Mazda CX-5 Turbo 4x4: Thirsty and enjoyable, we’ll miss it

The new generation of the Mazda CX-5 will soon arrive in Israel, but for now it is still possible to find the outgoing generation in the showrooms of Delek Motors, in its American-spec version that made aliyah over the past year. In a rapidly electrifying car market, the all-wheel-drive CX-5 Turbo is a finger in the eye, obeying the rules about as much as Tally Gotliv. With 2.5 liters, 227 horsepower, but no touchscreen, is this a dinosaur, or a car we’ll end up missing?

The first generation of Mazda’s crossover landed in Israel in 2012 and immediately became one of the market’s best sellers. By 2017, the second generation was introduced, and since then it has gone through several update cycles. The switch to importing Mazda models under American regulations brought us a muscular 2.5-liter version that is not sold in Europe, and with an official fuel consumption figure of 10.2 kilometers per liter, it’s easy to understand why.

In the automotive world, a car that has been on the production line for nine years is considered classic. But the CX-5 still looks good. The Pure Black version, the most expensive in the lineup (from NIS 215,000), adds to the Hiroshima manufacturer’s classic design language with a blacked-out grille, black mirrors, and black 19-inch wheels that make it look more expensive than it really is. It even appears somewhat modest compared to various electric crossovers, partly because it isn’t particularly large physically in comparison: 4.58 meters long, 1.85 meters wide, 1.66 meters tall, and a 2.70-meter wheelbase.

I can’t remember the last time I sat behind the wheel of a car without a touchscreen. There is a screen here, a 10.25-inch display, but it can only be operated via the classic rotary controller between the driver and passenger. I admit I cursed a few times until I got used to operating Waze this way, but sometimes it’s worth taking a breath and appreciating a car that isn’t a victim of fashion. Mazda allows you to operate the car without taking your eyes off the road, showing a kind of responsibility that makes you wonder whether it will be preserved in the next generation.

Material quality is good, with plenty of soft-touch surfaces, and red stitching on the black leather seats adds a premium feel. The front seats are good, a bit firm but supportive and effective on long drives, and they are also heated. Space up front is good. It’s hard not to notice the signs of age: Even in the top version there is no wireless phone charging, and connecting Android Auto or Apple CarPlay requires a cable.

In the rear, access is convenient, and two adult passengers will have reasonable space. A third passenger in the middle will suffer from a narrow seat and a high transmission tunnel. At least there is a rear air-conditioning vent.

The trunk lid is not powered, but the space itself is decent. The catalog declares a volume of 541 liters, but that is based on the American measurement up to the roof. Using the standard European measurement up to seat height, there are only 438 liters. There is also one advantage to age: Under the trunk floor there is a full-size spare wheel.

There is also a power sunroof, a Bose audio system with 10 speakers, electrically folding mirrors, which is rare in American-spec vehicles, and electric adjustment for the driver’s seat. In addition to the multimedia screen, there is a 7-inch display in the instrument cluster.

The CX-5 received 5 out of 5 stars in the European crash test, but back in 2017. This means, for example, that its forward automatic braking only works up to 80 km/h, and it also lacks several modern active safety features such as autonomous emergency braking in reverse, emergency braking for cross traffic at intersections, an active system to prevent collisions in the blind spot, and door-opening warnings into occupied lanes. There is effective adaptive cruise control, good lane keeping, and automatic high beams.

227 horsepower was an event not too long ago, but in the age of electric cars it is no longer an exceptional figure. Still, here are 2,488 reminders that performance is not just about numbers. The engine feels alive, growls pleasantly, and is quite strong. Acceleration is linear and enjoyable, aided by a simple and effective 6-speed automatic transmission. A classic automatic, not a CVT and not a dual-clutch. The quiet, reliable kind.

And here comes the “but.” You are going to pay for this pleasure. This engine likes gasoline. In calm cruising you’ll see around 11 km per liter, but in real life, which includes traffic jams and a bit of throttle (because you can’t resist), the average will settle around 8.5–9 km per liter. By the end of the year, the electric CX-6e will arrive here and show that Mazda is not denying the climate crisis. The new CX-5 will only get a hybrid version in 2027. Maybe they aren’t denying it, but they also aren’t really trying very hard to improve the situation and reduce fueling costs.

The suspension tuning leans toward the firm side, which sometimes hurts absorption, and not-so-small potholes will be felt clearly. But the handling and steering are still far better than the 2026 average, and when the engine isn’t pushed, the ride is quiet.

All-wheel drive and 19 cm of ground clearance sound promising, but the tires are not true off-road tires and the approach and departure angles are modest, 17.5 degrees approach and 22.5 degrees departure. However, in cross-axle situations the vehicle uses the brakes to simulate a locking differential, and when we entered a muddier trail than planned, we had no trouble getting out safely without getting stuck, despite large amounts of mud filling the wheel arches. So there is basic off-road capability that can help a bit on muddy trails. A nice addition to its road abilities, but this is not a Subaru Forester.

Does it make sense to buy a car whose replacement has already been unveiled abroad? In this case, yes. The CX-5 Turbo appeals to emotion, not logic. It is clearly not economical, shows its age in equipment, but also carries a kind of old-school self-confidence, from a manufacturer that won’t let you do something stupid and crash into a truck while adjusting the air conditioning. Generally good quality, excellent ergonomics, and road behavior you won’t find in electric cars. If you don’t drive too much and don’t want to blend in among herds of Chinese plug-ins, the CX-5 is a car that has aged gracefully, and manages to offer that elusive accessory: Character.