An antidote of such acceleration ills is here comprising of Mazda’s larger, 2.5-liter four-cylinder engine, that arrives typical on the Touring and Grand Touring models in the 2014 model year. (The 2.0-liter goes on inside the Sport trim and, unlike the 2.5, that is obtainable only with a six-speed auto, could be specific having a six-speed manual.) Although bigger by half a liter, the new 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 assured, 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 miles per gallon in mixed driving, nevertheless the 2014 2.5-liter test car returned only 21 mpg. Full disclosure: About 40 % from the mileage in our 2.5-liter test car was gathered in foot-to-the-floor, no-quarter-given driving from the backwoods of northern Michigan. More restraint with the accelerator could yield results nearer to the authorized EPA mixed amount of 26 mpg. Both engines are rated to tow nearly 2000 pounds, sufficient tugging power for individual watercraft and small cargo trailers.
However the numbers only tell an 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 bit of 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, along with the linear response and feedback through the electrically assisted steering are arguably best in class. It is a well-balanced, cogently damped package that follows through on turn-in with the routine predictability on the Michael Bay summer blockbuster.
Although the braking components are far from exotic-single-pot calipers all 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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