So, what’s new? The looks, most obviously. These consist of a totally new body, one which Mazda says is stiffer and safer for occupants. The pretty stuff on top of the crash cell is new too, including an updated take on the Mazda Face we see across much of the brand’s lineup. It’s an attractive, upscale look EM exactly what the brand has been going for since its upscale push more than a decade ago.
In reality, what matters more than the look is how big the whole thing is. The car is 4 inches longer at the wheelbase than the outgoing CX-5, all of which was used to further optimize passenger space and cargo capacity. Most of this ends up aft of the rear seats. Rear seat passengers will notice things are a bit more airy, and your lanky friend will probably fit back there now. Cargo space receives a similar upgrade, with cargo capacity swelling north of 66 cubic feet (with the seats down) thanks to two more inches in the cargo bay and a wider body overall.
(Full disclosure: Mazda housed and fed me in California so that I could drive the CX-5.)
Under the skin, a few changes have also taken place. For one, the Turbo trim is no more. It was undoubtedly the most fun CX-5, with 250 horses and Mazda’s typically fun driving dynamics, but Mazda tells me it simply wasn’t worth recertifying for another several years in production through various US agencies. Not enough people bought them, and those who did already had them. Meanwhile, a new hybrid powertrain will replace it, but that’ll come later.
For now, Mazda leaves you with one powertrain shared across all five of the CX-5’s trim levels: it’s a 187-horsepower 2.5-liter four-cylinder engine mated to a 6-speed automatic transmission and a standard all-wheel drive system. That last item is a bit of a selling point, as some of the brand’s competitors offer cheaper base models with front-wheel drive. Mazda seems to have decided to abstain in favor of offering more for, well, more.