The Mazda brand is one synonymous with premium luxury without the premium cost, and that’s with no expense spared when it comes to performance, comfort, and both the driver and passenger experience. Through attention to detail, the recurrent use of premium materials, KODO design language and feature set, it’s no wonder that the Mazda CX-5 is regarded as one of the most dependable and fun-to-drive compact SUV models on the market.
Today, let’s get behind the wheel, pop the hood, and get to know the 2021 version of this icon further.
Practical Comfort-Focused Features
With heated and multi-adjustable seating options for the driver and all passengers, built-in electronic stability control, and fine leather-trimmed upholstery, the 2021 Mazda CX-5 is not only a smoother ride but a more soothing and comfortable one. Specific trims like the GT model receive added bonuses including heated rear seats and a built-in premium sound system by Bose – one that you won’t soon forget upon hearing it. Sunroof options are also available. With five different trim levels to choose from including Sport, Touring, Grant Touring, Grand Touring Reserve and Signature, there are even more ways to narrow down your needs and wants to find the right CX-5 for your use case and budget.
Navigation Innovation
Depending on the trim model that interests you, a bevy of state-of-the-art navigation features will be included. From dedicated blind-spot monitoring, stop-and-go functionality, an active driving display (found on the GT model), and parking sensors to optional all-wheel-drive configurations and more, you won’t be short on conveniences. Each feature is optimized to be anything but intrusive, paired with seamless infotainment incorporating Mazda Connect services. Drivers and passengers alike also benefit from keyless entry, built-in cruise control, and user inputs that are easy to manage without being overwhelming. It’s not just about giving more options – it’s about encouraging you to make full use of them to improve your experience, safety, and comfort on or off the road.
Top-Notch Performance in All Trim Levels
We know many of you are keen on numbers, and rightly so. The 2021 CX-5 features a 2.5-litre Skyactiv-G DOHC 16-valve l4, six-speed automatic engine along with four-wheel ABS. This configuration can be found on almost all models, though the GT can be custom-ordered with an optional 2.5-litre, four-cylinder turbocharged engine that delivers up to 310 pounds per foot of torque and 252 horsepower. Other onboard performance features include driveline traction control, Smart City brake support, a tire pressure warning system, rear cross-traffic alerts, e-parking brakes, and electronic stability control.
Regardless of which trim you opt for, know that this is a pure-blooded Mazda. That means exceptional fuel efficiency, with an average of 24 miles per gallon in the city, 30 for highways, and 26 combined. It also means, thanks to the Skyactiv technologies and navigational features we touched on earlier, that each ride will be smoother with highly responsive handling. And, with a focus on exterior aerodynamics and interior comfort, ambient noise and vibrations are kept to a minimum in the cabin even in busy environments – perfect for a stress-free daily commute or road trip through a new-to-you city.
Mazda Hallmarks on Full Display
Mazda has always been a brand focused on never settling. Good design and innovation means never staying still, instead, continuing to search for improvement. In many ways, the company’s design and engineering teams carry forward a passion for a welcoming, efficient, smooth ride for all. The 2021 Mazda CX exemplifies this approach with further refined feature sets, premium touches, and optimized performance.
All in all, now’s a great time to consider a recent or brand-new Mazda given the strides the company has made with its proven blend of innovation and sensible design. The latest Mazda CX-5 is tangible proof of this in action. We’re sure that each year to come will bring continued refinement of the beloved mainstream compact SUV – a vehicle that challenges the preconceptions of its class and looks, feels, and performs anything like one.
The good looking CX-5 was available with diesel-power in new Signature trim for 2019, but it has since been cancelled for 2020.
No sooner did Mazda bring its long awaited CX-5 Diesel to market and it’s now gone, or at least it doesn’t appear to be coming back for the 2020 model year or anytime in the near or distant future. As it is, their SkyActiv-D (Diesel) powerplant didn’t catch on with enough CX-5 customers, and despite only being available for 2019 (and still possible to find as a new vehicle from Mazda retailers at the time of writing) can no longer be found on the brand’s retail website.
As for its diesel engine program, it’s remotely possible Mazda may once again offer a compact or mid-size B-Series pickup truck here like it does with its Isuzu-based BT-50 in Asian, Middle Eastern, African, plus Central and South American markets (although that truck uses a 3.0-litre four-cylinder Isuzu diesel), the potential volume of such vehicles sold by Toyota, GM, Ford, and to some extent Nissan (we’ll see if the new Frontier is able to claw back neglected and therefore lost market share when it finally goes on sale) no doubt tempting, although I highly doubt it fits within their near-premium, sport-luxury North American strategy (the interior looks impressive though). Thus, we’ll probably see a greater focus on SkyActiv-G (Gasoline) technology and, who knows, maybe even a hybrid or two now that they’ve unveiled a new EV at the most recent Tokyo motor show.
The 2.2L SkyActiv-D engine provides plenty of torque, yet not as much as the $5k less expensive 2.5L turbo SkyActiv-G engine, whereas the latter is much more powerful.
Right now you have the opportunity to purchase one of the last handful of new 2019 Mazda CX-5 Signature Diesel (or SkyActiv-D) SUVs available until they’ll only come up once in a while on the pre-owned market (and diesel owners tend to keep their cars for longer than average, so don’t hesitate if you want one sooner than later). Most buyers in this class never knew a turbo-diesel option was even available last year, despite Mazda’s SkyActiv-D being a much-anticipated new option for years amongst the engine-type’s faithful. It took a lot longer to become reality than Mazda originally planned, probably because of the fallout ensuing from Volkswagen’s 2015 Dieselgate scandal, and possibly due to little marketing fanfare only lasted a single model year. Its departure has stunned a number of diesel fans that have made their outrage known on social media, but it hasn’t even caused a buzz from the majority of Mazda owners that, as noted, didn’t even know what they were missing.
If Mazda had asked me, I would have told them not to bother with the diesel, because oil burners are now only appreciated in trucks and sometimes SUVs here in the North American markets, particularly if they’re off-road oriented. For instance, a torque-rich diesel makes sense in Jeep’s 4×4-ready Wrangler and therefore should gain some reasonable traction despite its outrageous $7,395 price tag (and that’s not even including the $1,795 required for the eight-speed automatic), but GM recently tried pulling the Chevy Colorado and GMC Canyon’s turbo-diesel over to its compact Equinox to little effect (and even tried a diesel within its car lineup). The fact Toyota, possibly the one manufacturer capable of pulling off a successful diesel option in their Tacoma, Tundra, 4Runner or Sequoia (not to mention the Land Cruiser in the U.S.), isn’t even trying says a lot, but we should nevertheless give Mazda high marks for bravery.
Signature trim provides LED fog lights and unique 19-inch alloy wheels, while all CX-5s get LED headlights.
Unlike VW, which has now abandoned diesel-power altogether, Mazda’s SkyActiv-D engine actually met Canada’s strict emissions regulations for the 2019 model year, which shows that it’s cleaner and greener than any oil burner offered by the Germans, all of which killed off their diesels in our market soon after the aforementioned Dieselgate kafuffle. Mazda’s diesel would have no doubt passed 2020 regulations as well, being as they haven’t changed, but now this achievement hardly matters.
