If you’re willing to trade some capability for better fuel economy, the newest breed of more efficient crossover utilities is well represented by this 2013 Mazda CX-5. We picked it as our top Small Utility of the Year based on style, drivability, and its new fuel efficient SkyActiv technology. So, how well is it doing? Well, results from only a month and 1,056 miles are hardly conclusive. Still, 25.7 miles per gallon of regular is pretty good for around town duties. Clearly the CX-5’s 2-liter, 155-horsepower automatic drivetrain is geared for economy. Enough so that some staff and viewers have already labeled the CX-5 as slow. On the ride and handling side, the CX-5 is well above the norm. It handles twisty pavements like a true Mazda. The interior is modern, very business-like, but with enough soft materials to have a premium feel. So, if the CX-5 is the face of more responsible driving, it comes across pretty well.
2013 Mazda CX-5
Mazda has a tradition of going their own way. When rivals zig, they sort of zoom. That’s why the Tribute compact utility, actually a rebadged Ford Escape, never really fit. But that changed with the new CX-5. Now the CX-5 embodies everything we like about Mazda. So much so it is our Drivers’ Choice pick as Best in Class. Now let’s see if the CX-5 the right choice for you.
The 2013 CX-5 combines Mazda’s renown zoom-zoom driving appeal, with the new SKYACTIV approach of lighter weight and ultra-efficient power trains, in a mainstream compact crossover. The CX-5 promises the fun factor that Mazda is known for, plus fuel economy levels new for a non-hybrid CUV. By the numbers, the CX-5 is indeed light weight, weighing in at 3,200 pounds thanks to copious use of high strength steel. And, you feel it too, whether cruising on the highway or zigzagging around surburbia, the CX-5 has a nimbleness that is easy to love, along with a quietness we didn’t expect. The ride is never harsh, but there is a definitely tauter, sporty tilt.
The Skyactiv power-train likes to be revved high, which may be uncomfortable for some, but not for the typical Mazda fan. Starting with a high 13:1 compression ratio, direct-injection, variable valve timing 2-liter I4, dubbed the SKYACTIV-G, it delivers 155-horsepower and 150 pound feet of torque; power then flows to either the front or all four wheels via a 6-speed manual or automatic transmission. A turbo diesel is also in the offing.
We took our front wheel drive, manual equipped CX-5 Sport gaser to the track to see what it was capable of. And, unfortunately, the timed quarter mile is the one place sporty attitude and fuel economy don’t mix well. We’re not saying it’s underpowered, but it is definitely weak off the line. But, rev it like a Mazda, and power does sneak up on you. Still, 9.6-seconds to reach 60, and the quarter mile in 17.2-seconds at 82 miles-per-hour, are nothing to brag about.
But, Mazda should brag about making the CX-5 available with a positive and precise shifting manual gearbox, something most rivals avoid. It allowed us to make full use of the engine’s power. First through third feel pretty typical, but fifth and sixth are for highway use only. And, the payoff is indeed superior fuel economy without complication. Government Fuel Economy Ratings of 26-City and 35-Highway are impressive. We easily averaged 30.6-miles per gallon of Regular in mixed driving. Automatic numbers are 26-City and 32 Highway. The Energy Impact Score is very good for a utility at 11.4-barrels of oil consumed per year, and annual CO2 emissions of 5.1 tons.
And, back at the track, once we started scooting through the slalom course, we found zoom-zoom to still be in full effect. Driven at a mildly aggressive pace, the CX-5 feels light and is quick to turn in. The streetable suspension still warns you off if you push it too hard, but overall the CX-5 feels much more solid and controllable than the Tribute ever did. Brakes were also solid and very consistent, with stops from 60 averaging a just fine 129-feet.
Inside our Sport model CX-5, things are very straightforward, but well done. There’s good use of soft touch materials, but not so much that it loses the sporty feel. Seats are very comfortable; even people who rarely comment on seats loved them; and in the back as well, there’s ample legroom and it feels reasonably roomy all around. Controls are all refreshingly uncomplicated, including an old-school 4-speaker stereo that still sounds great and has us longing for the days when controls were knobs and buttons, no scrolling through menus required. Cargo space behind the split folding rear seats is a good 34.1-cubic feet, 64.8 with the seats down, and there’s lots of small item storage.
We really like the very aggressive, “soul of motion” styling theme of the CX-5, with a big trapezoidal grille up front and wind swept body lines down the sides. Overhangs are minimal, as the CX-5 is all wheelbase with 17-inch wheels standard. The back looks equally smooth, with large taillights creeping up into the fenders.
Like fuel economy, CX-5 pricing is also notable, starting at only $21,490 for our base Sport model. But, if you work your way up to Touring and Grand Touring models, you’ll be much closer to 30 grand. The 2013 Mazda CX-5 is the true Mazda crossover we’ve been waiting for. It’s stylish, with a well designed and roomy interior, and it exudes competent ride, handling, and braking. Yes, it is a little slow, but no one on our staff complained about getting over 30 MPG in a utility. So, if this is the future of the CUV, we bet a lot of you can get used to less reserve power, and spending less time at the pump, especially when you can still have so much fun.
