2017 Mazda CX-5 Review

Don't be fooled by the Sport billing of the base CX-5 trim level. It's no more sporty than the rest of the CX-5 range. The sweet spot is the Touring trim: It retains the 17-inch wheels (which we like) of the base Sport model and adds many comfort and convenience items. We'd leave it at that. The...

The transmission doesn't immediately jump into the highest gear possible under moderate acceleration, which helps with everyday drivability. It's reluctant to downshift, waiting until you really give it the beans. In Sport mode, the transmission hangs onto gears until you totally back off the gas.

The 2.5-liter provides underwhelming acceleration from a stop or while moving. Overtaking on the highway requires some planning. A sprint from zero to 60 mph on our test track took 8.7 seconds, quick against rivals with similar engines. However, many vehicles in this class offer upgraded engines.

It's easy to bring the CX-5 to a smooth stop with the moderate pedal firmness and predictable brake effort. It took 121 feet to stop from 60 mph, an average stopping distance in this class.

Steering is weighted a bit heavier than in most crossovers, reflecting the CX-5's sporting intentions. It's never difficult to turn, however, and parking lot maneuvers are executed with ease. A slight buildup of effort at higher speeds helps you know exactly where the wheels are pointed.

This is where the CX-5 excels. Since it's sharp and communicative, you can take corners at speeds greater than rivals without squealing tires or feeling as if you're out of control. The car is unfazed by quick left-to-right transitions. This is the best-handling small crossover. No doubt about it.

The transmission doesn't immediately jump into the highest gear possible under moderate acceleration, which helps with everyday drivability. It's reluctant to downshift, waiting until you really give it the beans. In Sport mode, the transmission hangs onto gears until you totally back off the gas.

The CX-5 has a comfortable cabin that most people will find quite pleasant. Noise levels are low and the climate control system excels. A few minor annoyances — a ride that's firm and a rear bench with little thigh support — keep it from being the ultimate passenger-friendly vehicle.

The front seats are shaped well and envelop the body comfortably, though the side bolsters squish to the side during hard cornering. The rear bench is flat on the bottom, which might make long-distance driving uncomfortable for rear-seat passengers. However, the rear seatback can now recline.

The suspension setup that makes the CX-5 a world-class handler also gives it a ride quality that is firmer than what you'll find in other compact crossovers. However, midcorner bumps barely faze the CX-5, and it never feels floaty. Road imperfections are dealt with immediately.

Noise isn't an omnipresent issue; wind and tire noise is really only evident at highway speeds. Even then, you won't have to raise your voice to talk to passengers. Engine noise is apparent from moderate to heavy acceleration. Sport mode hangs onto gears, prolonging the raucous note.

The dual-zone automatic climate control system works well to keep temperatures constant, aided by the Touring's rear air vents. Heated front seats are toasty in the highest setting, and the heated steering wheel warms quickly. Controls for the rear-seat heaters are awkwardly located in the armrest.

The cabin is very much driver-oriented, with excellent visibility and a superb driving position (the short center console and wide gap between the brake and dead pedals are a boon for tall drivers). It's slightly less friendly to backseat passengers since there's less room than in some rivals.

All controls are within the driver's reach. The center display loses touchscreen ability while the car is moving (it's controlled by an easy-to-use knob near the shifter) and doesn't wash out in sunlight. The driver armrests aren't tall enough to rest your elbow and still grip the steering wheel.

Step-in height is a couple inches taller than that of most cars in this segment, but most people will find it easy to enter the CX-5. The tall doors mean you don't have to duck. Exiting is also simple, though passengers sitting behind tall front occupants might have to scrunch their legs to leave.

The driver's seat offers a lot of vertical adjustment, from low-slung (for a crossover) to bury-your-head-in-the-roof. The front of the seat bottom raises fairly high, offering plenty of support on long-distance drives. The steering wheel also offers a nice range of tilt-and-telescoping adjustment.

The CX-5 feels spacious up front, and there's enough headroom for tall folks all around even with the sunroof. Rear passengers might feel cramped by the sculpted outboard seats, which also make it difficult for an adult to sit in the middle. Rear legroom is a little tight.

An elevated driving position, tall windows and narrow pillars make this an easy car to see out of. The exception is in the three-quarters view; the window is a bit smaller than those of competitors but provides a decent view to limit blind spots. Standard backup camera provides a high-def rear view.

There's not a single cheap-feeling trim piece in the CX-5 Grand Touring. All materials, from the leather upholstery to rarely used switchgear, feel expensive. The only disappointments are the malleable side bolsters that rub against the center console in turns. Everything else is exceptional.

Cargo area is a little small for the class, but you still get the capacity expected from a crossover. The rear seats fold nearly flat at a pull of the remote release latches. The cargo cover is cleverly attached to the hatch, so you don't have to bend over and shove items in. Seats fold 40/20/40.

Storage spaces abound, with every door sporting spacious pockets with water bottles cutouts. The center bin is deep but not especially wide, though there's a secondary bin in front of the shifter for extra storage. There's a shallow tray inside the rear armrest complete with USB ports.

The cargo area is a bit smaller than in competitors, but we were able to fit two large suitcases without impeding rear visibility. The loading height is a little taller than many in this class, and the door opening height is a little shorter. We dig the nifty retracting door-mounted cargo cover.

Four slots on the outboard seats allow access to the LATCH anchors. It's easy to push past the slots, but the anchors are inset a bit. The tethers on the seatback are easy to reach, even with the cargo cover in place; push down on the plastic tab that keeps stuff concealed to access the tether.

The CX-5 can tow up to 2,000 pounds. This is above average for the segment, although the Ford Escape and Hyundai Santa Fe can tow up to 3,500 pounds with their upgraded engines.