Rather than blather on about a diesel-powered 2019 CX-5 you might be able to get your hands on if you’re lucky, I’ll instead give you a quick rundown of both 2019 and 2020 models with the various model year changes. If you can get into a 2019 model, whether diesel or gasoline powered, you’ll benefit from up to $2,500 in additional incentives, incidentally, whereas the 2020 model only has about $1,000 on the hood. You can find out more about such money-saving details on our 2019 Mazda CX-5 Canada Prices page or 2020 Mazda CX-5 Canada Prices page, by the way, and after that become a CarCostCanada member to take advantage of all the savings. We inform you about manufacturer rebates, manufacturer financing and leasing deals, dealer invoice pricing info that could very well save you thousands, plus more, so make sure to find out how it works and then download our free app from the Google Play Store or Apple Store.
Great looking LED taillights are even more enticing at night.
Looking back at our just-mentioned 2019 Mazda CX-5 Canada Prices page immediately shows that the 2.2-litre twin-turbo-diesel SkyActiv-D engine is only available with the top-tier Signature trim line for $45,950 (plus freight and fees). Signature trim was entirely new to the CX-5 for the 2019 model year, and uniquely pulled Mazda’s compact crossover SUV closer to the premium brand status than any other mainstream model in this class, other than maybe Buick that’s long spanned the divide between volume and luxury.
Additional 2019 CX-5 trims include the entry-level GX that starts at $27,850 with front-wheel drive (FWD) or $29,850 with all-wheel drive (AWD), the second-rung GS at $30,750 with FWD or $32,750 with AWD, and the former top-tier GT (Grand Touring in the U.S.) that starts at $37,450 before topping out at $39,450 when upgrading to its 2.5-litre turbocharged SkyActiv-G (gasoline) engine. Of note, GT and Signature trims comes standard with Mazda’s i-Activ AWD.
The CX-5 Signature, standard with the just-mentioned 2.5-litre turbo gasoline powerplant for $40,950, plus available with the aforementioned diesel, builds on the already nicely equipped CX-5 GT by adding features such as LED cabin lighting, a 7.0-inch digital primary gauge cluster, a cleaner looking frameless centre mirror, real Abachi hardwood trim on the dash and door panels, as well as dark brown Cocoa Nappa leather upholstery and trim.
Signature trim adds Nappa leather upholstery and real hardwood trim on the dash and door panels.
The Signature pulls plenty of features up from the GT too, including front and rear signature lighting, adaptive headlights, LED fog lamps, power-folding exterior mirrors, proximity keyless access, traffic sign recognition, two-zone auto climate control, a navigation system, 10-speaker audio with integrated satellite radio, a universal garage door opener, a 10-way powered driver’s seat, a six-way power-adjustable front passenger’s seat, and more, while leather upholstery in black or no-cost white makes the GT plenty luxurious all on its own.
Speaking of luxury, the CX-5 comes with a few finishings more likely to only be found in premium offerings, such as cloth-wrapped A pillars, premium-like padded cabin surfaces on the dash top, upper and lower instrument panel, lower console edges, door uppers front and back, and armrests all-round, while the CX-5 also boasts a plenty of brushed aluminum trim bits all over the interior, some even upgraded with knurled edging for a particularly impressive look. It’s fairly upscale switchgear from a mainstream brand, making me wonder whether Mazda will eventually try to lift itself up into premium territory in price as well as quality.
To this end, the SkyActiv-D turbo-diesel suits an upwardly mobile brand like Mazda better than some others, being that diesels have long been the stuff of Mercedes-Benz, Audi, and BMW, plus more recently Jaguar and Land Rover. I’d be remiss not to mention Volkswagen again, because not too long ago oil burners made up more than half of their Canadian sales, but now all of the just-noted German brands are on a different trajectory, embracing plug-in electric mobility at a much greater development cost and no sure promise of profits (even mighty Tesla had never managed more than two sequential quarters of profits as of this review’s publication date).
As for Mazda’s SkyActiv-D engine, it only produces 168 horsepower, but then again it puts out a very strong 290 lb-ft of torque. Such low horsepower, high torque ratios are par for the course when it comes to diesels, by the way, but it’s not like the CX-5 Signature’s standard 2.5-litre SkyActiv-G engine is without merits. Count them, 227 gasoline-fed horses and a grand total of 310 lb-ft of torque when said gasoline is 93 octane or higher. When cheaping out at the pump you can expect the same torque yet only 250 horsepower, but that’s still an impressive number for this class. What’s more, the 2020 version of this engine is capable of an even more satisfying 320 horsepower, which will make the upcoming 2021 Mazda3 AWD, just announced to receive this powertrain as an option, a serious sport sedan rivalling true luxury brands.
The nicely laid out centre stack includes high-quality controls within easy reach.
I’ve now spent at least a week with all second-generation CX-5 engines mated to the model’s all-wheel drivetrain, and can happily say the latter is well worth the extra expense when compared to the compact SUV’s base 2.0-litre four, unless fuel economy is the driving force behind your decision. This is where the twin-turbo SkyActiv-D trumps its stable mates, garnering a Natural Resources Canada rating of 8.9 L/100km in the city, 7.9 on the highway and 8.4 combined compared to the larger and more potent 2.5-litre SkyActiv-G’s 10.8 city, 8.7 highway and 9.8 combined rating. Yes, the diesel is better, but is it really $5,000 better? That’s a question you’ll need to ask yourself before plunking down the significant chunk of change needed to buy one.
Another consideration is the well-equipped CX-5 GT noted before, that for $37,450 provides most of the Signature’s premium-like features as well as a more fuel-friendly 2.0-litre SkyActiv-G four-cylinder in base trim. That smaller engine makes a reasonably strong 187 horsepower and 186 lb-ft of torque, but its expected fuel economy is nearly as good as the diesel at 9.8 L/100km city, 7.9 highway and 9.0 combined, whereas the same engine found in lesser trims with front wheel drive can achieve almost identical claimed fuel economy at a respective 9.3, 7.6 and 8.5.
The infotainment system is controlled by this stylish knurled metal knob and surround buttons.
I spent a week in a 2019 CX-5 GT outfitted with the entry-level powerplant and its standard all-wheel drivetrain last year, and walked away very satisfied with its fuel-efficiency/performance compromise, not to mention its luxurious surroundings. Then again, more recently I spent a whopping three months with a newer 2.5-litre SkyActiv-G turbo-equipped 2020 CX-5 Signature and was much happier, at least with its performance and even more upscale interior, while I was also fine with its fuel economy considering the performance at hand (and particularly at foot). You’ll see a detailed review of this model shortly, but being that the review I’m current writing is about a 2.2-litre SkyActiv-D-equipped CX-5 Signature, I’ll only say, if it was a case of needing to purge an engine in order to make this compact SUV more profitable, Mazda got rid of the right one.
I should make clear that you could very well save a great deal more than the claimed rating when living with a SkyActiv-D-equipped CX-5 than at the wheel of the more potent SkyActiv-G model, because most drivers will be tempted to drive the sportier feeling gasoline variant faster. I found myself more relaxed and easy-going when behind the wheel of the non-paddle-shifter-equipped diesel than the top-line gasoline model, a factor that could also prevent potential speeding tickets with some owners. What’s more, diesel pump prices are less volatile than those for gasoline, and more often than not cheaper too.
The driver’s seat is extremely comfortable and driving position very good.
Don’t get me wrong, as the diesel delivers some significant torque off the line, and it made haste during highway passing too, but it can’t provide the level of sportiness offered by the more formidable gasoline-fed turbo-four, and thanks to the relatively quiet yet still noticeable rattle-and-hum heard ahead of the engine firewall, the diesel sounds more like a truck than the gasoline variant too. Depending on your leanings, this will be a positive or negative, while all should appreciate the added grip through the corners brought about by the Signature’s 19-inch alloy wheels.
