On the other hand, if you’re autocrossing your CX-5. Using Mazda’s Sport mode results in considerably higher rpm and lower gears than expected, and it can linger way too long between 30 rpm at part throttle when just cruising around. The spread between Normal (default) and Sport drive modes is too aggressive for a family CUV, as if it were a jump from another automaker’s Eco to Sport+ settings. If there’s one change for 2016 that could use fine-tuning, it’s the new Sport mode setting for the drivetrain. The Mazda’s electrically boosted steering has just-right weighting, good on-center feel, and a natural buildup of effort in turns that feels positively (old-school) BMW-like. Its ride is firm but not harsh with well-controlled body motions. The new CX-5 isn’t the quickest CUV in the segment, but it has the poise and agility of a sports sedan. Still, although our test vehicle’s 7.7-second zero-to-60 time shows that the 2016 CX-5 doesn’t have the beans to dust off a Ford Escape with the 2.0-liter EcoBoost turbo, the Mazda’s roster of carryover Skyactiv engine and lightweight chassis tech is more than enough to place it at the top of its class. We’d like a little less engine noise, too despite added sound insulation this year, the direct-injected 2.5-liter’s note remains a bit grainy at idle. The CX-5’s gauges are rather blah, though, and would be more engaging with higher contrast and larger, more interesting fonts. Now if only the volume knob were on the driver’s side of the console and the backup-camera display had dynamic trajectory lines, the setup would be just about perfect. Our Grand Touring test car also sported supportive, comfortable, and gorgeous Parchment leather seats a grippy leather-wrapped steering wheel and simple, easy-to-use climate-control knobs and buttons.
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