Behind the Wheel

2020 Mazda CX-5 Review: A two-row crossover that makes an engaging, budget-friendly statement

The 2020 Mazda CX-5 has a lot to like.

Photo courtesy of Mazda North American Operations

These days, just about every carmaker sells a whole range of crossovers. There's a simple explanation for it of course: people buy them by the truckload. But strip the badging off and line them all up and it'll be hard to tell them apart.

To the non-enthusiast, the Ford whatsit is just like the Chevy whatsit which looks like the Honda whatever or is that the Toyota whatever? I can't tell.

They're alike on the inside, too. Steering wheel, high seating position, all-wheel drive (maybe), some luxury accoutrements depending on where it fits in the segment, leather, rinse, repeat.

2020 Mazda CX-5 The model's sculpted exterior is most different from other crossovers at the front, but it's back is not unattractive.Photo courtesy of Mazda North American Operations

Does it matter which one you buy? At once, absolutely and absolutely not. The Ford whatsit you wouldn't hate having might come from a great dealer, in which case, go buy that. Or Kia might have a great Cyber Wednesday deal running or you might inexplicably like the shift knob in the BMW X# Competizione M Sport GranTurismo and that's what turns your head.

Or maybe you just want a crossover with luxury features that's comfortable, has terrific handling and performance, and great design, in which case you should head straight to your local Mazda dealer and plunk down thirty-thousand-and-something dollars for a Mazda CX-5 and skip all the other stuff. That's what I'd do.

Mazda is the rare carmaker that makes excellent vehicles across the entire range, so you can't go wrong. My tester CX-5 came in an intoxicating Soul Red Crystal Metallic with a Caturra Brown interior. I don't know what makes Soul Red different from regular red, or what a Caturra is, but Mazda's built a fetching crossover. The new Mazda3 is a looker and the CX-5 has the same lineage.
It's aggressive but not shouty, taut but not tense. It's sporty and luxurious. It's driver-focused but refined for everyone else too. It is, to put a point on it, all things to all people.

Except for that infotainment screen. It's a weak point, I'll admit — and so will Mazda, I suspect. It sticks out of the center of the dash, which is fine. It's a good size, and Apple CarPlay looks great on it. You can just reach it, but it's not a touch screen (except when it is). And the stock infotainment system is incredibly annoying.

2020 Mazda CX-5 The touch points of the CX-5 tester were more premium than the price of the SUV would let on.Photo courtesy of Mazda North American Operations

Generally you control it with a knob and button setup down in the center console behind the shifter (the volume knob is down here too, which is annoying for five minutes and then kind of delightful). It's not the best way to control an interface, but it's serviceable and much preferred to the horrendous touchpad that Lexus insists on installing in all its vehicles these days. But then, once in a while, and only in CarPlay, it works as a touchscreen. But not always.

Yet, this is a mere quibble because the rest of the car is fantastic. My tester priced out at $38,655 in the Signature trim and is filled with nearly every feature on my must-have list, including 360-degree camera, parking sensors, heated and ventilated front seats (and heated rear seats, too), a terrific heads-up display, adaptive cruise, an active lane-keeping assist, and a bunch more.

The Signature also includes standard AWD and a 2.5-liter four-cylinder engine that generates 250-horsepower and 310 pound-feet of torque engine, and is a total peach. It even runs on standard fuel, although derated to 227 horsepower. Fuel economy with the bigger engine is hurt a little bit, running 22 mpg in the city and 27 mpg on the highway, while the smaller non-turbo variant that comes standard in the CX-5 runs 187 horsepower and 186 pound-feet of torque but at 24/30 city/highway with all-wheel drive.

2020 Mazda CX-5 Buttons, knobs, and the steering wheel are all easy to reach from the driver's seat.Photo courtesy of Mazda North American Operations

A few weeks ago, I tested a 2019 Mazda3 hatchback around the racetrack at the Monticello Motor Club and it was a riot. A note to those who love powerful cars: it's way more fun to drive a slow car fast than a fast car slow. The Mazda3 was controllable and predictable — exactly what you want in a performance vehicle, and the CX-5 has the same sort of feel. It's much more car than SUV, and in this trim, is part sports car too.