The CX-5’s six-speed automatic transmission isn’t quite as engaging without the aforementioned paddles, and yes six forward speeds doesn’t sound as advanced as the various eight-speed, nine-speed and continuously variable transmissions being offered by others, but along with providing snappy shifts when pushing hard and smooth intervals when driving in a more relaxed state, Mazda’s SkyActiv-Drive gearbox has been very dependable when compared to some of the just-noted challengers.
Rear seat roominess and comfort is excellent.
Together with the second-gen CX-5’s impressive cornering prowess, all examples I’ve driven have delivered a comfortable ride. They’ve been a tad firmer than some of their Asian and domestic competitors, due to Mazda’s performance-focused corporate credo, but this has never interfered with suspension comfort. Then again, the CX-5’s fully independent suspension is more responsive than most rivals, especially when coursing down a winding mountain road, while it also provides a level of high-speed confidence on the freeway that’s not available to the same degree from some compact SUV challengers.
Speaking of best-in-class, the CX-5’s 40/20/40 split-folding rear seatbacks make its cargo compartment more convenient than the majority of competitors too, while release levers mounted near the rear hatch opening allow the seats to lower themselves automatically, thus adding even greater ease to the loading process.
A 20/40/20-split rear seatback and auto-folding levers make the CX-5’s cargo compartment ultra-convenient.
After numerous stints behind the wheel of various CX-5 trims, I can easily recommend Mazda’s compact SUV, but I won’t try to tell you which engine you should purchase. I can say, however, you’d better act fast if you like the sound of the brand’s SkyActiv-D turbo-diesel, because they’re now few and far between, and soon won’t be available at all.
Mazda refreshed its CX-3 for 2019, so we tested two versions for this review. This is the late arrival GT with Grand Luxe Suede interior trim and smartphone integration.
Mazda’s CX-3 has been a popular economy car alternative in Canada since arriving on the scene five years ago, even rising to third amongst subcompact SUV entries a couple of years ago.
In order to remain near the top of the charts, Mazda gave it a mild makeover for 2019, and even added some additional updates to the top-tier GT trim partway through the model year. To bring attention to these changes, which have also been included in the 2020 model, I took the opportunity to spend a week with one pre-updated 2019 CX-3 GT as well as another post-updated version, which are both featured here in this review.
This early 2019 GT gets a similar interior to previous GTs, albeit with nicer Cocoa Nappa leather.
Although the CX-3 has looked mostly the same since inception, Mazda steadily improved it over the years. The 2017 version carried over identically to the original 2016, but 2018 added a manual transmission to base FWD models, plus retuned the suspension for greater comfort, and added G-vectoring control as standard equipment to enhance all-weather cornering capability. Mazda also reduced its interior noise, vibration and harshness (NVH) levels, while revising the steering wheel design and the look of its primary instrument cluster. They added standard Smart City Brake Support too, a low-speed automatic emergency braking system, plus pulled additional standard and optional i-ActivSense advanced driver assistance systems down to lower trims, such as full-speed Smart Brake Support with front obstruction warning, lane departure warning, automatic high beams, adaptive cruise control, etcetera.
The little CX-3 has all of the attractive design elements of its larger siblings.
The mild updates for 2019 added a slightly reworked grille, taillights and wheels, while the cabin received some materials plus a new seat upholstery design partway through the year (as just noted), while the lower console of all 2019 models was reorganized to accommodate an electromechanical parking brake. Blind spot monitoring was also made standard for 2019, while the top-tier GT trim received real leather in place of leatherette and everything standard from the previous year’s Technology package, which included satellite radio, auto high beams, and lane departure warning.
The 2019 CX-3’s Skyactiv-G 2.0-litre four-cylinder engine received a 2-horsepower bump as well, increasing total output to 148 horsepower. While torque has remained at 146 lb-ft for the SUV’s five-year tenure, the power upgrade continues unchanged into the 2020 model year, as does the rest of the CX-3 in its entirety.
Th GT gets LED cornering headlamps with auto high beams, LED fog lights, extra chrome trim and 18-inch alloys.
Just in case you’re wondering, the difference in power from 2018 and 2019 equals 1.35 percent, which is imperceptible without electronic detection. I certainly couldn’t tell the difference from one model year to the other, and have been perfectly happy with the CX-3’s performance since day one, always finding it a fun SUV to drive.
As for fuel economy, the 2019 CX-3 gets a 8.8 L/100km city, 7.0 highway and 8.0 combined rating when its sole engine is mated to its base manual transmission and FWD, while the automatic with FWD yields an estimated 8.3 in the city, 6.9 on the highway and 7.7 combined, and the auto with AWD gets a claimed 8.6, 7.4 and 8.1 respectively.
New LED taillights respond quickly and look great at night.
This single engine is included with all trims, incidentally, while the base GX once again comes standard with a manual gearbox and FWD, and is optional with a six-speed automatic in either FWD or the automaker’s i-Activ AWD. The mid-range GS comes standard with the automatic and is optional with AWD, whereas the GT features the automatic and AWD as standard equipment. The CX-3 base price comes in at just over $21k (plus freight and fees), while my fully optioned test model starts at a little more than $31k (see all prices, including trims, packages and standalone options on our 2019 Mazda CX-3 Canada Prices page). Those prices stay the same for 2020, by the way, although you can save up to $2,000 in additional incentives for the 2019 CX-3, while average member savings have in fact been $2,166 according to the just-noted page. The 2020 Mazda CX-3 gets up to $600 in additional incentives, says its 2020 Mazda CX-3 Canada Prices page, while average member savings hold steady at $2,166. With savings like this, a CarCostCanada membership will pay for itself quickly.
Early 2019 GTs can be had with the gorgeous two-tone Nappa leather interior.
Steering wheel-mounted paddles get added to the Skyactiv-Drive automatic transmission in both GS and GT trims, which certainly increase driver engagement, while the GT also increases its wheel size from 16s 18-inch alloy rims on 215/50R18 all-season rubber, aiding grip when pushed hard. Although the CX-3 only employs a semi-independent torsion beam rear suspension setup, with the usual MacPherson strut up front, handling is very good for the class, while a power assisted rack-and-pinion steering system delivers immediate response and fairly good feedback. Since Mazda softened its ride, the CX-3 is much more comfortable on uneven pavement too, which really helps enhance overall refinement.
The light grey instrument panel bolster and door inserts are made from faux suede in this late 2019 CX-3 GT.
On that note the CX-3 is really nice inside, which of course is expected from Mazda that’s one of the most premium-like brands in the mainstream volume sector. Of course, the little SUV isn’t as upscale as the new CX-30 or CX-5, particularly in the latter model’s Signature trim that gets cloth-wrapped A pillars, real wood trim and other niceties, this smallest model not even applying pliable synthetic to the dash-top and door uppers, but its instrument hood is quite luxurious thanks to stitched leatherette, while the centre section of the instrument panel gets a contrast-stitched and padded leatherette or microsuede bolster across its middle, and leatherette knee protectors are fixed to the insides of the lower console, plus leatherette or suede adorns the door inserts.
This little transparent panel powers upwards to receive key info projected from below.
Before delving further, I should explain why some CX-3 GTs feature leatherette trim and others get microsuede. Early 2019s received stitched leatherette on the instrument panel bolster and door inserts like previous model years, my Soul Red Crystal painted tester an example of this interior treatment, but Mazda updated these areas to grey Grand Luxe Suede midway through the 2019 model year, which can be seen in my Snowflake White Pearl tester. Now the Alcantara suede-like material is the only treatment on these surfaces for the 2020 CX-3 GT.
