In-Depth Photos of the 2019 Mazda CX-5 2.5T Signature Model

But that is not enough for Mazda, which sees the CX-5 as having far greater potential, both in market position and profitability.

For 2019, the CX-5 is offered with the same turbocharged 2.5-liter inline-four already found in the Mazda 6 sedan and the CX-9 three-row crossover.

The Signature is the version tested here, and it comes with all the available extras, including an interior with brown nappa leather, layered real-wood trim, and newly available ventilated front seats.

This all adds up to a vehicle that can hardly even be considered in the same conversation as Toyotas and Hondas anymore.

Frankly, the CX-5 Signature is nicer—to drive, to look at, and to sit in—than some similarly sized crossovers with full-on premium badges (we're looking at you, Cadillac XT4 and Acura RDX).

Against this backdrop, our only nit to pick is with Mazda's infotainment system, which, with its small screen and somewhat dated-looking menus, no longer feels state of the art. At least it is now offered with Apple CarPlay and Android Auto capability.

The turbocharged CX-5's appeal isn't really about scorching performance, although the 250-hp engine does send it to 60 mph in 6.2 seconds, nearly two seconds quicker than the base engine.

The CX-5 is satisfyingly hushed at speed, long a sore spot for Mazdas.

A general sense of refinement pervades the primary controls, from the crisp smoothness of the steering to the resolute response of the brake pedal.

The CX-5 is sporty not because it is sharp-edged or stiff—although the turbo is tuned to be slightly stiffer than the base model—or because it has lots of grip (an intrusive stability-control system hampered its performance on our skidpad), but because it exudes sophistication in the way that it moves.

We'd love to see the turbo engine available beyond the Grand Touring Reserve trim level, which starts at $35,865, and the Signature at $37,885.

To maximize acceleration, the transmission upshifts at 5300 rpm—1000 revs short of redline—because the 2.5T's output tapers off so dramatically at high rpm.

The engine doesn't sound like anything special, either, but we love the strong swell of torque low in the rpm range.

The crisp six-speed automatic always seems to be in the correct gear and executes snappy, rev-matched downshifts in Sport mode.

The extra oomph exacts a toll at the pump, as the turbo's EPA estimates are 2 to 3 mpg lower than the naturally aspirated version's.

However, we recorded a strong 30 mpg in our 75-mph highway fuel-economy test—3 mpg better than the EPA estimate—and averaged 22 mpg overall.

Our test example was nearly $40,000 with some accessories and the $300 upcharge for Machine Gray paint.

That may be approaching premium pricing, but this CX-5 feels like a premium SUV.