Design

If the old Mazda6 was a generic sedan sketched out by a child’s hand, the new model is a riot of detailing. Up front, the grille has grown once more, pushing forward and deepening to give the car an aggressive, searching snout that’s picked out with slips of chrome. The almond lights of the second-gen car have become tauter, more like snake’s eyes, with daytime running lights running in crisp LED sweeps under the halogens.

That Kodo wing, as Mazda calls it, bracketing the underside of the grille and leading into the lights, begins the haunch-line of the car, which starts with muscular wheel arches at the front and then slides into a twin-creased side line that ends at the slightly tapered rear. As the first of those creases dips into the rear door, the shoulder line rises to notch away the side glass, the rear windows of which are smoked as standard on all but the entry-level cars.

Finally, there’s another chrome whisker across the trunk, with the rear light clusters deeply set into the bodywork, and an integral lip-spoiler in the lid. It looks particularly good from the front or rear three-quarters, where Mazda’s sweeping movement lines along the sides have a touch of the Infiniti or Jaguar about them. Although the effect is most impressive on the four-door, Mazda’s 5-door load-carrier, the Mazda6 Tourer manages to look distinctive too, pulling the rear side glass out to end in a crease of chrome trim, while the falling roof line and angled back glass make for a car that’s still sporty in appearance, albeit sacrificing a little internal space in the process.

Mazda fits 17-inch alloy wheels as standard, though the Sport model – as we had on test – gets 19-inch versions with twisted spokes. Similarly there are front fogs standard across the range, part of an ambitious package of no-cost perks that belie the sticker price. The daytime running lights are standard, as are the halogens and heated door mirrors; our Sport model threw in bi-Xenon headlights and power mirrors, among other things.

Engines and Performance

Four engines are on offer in the UK, split between petrol and diesel, with a choice of 6-speed manual or auto transmissions. The entry-level Mazda6 SE has a choice of 2.0l 145ps petrol or 2.2l 150ps diesel, both manual; if you want the auto box options on those you need to step up to the SE-L. At the top is the Mazda6 Sport, with a choice of four combinations: either the 2.0l 165ps manual, the 2.2l 150ps diesel manual, the 2.2l 175ps diesel manual, or the 2.2l 175ps diesel automatic.

The US, however, only gets a single engine option: a 2.5l 184HP petrol offered with either the 6-speed manual or automatic gearboxes. The manual is rated for 25mpg (US) in the city or 37mpg (US) on the highway; the auto transmission bumps both of those by a point. Only the Sport sedan is offered of the four-doors, though there’s also the Touring and the Grand Touring (the latter adding in some extras as standard); since we tested a UK car, we haven’t tried the US-specific engine.

As you might expect, the 2.0l 165ps petrol manual in the Sport version is the most instantly aggressive. Mazda quotes a 9.1s 0-62mph time and a top speed of 134mph, and though the car is among the largest in its class – 4.87m long and 1.84m wide for the four-door – there’s more high-tensile steel and other lightweight materials used inside to keep the heft down.

Mazda calls all this fettling SKYACTIV, launching it in the CX-5 SUV, and indeed the Mazda6 builds on the same MacPherson struts and multilink rear suspension, putting its power down through the front wheels. It’s not an MX-5, certainly, but neither does it wallow or slump around corners, and even in the Tourer model it’s possible to forget there are three seats and a decent scale load area behind you as you tackle corners with alacrity.

It’s the diesel engines that suit the car most, however, the 2.2l 175ps manual we spent most time with pitching its mid-range torque right into the sweet spot for overtaking at speed in fifth gear, as well as dawdling through city traffic in fourth. While diesels may traditionally lack some of the upfront verve of their gas counterparts, in actual fact the 2.2l in the Mazda6 shaves the 0-62mph dash down to just 7.9s. Even the under-tuned 150ps version does it 0.1s faster than the slightly more powerful petrol plant. In practice, of course, this is a sizable car intended for more sensible use, but it’s hard not to be impressed by the degree of enthusiasm the big Mazda can muster.

One thing you won’t find on the options sheet is a hybrid powerplant. Mazda tells us it still isn’t convinced that big batteries and electric motors are the way forward for eco-friendly cars, looking instead to engine refinement with a few tech sprinkles to keep things competitive. So, the big diesel is rated for up to 62mpg (Euro) combined – we saw a consistent 44mpg (Euro) in mixed driving from the manual version, topping out in the mid-50s on extended trips – with 119 g/km of CO2 emissions. The top-spec petrol version is more thirsty, with a quoted 47.9mpg (Euro) combined consumption and 135 g/km CO2. Opt for the smallest diesel, though, and you can trim CO2 output to an impressively meager 108 g/km.

Even though Mazda has bypassed big batteries, that’s not to say there aren’t some small ones inside the Mazda6. i-ELOOP addresses an issue most drivers probably don’t even realize is there: the cost on engine power required to drive all a car’s electronics. The audio system, HVAC, power steering and such are usually run off an alternator clamped to the engine, sapping anything up to 10-percent of its output; with i-ELOOP, the same regenerative braking principles hybrids use to convert shedding speed to battery power is turned, in the Mazda6, into a temporary source for the car’s electronics.

It’s actually a big capacitor, not a battery, but in practice it’s basically transparent to the driver (unless you cycle through to the relevant graphic in the instrument binnacle). As you decelerate, the i-ELOOP system is charged up; it can then run the electrics for around a minute, good for what Mazda claims is around a 10-percent boost in fuel economy overall. It works in hand with Mazda’s i-stop automatic engine shut-down, which temporarily cuts off the engine while you’re paused in traffic, but keeps the music playing and the climate control blowing without draining your regular battery.

Interior

Mazda’s track record in making sports car interiors puts the driver in the right place in the Mazda6, particularly in the leather-clad environs of the Sport model (SE and SE-L make do with cloth seats as standard), though it’s not the most imaginative dashboard we’ve sat behind. The sat-nav touchscreen sits on top of the HVAC controls, the stack broken up with a swathe line – thankfully not fake wood – studded with vents, and all the controls feel sturdy and resilient, but there’s not much in the way of excitement or superlative-design to be found.

The murky, underwhelming clock and HVAC display of the CX-5 has been spruced up some for the Mazda6, and we can’t argue with the tactile knobs and buttons. Similarly, the wheel is nicely sized (and leather-wrapped across the range) with Mazda sensibly deciding not to follow rivals and scattershot it with buttons and shortcuts. Instead, you get cruise control on the right and A/V on the left, along with a voice-command button we’ll cover in the next section.

There are plenty of storage nooks, including a deep center armrest up front and sizable door pockets, while in the back there’s room for three adults. Despite the sweeping roofline there’s plenty of headroom, too, the seats being slung low enough to accommodate those six feet tall in comfort. The stylishly rising waistline – along with the tinted windows of the Sport variant – can make things a little difficult to see out of for younger passengers, however. Still, the contoured seats do a good job of holding people in place, even if the driver is getting a little carried away with the SKYACTIV handling, and though firm with the Sports suspension, the ride front and back is not uncomfortable even on longer road-trips.

