A family vehicle for those that don’t quite need a traditional minivan and want some fun behind the wheel.
We recognize that for many, there is a minivan phase of life, when the ability to carry a small brood and
their paraphernalia in an economical and relatively fuel-efficient manner is a necessity—stigma be damned.
But at the advent of this phase, when the kids are few and tiny, and at the end, when they grow large enough to leave on their own accord, there is a niche for a smaller, three-quarters-scale minivan.
It is here that the Mazda 5 takes residence: a six-seat crossover with sliding doors that stems from the Mazda 3 platform. In Europe, compact multipurpose vehicles such as this are known as space wagons. In North America, the Mazda 5 occupies this space almost unchallenged; the closest competitor is the Kia Rondo, but the Rondo has conventionally hinged rear doors.
What also sets the Mazda 5 apart is that, true to the sporty nature of the brand, it possesses some driving flair—it’s not the enthusiast buzzkill that is most full-size minivans.
It’s obviously not a conventional minivan when the base, $18,645 Sport model comes equipped with a manual transmission. That’s our favorite, but just five percent of buyers opt to shift for themselves.
Mazda’s big news for 2008 is that it has replaced the somewhat outdated four-speed automatic transmission with a five-speed that is available on all three trims (Sport, Touring, and Grand Touring). We tested it in the top-of-the-line Grand Touring, which adds heated leather seats, Bluetooth, and automatic climate control. Ours was $25,645, which included the optional navigation, making it pretty much as loaded as they come.
New Five-Speed Automatic Passes Muster
We confess to the preconceived notion that performance would suffer with the automatic; subsequently, we have a huge plate of crow on the menu for tonight. In fact, we begrudgingly predict that the number of buyers who want the manual may even drop further since the new tranny preserves enough of the fun quotient for most. Minivan buyers may be confused by the manumatic’s operation—forward for downshifts, back for upshifts—which, true to Mazda’s “zoom zoom” mantra, stems from sequential manual transmissions in real race cars.
Under the hood of all 5s is Mazda’s 2.3-liter four-cylinder pumping out 153 hp and 148 lb-ft of torque, which squirts the 3505-pound mini-minivan to 60 mph in a ho-hum 9.4 seconds.
But that’s no reason not to have some fun on the way to grandma’s house, with respectable fuel economy, en route. The five-speed automatic and some engine management tweaks add 2 mpg to the EPA ratings that now list the 5’s fuel efficiency at 21 mpg city/27 highway with the automatic. It is 22/28 mpg with the manual.
The Mazda 5 may be almost as high as it is wide, but there is nothing square about its ride. The squat look leads to the expectation it cannot mimic the Mazda 3 in dynamics, but it proves to be a reasonable copycat, thanks in part to its nearly identical weight. That makes the 5 about 1000 pounds lighter than the average full-size minivan in our most recent comparison test.
Furthermore, at 0.80 g, the 5 out-gripped all those full-sizers on the skidpad. Meanwhile, the electrohydraulic rack-and-pinion steering is accurate and quick at 2.9 turns lock-to-lock, understeer is moderate, and the turning diameter is impressive.
Stability Control Noticeably Absent
Despite the impressive dynamics, the lack of traction control or a stability control system is a big negative in today’s competitive field—especially for a family vehicle.
In terms of functionality, the 5 pushes all the right buttons. Mazda recognizes that there are people out there who still want the unparalleled access of sliding rear doors, even in a smaller and sportier car. And these sliders are easy enough for a youngster to yank open and shut.
The cockpit is literally driver friendly—the dash flashes the word hello in green letters when you turn the ignition—and the materials and two-tone color scheme are inviting. Yes, there are miles of plastic—this is an economy minivan—but Mazda mixes and matches a nice assortment of artificial textures to visually break it up.
The seating position in the Mazda 5 is two or three inches higher than the Mazda 3 and the front seats are nicely bolstered and upholstered, although some of the adjustments are manual, even on the Grand Touring. For 2008, Mazda lightens the mood with a new “sand” color scheme available in leather (on Grand Touring) or cloth on the Sport and Touring.
Completing the utility from the inside are fully reclining second-row captain seats that slide forward easily for access to the 50/50-split fold-flat third row. But, with all six seating positions occupied, there isn’t much room in back for gear.
We quite like the hidden storage underneath the seat cushions in the second row—perfect for stashing the iPod out of sight. Conversely, front-row storage in the center console is nothing fancy.
Air-vent controls for rear passengers is appreciated greatly, the lack of an overhead light for the third row not as much. The small sunroof is standard on all but the base model. And should the weather take a turn for the worse, Grand Touring models now have rain-sensing wipers.
Second-Generation Navigation System
The second-generation touch-screen navigation system is a huge improvement over the old one, which was not very intuitive. The one knock against the optional $2000 system: it has an extremely shiny screen that is prone to glare. Hidden behind the screen is the CD player. For 2008, Mazda adds an auxiliary jack for an MP3 player and Bluetooth phone connectivity. The 12-volt outlet works for portable nav systems, handy given that factory-installed guidance is only available on the Grand Touring.
Exterior changes for 2008 include a new front fascia and the five-point grille that is becoming the face of Mazda, 17-inch alloy wheels, and LED taillights, the latter of which are standard on all but the base trim.
The Grand Touring model we tested was about as expensive as they come, but you can get yourself into this family vehicle for under $19,000, a price which undercuts even the cheapest full-size minivans. And having kids in back does not preclude fun for the driver up front. We applaud that.
VEHICLE TYPE: front-engine, front-wheel-drive, 6-passenger, 5-door minivan
PRICE AS TESTED: $25,645 (base price: $18,645)
ENGINE TYPE: DOHC 16-valve inline-four, aluminum block and head, port fuel injection
Displacement: 138 cu in, 2261cc
Power (SAE net): 153 bhp @ 6500 rpm
Torque (SAE net): 148 lb-ft @ 4500 rpm
TRANSMISSION: 5-speed automatic with manumatic shifting
DIMENSIONS:
Wheelbase: 108.3 in Length: 181.5 in Width: 69.1 in Height: 64.2 in Curb weight: 3505 lb
C/D TEST RESULTS:
Zero to 60 mph: 9.4 sec
Zero to 100 mph: 30.5 sec
Zero to 110 mph: 43.1 sec
Street start, 5–60 mph: 9.5 sec
Standing ¼-mile: 17.3 sec @ 81 mph
Top speed (drag limited): 123 mph
Braking, 70–0 mph: 183 ft
Roadholding, 300-ft-dia skidpad: 0.80 g
FUEL ECONOMY:
EPA city/highway driving: 21/27 mpg
C/D-observed: 23 mpg
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