Specifications
- Engine: 2-liter I4
- Horsepower: 155
- Torque: 150 lb-ft.
- 0-60 mph: 9.6 seconds
- 1/4 mile: 17.2 seconds at 82 mph
- EPA: 26 mpg city/ 35 mpg highway
- Energy Impact: 11.4 barrels oil/yr
- CO2 Emissions: 5.1 tons/yr
Long Term Updates
We picked the 2013 Mazda CX-5 as our Drivers’ Choice Best Small Utility for its practical size, expressive styling, fine handling, and advanced gas saving technology. On that last point, Mazda’s investment in SkyActiv technology, making gasoline powertrains run at peak efficiency, is paying off. We’ve logged 2400 miles in 2 months with a 2-liter I4 automatic combo and have 30.4 miles per gallon of regular to show for it. That compares to mid-20s on our long term Honda CR-V. Now, we will admit the CX-5 would lose any drag race with the CR-V, but once the road turns twisty the CX-5 lives up to Mazda’s other philosophy of “Zoom-Zoom” performance. Our staff finds the compact CX-5 to have plenty of interior room for most chores, but the voice-activated NAV system is a bit hard of hearing. Mazda recently announced a boost in production for the CX-5 and it’s easy to see why.
The all-new Mazda CX-5 compact crossover is our current Driver’s Choice Best Small Utility pick for, among other things, Mazda’s SkyActiv approach to improving fuel economy in traditional gas and diesel powertrains. So, we were prepared to accept a somewhat lethargic performance of its 155- horsepower 2.0-liter I4, automatic, all-wheel drive powertrain.
So, is it worth that tradeoff? Well, after 6,200 mostly urban miles in 4 months we’re averaging 28.9 miles per gallon of regular. That’s about 15-percent better than our long term Honda CR-V. So, SkyActiv does indeed pay off!
Once up to speed, the CX-5 is a commendable highway cruiser. The well laid out interior is user-friendly for passengers and cargo alike. Front seats are especially comfortable. The Blind Spot Monitoring system works well. One gripe, it’s hard to see the Start Button behind the wiper stalk. But, for size, versatility, handling, styling, and especially fuel economy, the Mazda CX-5 continues to be a winner.
We’re at 6 months and nearly 9,000 miles with this Mazda CX-5 compact crossover.
We applaud Mazda for adapting its new SkyActiv fuel saving technology to notoriously thirsty utilities. Our CX-5 delivers above average fuel economy for its class of 27.4 miles per gallon of regular.
But, the downside of SkyActiv is a lethargic 155-horsepower 2.0-liter I4 engine. The CX-5 can be a slug pulling away from a stop.
While all of our staff find the interior roomy, some think the front seats are a bit lumpy. But, we all agree that the CX-5 handles expertly, like a Mazda should.
Mazda’s fuel saving SkyActiv concept has gotten a lot of attention. It squeezes more miles per gallon without resorting to hybrid or electric hardware. Our 2013 CX-5 compact crossover uses the SkyActiv approach and so far we think it’s paying off.
After 8 months and nearly 10,000 mostly urban miles our CX-5 is averaging 27.3 miles per gallon. That’s 10-15% better than we’re seeing in the similarly sized Honda CR-V.
So we’re spending less time at the gas pump and more time doing other things small crossovers are not supposed to do well, like handling, and carrying more people and cargo than it should for its size.
What would make it even better? Well, more padding to the front seats and a smoother folding mechanism for the second row. But, don’t change the Bose audio system. It sounds sweet! And, the Mazda CX-5 surely is.
Getting better fuel economy without resorting to hybrid or alt-fuels is the goal behind Mazda’s SkyActiv concept. Through the use of high compression and gearing it boosts fuel economy about 10-15% over similar sized rivals. Our 2013 CX-5 compact crossover, the first model to fully embrace SkyActiv, is averaging an excellent 27.2 miles per gallon of Regular.
After 9 months and over 14,000 miles, we’ve gotten use to its less than jack rabbit acceleration. Made up for by very economical long distance cruising. And, true to Mazda’s mantra, it’s a pleasure to drive.
Two annoyances. The driver’s seat seems to wiggle like something is coming loose. And, the brakes are sometimes quite noisy. But, otherwise we are actively impressed with our SkyActiv Mazda CX-5.
If you’ve been keeping up with our long term Mazda CX-5 compact crossover with a 155-horsepower 2.0-liter SkyActiv powertrain, you know that its upside of class leading fuel economy is somewhat offset by anemic acceleration.
It’s still a fair tradeoff for what we think is an excellent handling, comfortable riding, practical living CUV.
After 10 months and nearly 16,000 miles our 2.0 CX-5 continues to impress with 26.6 miles per gallon of regular even after long periods of cold weather idling. Maybe that’s why the gas gauge almost never seems to move!
But, if you’re still wary about power, the 2014 Mazda CX-5 brings the welcome news of an optional engine, a 2.5-liter SkyActiv with 184-horsepower. It’s a nearly 20% boost that is readily noticeable, especially when passing. But, the best news is that fuel economy suffers only one mile per gallon and still beats rivals like CR-V and RAV4.
