The infotainment system is a tablet atop the dash, and while most of its functions are touch-operated, it’s also controlled by a joystick on the centre console. There is a decent amount of space under the front seats, for second-row folks to slip their feet under for a bit more comfort, but it’s still a squeeze. The front chairs are roomy, but when they’re pushed back, there’s not a lot of legroom for those in the rear. Those front chairs are supportive, and the ten-way seat let me adjust to the perfect position.

On the inside, the Kuro trim’s red seats and trim accents really stand out.

That said, this little engine is gruff, with a bit of rough idle. It’s less-expensive than the turbo-equipped models, which start at $39,800 and I’ve always preferred the simplicity of a non-turbo engine, especially if I’m planning to keep the vehicle for a long time. It did everything I needed it to do, from city driving to enough passing power on the highway. Of course the turbo gives the CX-5 more zip, and my tester’s acceleration could be a bit leisurely, but let’s be honest here: It’s an everyday people-mover, not a Miata sports car.

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The electric 2022 Mazda MX-30 will arrive in Canada this fall.

Mazda tags all as “SkyActiv-G,” with the “G” for gasoline but rather than just an engine technology, it’s the company’s name for how it optimizes the engine, transmission, and vehicle construction for better fuel economy.

It makes as much as 250 horsepower and 320 lb-ft of torque if you pump premium-grade fuel into its flank (227 hp and 310 lb-ft on regular-grade). The third choice is a turbocharged version, optional on the GT and standard on the top-line Signature and 100 th Anniversary trims. This advertisement has not loaded yet, but your article continues below.

2021 mazda cx5 msrp