since 1976
since 1976
By Lee Pang Seng
THE anticipation had been building up since early this year following Madza’s introduction of the third-generation CX-5 in other markets. And it has finally arrived, as an imported SUV (Sports Utility Vehicle)/Crossover for now, and at an attractive price to boot for its status.
With more than 90,000 CX-5 sold in Malaysia (and more than five million worldwide) since it was first introduced in 2012, it is clear that this Mazda C-segment SUV/Crossover has endeared itself to a strong pool of customers (and we happen to be one of them with the second-generation 2.0-litre model).
To get the ball rolling on this highly anticipated third-generation model, Bermaz Motor chose to introduce it as an imported CX-5 2.5L variant. And for an imported model, the latest CX-5 2.5 comes at an attractive price of RM171,510.40 on the road without insurance. It’s no doubt this was achieved with Mazda Japan providing the SUV at an attractive price in the first place.
While plans are being made to have the latest CX-5 locally assembled, not just to be sold in Malaysia but also in other Asean countries, Bermaz Motor would continue to provide the second-generation CX-5 2.0L. This is a locally assembled model and targeted at those who prefer a smaller displacement engine.
How long would this unusual model arrangement be made available here would depend on demand and the stock overhang of the second-generation CX-5. We foresee the third-generation CX-5 being made available with a 2.0-litre engine next year, probably as an import model initially and a locally assembled model by year-end. That’s our conjecture of course.
After all, the latest CX-5 has a lot more to offer that would place it well against rival brands, that of the Chinese range in particular. It is longer with an extended wheelbase, bigger with more interior space and a big centre display with touchscreen access that is a significant change over the second-generation model.
The body profile and styling that many have come to appreciate in the earlier generation models is further polished and restyled to add the desired fresh look of an all-new model. This is attributed to Mazda’s design philosophy that includes the ‘Jinba-Ittai’ connection between car and driver, and the ‘endearing; philosophy of ‘Kodo: Soul of Motion’.
The familiar big grille is well complemented by the newly styled and sleek headlamp design with a wave-like light flow, muscular wheel arches, a redesigned Signature wing between the LED (light emitting diode) headlamps and wider bumper openings. The front also sees a raised section that is said to offer clearer forward visibility.
Dimensionally, the third-generation CX-5’s overall length is 4690mm (second generation 4575mm), width is 1860mm (1845mm) and height 1695mm (1680). The more important increase is the wheelbase of 2815mm against the second generation’s 2700mm. That would translate to more interior space for passengers and luggage.
The 12.9-inch centre info display is the one that would be more welcomed among potential customers as there is no need to envy those in rival brands. It looks just as big as the one in the CX-80 PHEV that was introduced last year and is way better than the 4.6-inch unit in the second-generation 2.0L model that is still sold here. It is also a better complement to the 10.25-inch driver instrument cluster.
For sure, the big touchscreen centre display would provide better visuals for the 360-degree view monitor and when reversing the vehicle. Although Mazda wants the touchscreen function to be less of a distraction for the driver when on the road, a bigger display provides information and function access that are easier and quicker to locate. That makes for minimal driver distraction.
The comfort details from the more spacious interior see an increase of 64mm in knee room and 29mm in headroom. The rear doors are now designed with a wider opening angle of 70mm and a lower hip point to facilitate easier entry. The front headrests feature what Mazda calls a ‘negative space design to visually lighten the passenger cabin’ while the luggage area is extended by about 45mm to accommodate larger items such as strollers for the young family.
Another update is the redesigned centre console that has cupholders and charger within ‘natural reach’. A new ambient lighting on the front door trims (with seven colour options) to suit one’s mood, a 12-speaker Bose sound system and two Type-C USB ports (one each in front and rear) are some of the new CX-5 highlights.
For now, Mazda is providing the new CX-5 with a normally aspirated 2.5-litre engine with variable valve timing. It is a unit that has been around with a turbocharged version that was introduced some years ago in the second-generation model. It has an undersquare configuration with a long 100mm stroke and 89mm bore to displace 2488cc.
It has undoubtedly been improved and a comparison of the power details with the 2.5-litre unit in the second-generation CX-5 indicated a slightly lower output. This is given as 136kW (185hp) at 6000rpm and 257Nm at 4000rpm while the second-gen 2.5-litre unit with the same 13.0:1 compression ratio is rated at 141kW (192hp) and 258Nm at the same peak rev points.
The six-speed electronically controlled automatic transmission continues to convey engine power to the front wheels. Mazda says the new CX-5 2.5L has a modest top speed of 187km.h while its fuel efficiency is given as 7.6L/100km (13.1km/l) under combined driving conditions, measured under the NEDC (New European Driving Cycle) standard. Likewise, the 56-litre tank is retained as a reflection of the CX-5 fuel frugal ways (and we could vouch for that with our second-gen CX-5 2.0L).
Its suspension fundamentals remain similar with a MacPherson strut front and multi-link rear as well as the 225/55 R19 tyres, which are Toyo Tires Proxes Sport for the latest CX-5. The black metallic alloy wheels add well to the SUV’s fresh dynamics. We have enjoyed (and continue to enjoy) driving our CX-5 2.0L through corners and winding stretches and we believe the third-generation model would continue to perform strongly in a dynamic way.
Would we upgrade to one? We are happy with what we have as we still look forward to getting in and driving our CX-5. The bigger centre info display is nice but we would pass on that. Paying a high annual road tax for the 2.0-litre engine is painful enough and the higher road tax for a 2.5-litre engine would be a greater drain on our wallet. For those who could afford it, the new third-generation CX-5 should meet their driving and social needs handsomely.