Those trips can be accompanied by a reasonable amount of luggage, too, thanks to a capacious rear. Seats up – they split 60/40, and can only be dropped down from inside the trunk for security reasons – there are 483l to play with, versus 506l in the Tourer (which expands to 1,632l when both the Tourer’s seats are down). The opening itself is wide and relatively low, though can conveniently be opened from the key.

Technology

Mazda is keen to position itself as a tech-first company, and so the Mazda6 comes with most of the options boxes ticked, particularly if you specify the SE-L or Sport variants. Across the range you get cruise control; electric windows all round; a 5.8-inch color touchscreen atop a radio/single-slot CD player; Bluetooth for hands-free and streaming; both an aux-in and USB input for audio, hidden in the central armrest; and air-conditioning.

Our Sport tester, however, cranks that up even further, with dual-zone climate control and keyless entry; parking sensors front and rear, along with a reversing camera; rain-sensing wipers and an auto-dimming rear mirror; power adjustment and three-stage heating for the front seats (with two memory positions for the driver’s side); and a Bose surround sound audio system with a total of eleven speakers and dynamic noise compensation using a microphone hidden in the cabin.

That’s a fair amount of gadgetry, and there are a few different ways to control it, some it has to be said better than others. As well as the touchscreen sat on top of the dashboard – which has a few knobs and buttons around it, for jumping into navigation, audio, and phone, and controlling volume and tuning, there’s a multifunction dial next to the parking brake which along with rotating can be pushed in four directions and pressed in to select. That’s surrounded by another cluster of shortcut buttons – again, for audio, phone, navigation, and setup, as well as two back-keys – in the hope that you’ll not reach out and tap at the touchscreen when driving.

Mazda6 Technology Review:

For the basics, like adjusting volume or whipping through radio channels, the dial works well, but things get a little more complex if you try to do everything with it. What would normally require you to simply stab at the screen to change or select can demand some adroit maneuvering with the dial, to make sure you’re first highlighting the right section and only then scrolling through it.

It’s worth taking the time to get familiar with it, though, as there’s plenty you can do with the Mazda’s standard-fit entertainment system. The radio supports the usual presets and digital tuning, but we spent most time using Bluetooth to stream from our smartphone: both local tracks and streaming services like Spotify worked perfectly, and we were able to control playback using the Mazda6′s steering wheel mounted controls along with see artist, track, and album information on the display, together with phone battery status.

USB and aux-in playback works much in the same way, and there’s a thoughtful notch cut out for you to snake a cable out of the center armrest so you can use the device while still having somewhere to rest your elbow. Up to seven Bluetooth device pairings can be stored, with multipoint for having more than one active simultaneously, and the Mazda6 automatically resumes Spotify playback when you bring your phone back into the car, and pauses/resumes either side of a call.

The Bose speaker system holds up to scrutiny too, filling the car with loud, clear audio that sounds fantastic. Bose includes its optional center-point audio processing, which adjusts the various speaker settings to remove some of the directionality of the music and make it sound harmonious no matter where you’re speaking (rather than, say, louder from whichever speaker you’re closest to). It’s better suited to some musical types than others, we have to say; classical and pop benefited, with a more even quality to the audio, but rap and R’n'B lost some of their punchiness. Luckily it’s easy to switch on and off in the settings.

In the phone page, you can optionally download your phonebook to the car’s internal storage, for easier dialing of contacts, and set a number of speed dial favorites. However, the Mazda6 can also suck out your phone’s text messages, reading them out to you so that you needn’t take your hands of the wheel or your eyes off the road. We had no problems being heard on calls, even competing with 70mph road noise.

Unfortunately, the same speech clarity can’t be said for the voice control system. For the basics, hitting the button on the steering wheel and asking for a phone number works as you’d expect, but when you factor in the optional TomTom-powered navigation system, it becomes more frustrating. In theory, drivers should be able to say an address and have a list of search results shown on-screen, from which they can select by calling out the list number of the right option. In practice, most of the time we struggled to get the system to recognize the address we intended and, coupled with the lengthy pauses before search results were returned, we generally resorted to manually searching using the on-screen keyboard.

It’s a shame, because the TomTom system itself works well. If you’re familiar with one of the company’s standalone PNDs then the interface in the Mazda6 should present few surprises, with comprehensive mapping data, live traffic updates, automatic re-routing based on hold-ups further along your journey, and a huge database of points-of-interest. A range of voices and on-screen icons are available for guidance, with instructions cutting into music playback as the track temporarily fades in volume.

Pricing

In the UK, the Mazda6 kicks off at £19,595 for the SE saloon with the 2.0l petrol engine, or £21,795 for the 2.2l diesel. The cheapest Tourer is the £22,545 SE 2.2l diesel. The 2.2l diesel Sport saloon we spent most time with begins at £25,495; you’ll pay a £1,200 premium for the auto gearbox.

As for the US version, the Sport sedan begins at $20,880 (pre-destination charges and other fees), while the Touring is from $24,495. The Grand Touring – which makes the Bose audio system, TomTom navigation, keyless entry, and other features usually part of the Touring “Technology Package” standard – begins at $29,495.

That makes the Mazda6 a little more expensive out of the gate than, say, a Ford Mondeo, but it also comes with a higher degree of standard specifications.

Wrap-Up

The old Mazda6 was, not to put too fine a point on it, forgettable. Seats and an engine in a box on some wheels. That the new Mazda6 surges off the forecourt with such eye-catching styling and on-road polish makes it a huge advance, and it’s one that in most areas punches above its price.

Curvaceous, swooping design makes the car distinctive and handsome, a welcome diversion from the Germanic crispness that seems to have proliferated among Volkswagen, GM, Ford and others. Only the somewhat frustrating usability of the in-cabin tech and the slightly less-than-gaping luggage opening (unless you opt for the Tourer) mar the experience. Meanwhile the driving experience is enough to make you forget you’re in a not-insubstantial four-door; we’d opt for the diesel engine and manual gearbox, if given the choice, which pairs decent economy with solid performance to match the capable chassis.

Design and Interior

It’s not quite a Twizy, but the i-MiEV is certainly no wall-flower when it comes to Mitsubishi’s aesthetic. The tall, narrow body was intended for snapping down cramped Tokyo side-streets, but it makes for a car that catches more than its fair share of glances while you’re driving. Whether they’re admiring or bemused is unclear.

You still get four doors, however, and four seats inside – the rear seats fold down individually, boosting the trunk’s compact 13.2 cubic feet of storage to a more useful 50.4 cubit feet – with room for adults front and back. It’s an upright ride with plenty of headroom, though the limited width can mean those in the back sit closer together than usual. Despite the price, the only leather you’ll find inside is wrapping the steering wheel and shifter knob; the seats are sturdy fabric, instead, and adjusted manually not electrically.

Mitsubishi i-MiEV walkthrough:

Given the ostentatious exterior, we’d half expected the sort of swooping, LED-encrusted dashboard that would make a concept car jealous. In fact, the i-MiEV’s interior is surprisingly sober. The plastic top dash panels match the purplish-brown seat fabric for color, with a bulbous central stack topped with a sizeable LCD display above the HVAC controls and finally the gear shifter at the bottom. The latter looks like it could’ve been pulled from any automatic car, with the usual park, neutral, drive, and reverse options, as well as an “Eco” mode a notch away.