So if you’ve been checking out the CX-3 at your local dealer (and there’s no shortage of 2019s thanks to the recent downturn of nearly everything), you’ll now understand why some have the leather look and others are plusher. I like both, but the psuede feels more opulent, and it’s also the newest trim so may help with resale.
These semi-digital gauges are filled with info and easy to read in all lighting conditions.
The mid-year upgrade changed the GT’s upholstery too, my red tester boasting stunning two-tone brown and cream perforated Cocoa Nappa leather that’s no longer available for the 2020 model year, whereas my white tester featured the same perforated black leather with grey piping as found in the new 2020. Mazda will be happy to sell you a CX-3 GT with Pure White leather instead, this no-cost option available for both years. Try to find this level of variety, let alone luxury in competitive subcompact SUVs and you’ll be stymied, Mazda a cut above when it comes to personalization.
Here’s a close-up of the psuede dash bolster.
Other than upholsteries and trims the early and late arrival CX-3 GTs are mostly identical, other than the circular dash vents that feature black inner bezels in the early model and metallic red in the later one, but the horizontal strip of vents that elegantly underscores the aforementioned instrument panel bolster is the same in both, while all vents are highlighted by a very authentic looking satin-finish aluminum.
Two popular apps as seen while the centre touchscreen is using Android Auto.
There’s a lot more of this premium-look metal throughout the interior, surrounding the analogue and digital primary instruments, embellishing the third steering wheel spoke, ringing the centre dash-mounted infotainment display, as well as the lower console-mounted controls used for inputting data. This features a beautiful knurled metal-edged dial and another smaller one for adjusting audio volume, while additional quick-access switchgear includes buttons for the main menu, audio system, navigation, radio favourites, and the back button. The three-dial auto climate control system features some knurled metal detailing too, once again making the CX-3 look and feel more upscale than its price suggests it should.
The Cocoa Nappa leather seats from early 2019 GTs is an unusual level of over-the-top luxury for this class.
The infotainment system in mind, Mazda was slow to integrate Apple CarPlay Android and Auto into the CX-3, which means if you’d like to have either you’ll be required to opt for the late 2019 arrival or a 2020. The 7.0-inch centre touchscreen display in my early 2019 is otherwise good, and included navigation, Bluetooth phone connectivity with streaming audio, a great sounding Bose audio system with seven speakers, satellite and HD radio, text message reading and responding capability, and the list goes on, while the newer version includes all of the above plus the two smartphone applications, and Android Auto worked as well as Android Auto works.
This is the black interior from the late 2019, and as you can see the CX-3 provides a fairly roomy rear seat.
Speaking of features, 2019 and 2020 CX-3 GTs include auto on/off LED headlamps with adaptive cornering as well, plus auto-levelling and the previously noted automatic high beams, while LED fog lights, LED rear combination tail lamps with signature details, and additional chrome trim improve the exterior, while proximity keyless access let’s you inside, and a 10-way powered driver’s seat with memory provides comfort and support. Atop the gauge cluster is an Active Driving Display that powers a transparent panel up to reflect key information instead of having it projected right onto the windshield like a regular head-up display unit, while some of that info includes traffic sign recognition. Up above, an auto-dimming rearview mirror makes driving at night easier while a powered glass sunroof lets more light in during the day.
Cargo space is reasonably generous, but only when compared to the smaller competitors in this class.
Features pulled up from lesser trims worth noting include pushbutton start/stop, rain-sensing windshield wipers, a heatable leather-wrapped steering wheel rim, a leather-wrapped shift knob, a wide-angle backup camera (not including dynamic guidelines), Aha and Stitcher internet radio, dual USB charging ports, three-way heated front seats, an overhead console with a sunglasses holder, a folding rear centre armrest with cupholders, a removable cargo cover, tire pressure monitoring, all the expected active and passive safety features, plus more.
With the rear seats folded the CX-3 provides ample cargo carrying capacity for most peoples’ needs.
The just-mentioned 10-way power seats plus the CX-3’s tilt and telescoping steering column provided adequate adjustability for good comfort and control without forcing me to cramp my longer than average legs (for my height), while the rear seat was spacious enough even when I had the driver’s seat pushed back farther than some would require. It’s just important to remember that the CX-3 is Mazda’s smallest, and their larger CX-30, CX-5 and CX-9 SUVs offer a lot more space for getting comfortable.
Of course, the CX-3 provides less cargo space than these larger Mazdas too, with just 504 litres available behind its 60/40 split-folding rear seatbacks, and even less at 467 litres in GT trim due to the audio system’s subwoofer, while laying the rear seats flat results in a maximum of 1,209 litres in the two lower trims or 1,147 litres in the GT.
After everything is said and done, I think you’d be satisfied with any Mazda CX-3 trim, being that it’s a good looking, fun to drive, efficient and impressively refined subcompact crossover SUV. Of course, it has many opponents, many that add size and roominess like Mazda’s own CX-30, but for those wanting a smaller SUV it’s hard to beat the CX-3.
With the 2019 Mazda CX-5 GT, style comes standard.
There have always been automotive brands that bridge the gap between mainstream and luxury, Buick quickly coming to mind. It fills a niche between Chevrolet and Cadillac in General Motors’ car brand hierarchy, but it doesn’t rise up to meet newer luxury marques like Acura and Infiniti in most buyers’ minds. Lately, Mazda has been playing to this audience too, and is arguably doing an even better job of delivering premium cachet in its highest GT and Signature trim lines.
Where brands like Buick, and even the two Japanese upstarts just mentioned, along with Lincoln, Genesis (speaking of upstarts), Lexus, Audi (and all of the VW group luxury brands including Porsche, Lamborghini and Bentley), plus BMW and Alfa Romeo (to a lesser extent) share platform architectures with lesser brands, Mazda is one of the auto industry’s very rare independent automakers, with no ties to any other global group. Amongst volume-production premium brands only Tesla stands independent, while none other than Mazda are independent within the mainstream volume sector.
The CX-5 provides a sporty profile for this utilitarian class.
Yes, even little Subaru is partially owned by Toyota, and Mitsubishi is part of the Renault–Nissan–Mitsubishi Alliance. Whether or not Mazda will be able to stay independent through the uncertain economic climate we find ourselves in now, and is likely before us, is anyone’s guess, but then again it could be the brand’s saving grace if things get ugly out there, and marginally successful brands like Mitsubishi, Infiniti, Chrysler, Buick and who knows what else get axed from our market. Mazda’s unique position in the market gives it a lot of room to grow, while their good design, the quality of their products, and their credible performance DNA give them a certain street cred that other brands can’t match.
Mazda’s move up to premium status starts with really attractive exterior styling that translates well into all segments and body styles, the sporty CX-3 subcompact SUV sharing some of its design cues with the all-new, slightly bigger CX-30 and the even larger compact CX-5 shown in this review, not to mention the biggest crossover SUV of the Mazda bunch, the mid-size three-row CX-9, while all share visual ties with the compact Mazda3 sedan/hatchback and mid-size Mazda6 sedan, plus the brilliant little MX-5 sports car.
LED headlamps are standard, but the signature elements within are part of GT trim and above, as are the tiny LED fog lamps.
