Road test
MAZDA CX-5 Signature (turbo) 2019
The “Signature” treatment gives Mazda’s SUV power to compliment its fine handling
January 29, 2019
Pros and cons
Pros
- Lively turbo engine
- Excellent balance of ride and handling
- Exemplary steering
- High-end finish
- Enhanced equipment
Cons
- Acceleration still noisy
- Restrictive driving position
- Limited interior space
- More versatility needed
Overview
A year after the Mazda 6, the Mazda CX-5 gets the Signature treatment. Essentially, it means that Mazda has added a more luxurious trim above the GT version, normally the best equipped of the lineup. On the menu are more upscale materials, genuine wood trim, unique wheels and a few more bits of equipment. But above all, more power under the right foot, courtesy of the turbo engine that’s been in the CX-9 for the past three years.
The turbo engine is standard on the Mazda CX-5 Signature, which starts at $42,845 (including destination fees) and available on the GT as a $2,000 option. The GT starts at $39,345 with the naturally aspirated 2.5-litre, an increase of $2,350 compared to 2018, mainly because the Technology package is now added as standard equipment.
On the other end of the lineup, the base model GX costs $1,950 more than last year. Here, it is the mandatory automatic transmission and 2.5-litre engine that largely explain the increase. And yes, it signals the disappearance of another manual SUV; we can’t say Mazda didn’t persevere, but demand was simply too weak.
All trims now come with Android Auto and Apple CarPlay connectivity, as well as the heated seats formerly restricted to GS trim and up.
All Mazda CX-5s are built in Japan.
Verdict
The turbocharged 2019 Mazda CX-5 has been a long time coming, and it doesn’t disappoint. The turbo engine delivers the performance that was missing in the CX-5 when passing or merging onto the highway. The excellent chassis handles the power with aplomb, which only adds to the driving enjoyment typical of a Mazda. In fact, fun still comes first with the CX-5, base model and the well-appointed Signature alike.
Evaluation
Body and cabin
There is little to distinguish the Mazda CX-5 Signature from a GT, at least from the outside. Apart from the wheel colour, the two models are absolutely identical. That should please amateurs of discreet luxury.Even the differences in the Signature’s cabin are subtle: frameless mirror, brown Nappa leather seats, black headliner, unique wood on the dashboard and doors. Oh, and not to forget the DEL interior lighting and satin chrome trim…
All those elements add a real touch of class to a cabin that was already more upscale that average. Signature versions also get an exclusive gauge layout with a 17.8 cm/7 in. screen replacing the centre gauge that can be configured to show trip computer information.
Otherwise, the Signature model uses the same infotainment system as the other CX-5s, controlled via a knob and buttons on the console. Some of our testers prefer this setup to a touch screen, while others find it more distracting. What is sure is that the 17.8 cm/7in. display screen is beginning to look undersized compared to some of the competition.
Rear legroom and cargo space also reveal to be restrictive for the category. Honda CR-V, Toyota RAV4 and Nissan Rogue all offer more versatility for the price. Furthermore, the wide centre console and too-short centre armrest hamper the driving position.
Sadly, Signature treatment does not eliminate those weaknesses, shared by all the other Mazda SUVs in their respective segments.
Safety
As we announced in the Fall of 2018, Mazda has democratized its approach to driver assistance technology in 2019. Formerly optional on all models, features such as lane departure warning with automatic lane keep assist, automatic high-beams, adaptive cruise control and full-speed automatic emergency braking (AEB) are now standard on GS, GT and Signature trims. They still cost $900 on the GX (all-wheel-drive required), but the GX does add a “city” version of AEB as well as blind spot monitoring with rear cross traffic alert as standard equipment.Crash test results
The Mazda CX-5 obtained top marks for crash protection. When equipped with the adaptive front lighting system (GT and Signature), the headlights are among the few to obtain the Insurance Institute for Highway Safety’s 4/4 top rating.