In the minimalistic driver’s instrument binnacle the view is dominated by a center gage with a digital speedo in the middle, flanked by a simple indicator which shows how economical or profligate you are with your current driving style. A smaller display on the left shows battery level and current gear; range in miles is shown in another screen on the other side. Jabbing at a small plastic button in the binnacle flips over to distance traveled since your last charge.

It’s functional, for the most part. The plastics in general are somewhat flimsy to the touch, though you at least get air-con, power windows and mirrors, and remote central locking as standard. There’s also a heated seat, on the driver’s side only, which Mitsubishi recommends using instead of cranking up the HVAC on a cold morning, since it’s more power-frugal; alternatively, you can turn on the HVAC (to the last used settings) remotely from the keyfob while the i-MiEV is still plugged into the mains. The touchscreen audio system, complete with Bluetooth streaming/hands-free, a reversing camera, and navigation is comprehensive, though not the easiest to use.

Engine and Performance

The i-MiEV’s motor pushes out 66HP through the rear wheels via a single-speed gearbox, and manages 145 lb-ft of torque. It’s good for a top speed of 81mph, and though Mitsubishi isn’t especially keen to talk performance figures (0-60mph is a 13s affair), the combination of the 1.3 ton curb weight., low center of gravity, and immediacy of electric motors means acceleration is surprisingly eager. The i-MiEV is certainly at its best around town, where the combination of pep off the starting line and regenerative power topping up the battery show their worth, but that’s not to say it can’t handle the highway.

Mitsubishi i-MiEV driving:

At highway speeds, there’s a fair amount of wind noise, and while you don’t get the familiar thrum of a gas engine, you have the whine of the electric motor instead. Side-winds can lead to some uncomfortable buffeting, too. The suspension – taut, given the batteries the i-MiEV must lug – is firm but not unduly so.

Battery and Range

As with all EVs, the big question mark hanging over the i-MiEV is range. Mitsubishi quotes an EPA MPGe (miles per gallon equivalent) of 126 for city driving, 99 for highway driving, and 112 combined; total EPA range is 62 miles.

That’s assuming ideal circumstances, of course. In practice, you tend to drive with one eye fixed to the range indicator, alert to how your driving style affects how many miles you’ll be able to do. We found the estimates to be reasonably accurate, though weather more than anything is the big decider. Setting out for town on a particularly cold day and, by the time we’d reached our first stop, the gage had dropped considerably more miles than we’d actually traveled. Mitsubishi does include a single out-of-energy rescue per year for the first three years.

Extremes of temperature are known issues for battery performance, and the i-MiEV tackles one of them as standard. All i-MiEV versions have a cooling fan that counteracts the effect of hot days, but its counterpart battery warmer is only standard on the SE “Premium Package” – $2,790 – or as a $175 add-on.

Charging generally depends on how much juice you have to spare. The i-MiEV can power up from either a 120V domestic supply or, if you have access to it, a 240V supply. A 120V portable charging cable is included to satisfy impromptu recharges while on the move, something which we found takes roughly 20- to 22hrs. A “Level 2″ 240V charger cuts that to seven hours, or if you have access to a “Level 3″ public quick-charger you can take the i-MiEV to 80-percent in 30 minutes.

Mitsubishi includes a total of three warranties with the i-MiEV, covering different aspects of the car. Shortest is the 3-year/36,000 mile New Vehicle warranty, followed by a specific 5-year/60,000 mile powertrain warranty. Finally, there’s 8-year/100,000 mile cover for the Li-Ion batteries, which unlike other car companies Mitsubishi sells rather than leases to drivers. Nonetheless, some degree of battery degradation is to be expected (and isn’t covered by the warranty): you should expect to have 80-percent of total capacity left after 5yrs, falling to 70-percent after 10yrs.

Wrap-Up

Most of the issues affecting the i-MiEV are applicable to every all-electric car. The preoccupation with range, balance of equipment versus saving as much power for actually moving, and the lifespan of Li-Ion batteries are to modern EVs what gas consumption, engine oil, and emissions are to traditional cars.

Where the i-MiEV succeeds is in helping make electric travel more affordable. Thanks to federal tax incentives you can have the Mitsubishi for under $22k (before destination and handling); considering only a couple of years ago you’d be looking at twice that for an EV, it shows how far we’ve come in eco-friendly motoring. The i-MiEV is certainly a second car, unless you’re a resolute city dweller, but for low-cost trips around town and room for four in a small footprint, it’s a perky addition to your garage.

Design

BMW has based the X1 on the chassis of its 1- and 3-series cars, and the design pulls details from both sedan ranges too, albeit somewhat inflated to suit the SUV silhouette. Up front, BMW’s traditional kidney grille has followed the range trend and grown into a pair of snorting nostrils, flanked by angry headlamps – with LED highlights if you opt for the Xenon package – and new chrome accent strips. The hood is long and broken up with sharp crease-lines, BMW having pushed back the cabin space for a profile that’s sporty from the front three-quarters but can look ungainly when viewed fully side-on.

The profile works better the further toward the rear you get, a strong waistline rising steeply to pinch off the back glass. It’s meant that BMW could keep the roofline higher than is often the case in crossovers, preserving rear seat headroom, without losing the sporting stance.

There’s less black plastic than on earlier, European versions of the X1, pushed down to discretely protect the side-skirts, rear apron and front bumper edge. Slices of matte-finish silver plastic also lighten the effect, meaning the X1 doesn’t feel bottom heavy. Steeply angled rear window glass looks good, compared to the slab-sided finish some rival crossovers suffer, though does eat into interior room.

Engines and Performance

BMW will offer two engine options in the US, in addition to a choice of rear-wheel or all-wheel drive. Entry-level is the 2.0-liter four cylinder, putting out 245 HP and paired with an 8-speed auto gearbox; it will be available as the rear-wheel drive sDrive28i or the all-wheel drive xDrive28i, each offering Auto Stop-Start, Brake Energy Regeneration, and Electric Power Steering. BMW says to expect a 6.2s 0-60mph dash, or 6.3s if you opt for 4X4.

More powerful is the 3.0-liter six cylinder, producing 306 HP through a six-speed auto gearbox and found in the xDrive35i. That has all-wheel drive as standard and all the electronic gizmos of the 28i models, bar the Auto Stop-Start. BMW’s 4X4 system can shuttle power between the front and rear wheels, depending on road conditions and how fast you take the corners. The 3.0-liter manages a 5.3s 0-60mph run.

BMW put us behind the wheel of the X1 xDrive28i, and it cuts a good line between sure-footed and swift. High-speed cruising in eighth gear is as comfortable as you’d hope for from a luxury marque, but the X1 isn’t afraid of sportier driving either. The eight-speed ‘box is eager to step through its selection of gears, dropping down rapidly when you plant your right foot, while the car’s sedan underpinnings held true. There’s little in the way of body roll, and we never found ourselves forced to back off out of a shortage of grip. Happily the brakes are well matched too, dragging the X1 to a stop with the minimum of fuss.

Despite the potential for action, the X1 is also able to post some respectable economy figures. With a steady foot we came within a digit or two of the official 26mpg combined figure (BMW quotes 22mpg for city and 33mpg for highway driving) in the 2.8-liter AWD; expect 2mpg more in combined and city driving for the rear-wheel drive version with the same engine. Unsurprisingly, the 3.0-liter is a thirstier beast, posting 21mpg combined (18mpg city and 27mpg highway).