Mazda has long dubbed its design language KODO for “art of the car”, but its latest models are inspired by KODO 2.0, which is the second-generation of its clean, elegant design philosophy. W saw a glimpse of KODO 2.0 in the stunning Vision Coupe and Kai concepts from the 2017 Tokyo Motor Show, the latter of the two more or less morphing into the newest Mazda3 Sport. KODO 2.0 has also made its impact on the brand’s SUV lineup, the CX-5 showing obvious signs of influence.
Mazda replaced the Ford Escape-based Tribute with the first-generation CX-5 in January of 2012; the Mazda3-based design a much more modern offering that elevated the Japanese automaker’s prestige and sales. The second-generation CX-5 arrived in 2017, and thanks to greater use of the KODO 2.0 design language it transformed into a much ritzier looking compact crossover.
GT trim provides leather seats and trim, in black or this classy Pure White colour.
The CX-5’s truly upscale atmosphere is best experienced inside, mind you, with premium features like cloth-wrapped A-pillars and a plush, padded dash top, upper and lower instrument panels, and door uppers front to back, plus they’ve trimmed out the interior with a tasteful dose of anodized aluminum accents, this nicely brushed treatment even highlighting some of the buttons, switches and knobs, some of the latter even getting knurled metal edging. Last but hardly least Mazda includes genuine Abachi hardwood inlays in its top-line Signature trim, but being that my tester was just a GT its inlays were fairly real look faux woodgrain, plus it didn’t include the Signature’s dark chocolate brown Cocoa Nappa leather and trim, the latter covering the door inserts and armrests as well as the seat surfaces, but the GT’s no cost Pure White leather was impressive enough.
Yes, the CX-5’s GT trim is actually nicer than most rivals’ top-tier models, but just to clarify the Signature goes way over the top with features like a satin chrome-plated glove box lever, satin chrome power seat switches, nicer cross-stitching on the steering wheel, richer Nappa leather upholstery, a black roof liner, a frameless auto-dimming rearview mirror in place of the GT’s framed version, LED illumination for the overhead console lighting, the vanity mirrors, the front and rear dome lamps and the cargo area light.
The sporty CX-5 cockpit is comfortable and nicely organized for optimal usability.
Additionally, Signature trim provides a nice bright 7.0-inch LCD multi-information display at centre, a 1.0-inch bigger 8.0-inch colour centre touchscreen display, an overhead surround parking camera system, front and back parking sonar, gunmetal grey 19-inch alloy wheels instead of the GT’s silver 19s, off-road traction assist, and the fastest Skyactiv-G 2.5 T four-cylinder as standard, this engine getting a Dynamic Pressure Turbo (DPT) resulting in 250 horsepower (with 93 octane premium fuel or 227 with 87 octane regular) and 310 lb-ft of torque (for 2020 it gains 10 lb-ft to 320 when fuelled with 93 octane), plus paddle-shifters on the steering wheel for the standard six-speed automatic gearbox.
That’s a strong engine for this class and optionally available for $2,000 in my as-tested GT (for 2020 the GT with the turbocharged engine also gets paddles, off-road traction assist, and an 8.0-inch colour touchscreen display), but my test model came with the base sans-turbo Skyactiv-G 2.5 four-cylinder mill featuring fuel-sipping cylinder deactivation and zero paddles behind the steering wheel. The entry-level engine makes a total of 187 horsepower and 186 lb-ft of torque, which might seem a lot less than the turbocharged upgrade, but is still about the same as provided in top trims by some of the segment sales leaders. Also good, the CX-5 uses a regular automatic with six actual gears rather than most competitors’ CVTs, and I must say that a traditional autobox is much more engaging.
The 2019 GT still uses Mazda’s classic three-dial gauge design, but the 7.0-inch semi-digital display from this year’s Signature trim is standard in the 2020 GT.
I should also mention that Mazda offers a 2.2-litre four-cylinder turbo-diesel engine in the CX-5’s Signature trim that makes 168 horsepower and 290 lb-ft of torque. The Signature starts at $40,950 plus freight and fees, incidentally, and tops out at $45,950 with the diesel upgrade, so you might want to figure out how much you’re going to be driving over the lifetime of your car before anteing up $5k extra for the oil burner. This said, make sure to look around for any available CX-5 Signature Diesels, being that this upgrade was part of the 2019 model year (before writing this review there were quite a few available in each province, but nowhere near as many as those powered by good old gasoline).
I’ve driven the diesel, by the way, and liked it a lot, but its 8.9 L/100km city, 7.9 highway and 8.4 combined fuel economy rating doesn’t improve enough over the quicker turbo-four that manages a reasonably thrifty 10.8, 8.7 and 9.8 respectively, so the only thing that could possibly make more sense than discontinuing it would’ve been not bringing it to market at such a high price at all. My less powerful GT test model, which features standard i-Activ all-wheel drive (AWD) and can be had from $37,450, is capable of a claimed 9.8 L/100km in the city, 7.9 on the highway and 9.0 combined, while the same engine with FWD (standard with the $30,750 GS model) is the most efficient trim of all at just 9.3 city, 7.6 highway and 8.5 combined.
The regular 7.0-inch infotainment system is good, but I suspect it will grow in size for the CX-5’s next redesign.
There’s actually a fourth engine available too, another 2.5-litre four-cylinder found in the $27,850 base GX model, albeit this one comes without cylinder deactivation. It offers up the same performance specs, but is good for only 9.7 L/100km city, 7.8 highway and 8.8 combined with FWD, and a respective 10.2, 8.2 and 9.3 with AWD. Power from both axles requires a $2,000 investment in both base GX and mid-range GS trims, incidentally, while AWD comes standard with GT and Signature trims.
The 2019 CX-5’s list of standard and available features is extremely long, but I should itemize the GT model’s standard equipment being that it’s the one I tested. Therefore, items standard to both the GT and Signature (not found in lower trims) include the previously noted 19-inch alloy wheels on 225/55 all-seasons (less models include 17-inch alloys on 225/65s), adaptive cornering headlamps, LED signature elements in the headlamps and tail lamps, LED fog lights, LED combination taillights, power-folding side mirrors, plus piano black B- and C-pillar garnishes, and that’s only on the outside.
The infotainment system’s console-mounted controller is a real piece of art.
Proximity entry gets you inside and pushbutton start/stop brings it to live (the latter item is actually standard across the line), while the gauge cluster is Mazda’s trademark three-dial design with a smallish multi-information display at the right (the 7.0-inch LCD multi-information display comes standard in GT trim for 2020), and just above is a really useful head-up display unit that projects key info right onto the windshield, complete with traffic sign recognition. What’s more, the driver gets a comfortable 10-way powered seat with power lumbar support as well as two-way memory, while the front passenger gets six-way power adjustability. Both front seats are three-way ventilated too, while the two rear outboard window seats get three-way warmers.
A few pampering GT trim details need to be mentioned too, such as its satin-chrome front console knee pad, fabric-lined glove box, and upscale premium stitching on the front centre console, while Mazda also adds a power moonroof, a Homelink garage door opener, a good navigation system that took me where I needed to go (not always the case with some), and a great sounding premium audio system with 10 Bose speakers, an AM/FM/HD radio, a customizable seven-channel equalizer, SurroundStage Signal Processing, Centerpoint 2 surround sound tech, AudioPilot 2 Noise Compensation, and SiriusXM satellite radio with three months of complimentary service. CX-5 GT and Signature buyers also receive SiriusXM Traffic Plus and Travel Link services with a five-year complimentary service contract, plus they get two-zone auto climate control, HVAC vents on the backside of the front console, etcetera.
Fabric-wrapped A-pillars are a nice touch, as are these metal-rimmed Bose tweeters.
