Absolute power may corrupt absolutely, but a little more of it never
hurt. In fact, sometimes it can be a big help. Case in point: Mazda’s
CX-5. Since its debut as a 2013 model, the CX-5 has impressed us with
its styling, assembly, comfort, utility, fuel economy, and, in
particular, its dynamics. We’ve characterized that aspect of this
compact crossover’s persona as “compelling,” and it helped the utelet to
a comparison test victory
over five other small SUVs. But the Mazda has also provoked uniform
indifference for its tepid power. As we observed in the initial report
on our CX-5 long-term test subject, “no logbook comment fails to mention its slowness.”

Power vs. MPG

The CX-5 was the first full manifestation of Mazda’s so-called Skyactiv Technology,
a holistic approach to design focusing on weight reduction, efficiency,
and mpg. Power is supplied by a new 2.0-liter DOHC direct-injected
aluminum four, and there isn’t a whole lot of it: 155 horsepower, 150
lb-ft of torque.

Hitched to a 3500-pound crossover with a six-speed automatic, this
yields very good fuel-economy ratings from the EPA—25 mpg city/31
highway with all-wheel drive—but acceleration is, to be kind,
uninspiring, with 0-to-60 mph in 9.2 seconds and a quarter-mile sprint
in 17.1 at 81 according to our instrumented test runs.

The engineering challenge: pare seconds off those dismal times without
excessive mpg sacrifice. The answer: a new 2.5-liter four for the CX-5’s
top two trims, one shared with the new Mazda 6 sedan. This one offers 184 horsepower and 185 lb-ft of torque.

An undersquare design (89-mm bore, 100-mm stroke), the new 2.5 has some
interesting engineering details. Its compression ratio is race-engine
high at 13:1, but as with the 2.0-liter four, the 2.5 operates on
regular unleaded fuel. Also, as a member of the new Skyactiv G engine
family, it’s assembled on a line that can accommodate four-cylinder
engines that can range from 1.3 to 2.5 liters. What makes this unusual
is that the bore centers differ slightly from one displacement to
another.

Speaking of race-car touches, the new exhaust manifold is reminiscent of
the old “bundle of snakes” on the Ford GT40. That tangle of tubing that
looks like Medusa on a good hair day helps net optimal efficiency, and
quick catalyst light-off.

Price and Payoff

Based on a half-day drive in the Texas hill country around Austin, it
seems as if the Mazda powertrain team has hit its marks. We estimate
0-to-60 times for 2.5 AWD models in the 8.3–8.4-second range—not exactly
nosebleed territory, but a nice improvement over the 2.0. And in the
real world, it amplifies the CX-5’s exemplary responses, enhancing
corner exits, reducing passing exposure time on two-lane roads, and
lending more verve in the daily stoplight derby. Just as important, the
2.5 maintains EPA fuel-economy ratings near the top of this class: 25
city/32 highway with front-wheel drive and with 24/30 with all-wheel
drive.

But there are asterisks. For example, the 2.5-liter is offered only with
the six-speed automatic transmission. The 2.0 can be linked with a six-speed manual gearbox,
but that engine and the manual option are limited to the base (Sport)
model. And the premium for the 2.5’s extra punch is a bit over $2000,
although this is a little misleading, since the 2.5 is confined to the
upscale Touring and Grand Touring models. Both of those have the larger
engine and automatic transmission as standard equipment, with the
mid-level Touring also including standard items such as a backup camera,
a power driver’s seat, blind-spot monitoring, a leather-wrapped
steering wheel and shifter, fog lamps, a premium audio system, split
folding rear seat, Bluetooth Audio package, and more.

In addition to the 2.5-liter four, the 2014 CX-5 receives a number of
small detail and equipment updates. Most significant among these is the
new Smart City Brake Support (SCBS), which uses laser technology to
monitor closing rates and ultimately prevent low-speed (up to 19 mph)
collisions by applying the brakes should the driver fail to respond to
system warnings.

Pricing on models equipped with the 2.5-liter opens with the $24,410
front-drive Touring model. All-wheel drive raises the cost to $26,660,
while the top-of-the-line Grand Touring starts at $28,415. A GT with AWD
runs $29,665.

How important is a second or so to 60 mph? Is it worth the extra cost?
You obviously have to answer that question for yourself. But we can say
that the added power that comes with the new 2.5 makes the CX-5’s
acceleration consistent with its other dynamic traits. Which adds up to a
much more satisfying CX-5.
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