Mazda CX-5 2.5 AWD GT Sport 2022 UK first drive

There’s plenty of knee, elbow, shoulder and head room in each row, and the agreeably capacious boot is made bigger still courtesy of a ‘hidden’ storage tray where once you may have found a spare wheel. The brown nappa leather upholstery and wood-grain trim make the GT Sport car feel like a bona fide premium offering, and the intuitive gauge cluster format is a well-timed lesson in ergonomics for those other manufacturers which attempt to show too much data behind the steering wheel. 

The 2.5-litre range-topping engine is a noisy lump, making itself well known in the cabin as it progresses through the automatic gearbox’s six ratios – perhaps another couple of cogs at the top end would stretch things out sufficiently to abate some of the fuss – but compared with rivals that use a CVT gearbox, the accelerative experience is far easier on the ears. Cruising economy is far from the class best, though, with 35.3mpg on the WLTP combined cycle putting it some way behind the exclusively hybridised Toyota RAV4, Honda CR-V and Nissan Qashqai - and the 182g/km of CO2 it pumps out puts it at least two tax brackets above. However, it's a smooth and suitably potent performer generally and never feels wanting for power, even when overtaking at speed or pulling out onto busy roads.

But if you’re considering a Mazda as your household's next steed, you must care – at least slightly more than a jot – about dynamic appeal. And the good news is that beneath this lofty and eminently sensible body (at least on the 4WD top-rung car) is an attainably engaging chassis and powertrain - on the right roads, in the right conditions and with the drivetrain configured appropriately.

In the case of our test drive, the roads were a mixture of tight and slick, sweeping and drenched, with plenty of scope to verify the 9.3sec 0-62mph sprint time between bends – hardly rapid but far from dull – and tackle bends enthusiastically. This being Mazda’s least overtly sporting car, dynamic verve is hardly going to be the factor that nabs the bulk of buyers, but even in this prevailingly sensible and staid segment, there’s got to be room to cut loose occasionally. 

There’s a fair bit of lean to contend with, obviously, even when not going for it – but for the most part, the CX-5 feels well tied down and predictably composed. The steering becomes perceptibly weightier off centre and torque-vectoring trickery makes it possible to almost pivot through tight corners at speed, but at all times, there’s a sense of disengagement between the thin-rimmed steering wheel and the front wheels, and it quickly becomes clear that although the CX-5 is more inspiring to pilot through the twisties than its competitors might be, this is not a car that will tempt you out of bed for a blast before the kids get up. But you didn’t expect it to be, so that’s fine. 

Sport mode, added as part of the newly integrated Mi-Drive powertrain management system, makes everything a bit louder and redder for that artificially enhanced sporting experience, which only begins to feel slightly less synthetic with the gearbox operated manually through the column-mounted paddles. In this scenario, the Mazda manages to entertain beyond what might be considered the bare minimum, but the bar – let’s remember – is not a high one to clear in this regard. The four-wheel-drive range-topper also gets an Off-road mode for peace of mind and ease of use over more challenging terrain, although it may as well be called ‘Football Practice’ mode and reserved exclusively for Sunday mornings. 

The CX-5 is at its best in day-to-day driving scenarios, rolling smoothly and quietly over all but the most chasmic of imperfections, and dependably maintaining grip at each end when the going gets greasy. Gripes extend to a vibration through the steering wheel and seat base over crumbly Tarmac and a noticeable amount of tyre and wind roar at speed, but neither of these overly blights the driving experience and the CX-5 is a capable tourer, irrespective of specification. 

There are two other powertrains on offer: a more frugal 163bhp 2.0-litre petrol, which drives just the front wheels and feels a tad gutless by comparison (but can be paired with a satisfyingly snickety six-speed manual ’box) and a 181bhp 2.2-litre diesel. The diesel, while hardly the fashionable choice, is certainly the sensible one for any buyer with a lot of ground to cover, given it’ll crack 42.8mpg, and because the petrols are naturally aspirated, it barely gives anything away in terms of top-end grunt. Just don’t expect to be encouraged into any exuberance by the gruff engine note.