Features pulled up to GT trim from lesser models include auto headlight levelling, a windshield wiper de-icer, dynamic cruise control with stop and go, a heated steering wheel rim, two additional USB ports within the folding rear centre armrest, plus a host of advanced driver assistance systems like Smart Brake Support (SBS) with forward sensing Pedestrian Detection, Distance Recognition Support System (DRSS), Forward Obstruction Warning (FOW), Lane Departure Warning System (LDWS), Lane-keep Assist System (LAS) and High Beam Control System (HBC) from second-rung GS trim, as well as auto on/off LED headlights, LED daytime running lights, LED turn signal indicators in the door mirror housings, rain-sensing wipers, an electromechanical parking brake, two USB ports and an aux input, Android Auto and Apple CarPlay, Stitcher and Aha internet radio, SMS text message reading and responding capability, and all the usual active and passive safety features from the base GX. There’s a lot more, but I’ll leave it at that.
The CX-5 is room and plenty comfortable no matter the trim you choose or where you’re seated, while the back row is wide enough for three across in reasonable comfort. Most should find legroom and headroom generous enough, but I need to criticize Mazda for stowing the rear seat heater controls within the folding centre armrest, because they can’t be accessed when someone is seated in the middle. And now that I’m complaining, I’d love it if Mazda offered a panoramic sunroof in its two top-line trims too.
You’ll need to stock up on blue jean stain remover if you opt for the white leather.
Rather than gripe about what’s not offered, I’d rather sing praises to Mazda for the CX-5’s awesome 40/20/40-split rear seatbacks. This allows longer cargo like skis to be placed down the middle, and by so doing frees the rear window seats for your passengers. As good, Mazda provides helpful release levers on the cargo sidewalls, even including a separate one for the 20-percent centre pass-through. This said, setting off to the ski hill, or even more so, returning when already cold and potentially wet, will make those rear seat heaters all the more welcome, but you’ll need to make sure to turn them on before loading in the skis as the centre pass-through will make that impossible. What’s more, if you stop for gas or a meal along the way, they won’t turn on again without removing the ski gear and lifting the armrest. Mazda should solve this problem for the CX-5’s redesign by positioning the buttons on the door panel instead.
Back to positives, behind the rear seatbacks the CX-5 can be loaded up with 875 litres (30.9 cubic feet) of gear, while it can pack in up to 1,687 litres (59.6 cu ft) when all are lowered, making it one of the more accommodating compact SUVs in its mainstream category.
The rear seats are roomy and comfortable.
All this spacious luxury gets topped off with performance that comes very close to premium as well, although as far as my base GT test model goes, it’s more about ride and handling than straight-line power. The CX-5’s feeling of quality begins with well-insulated doors and body panels, making everything feel solid upon closure and nice and quiet when underway, while the ride is firm in a Germanic way, but not harsh. It therefore manoeuvres well around the city and provides good agility when pushed hard on a curving road, but even though it manages corners better than most rivals it uses the same type of independent suspension as the others, consisting of MacPherson struts up front and a multi-link setup in the rear, with stabilizer bars at both ends.
As I mentioned before, the CX-5’s base powerplant is equal to some of the segment leaders’ best engines as far as straight-line performance goes, but more importantly it is very smooth and quite efficient, while the six-speed automatic was so smooth, in fact, that it had me wondering whether or not Mazda had swapped the old gearbox out for a CVT. It shifts like a regular automatic when revs climb, however, which is a good thing for enthusiasts, but it’s still smooth when doing so. To be clear, the regular GT doesn’t include paddle shifters, but you can shift it manually via the console-mounted gear lever, and also note that Mazda provides a Sport mode that gives it the powertrain a great deal more performance at takeoff and when passing, but no comfort or eco settings are included.
What initially seems like a clever idea, doesn’t work well when you want warm window seats but someone’s sitting in the middle position.
After a weeklong test, I found the 2019 Mazda CX-5 one of the best compact SUVs in its class, and wholly worthy of anyone’s consideration. Of note, that category is filled with some big-time players, including the Canadian segment leading Toyota RAV4 (with 65,248 sales in calendar year 2019), the Honda CR-V (with 55,859 deliveries during the same 12 months), the Ford Escape (which is totally redesigned for 2020 and sold 39,504 units last year), the Nissan Rogue (at 37,530 units), the Hyundai Tucson (at 30,075), and this CX-5 (at 27,696).
I know, the CX-5 should probably do better than it does, but we need to keep in mind that 14 compact SUV competitors are vying for attention, and none of the other get anywhere near close to the CX-5’s sales numbers. In fact, the next best-selling VW Tiguan only achieved 19,250 deliveries last year, while Chevrolet’s Equinox only found 18,503 new owners. As for Jeep’s Cherokee, just 13,687 buyers took one home during calendar year 2019, while a mere 13,059 bought the Subaru Forester, 12,637 purchased a Kia Sportage, 12,023 drove home in a GMC Terrain, 10,701 chose the Mitsubishi Outlander, and 5,101 decided to buy the Mitsubishi Eclipse Cross. Additionally, the CX-5 was one of only six compact crossovers to increase its sales numbers from calendar year 2018 to 2019, the remaining eight having lost ground.
Cargo space is generous, and the 40/20/40-split seatback is best-in-class.
It’s actually a good time to purchase a CX-5, as Mazda is offering up to $2,000 in additional incentives on this 2019 model, while those who’d rather have a 2020 CX-5 can get up to $1,000 off from incentives. Make sure to check the 2019 Mazda CX-5 Canada Prices page or the 2020 Mazda CX-5 Canada Prices page right here on CarCostCanada for details. You’ll find itemized pricing of trims, packages and individual options, the latest manufacturer financing and leasing deals, manufacturer rebate information, and dealer invoice pricing that can save you thousands. The majority of new car retailers will be available by phone or online even during the COVID-19 crisis, and as you might have guessed they’re seriously motivated to make you a deal.
Everything said, I recommend the CX-5 highly, especially in GT or Signature trims, as it gives you a premium experience at a much more affordable price.
Story credit: Trevor Hofmann
Photo credits: Karen Tuggay (exterior) and Trevor Hofmann (interior)
The CX-9 is one stylish looking mid-size contender.
I want you to try something. The next time you’re considering the purchase of a new car or SUV, first go to the closest Mazda retailer, or at least check out the Mazda stand at your local car show, and take a seat inside the equivalent model you’re considering buying from an alternative brand. I’m willing to guess you’ll soon be wondering why your current vehicle isn’t a Mazda, or if you should still be considering any competitive models for your next ride.
This is true even if you currently own something made by a premium brand, Aston Martin, Bentley or Rolls-Royce aside. That same Mazda may cause you to question why you paid so much more for your domestic, Japanese or European luxury vehicle. Step into one of Mazda’s Signature trim lines and you’ll be feeling glummer still.
It might look like it’s all style and no substance, but the CX-9 provides plenty of interior room.
The top-line Signature trim is available in the Mazda6 mid-size sedan, plus Mazda’s CX-5 compact crossover SUV and the very CX-9 mid-size seven-passenger crossover being reviewed here. Together with the usual assortment of high-end features included in any given brand’s best equipped models, Signature trim includes such niceties as 19- to 20-inch alloy wheels, a powered steering column, a surround parking camera, front parking sensors to go along with the rear parking sensors already added, ventilated front seats, heated rear seats, and more depending on the model. Making it look and feel like it’s from a premium brand, not to mention a higher trim level from that premium brand, Mazda makes it even nicer by adding supple Nappa leather upholstery as well as real hardwood trim, my CX-9 Signature tester featuring Santos Rosewood on the centre console and all the door switchgear panels, front and rear.
