DOHC, 4 valves per cylinder, variable intake + exhaust-valve timing
Compression ration (x:1)
Horsepower (hp @ rpm)
184 @ 5,700
Torque (lb-ft @ rpm)
185 @ 3,250
Six-speed automatic with console shifter
Transmission and axle ratios (x:1)
The CX-5 produces good low-end torque off the line, which is enough to break the tires loose momentarily. Our quick run utilized power-braking (holding the car with the brake while pressing the accelerator) and releasing the brake the moment we see 2,500 rpm on the tach. There is a series of tire chirps when we leave the line, and the transmission is best left in auto shift mode. The CX-5's four-cylinder engine gets the job done well considering the fuel economy it achieves, but it won't blow you away with its acceleration.
Mashing on the CX-5's brake pedal, the car remains relatively stable under full-ABS braking, exhibiting a little bit of squirm most likely coming from its all-season tires. Pedal travel is what we'd expect from a compact SUV, average in travel but with a softer feel. After the initial brake stop of 125, the CX-5 stops became noticeably longer due to brake fade, increasing as much as 7 feet. One-hundred-twenty-five feet is a solid average for the class, with the longer 132-foot stop tying it with the worst in class.
"Skid pad: Aroung the skid pad the CX-5's steering requires a medium effort with a nice, quick ratio. There isn't a lot of feedback from the wheels, and you'll feel the stability system kick in to combat understeer before you feel the wheels begin to lose grip and push off line. The system limits engine torque and applies the brakes strategically to correct the car's direction and bring it back on the intended line. The all-season tires have a pretty low lateral grip threshold, which makes for a rather low lateral g number.