That 'trick' comes in the form of Mazda's Skyactiv technology, which is designed to drastically improve fuel consumption and emissions. It consists of a range of new lean-burning engines, high-efficiency gearboxes, stop-start technology and lightweight construction. Take one look at the CX-5's official efficiency figures, and you'll see just how effective it is.
The petrol-engined model, for example, can match the emissions figure for the cleanest diesel-powered version on the Volkswagen Tiguan – impressive stuff. The cleanest diesel-powered CX-5, meanwhile, has average economy of 61.4mpg and CO2 emissions that fall below 120g/km. This all combines to mean that the CX-5, as well as being competitively priced, will have super-low running costs.
What's the 2012 Mazda CX-5 like to drive?
If you're impressed by the diesel version's economy figures, you'll be blown away by the way the CX-5 drives. The 148bhp 2.2-litre unit pulls strongly from below 1500rpm, and unlike most diesels, that pull keeps on coming all the way to the 5500rpm redline. That means it always feels perky and effortlessly flexible. In fact, it's so good that there's no reason to upgrade to the stronger, more expensive diesel, which has 173bhp. Yes, it's quicker on paper, but you hardly notice the difference.
The range-topping diesel isn't as refined as its lower-powered counterpart, either – it sounds a little more clattery, and sends more vibration through the controls. The 148bhp version, meanwhile, is wonderfully smooth and well-isolated.
A note of caution with both engines, though – we'd avoid the six-speed automatic gearbox. It hangs on to low gears for too long, which masks the engines' key strengths of flexibility and refinement. Make do with the snappy, if slightly notchy, six-speed manual 'box. Also, we'd go for the two-wheel drive versions over the four-wheel-drive CX-5s (both diesel engines are available with 2WD and 4WD, the petrol is 2WD only) for their superior running costs.
The petrol engine, a 163bhp 2.0-litre unit, isn't as impressive as the diesels. Much of the power lies at the top of the rev range, so you have to work it hard to get the best from it. It's not exactly lazy lower down, so most drivers will find it just about flexible enough, but it doesn't have anywhere near the same zip as the diesels.
Whichever CX-5 you go for, though, you'll enjoy its capable handling. Body control is pretty good, while the steering is quick, pleasantly weighted and reasonably accurate.
Unfortunately, the ride isn't so impressive. Even on the super-smooth Austrian roads on which our test drive took place, the ride had a distinctly firm edge that might prove too much for some buyers. There's another note of caution, too – SEL-trimmed cars have 17-inch wheels, while Sport models have 19s. We tried both, and we'd advise against the bigger items – the ride gets even more nuggety and unsettled.
Perhaps the biggest disappointment, though, is the CX-5's refinement. Even at moderate speeds, you hear way too much wind- and road noise, which is a shame when the engines are so impressively smooth and quiet.
What's the 2012 Mazda CX-5 like inside?
When you climb into the CX-5, you're met with a pleasant soft-touch dashboard, a bit of piano black panelling and some silvery trim on the switches and instruments. These parts look and feel quite classy. However, everything south of the dashboard is made out of hard, workmanlike plastic that feels rather drab. The quality doesn't improve as you move further back in the cabin, and the car's high shoulder line means that your passengers don't get a great deal of natural light.
Still, the dashboard is sensibly designed and pretty easy to navigate. The infotainment system has a controller reminiscent of the one you find in BMWs, and although it isn't quite as intuitive to use, it works well. The driving position has lots of adjustment for the seat and steering wheel, but over-the-shoulder visibility is hindered by the thick rear pillars.
You'll have no complaints over interior space, though; there's plenty of the stuff up front, and the rear seats have head- and legroom to put other cars in this class to shame. The middle-rear seat is raised and narrower than its neighbours, but its occupant won't grumble too much – the transmission tunnel is low and flat-topped, so won't overly impinge on their comfort.
The boot is even more impressive. For starters, it's huge at 463 litres, and when you fold down the rear seats (they're spring-loaded and operated via a handy catch in the sidewall of the boot), the load area swells to a whopping 1620 litres – and is almost flat.
Should I buy one?
The CX-5 starts at £21,395 for a petrol-powered car in SE-L trim. Even this version comes well kitted, coming with alloys, dual-zone climate control, automatic lights and wipers, Bluetooth, four powered windows and cruise control. No prizes for guessing what SE-L Nav models add. Sport models should be avoided because of those 19-inch wheels, but you do get a reversing camera, leather trim and xenon headlamps. Sport Nav trim is also available.
SE-L trim is our choice of the range, but we'd definitely advise spending a little more to upgrade to the entry-level diesel engine with front-wheel drive and a manual gearbox. Not only is it the cheapest CX-5 to run, but this is the engine that's best-suited to the car. This version costs £22,995.
True, that sort of money puts the CX-5 in competition with cheaper versions of the Audi Q3 and BMW X1, as well as high-end versions of the Nissan Qashqai. However, we really think that if you're looking to save cash long-term, the CX-5 should definitely be on your shortlist.