National Highway Traffic Safety Administration (NHTSA)
Overall score: 5 / 5
Frontal impact: 5 / 5
Side impact: 5 / 5
Rollover resistance: 4 / 5
Insurance Institute For Highway Safety (IIHS)
Moderate overlap frontal impact: 4 / 4
Small overlap frontal impact:
- driver side: 4 / 4
- passenger side: 4 / 4
Side impact: 4 / 4
Rear impact: 4 / 4
Roof strength: 4 / 4
IIHS Top Safety Pick+
Mechanical overview
The Mazda CX-5 finally gets more power for 2019. While the base 2.5-litre is no slouch, with 187 horsepower and 186 pound-feet of torque, it has to work fairly hard when passing, which bumps up the noise factor in the cabin.Moreover, the CX-5’s finely balanced chassis could clearly handle more. So the logical solution for Mazda was to install the turbocharged version of its large four-cylinder under the long hood of its compact SUV.
The turbo engine counts on a number of technologies to deliver a maximum of punch at low rpms. Maximum torque of 310 pound-feet—an impressive number for a 2.5-litre—is available from 2,000 rpm. Power tops out at 227 hp at 5,000 rpm, which is slightly lower than average for an engine of this size.
Drivers who want maximum high-end performance can obtain 250 hp by using 93-octane gasoline. But first they have to find it—it is relatively rare—and then pay 15 or 20 cents more per litre, compared to regular gasoline.
Speaking of fuel, the new turbo engine averages 9,9 L/100 km in combined city/highway driving according to Natural Resources Canada. This is 1 L/100 km more than the base engine’s fuel consumption. We recorded 10,6 L/100 km after driving mainly on highway in the dead of winter.
The six-speed automatic transmission naturally has a manual mode, but it is activated with the shift lever rather than steering paddles, even with the turbo engine. That seems like a curious omission on the part of a manufacturer so clearly oriented towards sporty driving.
Even though GX and GS models are available with front-wheel drive, the vast majority of Canadian buyers opt for all-wheel drive. Like other systems commonly used throughout the compact crossover segment, this one calls on the rear wheels only when it detects front-wheel slippage or in heavy acceleration.
True to its strategy of constant evolution, Mazda took advantage of its 2019 model to refine the suspension across the lineup. Changes to the dampers and front-end geometry were made to reduce body roll and smooth the ride, already more comfortable since 2017. The manufacturer also improved the G-Vectoring Control system that imperceptibly adjusts power between the front wheels for more linear steering response.
Driving impressions
We have already abundantly discussed the Mazda CX-5’s excellent road comportment, which makes it one of the most enjoyable vehicles in the segment. This year’s modifications to the suspension make the balance of comfort and handling just that much better, reminiscent of the imperturbable performance of the best European sedans.There is a difference between a nice firmness and a stiff ride; the CX-5 can never be accused of the latter, even with the low-profile 19-in. tires. The arrival of the turbo engine also highlights the soundproofing improvements of 2017, since it doesn’t have to work as hard as the base engine. And that’s good news, because it is still noisier than several rival four-cylinders when pushed a bit.
The extra low-end power considerably improves everyday driving enjoyment. The dynamic capabilities of the platform can now be fully exploited, bolstered by precise, communicative steering. However, you have to watch out for torque steer: the steering wheel pulls to the side in heavy acceleration because the all-wheel drive system does not transfer the excess power quickly enough to the rear. The CX-9 displays the same comportment.
Still, the all-wheel-drive system deserves praise for its performance in deep snow and on slush and ice-covered roads. Those were the conditions we had to deal with during our first test of the CX-5 Signature in the Whistler region of British Columbia. The vehicle did a sensational job, and felt impressively secure.
The engineers indicated that they programmed the stability and traction control to intervene late, allowing time for the driver to react. The approach may seem surprising at first, but it seems efficient, as long as you keep your focus on the road.