Additionally, cloth-covered roof pillars are pulled up from lesser trims, while Mazda also boasts more pliable, padded premium surfaces than the majority of mainstream volume rivals, even in models not providing Signature trim lines like the recently redesigned Mazda3, making the independent automaker’s levels of refinement surprisingly good to those not yet initiated.
How’s this for a big, imposing luxury brand grille?
The CX-9 Signature shown here is as near premium as mainstream volume carmakers get. The multi-tiered dash is completely covered in padded leatherette that extends around to the door uppers front to rear. What’s more, the soft upper section of the instrument panel and harder lower composite panels are divided by a beautifully detailed metallic inlay that really feels genuine, this extending visually to the corner vents as well, plus the side door panels.
Thanks to my tester’s available Snowflake White Pearl exterior paint, it came standard with gorgeous Chroma Brown Nappa leather upholstery that also visually extends to the instrument panel, lower console and door inserts. It feels ultra rich on those doors thanks to a thick memory foam underlay, while a similar brown colour gets used for the thread stitching the leather-wrapped steering wheel and armrests together.
Piano black lacquer can be found inside too, but only in tastefully small applications around the shift lever and the doors’ power window switch panels, while the power mirror toggle is nicely detailed out in knurled aluminum like the infotainment system dial on the lower console. Plenty of satin-finish aluminum trim can be found through the cabin too, Mazda even coating the power seat controls with a satin metallic surface treatment for a truly upscale look.
The CX-9 Signature doesn’t miss a beat, with LED headlamps, LED fog lights, and 20-inch alloys.
On the digital front, Mazda upgraded the primary gauge package in GT models and above for 2019. It looks like a regular three-dial cluster at first glance, but the centrally-mounted speedometer and two surrounding efficiency/range gauges are in fact part of a 7.0-inch colour display, this bookended by three analogue gauges to the left and right, including a tachometer, temperature readout and fuel gauge. This represents a big change over the previous 2016-2018 CX-9 gauge cluster, which included analogue gauges on the left and centre, plus a colour multi-info display on the right. Now the multi-info display is housed within the circular digital speedometer, and provides a whole host of helpful features.
Improving on the new gauge cluster is a head-up display unit that projects key info onto the windscreen, even including a speed limit reminder that I really appreciated.
The LED taillight detailing is gorgeous.
Over at dash centre is an 8.0-inch infotainment touchscreen with nice, attractive, high-resolution graphics. The display itself is a fixed, upright tablet-like design as seen on the CX-9 and other Mazda models for years. Premium brands first made this design popular and Mazda was one of the first mainstream marques to adopt it, while it’s only just starting to catch on amongst volume-branded challengers. My test model’s infotainment system featured an impressive new double-screen parking camera with the usual rearview monitor as well as a superb 360-degree bird’s-eye view, making negotiating a tight parking spot especially easy when combined with its front and rear sonar system.
Also new for 2019 is Apple CarPlay and Android Auto smartphone integration, plus SiriusXM Traffic Plus and Travel Link data services with information on real-time traffic, weather conditions, fuel prices, and sports scores, while the infotainment system also includes navigation with detailed mapping, excellent 12-speaker Bose audio with Centerpoint surround sound and AudioPilot noise compensation technologies, plus SurroundStage signal processing, HD and satellite radio, voice activation, Bluetooth phone connectivity with streaming audio, text message reading and response capability, plus more.
The brownish-red on black interior is a nice touch.
An infotainment feature that sets Mazda apart from its mainstream competitors yet aligns it with pricier luxury branded alternatives is its lower console-mounted controller. It’s made up of a big metal-edged rotating dial that navigates the display, plus a smaller audio volume knob, and a bunch of fast-access buttons. Using this interface to modulate the infotainment system will be more comfortable than stretching an arm to the dash to actuate the touchscreen, at least for some users, but this said you can still use the touchscreen for smartphone-style tap, swipe and pinch finger gestures, the latter function perfect for changing the scale on the navigation system’s map, for instance.
As you may have noticed earlier, the CX-9 has been around in its current form since 2016 when Mazda introduced this second generation, which makes its premium levels of interior refinement even more amazing. You’ll actually need to sidle up beside the CX-9 Signature in the new 2020 Hyundai Palisade or Kia Telluride if you want to improve upon its rich interior (although I must confess to not yet testing the 2020 Toyota Highlander). Also notable, this current generation CX-9 is no longer based on the Ford Edge, but instead rides on Mazda’s SkyActiv platform.
The CX-9’s cabin design and execution is a cut above most competitors.
Made up of the mid-size SUV segment’s usual McPherson struts up front and multi-link setup in the rear with coil springs and a stabilizer bar at both ends, Mazda retuned it for 2019 to provide even better ride quality. Now it’s ideal for managing unkempt inner-city streets, overly large bridge expansion joints and otherwise poorly paved stretches of roadway elsewhere, while the latest CX-9 is also impressive on the open highway where its revised steering allows for better high-speed tracking.
Mazda’s dynamic pressure turbocharged SkyActiv-G 2.5-litre four-cylinder engine puts out ample passing power due to 250 horsepower, plus it gets up and goes quickly from standstill thanks to a whopping 320 lb-ft of torque. Understand that the CX-9 might look slim and stylish, but it’s in fact a sizeable seven-occupant crossover utility, but the highly efficient turbo-four nevertheless provides strong performance in town and more than enough when more open roads start winding. Sadly Mazda left steering wheel-mounted paddles off the menu, but the gear lever allowed for manual shifting when I wanted to extract as much performance from the powertrain as possible.
The new 7.0-inch digital gauge cluster puts the multi-information display within the speedometer at centre.
Interestingly, Mazda clearly specifies that the CX-9’s engine will only make full power when 93 octane gasoline or higher is fed into its tank, and knowing my colleagues all too well I’m going to guess that most use cheaper 87 octane when it comes time to refill. Therefore my tester was probably only making the 227 horsepower Mazda claims its capable of when lower grade gasoline is added, but it was still plenty quick. This may be because its impressive torque rating only loses 10 lb-ft without high-test fuel, and merely requires 2,000 rpm to provide full torque, so I personally wouldn’t waste any money on pricier fuel.
A metal rocker switch next to the shift lever allows for Sport mode, which improves acceleration due to the six-speed transmission’s ability to hold a given gear right up to redline, plus it won’t automatically shift when it spins up to the solid red line at 6,300 rpm, but instead holds its gear for more control through corners. This is a very rare feature in this mostly practical market segment, and therefore provides the CX-9 with more excitement than its rivals, despite only using a six-speed autobox. Together with its agile suspension setup, notably upgraded for 2019, and its fairly direct feeling engine-speed-sensing variable power-assist rack-and-pinion steering system, which collectively iron out tight curving roadways impressively, it’s a very well sorted SUV.
New for 2019, a surround view parking monitor is available.
G-Vectoring Control technology carries over from the previous CX-9, the technology seamlessly moving more torque to the front wheels during corner entry and then sending it rearward when exiting. To most it will be imperceptible, only adding stability that’s especially welcome amid inclement weather like the rainstorm I experienced during my test week. This is when I was also glad Mazda makes its i-Activ AWD system standard in trims above the base GS model, putting all of my Signature model’s 255/50R20 all-season tires to work.