It reminds me of a budget Porsche Macan a bit. Sporty luxury with quality and refinement to spare, only at a much more reasonable price. All those other crossovers might seem basically the same, but the CX-5 stands out. I guess that's why Mazda is selling so many of them.

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The 2022 Nissan Pathfinder arrives on dealer lots this summer.

Photo courtesy of Nissan North America

The 2022 Nissan Pathfinder doesn't have to be capable of rock crawling or deep water fording. What it has to do is service the needs of families in their daily life and give them the opportunity to competently go off-roading on rocky trails should they desire. The new, fifth-generation models does just that and adds in enough nifty features to make it among the most compelling choices for three-row SUV buyers.

The 2022 Pathfinder is thoroughly modern though not the boxy off-roader it once was. The SUV's styling harkens back to that time with a tilted, darkened C-pillar and a return to a more muscular body style. That styling makes straightforward visibility good but for shorter drivers seeing what is immediately in front of the grille is a challenge that necessitates using surround view camera technology (available only in upper trim levels) when navigating challenging terrain.

2022 Nissan Pathfinder The Pathfinder can easily handle the roads less traveled.Photo courtesy of Nissan North America

Under the hood is a 3.5-liter V6 that offers up 291 horsepower and torque - plenty to do the job without complaint. The SUV's nine-speed automatic transmission replaces the continuously variable transmission (CVT) from the previous generation and delivers smooth shifts. Though low-end torque isn't as robust as I like it to be, once up over 35 mph, the Pathfinder's powertrain delivers smooth, powerful sailing.

The redesigned architecture and components underpinning the Pathfinder make it stable on the road and don't allow it to wallow on winding roads. Even off-road, the suspension provides the right blend of stability while the drive dynamics allowing the driver to feel engaged with their surroundings whether on freshly paved roads, city streets, or muddy trails.

Nissan has given the Pathfinder a 6,000-pound towing capacity and even when maxed out the engine's functionality is strong as ever. The transmission can get held up in a gear mid-range when performing this function, however, with 5,000-6,000 rpms registering on the tachometer but a quick release of the gas pedal recalibrates the offering bringing it down to a more traditional 2,000 rpm range.

The eight-seater Pathfinder clearly has the Toyota Highlander in its sights, with good reason. It's the top-selling three-row SUV in the country. Nissan boasts that three adults can fit across the rear bench seat of the Pathfinder and, as long as they're average size or smaller, the marketing talking point holds up. There is gobs more room back there than there is in the Highlander.

2022 Nissan Pathfinder Nissan has given the Pathfinder ample cargo space.Photo courtesy of Nissan North America

Getting in and out of the third row is easy thanks to one-touch buttons on the outboard side of the second-row chairs that move the SUV's captain's seats forward creating enough room to get through to the back. Smartly, Nissan's engineers have put duplicates of these buttons on the back side of the same seats allowing third-row passengers to simply press the button to move the seat up.

The third row can also be accessed via a split between the captain's chairs as well, a space traditionally occupied by a center stowage bin/cup holders/arm rest. Owners can quickly remove the center console by opening a panel on the front and pulling the release mechanism. The one-handed operation takes seconds and the console can be easily stored in the under-floor trunk space behind the third row seat for ease.

Speaking of cargo space... The Pathfinder is one of the most spacious midsize SUVs on the market today for both passengers and cargo. There is a substantial amount of room behind the third-row seat and the under-floor storage area is nearly twice the size of the one in the Highlander. Plus, it has a feature that allows the area cover to be automatically propped up when pushed up by a user. This is especially help when carrying groceries or plants home and keeps them from being crushed.

The first- and second-row seats are suitably comfortable, even for extended periods of time and standard trig-zone climate control makes finding the right in-cabin mix easy. Bottle holders in the pockets of the front doors are exceptionally large, fitting even bulky water bottles.

2022 Nissan Pathfinder The Pathfinder's front row seats are comfortable.Photo courtesy of Nissan North America

In front of the driver is a standard tachometer, speedometer, and 7.0-inch driver information display. Buyers can upgrade to a fully digital 12.3-inch instrument cluster and head-up display but they're not reason enough to upgrade to the top-tier Pathfinder Platinum on their own.