Interior

Inside, BMW has all the soft-touch plastics and pleasing details you’d expect for a $31k+ crossover. The center console, angled slightly toward the driver, is topped by a large LCD, with the HVAC, entertainment and other controls arranged into straightforward sections stacked underneath. The three-spoke wheel has a number of easily-reached buttons for controlling music, phone, and other features.

Leather seats – available in multiple colors, ranging from sober blacks to eye-catching red – are a $1,450 option, and are paired with a leather-wrapped wheel in BMW’s Sport Line trim. The stubby silver-finished gearstick can be tapped side-to-side to force gear-changes, if you’re unhappy with the X1′s selection, and sits in front of BMW’s now-traditional iDrive control wheel. One option that particularly grew on us is BMW ConnectedDrive, which includes the company’s take on augmented reality, projecting speed and other information up onto the dashboard.

As for interior space, that high roofline means rear headroom is fine for adults, and the rear seats fold 40:20:40 for maximum flexibility in loading. That’s important, as we couldn’t fit a full set of golf clubs into the trunk of the X1 without dropping at least one rear seat down. If your cargo is a smaller than that, then there are plenty of hidden cubbies under the rear floor.

Pricing

The crossover SUV market is increasingly crowded, and there are plenty of sub-$30k options for those wanting a loftier driving position. In contrast, the X1 range starts at $31,545 for the entry-level sDrive 28i, rising to $33,245 for the xDrive 28i; if you want the Sport Line package it’s an extra $1,900, or $3,000 for the M Sport Line package.

The X1 xDrive 35i, meanwhile, starts at $39,345, with Sport Line priced at the same $1,900 but the M Sport Line package slightly cheaper at $3,500. That M Sport Line package, incidentally, throws in a lower chassis and tauter suspension, as well as modifying the electronics to suit sharper driving.

Wrap-Up

Demand for BMW’s smallest SUV in Europe has obviously been sufficient to convince the Germans that there’s a market for it in North America. The current fashion for crossovers would certainly seem to prove that, and the persistent badge status of BMW vehicles means those with the X1 on their SUV shortlist are unlikely to find the $31k+ price tag too off-putting.

Your money gets you a distinctive and well-built vehicle, but arguably most importantly it’s a car that drives more like a BMW sedan than an SUV. No wallow, no sluggishness around the corners; just taut handling and – particularly with the 8-speed gearbox in the 2.8-liter models – the sort of spirited performance we’d expect from a 3 series not a crossover.

That more advanced gearbox, along with the economy advantages of the smaller engine, make the 28i models our pick of the X1 line-up. The xDrive 28i is the most sure-footed of that pair, but the sDrive 28i is a capable and persuasive option for those wanting some sporting luxury with their premiere driving position.

Gallery

Design

Some crossovers want you to think they’re really coupés. Some encourage you to feel like an urban commando. Hyundai’s strategy with the Santa Fe Sport is to dilute some of the company’s “fluidic sculpture” design language until it could come up with a mass-market pleaser. No gouged slashes or over-sculpted cladding, just a few deft creases and a striking trapezoid grille.

That’s not to say it’s an ugly car, though certain colors flatter it more than others. Silver is a good choice, helping disguise the slab-sides and diluting the over-chromed grille, and the steeply angled rear-quarter window works if only because there aren’t third-row seats to obscure. From the rear it’s the usual SUV stack of metalwork, some silver trim partially alleviating the swathe of plastic across the bottom edge.

The Santa Fe Sport comes in at 184.6-inches in length – the seven-seater will extend that by 9-inches – and has a 106.3-inch wheelbase, the same as the 2012 Santa Fe it replaces. However, it’s considerably lighter than the old model, with Hyundai’s liberal use of high-tensile steel making for a crossover that’s both torsionally stiffer but 266 pounds lighter than before.

Engines and Performance

Hyundai has a pair of engines from the outset, adding in a third powerplant when the seven-seater hits the market. The entry-level is a 2.4-liter mustering 190 HP and 181 lb-ft of torque, with direct injection and a 22 mpg city efficiency rating and 33 mpg highway rating for the front-wheel-drive (FWD) model; optional all-wheel-drive (AWD) sees knocks 1 mpg and 5 mpg off those figures respectively.

Unfortunately, Hyundai didn’t bring its base-spec engine along to our Park City, Utah test event, instead leaving us with only the 2.0-liter four cylinder turbo. That pushes out 264 HP and 269 lb-ft of torque, with 21/31 mpg city and highway economy for the FWD version and 20/27 mpg if you opt for AWD. Both engines get an Active Eco button easily accessed by the wheel, which Hyundai claims can boost economy by as much as 7-percent by adjusting acceleration and other factors.

A six-speed automatic gearbox is standard, built by Hyundai itself using a torque-converter system. It’s a capable ‘box, shifting quickly even when pushing the turbo through the rarified air of the 8,000 feet elevation Park City, and what turbo lag is present is near-imperceptible. Active Eco mode does make changes to its downshifting behavior, however, encouraging the auto to be less prone to dropping down in the interests of better economy. It’s a noticeable difference, though not one we struggled to get used to after a few miles driving.

2013 Santa Fe Sport testdrive:

Unsurprisingly it’s in a straight-line that the Santa Fe Sport is happiest. Road noise is minimal, aided by twin-layer insulation to the windshield, various suspension muffling elements, and other insulation systems, and there’s little in the way of vibration during highway driving. Happily it also avoids bouncing or wallowing, something which can often turn SUVs into boat-like experiences.

Going round corners isn’t impossible, however, even at speed. Hyundai has fitted a three-mode steering system with a straightforward control on the wheel, offering Normal, Sport, and Comfort settings. Often such systems can be near-imperceivable in what difference they bring, but the Santa Fe Sport does in fact show three altered personalities. The company claims that power-assistance varies by 20-percent going from Sport to Comfort modes, and it’s noticeable. At its firmest, you really start to feel like you’re pitching the Santa Fe Sport directly into turns, while at the other extreme the wheel is so comparatively easy to turn you can do it consistently one-handed.

The usual electronic systems and aids show themselves on the Hyundai’s spec sheet, with Downhill Brake Control (DBC) one the company is particularly proud of. Although even the AWD Santa Fe Sport is unlikely to be taken offroad with any regularity, DBC makes descending steep hills straightforward by automatically controlling the brakes.

Hyundai will offer a 3.3-liter V6 with 290 HP with the seven-seat Santa Fe, when that model arrives early in the new year.

Interior

Stepping into the Santa Fe Sport is generally a good experience, with a futuristically swooping dashboard clad in plentiful soft-touch plastics. You’ll need to tick some of the options boxes in order to get the key good-stuff, however: the 8-inch color LCD touchscreen to handle multimedia and navigation is an option, and you’ll need $2,450 for the leather package, though you do at least get a choice of different two-tone colors and finishes.

Families with younger children might prefer to stick with the standard cloth seats, however, which use specially-treated fabric that’s billed as water, stain, bacteria, and odor resistant. Spill chocolate milk across the rear bench and it will stay floating on the surface of the cloth, rather than soaking in, for easier clean-up.

