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Posted August, 2006

Road Test: 2006 Mazda5

By Kevin S. Lowery

Sometimes it takes more than a crystal ball to anticipate the next trend in automobiles—which doesn’t account for things like wars, natural disasters or spiraling gas prices. Mazda is gambling its new subcompact minivan the “5 sport hatch”—that is very popular in Europe and Japan—will have the same effect here. Will Americans set aside its instinct for gluttony and embrace a more conservative approach? Don’t hold your breath. Remember we’re the nation of super-sized fast food, mammoth TVs and a bigger-is-better mentality.

First, the exterior of the Mazda5 is pleasing and that is high praise considering my tendency for being averse to new vehicle designs. (You heard it here!) It’s combines a few sporty features that do not overpower the fact that this is a commuter car. That is difficult to do, especially in a wagon.

For years, divisions of car companies have been sharing platforms and other components. GM has been doing that since the 1930s. Mazda uses the best and the worst of this technique. The Mazda3 and the Mazda5 share several features. The first is a 2.3-liter DOHC four-cylinder engine. It produces 157 hp and 148 lb-ft of torque at 6500rpm. That’s three less horsepower and two fewer pound-feet of torque. This engine which, is zippy in the Mazda3, makes the 5’s acceleration feel like a minivan. And this is supposed to be the “anti-minivan?” So much for Zoom, Zoom. Yes, it’s fine for the Soccer Mom who tools around town but once you get onto the highway the additional weight of the car puts a strain on the engine…

Buyers in this class, typically, aren’t concerned with performance. Yet, I was impressed with the automobile’s handling. For a tallish vehicle, it maintains its equilibrium well during maneuvers—better than many other minivans, like the Honda Oddysey or the Toyota Sienna. It uses the same suspension design as the Mazda3, including a multilink rear suspension. The result is minimal body roll, although it feels a bit top-heavy in tight turns. Steering is as sharp as the sporty Mazda3's, and a tight turning radius makes this vehicle a breeze to pilot in parking lots.

The 3 and the 5 share the same platform but there the similarity ends. The Mazda5’s wheelbase is longer, a whole 4.4 inches more and it is 570 pounds heavier. On the other hand, it’s smaller and compact without compromising the necessary space.

The Mazda5 comes standard with a five-speed manual transmission. A four-speed automatic with manual-shift mode is available, but it will add $900 to the sticker price.

As for the car’s twin sliding rear doors, Mazda developed a new door mechanism that can be operated with the touch of a finger. They open approximately four inches wider than most sliders, which makes it easier to load people and cargo in tight parking spaces.

Inside the vehicle, the Mazda5 makes the most of its cabin space by adding clever storage units under the second-row seat cushions. The right passenger second-row seat cushion lifts up to reveal a fold-out center console with cupholders. When not needed, it tucks neatly away under your passenger's bum.

Brushed metal adds an upscale feel to the center console. However, the rest of the bus is a box of seats upholstered with durable fabric that collects dirt quickly but is easily brushed away.

Its three rows of seating are theater-style with each seat raised two inches higher than the one in front of it. This allows even third-row passengers a clear view out of the windshield. Second-row passengers can get comfortable with 35.2 inches of legroom, but third-row riders will be cramped with just 30.7 inches. That's ten inches less than you'll find in an Odyssey, and just enough room for really, really, really small children.

First- and second-row passengers enjoy reclining bucket seats while the third row has a 50/50-split fold down. All six seats have height-adjustable head restraints.

Second-row seats both slide and recline, and offer a double-fold mechanism to tumble the seat bottom flush into the floor. When combined with the fold-flat third-row seats, the car provides a load floor that measures just over 44 cubic feet, an area that can hold an item over five feet long.

Front headroom is a full two inches less than in an Odyssey and more than three inches less than a Toyota Sienna but our staff, ranging from 5’9” to 6’2” had no problem with the headroom at all.

Other features include: four-wheel antilock disc brakes with Electronic Brakeforce Distribution are standard on the Mazda5 minivan, as are seat-mounted side airbags for front occupants.

Another important factor when hauling around the family is safety. Driver and passenger front side-impact airbags are standard as are side curtains that span all three rows. Other safety features include collapsible brake and accelerator pedals, child safety rear door locks and LATCH system lower anchors and upper tethers.

Two trim levels are available, Sport and Touring, both are front-wheel drive and well equipped. Standard stuff includes seventeen-inch alloy wheels, power windows and locks, cruise control, steering-wheel-mounted audio controls, front door storage pockets with bottle holders, four-wheel disc brakes with ABS and Electronic Brakeforce Distribution, and airbags galore.

Our test vehicle was a top-of-the-line Touring version, which carries a base price of just under $19,000 and adds a fully automated climate control system, front foglights, a rear spoiler, side sill extensions, an in-dash six-disc CD changer, and a power moonroof. As on our test car the price jumps past $22,000 if you add the four-speed Sport AT automatic transmission and navigation system. (Since the car isn’t really “sporty,” i.e., at least not on the open road, I’d go with the automatic. No sense in shifting if it isn’t going to be a thrill ride.)

Initial sales projections are low, only 4,000-5,000 vehicles this first short year, with production climbing to 10,000-15,000 units for the first full year.

Fuel economy ratings are 22 mpg city, 27 mpg highway with the manual and 21/26 with the automatic. For a vehicle that, in every other way, is concerned about its automotive “footprint” these EPA ratings are too low to make much of a difference at the pump, only slightly better than a traditional minivan or small SUV.

Consider the 5. Sure it’s a difference concept but with a low price and generous features list you can’t beat the value for the money. Your local Mazda dealer would love to see you. R&D