Nissan packs the new Pathfinder with a host of desirable features that make living with the Pathfinder easier including one-touch auto up/down windows, a wireless phone charger, grocery hooks in the rear cargo area, USB ports in all three rows, second-row sunshades, rear door keyless entry, wireless Apple CarPlay, and a motion-activated lift gate.

The 2022 Nissan Pathfinder is priced to start at $33,410 for the two-wheel drive S base model and $35,310 for the four-wheel drive S base model. The model tops out around $50,000 with destination and delivery included, which seems fair when comparing the Pathfinder to other vehicles in the market.

2022 Nissan Pathfinder The Pathfinder can tow up to 6,000 pounds.Photo courtesy of Nissan North America

If you're thinking of purchasing a Ford Explorer, Jeep Grand Cherokee, Hyundai Palisade, Kia Telluride, Honda Pilot, or Highlander, do yourself a favor and schedule a test drive of the new Pathfinder when it arrives at a dealer lot near you. You may just be surprised how seamlessly it fits into your daily life compared to the competition.

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The F-Type P450 cars replace the P300 and P380 as part of the Jaguar lineup.

Photo courtesy of Jaguar

Two new versions of the Jaguar F-Type are on the horizon. New versions of the model have been created to further the car's luxury proposition and both are powered by a roaring V8 engine. The new P450 variants replace the P300 and P380 models currently in the lineup. Jaguar is keeping the F-Type R around.

2022 Jaguar F-Type P450

The 2022 Jaguar F-Type P450 will be available as a coupe or convertible in P450 RWD or P450 R-DYNAMIC AWD grades. All varieties come with a 444-horsepower supercharged V8 under the hood that achieves 428 pound-feet of torque. An electronic active differential is standard. In all configurations, the car gets from zero to 60 mph in 4.4 seconds and has a top speed of 177 mph.

2022 Jaguar F-Type P450 The car has received minor exterior updates from the 2021 model.Photo courtesy of Jaguar

In a nod to its suburban buyers, the F-Type has a Quiet Star mode that allows a more subtle roar out the back side of the car upon startup. Drivers who don't care about keeping quiet can switch the car in to Dynamic mode and let the rumble out.

Each F-Type P450 rides on 20-inch wheels, has larger brakes than traditional F-Type models, and has the switchable exhaust. Double J-Blade daytime running lights feature up front while new slender rear lights allow the body of the car to speak for itself.

Buyers who get the F-Type P450 R-Dynamic AWD get bespoke badging; a gloss black front splitter, side sills, valance, and venturi; auto-dimming, power- folding, heated door mirrors with memory; and 20-inch Style 6003, split-spoke, gloss Dark Grey with Contrast Diamond Turned Finish Wheels.

2022 Jaguar F-Type P450 The interior sports a refined appearance.Photo courtesy of Jaguar

Monogram stitch patterns on the car's seats and interior accents in Windsor Leather and satin-finish Noble Chrome enhance the interior. Additionally, there are "Jaguar Est.1935" markings on the center console finisher, glovebox release button surround, and seatbelt guides. Six-way electric power seats are standard on F-Type P450 RWD, while F-Type P450 R-Dynamic AWD adds 12-way electric memory front seats, electrically adjustable steering column with memory, Delta Aluminum Center Console, and R-Dynamic branded metal treadplates as standard equipment.

A 12.3-inch driver information display is standard.

F-Type P450 is available in 11 standard exterior colors, and can be ordered in over a dozen custom SVO paint finishes. It starts at $69,900 for the P450 RWD Coupe and $79,900 for the R450 R-Dynamic AWD Coupe.

2022 Jaguar F-Type R

The F-Type R is the pinnacle of the Jaguar lineup with torque on-demand all-wheel drive, Jaguar Intelligent Driveline Dynamics control technology, a double wishbone front and rear suspension, and electric power-assisted steering.

It can get from zero to 60 mph in 3.5 seconds and has an electronically limited top speed of 186 mph thanks to its 575-horsepower supercharged V8 engine. All-wheel drive is standard.

This model starts at $103,200.

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