All-wheel drive will be standard next year, so Mazda won’t be able to claim its current FWD model’s most efficient 10.6 L/100km city, 8.4 highway and 9.6 combined fuel economy rating. The AWD CX-9’s fuel economy is rated at 11.6, 9.1 and 10.5 respectively, incidentally, which despite making significantly more than the Kia Sorento is nearly as efficient by comparison, the Korean SUV achieving 11.2 in the city, 9.0 on the highway and 10.2 combined, whereas the V6-powered Highlander somehow gets a Transport Canada rating of 12.1 L/100km city, 9.0 highway and 10.6 combined.
That’s real rosewood around the lower console.
Igniting the CX-9’s engine only requires the press of a dash-mounted button, while access to the interior comes via proximity-sensing keyless entry. You’ll need to press on of the less than subtle black buttons on the front door handles to make the system work, and take note that Mazda hasn’t added a set of these buttons to the rear door handles like some others, but I must say that once inside the CX-9’s driver ergonomics are better than many of its competitors. The 10-way powered driver’s seat includes the usual fore, aft, up, down, tilt and recline functions, plus two-way powered lumbar support that actually pressed up against the small of my back perfectly (what luck!), but you might want to personally check this feature out for yourself. All said my tester proved wonderfully comfortable throughout my test week, with some of that credit needing to go to the powered tilt and telescopic steering column’s long reach.
Sitting behind my driver’s seat I found the second row window seat roomy, comfortable and supportive all-round. A wide centre armrest folds down when three abreast is a crowd in back, replete with a set of cupholders as per every other competitor in this segment, while the tri-zone automatic climate control system gets an attractive interface on the backside of the front console, featuring rocker switches for the previously noted three-way heated rear window seats.
Unlike its mainstream peers, but like many premium brands, the CX-9 provides this infotainment control interface.
The outboard second-row seats easily slide forward for ample access to the rearmost row, and while the third row offers a nice, comfortable set of backrests and lower cushions, there’s not much room for an average sized adult’s knees and feet unless the 60/40-split second row is pushed far enough forward that it’ll start feeling claustrophobic for its passengers. Thus the third row better used by smallish adults or children.
When that third row is in use there’s not much space for cargo, but nevertheless Mazda says that it’s good for 407-litre loads. I certainly never had need for the rearmost seats so I left them tucked away most of the time, which allowed for a very accommodating 1,082 litres (38.2 cu ft) of total cargo volume. The second row lies flat when required too, but being that it’s divided with a less than optimal 60/40 split it’s impossible to use the rear seat heater when stowing skis or other long items longitudinally. Better would be a centre pass-through or even more optimal 40/20/40 split-folding second row, but at least the CX-7 maxes its cargo capacity out at a sizeable 2,017 litres (71.2 cu ft) when all seats are lowered. The cargo area is properly finished as well, with carpeting protecting three-quarters of each sidewall, while a sturdy load floor can be lifted to expose a shallow carpeted storage compartment below.
These Nappa leather-covered seats are ultra-comfortable.
Other notable storage areas include an overhead console sunglasses holder, a big open area ahead of the shift lever, a large bin below the front centre armrest, and lastly the glove box that’s quite large and lined with a nice velvet-like material. Yes, Mazda certainly goes all the way in dressing up its flagship SUV.
Refinement in mind, Mazda stuffs all of the unseen areas with sound-deadening insulation, while the windshield and front windows use noise-isolating glass. The CX-9’s body is ultra-rigid too, while aforementioned improvements made to the steering and suspension systems help to eliminate unwanted noise while improving the SUV’s overall feeling of solidity. Everything from the way the CX-9’s doors close to its general driving dynamics make it seem like it should be badged by a luxury carmaker, while its very quiet inside too.
The second-row seats are comfortable and there’s plenty of room.
Peace of mind is important too, and to this end the CX-9 Signature provides one of the more advanced collections of active and passive safety gear available. Of course all the usual active and passive safety features are included, although these are supported with forward obstruction warning, Smart Brake Support and Smart City Brake Support autonomous emergency braking with pedestrian detection, advanced blind spot monitoring, rear cross traffic alert, lane departure warning, lane keeping assist, traffic sign recognition, new seatbelt reminders on the second- and third-row seats, adaptive cruise control with stop and go, and more.
Other premium-like features include an electric parking brake, a new frameless auto-dimming rearview mirror, new power-folding door mirrors, a Homelink universal garage door opener, a revised overhead console with LED overhead and ambient lighting plus a better designed LED room lamp control switch, while its heatable leather-wrapped steering wheel with cross-stitched detailing is a wonderful way to wake up on a cold winter morning.
The third row is best left for kids.
Additionally, the previously noted driver’s seat includes memory, while the CX-9 Signature also adds an eight-way powered front passenger’s seat with power lumbar, plus rear side window sunshades and more for only $51,500 (plus freight and fees), which is great value when put up beside luxury branded crossover SUVs with the same level of features, and just right when comparing volume-branded competitors with similar equipment. The only obvious feature void was the lack of a panoramic sunroof, the regular sized power moonroof overhead looking a bit too commonplace this day and age.
Speaking of the CX-9’s price and features, be sure to check out its various trims, packages and individual options at our 2019 Mazda CX-9 Canada Prices page, plus learn about available manufacturer rebates, in-house financing/leasing deals, and dealer invoice pricing to save even more. In fact you can get up to $2,500 in additional incentives on the 2019 CX-9 (at least you could at the time of writing), or up to $1,000 off when choosing the virtually identical 2020 CX-9.
There’s plenty of cargo space when the third row is folded flat.
Saving what some will claim as the CX-9’s best attribute for last, its dramatic yet tasteful styling could easily come from a high-end premium automaker. The SUV’s satin-silver grille is big and oh-so dramatic, its lower half even including night illumination, while full LED headlamps with automatic high beams, adaptive cornering capability and auto self-levelling seem like extensions of the grille’s chromed end pieces. An aerodynamic lower front fascia features integrated LED fog lamps, while slim LED tail lamps highlight the SUV’s rear quarters, and elegant satin-chrome trim can be found from front to back. Overall, the CX-9 is one sleek and elegant looking mid-size, three-row crossover SUV, which certainly makes it stand out in its crowded segment, just in case its impressive luxury, host of features, excellent driving dynamics and complete suite of advanced driving assistive systems haven’t caused you to sign on the dotted line.
Yes, like I said at the beginning of this review, the CX-9 will make a good first impression if you give it a chance. I highly recommend it.
Regardless of which trim you opt for, know that this is a pure-blooded Mazda. That means exceptional fuel efficiency, with an average of 24 miles per gallon in the city, 30 for highways, and 26 combined. It also means, thanks to the Skyactiv technologies and navigational features we touched on earlier, that each ride will be smoother with highly responsive handling. And, with a focus on exterior aerodynamics and interior comfort, ambient noise and vibrations are kept to a minimum in the cabin even in busy environments – perfect for a stress-free daily commute or road trip through a new-to-you city.
To this end, the SkyActiv-D turbo-diesel suits an upwardly mobile brand like Mazda better than some others, being that diesels have long been the stuff of Mercedes-Benz, Audi, and BMW, plus more recently Jaguar and Land Rover. I’d be remiss not to mention Volkswagen again, because not too long ago oil burners made up more than half of their Canadian sales, but now all of the just-noted German brands are on a different trajectory, embracing plug-in electric mobility at a much greater development cost and no sure promise of profits (even mighty Tesla had never managed more than two sequential quarters of profits as of this review’s publication date).
