By Jim Meachen and Ted Biederman

Mazda has wiped its compact SUV crossover slate clean. Gone are the long-running Tribute, a clone of the previous-generation Ford Escape, and the competent, but slow-selling CX-7, which has resided in the Mazda lineup since the 2007 model year.

Like a young still wet-behind-the-ears baseball phenom just stepping off the bus from Smallville into the big time to replace the old, retiring veteran slugger, the CX-5 enters the compact crossover game against an array of heavyweight players. Mazda has bet all its small crossover marbles that its new entry — loaded with the latest SkyActiv technology — can elevate the brand against such stalwarts as the Honda CR-V, Ford Escape and Toyota RAV4.

The Tribute's long run was due to end with the divorce of Ford and Mazda, but the axing of the well-received CX-7 was somewhat of a surprise. The nomenclature alone would indicate it would live between the five and the larger CX-9.

But Mazda has decided to cut its manufacturing costs by dropping the CX-7 because of the overlap with the CX-5, which comes ever so close in size. While the new boldly designed and quality-built CX-5 has a two-inch shorter wheelbase (106.3 inches) and is five inches shorter (179.3 inches) than the CX-7, it has the same passenger volume and actually three additional inches of rear-seat legroom.

Mazda has done a terrific job engineering space into the CX-5, which has 34.1 cubic feet of space available behind the seats (four more than the CX-7) and a cargo capacity of 65.4 cubic feet, nearly seven more than the CX-7. When you figure in the second-row passenger stretch-out room, the Mazda carries some serious bragging rights.

In addition to the roomy interior, which should appeal to folks who regularly carry passengers  in the second row seats, Mazda's goal was to develop a crossover with sharp driving dynamics in a lightweight package.

For the most part they have succeeded. If we had to sum up this vehicles's on-road attributes we could do it in three words: fun to drive. A smile-inducing road-carving nature is usually not attributed to vehicles in the mainstream crossover segment, but the CX-5 breaks the mold. And why not have those qualities in a vehicle that does all the usual crossover hauling chores while offering near-best-in-class gas mileage?

Mazda says it has achieved its goals through the new SkyActiv technology, which includes new engine architecture, transmission tuning, suspension magic and a lightweight body structure.

The 2.0-liter 4-cylinder engine makes 155 horsepower and 150 pound-feet of torque while getting as much as 33 mpg using an extremely high 13:1 compression ratio.

The six-speed automatic transmission uses a small torque converter to achieve smooth starts. Once underway, the gearbox locks into mechanical-drive mode eliminating the drag and power loss caused by a conventional fluid-filled torque converter.

Mazda says its use of new construction techniques and lighter-weight materials has cut the vehicle's weight by at least 220 pounds. The two-wheel drive version weighs in at a neat 3,208 pounds and the all-wheel drive model at 3,426 pounds. The CX-7 by comparison weighs 3,543 and 4,001 pounds respectively.

We were amazed at the crossover's agility and handling taking it at increasingly faster speeds over our favorite five-mile stretch of twisty, winding rural blacktop. But we were underwhelmed by its straight-line performance. Its overall driving demeanor definitely lives up to the Mazda Zoom Zoom heritage, but more horsepower would be welcomed.

This is not to say that people will be put off. We think when all factors are considered, the CX-5 does quite well. Zero to 60 with the automatic has been measured at around 9.3 seconds. That's decent for the segment, but consider that all of the main competition carry engines with 25 or more horsepower in their base models.

It begs the question, will Mazda at some point come out with a larger 4-cylinder engine as an option?



While the exterior styling is cutting edge, the interior is more conservative, but attractive, with well-placed gauges and switchgear and quality materials. Black gauges with white lettering are highly legible, something that becomes a major consideration for old and tired eyes.

The front seats are comfortable and very well bolstered for a crossover vehicle. They are among the best we've encountered in this segment. Reaching an optimum driving position was no problem with the eight-way power driver's seat offered as standard equipment in our test vehicle.

Leg room is generous for rear-seat passengers. The seats, which recline, should be very comfortable for long-distance travel.

The CX-5 has three trim levels — Sport, Touring and Grand Touring — with an abundance of standard equipment even in the base Sport model.

Standard across the lineup starting at $21,490 for the manual transmission — yes, Virginia, the CX-5 unlike most small crossovers can be purchased with a shift-it-yourself transmission — are 17-inch alloy wheels, full power accessories, keyless entry, cruise control, Bluetooth phone and audio connectivity, four-wheel antilock disc brakes, traction and stability control, a full complement of airbags including side-curtain, and active front head restraints.

If you forgo the manual, which most people will, the starting price is $22,890. If you desire all-wheel drive, add $1,250. Mazda says the mid-trim Touring will be the most popular starting at $24,690. Our all-wheel drive Grand Touring test vehicle carried a base price of $29,090 and an as-tested price of $30,415 with an $1,325 option that included navigation, HID headlamps and advanced keyless entry and start.

The CX-5 is a delightful crossover and we think the new guy from Smallville can very successfully fill the holes left by the departed Tribute and CX-7. We recommend you put it on your short list when shopping for a compact crossover.

Essentials
Base price: $21,490; as driven, $30,415
Engine: 2.0-liter inline 4-cylinder
Horsepower: 155 @ 6,000 rpm
Torque: 150 @ 4,000 rpm
Drive: all-wheel
Transmission: 6-speed automatic
Seating: 2/3
Wheelbase: 106.3 inches
Length: 178.7 inches
Curb weight: 3,426 pounds
Turning circle: 36.7 feet
Luggage capacity: 34.1 cubic feet
Cargo capacity: 65.4 cubic feet
Towing capacity: 2,000 pounds
Fuel capacity: 14.8 gallons (regular)
EPA rating: 31 highway, 25 city
0-60: 9.3 seconds (Motor Trend)
Also consider: Honda CR-V, Ford Escape, Hyundai Tucson

The Good
• Sporty cornering and handling
• Modern, stylish design
• Solid fuel economy

The Bad
• Jiggly ride over rough surfaces

The Ugly
• No optional engine