In the center of this sea of hard-matte plastic is the touch-screen navigation system, which features a hard, glossy, plastic bezel and couldn't look more out of place. This is the same system that Mazda uses on all of its Grand Touring models; the same familiar problems persist in this incarnation, such as a limited points-of-interest database and a cryptic menu system for selecting destinations. The most annoying offense is the lack of integration with the voice-activated, Bluetooth, hands-free system, which makes for a steep learning curve and forces drivers to learn two separate systems in order to use all available cabin tech.
The GPS navigation dictates driving directions through Mazda's standard six-disc, six-speaker AM/FM/CD stereo system, which also handles MP3-encoded discs. There is no MP3 integration option, save a lone aux-in at the bottom of the center stack. Satellite radio is available through Sirius, although our model wasn't thusly equipped. The audio system sounds like it could use a few more speakers scattered around its huge interior space. Audio quality at moderate levels is very good, with crisply defined highs and tight lows. You'll only be able to enjoy those moderate volumes when the Mazda5 is stopped because at highway speeds there's quite a bit of road noise. At slightly louder volume levels, the balance shifts to midrange, slightly clipping detail from the high end; and near max volume, the bass distorts unpleasantly.
Way in the back, the third row of seating offers a decent amount of head and leg room for our 5-foot, 9-inch frame. Though we wouldn't dare call it spacious, we were fairly comfortable. Entrance and egress is easy, thanks to a sliding second row captain's chairs and wide dual-sliding doors. Rear storage is minimal, thanks to the third-row seating and the Mazda5's short length, but third- and second-row seats fold flat in less than a minute, opening up 44 and 97 cubic feet respectively. There are also neat storage bins beneath the bottom cushion of the second row seats.
Under the hood
The Mazda5's 2.3-liter four-cylinder engine is the same mill that powers the Mazda3. Though the engine feels zippy in the sporty little hatchback, underneath the hood of the 570-pound heavier Mazda5, it can best be described as merely adequate. There's enough power to make the van feel sporty, but not enough for it to actually be quick. Stomping on the accelerator causes the engine to downshift aggressively, the revs to jump, and the engine note to change to a high-pitched mechanical wail. There's a lot of drama, but then you realize that nothing is happening. There is no tire squeal, no push of acceleration. The little minivan that could just continues to shuffle forward at a moderate pace.
Mazda's suspension gurus made sure that most of the direct steering and nippy handling of the Mazda3 didn't get lost in the transformation into van. Around corners, the Mazda5 stays relatively flat, with body roll only becoming evident near the minivan's performance limits. Those limits are pretty high for a van, thanks to the Mazda5's very sedanlike wheelbase and lower center of gravity. Of course, with a full load of six passengers, the performance envelope shrinks quite a bit; but we don't think too many prospective owners plan on autocrossing their way to soccer practice. At moderate speeds, the vehicle is very easy to steer and, with well-defined corners, and is very easy to park.
The Mazda5's much-defined wedge shape--combined with a thrifty engine--gets you an EPA-estimated miles-per-gallon rating of 21 city and 27 highway. Over the course of our testing, we estimate that we averaged around 25 mpg, thanks to a heavy skew toward highway driving.
In sum
We really like the Mazda5's tiny-van form factor. On the performance side, what the Mazda5 loses for its sluggish powertrain configuration, it gains back with brilliant suspension-tuning that makes the vehicle feel more like a tall wagon than an itsy-bitsy van.
As the top dog of the range, the Grand Touring model offers a few features above and beyond lesser trim levels, such as height adjustable Xenon HID headlamps, the aforementioned leather-trimmed heated seats, Bluetooth hands-free, and the option to add a DVD navigation system. Interestingly enough, in a vehicle that's aimed squarely at new families, there is no rear-seat entertainment option. The Mazda5 loses points for this glaring omission.
Finding a similar model to compare with the Mazda5 is a bit of a challenge. This is a vehicle that's about the size of a Honda CR-V or a Toyota RAV4, but its ease of entry and people-hauling ability approaches that of the Honda Odyssey or the Toyota Sienna, both much larger vehicles. Priced at $23,345, as tested with the DVD navigation option, the Mazda5 Grand Touring is less expensive than all four of these vehicles. The problem is that the Mazda5's cheap plastic interior makes it feel cheaper, too.
So, has Mazda been successful in replicating the crossover phenomenon with its itty-bitty van? We think so, but before Mazda engineers can pop the celebratory bottle of champagne, they should look into improving the cabin-tech interface and the quality of interior materials.
What You'll Pay
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