Review: 2013 Mazda CX-5 Sport

Posted on 06. Jul, 2012 by in Auto News

After I reviewed a Mazda, which is no longer made, I decided that maybe my next Mazda should review to include a vehicle that is actually available for purchase. We have Jack Baruth impressions throw the CX-5 at Laguna Seca and Brendan McAleer its comprehensive review of the optioned-up CX-5 Grand Touring experience, and now I'm my experience set the base CX-5 Sport shares enforcement through the meat grinder of a weekend discipline in a far-from-civilization 24 Hours of LeMons race.
My plan: get a CX-5 at LAX on Thursday, meet friends for dinner in Los Angeles, drive 133 miles north to Merle Haggard country, use the CX-5 on race equipment around lugging Buttonwillow Raceway Park, and then go back LAX. This is a 24-hour straight race, I thought I might have to nap in my car instead of driving the 15 miles to and from Bedbugge Inn, the CX-5 from a practical choice than, say, a Miata seems . So I got on the horn to the Mazda PR guys and called for a CX-5 sport. One case of Brass Monkey, and the key for the JDM '82 Cosmo in the magical basement Mazda USA headquarters All I got was the CX-5, which I drove around Los Angeles looking for the photo of the cover of the new Double Nickels on the Dime (Sorry State Route 11 Part I-110 was in 1981, so the image above is the best I could do).
No problem, though, I had a great selection of Los Angeles music playing through the CX-5's AUX socket, starting with (pre-Hagar) Van Halen and then right into X, Ice-T, war and fear. The audio system in this car is pumping some excellent bass and features digital control of magnitude less provocative than most. However, the USB socket in mine on the fritz (by pressure on the connector I could USB charging my phone give enough juice to stay alive) and the site of the 3.5-mm auxiliary jack seems calculated breaking and / or packed with Doritos residue. I would just fix this stuff with a buck worth of parts and a soldering iron, if I have to order this vehicle, but I bet most owners not be willing to do that.
The sport is all inside inconspicuous-but-competent plastic and fabric, of the kind that does not feel particularly expensive, but also not leave a strange petrochemical residue on your fingers (see: all Chrysler Cars built between 1981 and the reign of Marchionne made). Overall very pleasant interior, something most live with a daily driver could … well, no one can say how many miles the CX-5 should be good for. As this picture shows, the view out the rear window is pretty bad, so will you. Depending on your mirror as the driver of a van Value
I went to the city of Los Angeles to have some refreshments with former LeMons judges Jonny Lieberman.
In the course of our conversation, it occurred to me that most Repo Man was filmed in downtown LA. Of course we went to some of the places to find the Alex Cox for what I chose as the greatest car movie of all time. I was pretty sure that the scene in which J. Frank Parnell dies contamination of the aliens was shot in the trunk of the Malibu is very close to our waterhole …
Sure enough, 544 Mateo Street was just a few blocks away.
I wanted to shoot at the Mazda more Repo Man Sites, but I had to Buttonwillow (where, in a moment of meta-Plate O'Shrimp showed a LeMons team with a CRX by J. Frank Parnell get driven and implemented in full Repo Man '64 Malibu specs).
But I come to leave again to Los Angeles, when we do the Arse Freeze-a-Palooza race at Chuckwalla, and I will certainly take some photos on cars repo yard … plus maybe a few to a few Double Indemnity Locations.
Head north on I-5, I soon found myself climbing the steep grade of the Grapevine (of "Hot Rod Lincoln" fame). I drove this route often as those who followed my 1965 Impala Hell Project series know runs in vehicles up to the power-to-weight range from one to three unregisterable '83 Sentra cylinders with a '68 Mercury Cyclone with souped-up 351 Windsor engine, and the CX-5 sports horsepower/150 with 155 lb-ft of torque-o-was sufficient to keep the speed up, even on the toughest slogs of Grapevine. This car had the six-speed manual transmission, however, and so I can not say whether the slushbox would have moved in the right moments to keep the speed. Lose momentum on the Grapevine without much torque and find themselves for eternity in the slow lane with the octogenarian trapped in their Euro Celebrity Sports.
