches perk it up even more. The interior touches mostly work to the CX-5’s advantage, notably the front seats, which are exceedingly comfortable. I can live with Mazda Connect and its menus, though I could just as easily do without it.
Will the refreshed CX-5 start taking chunks out of the RAV4, CR-V, Rogue market shares, or that of the other huge (and softer-focused) volume sellers? Probably not; despite good sales its sportier vibe likely works as much against it, even though it has an obvious appeal to those who prefer their vehicles with an edge to them. I’m one of those so afflicted, which is why the Mazda is one of my faves in the compact SUV segment.
The Specs
Type of vehicle All-wheel-drive compact SUV
Engine 2.5L DOHC four-cylinder
Power 184 hp @ 5,700 rpm; 185 lb.-ft. of torque @ 4,000 rpm
Transmission Six-speed manumatic
Brakes Four-wheel disc with ABS
Tires P225/55R19
Price: base/as tested (GT) $34,895/$36,995
Destination charge $1,895
Transport Canada fuel economy L/100 km 9.8 city, 7.9 highway
Standard features (GT) All-wheel drive, keyless entry, push-button start, Bluetooth with audio profile, Bose audio system with nine speakers, leather upholstery, heated front seats, eight-way power driver’s seat, dual-zone automatic climate control, heated exterior power mirrors with turn indicator lights, seven-inch colour touchscreen, voice-activated navigation system, rear-view camera, power sunroof, trip computer, rain-sensing wipers, blind spot monitoring system with rear cross traffic alert, LED headlights with signature lighting, adaptive front lighting system, LED fog lights and taillights, 19-inch alloy wheels, hill launch assist, dynamic stability control, traction control
Options Technology package ($2,100) includes smart city brake support, radar cruise control, forward obstruction warning, high beam control, lane departure warning system and smart brake support, SiriusXM satellite radio