MAZDA

Video: Mazda CX-5. Does it sway too much?

The Mazda CX-5 has always been one of the best-handling vehicles in its segment, and the automaker's focus on creating a fun-to-drive family crossover has resulted in a dedicated fan base. But for all its fun factor, the previous CX-5 had its shortcomings.

The previous CX-5 suffered from a cramped rear seat, narrow door openings, and outdated technology, which limited its mass-market appeal. The good news is that Mazda has addressed most of these issues in this third generation, which is larger, longer, and more sophisticated than before.

Rubin Archilla, Mazda's Senior Manager of Research and Development, told us the company wanted the new crossover to "retain the same personality" while broadening its appeal. And for the most part, they succeeded. If you liked the way the previous CX-5 drove, you’ll certainly like this new one.

The new CX-5 is 11.4 cm longer and has a longer wheelbase than the previous model. This new wheelbase provides a greater sense of straight-line stability, and the automaker has tweaked the software to sharpen steering responsiveness. The steering feel is more analog, without being as heavy or imprecise as before.

Mazda recalibrated the electric power steering to minimize damping. This means there is less interference in the feedback transmitted from the front tires. Steering effort is significantly lower than before, true, but it doesn't feel disconnected.

The automaker also reworked the suspension, featuring updated dampers and relatively softer springs. Despite the hardware upgrades, the suspension setup feels similar to the previous model's—according to Archilla—yet cornering performance is even better.

The only factor holding the Mazda back from being even more fun is the 2.5-liter four-cylinder engine, which isn't quite what it used to be. It still produces the same 187 horsepower and 251 Nm of torque, but now it feels a bit underpowered for the chassis.

It’s still great at lower speeds, with snappier throttle response than before, but the power felt insufficient when driving on the long, winding roads north of San Diego. I wanted more, and it made me really miss the previous turbocharged version. However, a hybrid version is coming in 2027 and should offer similar performance.

The cabin is much quieter than before, and that was one of the first things I noticed as soon as I hit the road. There is additional sound insulation in the trunk floor and liftgate, plus extra structural reinforcement around the C-pillar and rear wheel arches. Mazda also relocated the front door speakers to the firewall, eliminating the cutout required for their installation.

The cabin houses Mazda’s new infotainment system. The automaker has ditched the rotary controller—for better or worse—and replaced it with a large touchscreen featuring built-in Google Assistant. At least there are physical buttons on the steering wheel, including one for M-Drive and another for the 360-degree camera.

There are no physical climate controls—nor a volume knob—except for the front and rear defrosters, which are mandatory on cars sold in Europe. The controls are anchored at the bottom of the touchscreen and are always accessible, but Mazda really wants you to keep your hands on the steering wheel.

There is a dedicated button on the steering wheel to activate Google voice control, which you can use to adjust volume, temperature, and other vehicle functions. Using voice commands didn't bother me, but I understand why many find it frustrating and would prefer buttons and knobs for these functions. Mazda truly believes that steering wheel controls and voice commands should suffice, and it champions this idea with such conviction that it even placed the volume control on the passenger side of the screen. The company essentially forces the driver to use the large, tactile buttons on the steering wheel.

A key advantage of the new CX-5 and its large touchscreen—available in two sizes depending on the trim level—is its simplicity: there aren't too many settings to configure. There is a dedicated button in the vehicle to access features such as the i-Stop system, safety functions, and driving position settings.

The display is bright and responsive, featuring Apple CarPlay and Android Auto compatibility—wired on the entry-level model and wireless on higher trims. There are also large, dedicated buttons for accessing the home screen, app drawer, navigation, and music.

The front seats are comfortable, and the rear seats are noticeably more spacious. Mazda claims there is now enough room for a child to sit comfortably with their backpack on the floor in front of them. The rear door opening has also been widened, making it easier for children to get into the back seat unassisted.

Slalom test...In slalom evaluations, the Mazda CX-5 is widely praised for its agility, steering precision, and dynamic control, standing out positively within the compact SUV category.

Vehicle performance varies across different generations and testing conditions:

Performance by generation and notable tests:

Recent models (3rd Generation / 2026): In the latest dynamic tests by specialized outlets like km77.com, chassis dynamics and body-roll control remain key areas of focus for the brand, offering balanced weight transfers and direct responses for an SUV.

Second generation (From 2017 onwards): In the classic slalom test conducted by km77.com on YouTube, the model moved fluidly, executing clean changes of direction. The stability control (ESP) system intervenes smoothly and moderately to maintain the intended path without drastically reducing the vehicle's speed.

Low-traction tests (Ice and Snow): During comparative evaluations at the Mazda Ice Academy event, the CX-5 AWD was tested on an ice-covered slalom course at speeds ranging from approximately 37 km/h to 43 km/h (23 to 27 mph). It outperformed direct rivals like the Honda CR-V and Subaru Forester by demonstrating superior control during rapid left-to-right direction changes and a better ability to hold its line when exiting a turn.

First generation (2012): Since its launch, closed-circuit tests have shown that Skyactiv technology reduced the understeer tendency ("plowing" or "pushing" at the front end) common in SUVs, giving the vehicle a connected feel to the road similar to that of a conventional passenger car.

 

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