Unfortunately, not everything quite gels. While there are plenty of good decisions by Hyundai – the easily accessed steering mode control, fuel filler release built into the drivers door handle, and tactile button choices – there are some less than ergonomic decisions too. Making the touchscreen an option means there’s some duplication between touch and button navigation, lending the dashboard a cluttered feel at times.

That’s a shame, because Hyundai’s BlueLink telematics isn’t bad once you get to grips with it. As well as turn-by-turn navigation there’s Bluetooth support for hooking up a smartphone; then, you can stream music through Pandora and other apps. Hyundai plans an iPhone app which will allow for remote-start and lock control, while if you log into the companion website you can set up geofenced limits outside of which the Santa Fe Sport can’t be driven. That’s likely to appeal to parents with young drivers on the insurance.

Front and rear seating is comfortable and – with no third-row to accommodate – space for back passengers is ample. In fact, each seat of the rear bench folds independently, with sliding/tilting and integrated heating available as an option. Drop everything flat and there’s a reasonably sized load area. On the plus side, the rear wheel arches make minimal intrusion at the sides, though the seats themselves don’t fold entirely for a completely flat space. Overall, you get 71.5 cubic feet for your boxes, cases and bikes (or 35.4 cubic feet with the rear seats up), along with a variety of dashboard and underfloor cubbies for salting away bottles and sunglasses.

Pricing

Factor in destination charges, and the entry-level Santa Fe Sport starts at $25,275. You’ll spend $27,525 for the 2.0T version, while upgrading to AWD in either model is a $1,750 option. More expensive are the options packages; in addition to the $2,450 Leather and Premium Equipment Package there’s a $2,900 Technology Package, which also includes the new panoramic moonroof. In general, if you’re content with the base spec, the Hyundai is often cheaper than its crossover rivals, but that advantage is mitigated if you have a taste for extras.

Wrap-Up

Without the seven-seater Santa Fe to compare, it’s hard to know whether Hyundai has scored a one-two punch with its new crossover SUVs. Alone, though, the 2013 Santa Fe Sport is a strong upgrade to the 2012 model. Those paying for it will be pleased by the more flexible engines, improved fuel economy and competitive entry price (just as long as they’re not too distracted by the options), while those along for the ride get comfortable and spacious accommodation.

Those placing particular emphasis on aesthetics may find the Santa Fe Sport too bland in its design for their tastes, though Hyundai’s designers’ restraint should at least broaden its appeal. The 2.0T engine is impressive, punching above its capacity in performance though not sacrificing ride quality. Not, then, a car you buy with your heart, but that’s hardly the recipe for a crossover purchase anyway. The Santa Fe Sport is a capable and affordable option in the midrange segment, and those factors count for a lot.

Design

Cadillac’s design language is clear, the crisp edges softened slightly from the more memorable of the “Art & Science” concepts like the Ciel and Sixteen, but still distinctively purposeful whether parked up or in motion. Some of the details are particularly pleasing: the huge trapezoid gape of the grill slashed across by the front bumper, for instance, and the way the headlamps flood down from the leading edge of the hood and spread somewhat, visually broadening the stance. The rear tapers to the familiar pinch of Cadillac’s existing XTS, the LED lights slashing neatly at the extremes of the trunk lid and haunches.

The 18-inch wheels – standard on the Premium model, an option on the Luxury and Performance – do a good job of filling the arches, though the standard 17-inch set are decent. Cadillac has obviously had the tape measure out to make sure the ATS blends in well with the rest of the compact sport sedan crowd: at 182.8 inches long, 71.1 inches wide and 55.9 inches high, it’s 0.3 inches off the length and 0.2 off the width of the 3-Series, while sitting lower than Mercedes’ C Class or Audi’s A4.

Engines and Performance

The ATS launches with a choice of three powerplants, starting with a normally aspirated 2.5L four-cylinder and topping out with a 3.6L V6, while a 2.0L four-cylinder Turbo slots in-between as the performance option. All are paired as standard with a 6-speed auto gearbox with slick magnesium paddles behind the wheel for those moments you want to take charge – though the turbo can optionally be outfitted with a 6-speed manual – and rear-wheel drive, with all-wheel drive an option on the two more powerful engines.

At the entry-level, the 2.5L musters 202 hp at 6300 rpm and 191 lb.-ft of torque at 4400 rpm. Cadillac claims a 7.5 second 0-60 mph time and 22 mpg city / 32 mpg highway economy, though it’s worth noting that it also recommends regular fuel rather than the premium BMW, Mercedes and Audi would all prefer you to fill up with (in contrast, Cadillac only specifies premium for the turbo). We tested the ATS in a combination of road and track conditions, and while the 2.5L is obviously not the most powerful engine around, that only left more space for the steering and road-holding to shine.

The electric power steering avoids the vague sense of disconnection that some systems of its type suffer, instead being precise and accurate; there’s a sport mode, which tightens response up further, though it’s not an extreme difference in most driving conditions. Nonetheless, point the ATS at a corner and it simply follows, with no wheel shudder or fuzziness. Cruising in sixth gear is a matter of keeping a single finger on the wheel (though we’d recommend more, obviously), but the ATS instantly wakes up when you get to twistier stuff, albeit showing some of its power shortage and demanding you snap at the paddle once or twice to kick into a lower gear.

That’s not a problem that affects the 2.0L Turbo, and what the mid-range ATS engine lacks in capacity it gains in forced-induction grunt. 272 hp at a more usable 5500 rpm, along with 260 lb.-ft of torque at 1700-5500 and a 5.7 second 0-60 time, look better on paper and feel better on the road, and once the turbo has spooled up there’s a broad band of power to make use of. It’s a good foil for the excellent suspension and road-handling, the multi-link suspension – Cadillac’s first five-link system – doing a great job of clinging and smoothing in equal measure.

Cadillac’s own economy figure predictions suggest the Turbo will hit the same mpg as the 2.5L four-cylinder, though we’ll believe that when we see it. If we had a complaint it would be the soundtrack: Cadillac’s Turbo lacks the appealingly animal growl of rival engines, and is serviceable but uninspiring. We can’t criticize the brakes, though, the Brembo discs pulling the ATS to a 60-0 mph stop in 129 feet according to Cadillac’s own testing.

Finally, there’s the 3.5L V6, a step back toward luxury from the forced thrust of the Turbo, but still possessing enough blunt force to make the ATS a machine to be reckoned with on the road. 321 hp at 6800 rpm, 275 lb.-ft of torque at 4800, and a 5.4 second 0-60 run are paired with (estimated) 19 mpg and 28 mpg city and highway economy figures respectively. In short, it’s the fastest ATS but also the thirstiest and heaviest, though Cadillac is at pains to point out that it has undercut all of its segment rivals on the scales. The company scrupulously paired back curb-weight by shaving away unnecessary metal, punching holes through struts and bars, and generally refusing to accept a component if a lighter version was within budget (even down to picking smaller screws where possible, saving 36g apiece).

The biggest engine slurs along smoothly on the Magnetic Ride Control (a cost option on both the Turbo and the Premium models) with all the waft potential you might expect from a larger Cadillac. However, it doesn’t sacrifice all its performance: flick at the paddle shift (or, indeed, let the auto gearbox show its surprising degree of intelligence and handle the changes itself, which we often found we couldn’t fault) and you can expect most of the point-and-play excitement that a sports compact buyer might want. Cadillac’s various electronic driver aids tempered oversteer to the point where it was difficult to coax from the ATS, and it’s possible to throw the car around in ways rear-seat passengers really wouldn’t appreciate.

