An antidote for such acceleration ills has arrived by way of Mazda’s larger, 2.5-liter four-cylinder engine, that arrives common in the Touring and Grand Touring models in the 2014 model year. (The 2.0-liter goes on in the Sport trim and, unlike the 2.5, that is available only with a six-speed auto, could be 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 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 certain, but at the price of a bunch of mpg.
Our long-term 2013 CX-5 Touring AWD with the 2.0-liter and automatic offers averaged a good 28 mpg in mixed driving, although the 2014 2.5-liter test car returned only 21 mpg. Full disclosure: Approximately 40 % in the mileage inside our 2.5-liter test car was accrued 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 number of 26 mpg. Both engines are rated to tow nearly 2000 pounds, adequate tugging power for personal watercraft and small cargo trailers.
Nevertheless the numbers only tell a part 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 wait for the wider opening. All the chassis goodness in the 2.0-liter CX-5 remains, along with the linear response and feedback in the electrically assisted steering are arguably best in class. This can be a well-balanced, cogently damped package that follows through on turn-in along with the routine predictability on the Michael Bay summer blockbuster.
Although the braking components are far 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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