An antidote of these acceleration ills is here in the form of Mazda’s larger, 2.5-liter four-cylinder engine, that comes typical inside the Touring and Grand Touring models for the 2014 model year. (The 2.0-liter goes on within the Sport trim and, unlike the 2.5, that is offered just with a six-speed auto, could become specific with a six-speed manual.) Although bigger by half a liter, a latest mill bumps output by 29 horsepower and 35 lb-ft of torque. So endowed, our CX-5 cracked off a 7.6-second 0-to-60 time and knocked down the quarter in 15.8. Welcome improvements to be sure, but at the cost of a few mpg.
Our long-term 2013 CX-5 Touring AWD with the 2.0-liter and automatic has averaged a solid 28 mpg in mixed driving, although the 2014 2.5-liter test car returned only 21 mpg. Full disclosure: Approximately 40 percent of the mileage in your 2.5-liter test car was built up in foot-to-the-floor, no-quarter-given driving through the backwoods of northern Michigan. More restraint using the accelerator could yield results closer to the official EPA mixed quantity of 26 mpg. Both engines are rated to tow about 2000 pounds, adequate tugging power for private watercraft and small cargo trailers.
But the numbers only tell element of the story. Whereas the 155-hp, 2.0-liter CX-5 is a willing but weak companion, the 184-hp, 2.5-liter car is a little an instigator, cutting and running in traffic situations that the base car would best hold out for a wider opening. All the chassis goodness through the 2.0-liter CX-5 remains, plus the linear response and feedback in the electrically assisted steering are arguably finest in class. This can be a well-balanced, cogently damped package that follows through on turn-in along with the routine predictability on the Michael Bay summer blockbuster.
Even so the braking components are far from exotic-single-pot calipers around, 11.7-inch vented front rotors and 11.9-inch solid rotors in back-Mazda has tuned the setup well, and our CX-5 2.5 stopped from 70 mph in 166 feet.
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