Interior

BMW, Audi and Mercedes haven’t just built reputations on style and performance, but the quality of their interiors, and thankfully Cadillac has stepped up with the ATS’ kit and trim as well. Pride of place is the latest iteration of the company’s CUE informatics and entertainment system, an 8-inch capacitive touchscreen with HD radio, Bluetooth connectivity for up to ten devices, CD, voice recognition, and both USB and SD connectivity.

CUE looks significantly slicker than most of its segment rivals, and uses the sort of swipes and gestures – such as pinch-zooming – that we’d more commonly associate with the iPad. That helps keep its breadth of functionality easy to approach, and it didn’t take long before we had hands-free calls working and music playing from our smartphone. Commonly-used controls like HVAC use touch-sensitive buttons embedded in the swathe of black running down the center console, with haptic feedback to let you know you’ve stabbed at them accurately. Our only complaint would be the occasional lag in moving between functions, though it was never enough to distract us too much from the road.

Bose has provided not only the speakers but a clever noise-cancellation system that uses the same sort of active noise-suppression as found in some Bluetooth headsets to reduce road and engine noise in the cabin. It works impressively well, and without introducing the bulk and weight of traditional sound insulation. Meanwhile, CUE also pushes information to a 5.7-inch display in the instrument cluster and to a head-up display (the latter part of the Driver Assist package).

Several leather finishes for the seats – or optional (and pleasingly grippy) sports seats – are on offer, including platinum grey, caramel, black and a fetching morello red, with a choice of brown or black accents and either wood, aluminum or real carbon fiber trim, the latter being a first for a Cadillac. The interior mood of the car changes significantly with the different color combinations: the lighter shades and wood trim are less successful to our eyes than the sportier dark leather and aluminum or fiber trim.

Either way, the rear accommodation feels a little more cramped than we’d like, with leg, shoulder and headroom all coming in shorter than what the 3-Series would offer. It’s not a deal-breaker, by any means, but that and the more limited trunk space – 10.2 cu.ft. versus the 12.4-13 that Audi, Mercedes and BMW supply – could be worth bearing in mind.

Two active safety packages are available, dubbed Driver Awareness and Driver Assist. The former includes buzzing seats that warn you if you’re drifting from your lane, forward collision monitoring (that warns but doesn’t prevent bumps), rain-sensing wipers and rear thorax airbags, while the latter adds front and rear automatic braking, collision preparation, adaptive cruise control, side blind-zone and rear cross-traffic alerts, and the head-up display.

Pricing

The 2013 ATS starts at $33,990 for the 2.5L RWD auto in standard trim, stepping up to $38,485 for the Luxury trim. The 2.0L Turbo is $24,615 in RWD with the manual transmission and standard trim, rising to $39,110, $41,510 and $44,315 for Luxury, Performance and Premium trim respectively. The automatic gearbox is between $1,180 and $1,475 depending on trim level, while AWD (which is only available with the auto box) is between $2,575 and $3,280 more than the base Turbo, again depending on trim level.

Finally, the 3.6L RWD Auto is $42,090 for the Luxury spec, rising to $44,590 and $47,590 for the Performance and Premium trims respectively. The AWD option is around $2,000 more. In short, Cadillac undercuts its German rivals and is competitive with Lexus too, despite heaping on the toys.

Wrap-Up

It’s been a long time since Cadillac broached the compact sport sedan segment, but the company has risen to the challenge admirably. Speaking to Cadillac executives, there’s an interesting blend of humility – recognizing the lofty goals of the 3-Series – and ambition; recognition that the 2013 ATS is more than just a shrunken XTS. Yes, it can deliver the traditional Cadillac wafting, but it can also unleash not only a turn of speed but the road-handling to deal with it both with safety and entertainment in mind.

Our complaints are few: a more aggressive exhaust note from the Turbo, perhaps, to match its punchy midrange, and accommodation for passengers and luggage once you get back beyond the front seats is tighter than others in the segment. CUE is ambitious and capable, making the few stumbles we experienced all the more glaring. We’d like to see an ATS-V performance version, too, though that’s likely to arrive in time (something Cadillac wouldn’t confirm, but didn’t seem too keen to deny with any great vigor).

Overall, then, the plusses outweigh the minuses. The 2013 Cadillac ATS looks great, is tightly constructed inside and out, rides brilliantly and does so at a price that’s highly competitive with the high-flyers in its segment. That it’s from a US brand and doesn’t spare the toys are factors that will undoubtedly appeal to many as well. BMW’s “ultimate driving machine” reputation was an ambitious target for Cadillac to choose, and that the 2013 ATS comes so close in many ways should be a huge wake-up call for rivals and buyers alike.

Design

Kia first previewed the Soul’s design as a concept back in 2006, and the production model arrived almost as stubby and box-like. It’s a love-it-or-hate-it aesthetic, certainly, with over-scored arch lines, a front end that looks generally gaping with its huge light clusters, hefty lower air intake – body-colored in our “!” (or “Exclaim”) spec model, black plastic in cheaper versions – and pinched grille. The rake of the A-pillar and the (fake) vents at the leading edge of the front doors are reminiscent of a Range Rover, and indeed the whole stance of the Soul screams “mini urban warrior” rather than bland city runabout.

A rising shoulder-line and squared-off roof leave the Soul looking tapered in profile despite not sacrificing rear headroom, while at the back there’s one big square hatch flanked by more oversized lights. The 18-inch alloys – standard on the Exclaim spec – are more eye-catching than the norm, and there are LED positioning lights, upgraded headlights with auto-off, sizable fog lamps and privacy glass.

Interior

What the Soul’s interior lacks in pure quality it scrapes back with the sheer amount of kit you’re getting for your money. Every model gets a Bluetooth stereo with USB and aux-in connections, air-con, power windows and door locks, remote keyless entry and a tilt/telescoping wheel with audio controls. The Exclaim steps things up to a Microsoft-powered “UVO Infotainment System” with a 7-inch touchscreen and voice control along with Sirius XM satellite radio (with three month bundled subscription), a separate amp, center speaker, subwoofer and gimmicky speaker-lights. There’s cruise control on the midrange “+” Plus model and up, and all versions get 60/40 split folding rear seats.

The dash plastics themselves aren’t the acres of soft-touch you might get on more expensive cars – our spec’d out Soul still comes in at under $20,000 – but they’re generally creak and rattle free. The seats are clad in fabric not leather – only the steering wheel and gearshift knob get hide – but the material is tough and should survive clambering kids. Drop the rear seats and there’s a wide expanse of flat load area, helped by the high roofline; the only downside is the height of the rear bumper, which means there’s a considerable lip to be negotiated.

Safety features include 3-point belts for all five seats, dual front airbags and front seat-mounted side airbags, and full-length side curtain airbags. A tire pressure monitoring system flags up warnings on the dash if you have a low wheel, and there are LATCH (Lower Anchors and Tethers for Children) mounting points for car-seats and the like. Admirably all of those safety features are standard across the Soul line-up, not limited to the higher-spec variants.

