An antidote for such acceleration ills is here by way of Mazda’s larger, 2.5-liter four-cylinder engine, which occurs common in the Touring and Grand Touring models for the 2014 model year. (The 2.0-liter keeps on on the Sport trim and, unlike the 2.5, that is obtainable only with a six-speed auto, can still become particular having a six-speed manual.) Although bigger by half a liter, a new mill bumps output by 29 horsepower and 35 lb-ft of torque. So lucky, 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 expense of some mpg.
Our long-term 2013 CX-5 Touring AWD with the 2.0-liter and automatic offers averaged a solid 28 mpg in mixed driving, but the 2014 2.5-liter test car returned only 21 mpg. Full disclosure: Approximately 40 percent in the mileage inside 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 closer to the certified EPA mixed number of 26 mpg. Both engines are rated to tow up to 2000 pounds, sufficient tugging power for private watercraft and small cargo trailers.
Nevertheless 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 in which the base car would best hold out for the wider opening. All the chassis goodness in the 2.0-liter CX-5 remains, along with the linear response and feedback from the electrically assisted steering are arguably finest in class. This is a well-balanced, cogently damped package that follows through on turn-in along with the routine predictability of the Michael Bay summer blockbuster.
Even so the braking components are away 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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