You could say that 155 hp, the Non for £ 3,300 enough, but then you might be wondering as well, why do you need a truckish looking car with great driving rel instead of the minivan, which would probably serve your needs-based, if you are looking fuel-economy/cargo-capacity combo that CUV shoppers look for-better. Wait, I say that? Anyway, I found myself turning the engine redline in every gear on the freeway onramps, that's a worthwhile trade-off for the fuel consumption, which hovers around 30 miles per gallon (more on that later).
I would not feel comfortable throwing this thing through the corkscrew, Baruth-style, but that's only because my mediocre-at-best track skills coupled with the feeling rel would freak me in this car too much. The two-wheel-drive CX-5 feels very car-like in the sub-11-tenths of maneuvers, and that is what is important to those who want truck-esque macho lines without Peterbilt-grade handling.
One of the things I like over 21 Mazdas century is the lack of gingerbread-for-its-own-sake complexity of instruments and controls. Drill down through endless nested menus on a touch screen is amazing for a smartphone in order, but let's just that the world's best user interface software engineers not work for automakers and leave it at that. Here aa few legible gauges and a little display with relevant information.
The same goes for the climate controls. They are a bit out dated, but they work a lot better than their similar-looking 1990's ancestors. Of course I would be willing to sacrifice a lot of functions to make a retro-futuristic Mars Base style have cockpit to have with all the wildest features of the Mitsubishi Cordia Turbo and Subaru XT Turbo instrument panels, but the Japanese seem lost their ability such Masterpieces to design in our new century.
After dropping my stuff at the Scabies-n-Domestic-Violence motel meth-and-lot-lizard universe that is Buttonwillow highway oasis, I went to the third annual Arse Sweat-a-Palooza 24 Hours of LeMons. At this point, my memories are a jumble of 1959 Humber Super Snipes, Olds diesel Corvettes, dust and fatigue. Around the paddock back to the motel, returned to the track. Repeat endlessly.
So took most of my driving the CX-5 hallucinatory levels under conditions of exhaustion, settled on the construction of I-5 routes pocked by aggressive drunks in Ford Excursions. I think it is a measure of the ease of driving the CX-5, that there is always slightly Pilot the matter under such sub-sub-optimal conditions.
Photo courtesy of Nick Pon
I have not come close to overwhelming the Mazda cargo capacity, it breathed boxing box deliveries and my bags with ease. You do not know how much room for your crap as a minivan, but it beats the space of the Mazda3 hatchback by quite a bit and it does not bear the grim cultural baggage Minivan operating costs.
So, it's pleasant to drive, looks pretty good and seems to be well built. My only major complaint about driving this car is the hyper-sensitive brake pedal, the brakes seem to keep for the use of a single dainty feet by Twiggy (though in mind, swung have been that I spent a lot of time behind the wheel of a primitive steel box on wheels. with manual drum brakes, which required Paul Bunyan-grade power for normal stops) and I came close to my retina detachment during a few stops You'd get used for a few days.
I got the chance, the CX-5 to take on a race track, but I was lost scanning the (yellow) weeds (yellow) transponder and not crack 20 mph. That is, I can indulge in all the table-pounding tirades about understeer at the limit.
The tallness of the CX-5 tends to a certain amount of highway travel, when strong winds whirled lead Tulare start dust. This could lead to some nervous moments, once the suspension gets a bit loose, but that's many years down the line.
I wanted to pull out of a door panel and take a look at the hidden connections to see how much lower bidder hardware Mazda could be installed in order to save a few dollars. I have no time for what looked at the 136-bad driving LeMons teams that I had to keep it under quasi-control, but what I found under the hood pretty decent.
A quick litmus test I like to give new vehicles, is a look at the battery connections, because you can bet that every car company that four cents per unit stored with a raw stamped steel battery connector have cut corners in a lot of places You can not see. Mazda uses a no-frills-but-rugged connector that would last all obtained by the vehicle battery during his lifetime.
After packing the race course, I went back to Los Angeles to catch a Denver-bound 737th Filling the tank, I was at 27.6 miles per gallon for a journey that will take equally stop-and-go traffic and high-speed highway, with 97-degree temperatures and the AC was on full blast most of the time . Mazda says 26 city/35 highway for this car to vote so that my results appeared. If my way of life, a CUV commissioned, I'd buy this for the as-tested MSRP of $ 20,695? Short answer: Yes.