Engine and Performance

Kia has a choice of two powerplants for the Soul in the US, a 1.6L petrol and a 2.0L petrol. In Europe, there’s also a diesel option. The new 1.6L – which musters 138HP at 6,300 RPM and 123 pounds-feet of torque at 4,850 RPM – is only in the Base-spec Soul, from $13,900 with a 6-speed manual transmission or $15,700 with the 6-speed auto.

It’s the new 2.0L – with 164HP at 6,500 RPM and 148 pounds-feet of torque at 4,800 RPM – which Kia expects to be the better seller, and the engine found in our Exclaim test model. It can only be had with the automatic transmission in Exclaim form, too; the mid-range Plus, priced at $16,300 for the manual and $17,300 for the auto, gets a choice of both gearboxes.

There’s also an optional Eco Package, which adds in “Idle, Stop & Go” (ISG) or Kia’s version of stop/start automatic engine control. While present on our test vehicle, Kia isn’t actually offering ISG on current Soul orders after mediocre feedback about its performance. In short, it can be jerky to re-engage the engine and the times at which it actually operates are limited, such as not reactivating if you don’t drive above 5mph after restarting; in fact, even Kia admitted that it made only a minor difference to the quoted fuel economy figures. After taking it for a spin, we were glad of the manual override button by the steering wheel to shut ISG off altogether.

As for those economy numbers, Kia quotes 26mpg for city driving and 34 mpg for highway driving, or a total estimated annual fuel cost of $1,553 based on 15,000 miles in the 2.0L Soul. The 1.6L does very slightly better, with a quoted 27 mpg for the city and 35 for the highway, and there’s no difference between manual and auto boxes.

Kia has thrown the acronym book at the Soul, and there’s more than enough electronics to keep engine, stability and brakes in check. Anti-lock brakes (ABS) with brake-assist for emergency stops (BAS), Electronic Brake-Force Distribution (EBD), Electronic Stability Control (ESC), a Traction Control System (TCS) and Vehicle Stability Management (VSM) are joined by Hill-Start Assist Control (HAC), and like the airbags are standard across the spec range.

On the road, the Soul is surprisingly keen. The previous model was criticized for its sluggardly 4-speed auto box and somewhat breathless 1.6L engine, but the 2.0L plant and new 6-speed add up to a car with a surprising degree of zeal. Cornering is tight, thanks in part to the relatively short wheelbase, and the new auto is more immediate in how it delivers power to the road. The ride is firm but not too jumpy, though the electrically-assisted steering can be over-eager to re-center itself and feels twitchy at times.

Kia tells us it has added extra sound insulation into the cabin, and the net result is quieter travel than before. There’s none of the buzziness many city cars suffer from, though we’d recommend against being taken in by the Soul’s SUV-lite style and avoid off-road situations.

Wrap-Up

Kia deserves points from the outset for the balance of price, performance and specifications it has managed to strike in the 2012 Soul. Its predecessor was cheap but lacked some cheer, but the company has addressed the engine and transmission shortcomings, not skimped on safety, and squeezed in no shortage of entertainment tech without doing unpleasant things to the price. Our Soul ! test vehicle only climbs above $20,000 by virtue of the $750 destination fee.

The distinctive aesthetics will turn some off, certainly, but put against natural competition the Nissan Cube and Scion xB they’re equally likely to be a selling point for others. The audio system and capacious interior mean it’s not a case of style over substance, too, running costs can be pared back to a minimum, and Kia’s warranty runs to 5yrs basic coverage and double that for the powertrain. The outside of the 2012 Kia Soul may be comically wacky, but the ownership experience looks set to be seriously solid.

Design

Distinctive is one way to describe the CX-5. Mazda’s traditional beak-lip grill has been enlarged until it’s a gaping maw at the snub-front of the SUV, making for a car that’s certainly noticeable in your rear-view mirror. Sharp hood creases dip down over hawkish headlamps, joined by muscular front arches that cut under driver and front-passenger windows that have an almost teardrop cut to them, bowing down to the wing mirrors.

In profile, that arch line is joined by a more relaxed crease down from the rear of the car, leaving the CX-5 with a high waistline. Combined with the dip of the roof at the back, it gives the Mazda a pinched tail that helps disguise some of its heft. Plastic cladding, around the lower front chin, underneath the doors and at the rear of the CX-5, is kept to a happy minimum, though there’s still enough to probably save you too much damage from a kerb ding or road hump. Darker colors, like navy blue or grey, disguise it even more, but lighter options such as the metallic blue and red, show off the Mazda “Soul of Motion Design”

17-inch alloy wheels with 225/65 R16 tires are standard on the SE-L spec CX-5, stepping up to 19-inch alloys with 225/55 R19 tires on the “Sport” model we tested. Both get tinted glass rear of the B-pillar, front fog lights and daytime running lights, while the Sport throws in Bi-Xenon adaptive headlights.

Interior

Even Mazda admits that its interior quality hasn’t been up to scratch in previous models, and so there’s been a distinct and deliberate attempt to improve the CX-5′s accommodation. Thankfully Mazda hasn’t taken the easier route out and simply thrown a bag of gadgets at the same old plastics: instead, you get a decent haul of kit as standard together with dash materials that hold up to more than a casual prod.

The driver’s seat is adjustable in all the usual ways, including for height and lumbar support, and the Sport models make all of those adjustments motorized. Dual-zone air conditioning is standard, automatically turning on if you twiddle the chunky passenger-side dial to a different setting from the driver’s, and with a straightforward “Dual” button to link them back up again.

Front and rear windows are electric, as you’d expect, and the Sport models have three-stage heated front seats too, which warm up quickly. Unfortunately there’s no heating option for the leather-clad wheel, which is manually height/reach adjustable. The rear-view mirror is auto-dimming, with an easily-stabbed manual override button, and there’s cruise control – though not the clever speed-adapting system in Mercedes and other cars – as standard too.

There are several advantages inside with the Sport model, not least the leather seats – available in black or stone, with contrasting stitching – replacing the SE-L’s sturdy black cloth trim, the reversing camera complete with useful on-screen guidance lines, and keyless entry. You also get an audio system upgrade, with the standard CD/radio six-speaker setup replaced with a Bose audio system with nine speakers. Both have a 5.8-inch LCD display which, if you opt for the “Nav” variants of either spec model, throws in a touchscreen and TomTom guidance. Usually that would be a £400 upgrade, though for a limited period after launch Mazda will be including TomTom as standard.

Bluetooth connectivity for pairing your phone is included, and we found it far simpler to hook up a phone and sync across our phonebook than with some rival systems. After that, we could dial a number either by tapping it out on the touchscreen (or choosing a contact), scrolling to it with the Multimedia Commander dial down by the parking brake, or hitting the voice-command button on the steering wheel and attempting to navigate by speech. The latter proved a mixed bag, and we had more consistent results using the touchscreen. Audio quality proved surprisingly good, filling the cabin even when driving at speed, and without undue distortion.

Our test cars also came fitted with the optional safety pack, a £700 upgrade including rear vehicle monitoring and a lane departure warning system, the latter of which sounds an intrusive and unmissable noise when its lasers spot you’ve wandered over the road lines on either side of the car. It demands decent quality markings, however: on some of the more poorly maintained roads, where the lines were faded, the LDWS system didn’t spot our cavalier lane discipline.

