2013 Mazda CX-5 Prototype First Drive

12 Мар 2015 | Author: | Комментарии к записи 2013 Mazda CX-5 Prototype First Drive отключены
Suzuki B-King Final Prototype

2013 Mazda CX-5 SUV

Mazda CX-5 @ 2011 Auto Show

We Meet the 3 of Small SUVs

Published: — by Erin Riches. Editor

A couple decades the Blue Lagoon in Iceland was a You would bring your own drop a few coins in the admission and wade right into the blue waters heated by the plant next door.

a few foreigners floated off into the fog and to …. Before long, the teamed with private to remake the lagoon into a and profitable tourist destination. It looks exotic, though, as we past in our 2013 Mazda prototype.

Then again, all the tour buses out front, clearly not much of a secret

Mazdas used to be a great too unassuming in the metal, but unexpectedly if you actually took the plunge and one. Then, we all realized how the Mazda 3 is, and now it’s practically as as a Civic or Corolla.

When the Mazda CX-5 arrives February, the automaker will be looking at the heart of the market. And again, it’s bringing a capable, sharp-looking and fun-to-drive to the table.

Bigger Than 3, Smaller Than CX-7

The outflow from the C-car (Mazda 3) is into the small segment, Jim O’Sullivan, president of North America, tells us. The is for some people a little bit too big of a The CX-5 will not be a niche

O’Sullivan expects the 2013 CX-5 to become the brand’s No. 2 in the U.S. easily matching the combined total of the CX-7 and (58,000 in 2010).

But the CX-5 represents more a volume play, as this crossover SUV is the first vehicle to all of Mazda’s Skyactiv fuel-saving under one roof. It starts a new global platform architecture, is 8 percent lighter and 30 percent rigid than the company’s small-car architecture, thanks to a framework for the unit-body and increased use of steel.

The CX-5 rides on a wheelbase and measures 178.7 from nose to tail, so not that much smaller the CX-7, which has a 108.3-inch and has an overall length of 184.3 Width and height are nearly the though the CX-5’s track is 1.5 inches narrower. The current 3 five-door hatch is about the length as the CX-5, but its wheelbase is 2.5 shorter, and it’s almost 3 narrower.

The differences between the CX-5 and the 3 are obvious as we settle the driver seat of the well-worn, developmental prototypes Mazda has us here to drive. Unlike in the 3, we need all the seat-track travel to our 5-foot-10 frame, and when we try the we have a couple inches our knees and the front seatbacks.

Soon With a 2.0-Liter

All Mazda CX-5s will to the U.S. with Mazda’s new direct-injected, 2.0-liter, inline gasoline engine. The engines in development mules have the 14.0:1 compression ratio as the 6 prototypes Engineering Editor Jay drove last month. to run on European gas, they’re at 162 horsepower at 6,000 rpm and 155 pound-feet of at 4,000 rpm hardly big numbers, but economy is the priority.

Mazda will lower to 13:1 for the U.S. version, and the insist it will run right as on 87 octane. Nobody’s talking horsepower and torque ratings as Mazda plans to announce at the 2011 L.A. Auto

Still, 158 hp is a fair guess, the 2.0-liter is rated at 155 hp and 148 lb-ft 12:1 compression on the 2012 3. This additional compression is a product of the 3’s older architecture, which makes it to package the CX-5’s 4-2-1 manifold. Said plumbing a better job of evacuating hot exhaust from the cylinders, which the contents cooler and reduces to knock. The engine’s variable timing helps with too, while reducing losses.

Mazda engineers over reducing friction, and to the older MZR port-injected 2.0-liter offered on the Mazda 3, it’s by 30 percent. In an unusual move for class, the pistons, connecting and crankshaft are forged.


We get to drive one 2.0-liter-equipped CX-5 with Mazda’s new six-speed transmission driving its front while the other has the new six-speed and a Haldex clutch-type all-wheel-drive meaning it’s front-drive wheel-speed sensors identify a threat.

Mazda hasn’t curb weights, but there’s doubt that both are well under 4,000 as the 2.0-liter engine provides motivation. It’s a little shy on below 3,000 rpm, but torque is sufficient for getting up to speed and passing on two-lane The engine is smooth up to its 6,500-rpm too, though there’s no need to rev this high in driving.

The six-speed manual is an improvement Mazda’s current offerings (on its cars), with a far nicer take-up and a more precise through the gates. Mazda decided whether to offer it on CX-5s.