The CX-5 is a fine design and one small CUV that certainly should not be overlooked. If for fuel economy alone, it’s a winner.
This summer is something of a revolving garage door here at MotorWeek as long term models come and go. Going is our 2013 Mazda CX-5. After 13 months and 22,000 fault-free miles, we came away impressed by the first comprehensive use of the brand’s SkyActiv powertrain technology. Our test average 26.9 mile per gallon fuel economy was better than many rivals by about 10%. But, the price was lethargic acceleration from the 2.0-liter engine. That has been partially addressed as a larger 2.5-liter is now standard that boosts power with no loss of MPGs.
2024 Hyundai Santa Fe
Hyundai’s Santa Fe Aims For Land Rover
The Hyundai Santa Fe has been through many changes during the four generations and 23 years that it’s been sold here in the U.S., but none more dramatic than what is being offered for 2024. This fifth-gen Santa Fe is certainly bigger and definitely boxier, but is it a better Santa Fe?
This 2024 Hyundai Santa Fe is indeed a major departure from the wide-mouth, chrome-clad, swoopy-styled midsize five-passenger utility that we’ve known for the last 5 years, and it brings some other big changes with it.
The look is now more slab-sided, slimmed-down, and off-road inspired; drawing comparisons to Land Rover from just about everyone we encountered. The wheelbase has been extended by almost 2 inches, which adds to interior space; so much so that a third row of seating is now once again standard in the Santa Fe. Like many major departures when it comes to styling, time will tell how well it ages, or if there will be another big swing next time around. Many on our staff were not fans of the 21-inch wheels that come with the top Calligraphy trim; and it does appear like they ran out of ideas when they got to the back and called it a day.
But that flat tailgate is 6 inches wider than the previous gen, allowing for very-much minivan-like access to the cargo area, which Hyundai says is the launchpad for adventures, no longer just a simple cargo bay. There’s room for 14.6 cu-ft of adventure gear, or just groceries, behind the third row, 40.5 cu-ft behind the second row, and a max of 79.6 cu-ft with all seatbacks folded. And if you can’t fit everything back there, Hyundai has integrated a cool grab handle into the C-pillar for helping you load stuff up top.
The cockpit of this adventure vehicle feels much more like a luxury car than a rugged utility. Maybe that’s the Land Rover influence again. But really, it’s mostly on-brand from what we’ve been seeing from Hyundai lately. That’s especially the case when you escalate things to top Calligraphy trim. Its $12,500 over base and comes with features such as quilted Nappa leather seats, Eco-suede materials, dual wireless phone chargers, a sweeping panoramic curved dual screen display that we’re more accustomed to seeing in Genesis, with sturdy captain’ chairs with lots of adjustments in the second row. Two-place seating in the standard third row means a capacity of six; lesser trims come with a second-row bench upping that number to seven.
The cockpit of this adventure vehicle feels much more like a luxury car than a rugged utility.
The 2.5-liter I4 turbocharged engine returns, but now as the standard powertrain, getting slightly detuned to 277 horsepower but with the same 311 lb-ft of torque as last year. All-wheel drive is an $1,800 option for all trims except in the off-road inspired XRT where it is included. A 231-horsepower Hybrid is optional. This is a lot of vehicle for the standard four-cylinder to move, even if it is turbocharged, but that seems to be the way things are heading these days. So, we’ll just have to accept the tepid jog to 60 of 7.0 seconds. To be fair, it’s still plenty quick for running errands with the family.
It uses a dual-clutch eight-speed transmission rather than a traditional automatic. Gear changes were smooth with some power drop with each upshift. We reached 95 mph at the end of the quarter-mile in 15.4 seconds. This bigger Santa Fe felt very stable at speed going down the track. It was more in its element in our handling course, with sharp and responsive steering, great balance, and lots of feedback; all making it easy to keep momentum going through the cones. We saw plenty of nosedive with a soft brake pedal in our panic braking runs. But results were quite good, with stops from 60 averaging 111 feet.
Government Fuel Economy Ratings with all-wheel drive are 20 City, 28 Highway, and 23 Combined; rounding up our 22.6 mpg of Regular average puts it right on.
An ever increasingly wide bandwidth of options has the base Santa Fe starting at $35,365 and reaching all the way up to $47,915 for top Calligraphy; the Hybrid is available in SEL, Limited, and Calligraphy trims only.
Love it or hate it, the 2024 Hyundai Santa Fe has made a bold step in style, but it still has plenty of substance to back it up. So yes, it is a better Santa Fe, and now with a definite upmarket push, it lands as an even greater mid-size utility value.
Specifications
As Tested
- Engine: 2.5-liter I4 Turbo
- Transmission: 8-speed dual-clutch auto
- Horsepower: 277
- Torque: 311 lb-ft
- EPA: 20 City | 28 Highway | 23 Combined
- 0-60 mph: 7.0 seconds
- 1/4 Mile: 15.4 seconds at 95 mph
- Braking, 60-0 (avg): 111 feet
- MW Fuel Economy: 22.6 MPG (Regular)