The majority of Mazda’s new focus on quality is successful. The leather trim to the wheel and gearknob mean the controls you touch most often feel premium, while buttons and stalks all press and toggle with a firmness more akin to a premium car than a mid-tier SUV. It’s not a clean sweep – there’s a swathe of plastic wood across the center of the dash which would look better as metal, and the display for the air conditioning looks more like something we’d expect to see on a 90s HiFi than in a 21st century car – but there were no creaks or squeaks to be found.

Moving back through the car, the rear seats lose visibility because of waistline, though headroom is good. That could be an issue if you have younger children who want to see where the CX-5 is going, as they could well struggle to see out of the rear windows. The seats themselves support a 40/20/40 split, folding down flat to extend what’s already a capacious rear load space into a frankly vast one.

Storage space isn’t quite on a par with some of the more imaginative cubby holes of rival SUVs, but there’s still plenty of space to accommodate drinks bottles and the like. The center arm-rest opens to reveal a shallow, removable coin tray, with the larger space underneath joined by a second power socket and a USB port. The door pockets will hold a small water bottle, while the glovebox gets its own light and is reasonably deep.

Engine

Mazda has a choice of three engines for the CX-5, kicking off with a 2-liter petrol mustering 165ps and then two turbocharged 2.2-liter diesels, with either 150ps or 175ps. Both diesels can be paired with either a 6-speed manual gearbox or a new SKACTIV-Drive automatic that pulls in elements of step-auto, CVT and dual-clutch systems for smoother, more responsive shifting and better fuel economy; they also have a choice of 2-wheel drive or all-wheel drive. Petrol cars only get the manual gearbox and 2-wheel drive.

There’s a huge bag of safety and performance technology that’s thrown in too, including ABS, emergency brake assist, traction control, hill-hold assist and a tire pressure monitoring system, but the three stand-outs are Mazda’s freshly-branded SKYACTIV, Smart City Brake Support, and i-Stop.

Smart City Brake Support uses the front-mounted lasers to track vehicles and obstacles in front and, as long as you’re traveling at under 18mph, automatically stop the CX-5 if you’re about to crash into the back of it. We tested it out and, though there’s quite a jolt as the ABS-based system kicks in, it worked just as Mazda promised.

i-Stop, meanwhile, automatically shuts down the engine when you draw to a holt, such as when waiting for lights or in stop/start traffic. It’s not a new concept, but Mazda implements it particularly well: it’s so smooth as to be almost unnoticeable in action, and all three of the engines are sufficiently quiet at low speeds that it’s only really the lack of vibration that gives away the transition. Restart is also incredibly slick, with less engine rattle and shake than we’ve found in a Mercedes E-Class. That’s no small achievement.

SKYACTIV and Performance

SKYACTIV is the big news, however, Mazda’s ambitious redesign of its engine technologies along with gearbox, chassis, and suspension. In fact, nothing has been carried over from the previous-gen cars: everything is new. The goal is to create an SUV that shifts, corners and generally performs more akin to Mazda’s MX-5/Miata than a family car. So, the manual gearbox has a truncated throw for more snappy changes, and Mazda has managed to achieve the hitherto impossible: a 14:1 engine compression ratio, the highest of any petrol engine and the lowest of any diesel.

The figures are certainly promising: a 10-percent decrease in engine weight across the range, with the petrol powerplant dropping CO2 emissions and fuel consumption by 15-percent, and the diesel notching that up to 20-percent. Torque is up, too, and the automatic gearbox has seen a 4- to 7-percent boost in fuel efficiency.

Does it work? It’s certainly the most enthusiastic and car-like of the mainstream SUVs we’ve driven, belying its near-1.5 tonne kerb weight. We drove the manual, Sport versions of each engine, and though we had high hopes for the petrol model, in actual fact it was the diesels that proved to stand-out.

Mazdo quotes 9.0 seconds 0-62mph and a top speed of 124mph from the 2.0 liter petrol Sport CX-5, but you need to work the gearbox hard to squeeze out the sporting potential. With 210Nm of torque, mid-range pull is somewhat absent, and we needed to plan further ahead than we’d expected for overtaking maneuvers to give time for downchanges rather than simply planting our right foot.

In contrast, the 2.2 diesel has 380Nm and 420Nm of torque for the 150ps and 175ps models respectively, and with peak power coming in at around 2,200 rpm. That means less shifting – though Mazda’s foreshortened gearbox is indeed a treat – and, coupled with a chassis that does an excellent job of clinging to twisting roads without wallowing or bouncing, it makes for a far more usable car.

Let’s face it, this isn’t an MX-5 and, no matter what Mazda claims, you’re not going to get pocket sports car performance out of an SUV. However, while you could throw power at the situation to partially address that, we’d actually opt for the 2-wheel drive 150ps diesel, rather than its more powerful AWD sibling. Sure, the AWS system is grippy, but the 2-wheel drive does a great job there too, and we’re not sure most CX-5 owners will ever get sufficiently near off-road terrain to make the most of it.

Meanwhile, although the more powerful diesel may reward a more urgent driving style when you’re stretching the top end, the mid-range model is impressively potent thanks to all that torque. The difference between the two was only noticeable when we really pushed the CX-5; at that point, you’d best hope you have no children in the back, else you’ll be cleaning vomit out of the upholstery for days.

There’s no small advantage in efficiency if you opt for the 150 diesel, too. Mazda quotes a combined mpg of 61.4 for the 150 (53.3mpg if you opt for an automatic), compared to 54.3mpg for the 175 (51.4mpg for the auto version). The lower CO2 output could make more of a difference, though, at 119g/km for the 150 manual (139g/km for the auto) versus 136g/km for the 175 manual (144g/km for the auto). That’s enough to make the 150 manual UK tax exempt in its first year, something no other SUV can boast. The petrol version comes in at 47.1mpg and 139g/km CO2.

Wrap-Up

Kicking off at £21,395 for the SE-L petrol (from £23,595 for the Sport), from £22,995 for the 2-wheel drive SE-L 150 diesel (from £25,195 for the Sport), from £24,695 for the AWD SE-L 150 and from £27,195 for the AWD Sport 175, the CX-5 is well priced against its SUV rivals. With five seats versus the six or seven of some alternatives, it’s perhaps not the choice for larger families, but its advantage is a more car-like driving experience that is arguably the closest the mainstream SUV has come to pairing an elevated driving position and decent road skills.

We’ve a couple of lingering questions about some dashboard decisions, though they’re minor, and you’ll probably need to give yourself some time to look beyond the snub-nose and learn to appreciate the Mazda’s styling. Just as long as you remember to tick the diesel box – and we’d push you to the 2-wheel drive 2.2 150ps one at that – you should be satisfied, and the saving from not picking the most powerful engine means you can step up to the fancier Sport spec too.

So far so good, but the CX-5 promises to be the first of many new models with the SKYACTIV ethos. We’re already salivating at the thought of a lighter, more agile and fuel-efficient MX-5, and of course there’s also the recent news that Mazda is planning to work with Fiat on a new small convertible. SKYACTIV may not have shown all its strengths yet, but it’s off to an excellent start in the CX-5.