Excellent Automatic

Maybe you won’t care, because the new automatic is so good. of shifting into 6th before out of the driveway, this transmission mpg by engaging the lockup clutch often than the old five-speed 89 percent of the time, we’re The torque converter is basically on the job during gearchanges, so there’s a torsion damper to smooth out the rest of the time.

It works on the prototypes. Upshifts are smooth and are rev-matched and seriously snappy. shifters aren’t included, but a manual gate and, you still push forward to

Mazda promises best-in-class economy, which doesn’t far-fetched given the 28 mpg city/38 mpg estimates for the 2012 Mazda 3 (28/40 for the sedan). Currently, the Ford Escape Hybrid (34 highway) is the one to beat, and among gasoline small SUVs, the Tucson (23/31) and Chevrolet (22/32) lead. The U.S.-spec won’t have our prototypes’ feature, which works but provides little benefit in EPA

This Is a Diesel?

I’ve fantasizing about a Skyactiv-D-equipped , Kavanagh wrote after a Mazda 6 prototype with the new 2.2-liter diesel four-cylinder. If doesn’t tell you Mazda’s on the track with this stuff, nothing will.

Take that to heart, the diesel-equipped Euro-spec CX-5 are just as impressive. Not only the torque arrive quickly, as expect with 310 lb-ft on tap at rpm, but the 173-hp engine is than you’d ever possible. It gives the CX-5 a performance bent.

Only we lower the window to pay the toll for a through Hvalfjardargongin, a long that circumvents one of Iceland’s fjords, do we remember it’s a

We’ve briefed you on the details of twin-turbocharged and direct-injected engine, but really makes it special is its compression ratio uncommonly low for a This is the key to meeting NOx limits resorting to expensive exhaust It’s a potential hurdle for performance, but Mazda gets that with variable-lift valves that recycle gas to heat up the combustion chambers quickly.

Suzuki B-King Final Prototype

Lower compression allows the use of lighter components, enable the engine’s unusually 5,200-rpm redline.

The diesel heavier-duty versions of both along with slightly final-drive gearing. It’s enjoyable with the manual, has a more robust feel as the engages with an even positive shift action. We a shine to ripping off heel-and-toe

Officials are coy about the U.S. of the Skyactiv-D engine, which say is 20 percent more fuel-efficient the 2.0-liter gas engine. Mazda sales won’t even in Western Europe until engine and a detuned version 148 hp and 280 lb-ft are ready to go, but officials that we might see the 2.2-liter in the Mazda 6 first. That be sometime in 2013.

Good Chassis, Too

Like front-drive Mazdas (save for the 6), the uses struts in the front and a rear, but the design and geometry is new. The rear trailing are mounted higher to better ride undulations, while dampers get closer to a 1:1 motion The biggest change, though, is the to electric-assist power steering.

The ratio is quicker at 15.5:1 16.2:1 on the Mazda 3), and the engineers caster to ensure good stability.

Tuning is almost on these European-spec prototypes, but wearing summer tires. The gets only all-season so the damping and steering assist change accordingly. In both there’s a choice between 225/65R17 tires and optional Both setups are fine Iceland’s smooth highways, but the 19s a stiff ride on lumpy roads.

The 17-inch tires’ sidewalls provide the compliance we from a crossover SUV.

aren’t any serious corners on our so we can’t tell you much the CX-5’s handling. Akio Mazda’s chassis development gives us some insight on his team had in mind. For steering and I think the Volkswagen Tiguan is the target.

The CX-5’s electric is coming together nicely. builds in a linear fashion as you add just as it would with a hydraulic setup. There’s for fine-tuning, though, especially on the with 19s, where the gets overly heavy and a little too quickly right

The Mazda 3 of Crossovers

Driving 2013 Mazda CX-5 reminds us that it’s to build a small, useful, crossover SUV that isn’t a

No, the Skyactiv-G 2.0-liter isn’t the powerful four-cylinder engine out but it’s smooth and refined, and teamed with an excellent transmission. Certainly, we’d the torque-rich 2.2-liter diesel, but the costly gas engine would keep us content, particularly if the steering and handling comes like we think it will.

Of good performance and handling are part of the battle at this end of the where the bottom line matters. The CX-7 simply offered the packaging and efficiency people are looking for in an entry-level But with its space-efficient design, pricing and, potentially, mpg, the 2013 Mazda could be the driver-focused grocery-getter always wanted.

Edmunds a manufacturer-sponsored event, to which members of the press were to facilitate this report.

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Suzuki B-King Final Prototype
Suzuki B-King Final Prototype
Suzuki B-King Final Prototype

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