I was working at a major North American car magazine, as an editorial staff member when the first CX-5 was introduced a decade ago. I was impressed with the size, design, and general packaging, of this handsome, mid-sized two-row. I recommended this model to several friends, a couple of whom bought them — one in fact driving hers more than 200,000 miles prior to trading in and up for something a bit younger, but it generally served her well. So, I was familiar with this model, and anxious to road-trip an updated generation of this consistent marketplace seller. The CX-5 has been updated and upgraded along the trail between 2015 and 2025, and Mazda graciously served up a smacking new 2.5 S Carbon model. The S Carbon indicates a somewhat Sport Packaged version, filled with all the trimmings. We’ll talk about the 2.5 part in a sec.
As you might imagine in a decade’s time, the CX-5’s exterior has been crispened and sharpened up, particularly in terms of the lighting clusters, and a fresh interpretation of a recognizable Mazda flavored visage. The Polymetal Gray Metallic paint job, over the red-and-black leather lined cabin is sporty, handsome, and looks upscale. The black 19-inch alloys, and 225/55-19 all-season rolling stock is standard on this model, and looks the business. This trim level delivers the CX-5 in highly loaded spec, with only a very few options offered beyond this or needed. Mazda has always done well with interior designs, materials, fit and finish, and this cabin was no exception. Handsome and inviting, it looks sporty and luxurious at the same time. One of only two extras on this unit was the $450 navigation system, and all the rest of the infotainment gear was current tech, and easy to use and pair with. The interior is roomy and comfy enough for five genuine sized adults, the heated front buckets very adjustable, and supportive without being overly firm. The cargo area has a flat floor and is roomy enough for a pair of mega roller bags; flop the rear seatbacks flat, and you will be very helpful in moving your kid to college.
On of my complaints with the first gen CX-5 was that it felt underpowered, at just a smidge more than 150 horsepower. I mentioned this to Mazda PR person running the launch program that I felt like it need “20 more horsepower.” He, an experienced sports car racer, tounge-in-cheekily replied “my friend, even a Viper would benefit from 20 more horsepower” quietly meaning that he understood and agreed. This new/current 2.5-liter I-4 packs the much-needed extra punch in the form of a competitive 187 horsepower and 185 pounds-feet of torque, backed by a smart, computer managed (Sky-Active, they call it) 6-speed automatic transmission with a Sport Mode. This model also includes “I-Active”–OK, enough acronyms already–all-wheel drive system that operates smoothly and transparently.
What a difference 35 or so horsepower makes; at idle, the engine putters softly through its dual exhaust system, pleasantly snarling as the revs climb under load — you’ll be looking for on-ramps where you can roll down the windows and floor the throttle. This is all the engine you’d want or need in this machine (IMHO), as it steps out smartly and securely from a stop or when passing. And the transmission is an ideal dance partner, shifting up and down smoothly, in coordination with road conditions and the moods of your right foot. There’s only one other, and optional, powertrain offered, a turbocharged version of the same engine, with a lot more power, but most drivers will be satisfied with the standard, non-turbo 2.5 — the Turbo of course is more powerful and faster, but costs more money to buy and more fuel to burn. I had no problem meeting or beating the EPA 26/30/28 average ratings. There is no hybrid or EV version of this model.
The CX-5 is quiet under most all road and wind conditions, and also a firm yet smooth ride. It also offers confident cornering grip, yet I am modestly disappointed in the steering’s off-center feel and response (meaning it took a bit more steering input to get the Mazda moving off the straight and narrow for a curve or lane change. The only other driver input I have modest question about is brake feel — the pedal was a little spongy before the brakes felt like they were biting fully (in fairness to Mazda, I’ve not known known this to be a problem on other models I’ve tested, nor have there been recalls about it) so perhaps it was just an anomaly with this particular unit, or maybe a few tablespoons low on brake fluid — my bad for not checking it myself. Otherwise, the steering has good feel mid-corner, and the CX-5 exhibits solid driving habits. And the safety ratings are all four- and five-stars.
This pretty dang much loaded tester based at #32,600 plus the obligatory $1420 delivery and destination fee, plus the couple options (the navi and rear bumper guards) brought the bottom line to a still comfortable $34,605, including moonroof, leather, upgraded suspension, all the tech, and such. Of course, this is a very competitive market segment with lots of worthy choices to consider. And if this CX-5’s looks, packaging, equipment levels and value message appeal to you, there’s no reason it shouldn’t be on your shopping list.
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