The passenger compartment of the MAZDA CX-5 remained stable in the frontal offset test.  Dummy readings indicated good protection of the knees and femurs of both the driver and the front seat passenger. MAZDA showed that a similar level of protection would be provided to occupants of different sizes and to those sitting in different positions.  Protection of the driver’s chest was rated as marginal, based on dummy readings of compression, but protection was otherwise good or adequate.  Analysis of the deceleration of the impact trolley during the test, and analysis of the deformable barrier after the test, revealed that the MAZDA CX-5 would be a moderately benign impact partner in a frontal collision.  In the full-width rigid barrier test, protection was good or adequate for all critical body regions of the driver rear seat passenger.  In the side barrier test, the MAZDA CX-5 provided good protection to all critical body areas and scored maximum points.  In the more severe side pole impact, protection was at least adequate for all critical body areas.  Control of excursion (the extent to which a body is thrown to the other side of the vehicle when it is hit from the far side) was found to be adequate  The MAZDA CX-5 has a countermeasure to mitigate against occupant-to-occupant injuries in such impacts.  The airbag performed well in Euro NCAP’s tests with dummy readings indicating good protection for both the driver and passenger.  Tests on the front seats and head restraints demonstrated good protection against whiplash injuries in the event of a rear-end collision.  A geometric analysis of the rear seats also indicated good whiplash protection.  The car has an advanced eCall system which alerts the emergency services in the event of a crash, and a  system to prevent secondary impacts after the car has been in a collision.  MAZDA demonstrated that the doors and windows would be openable to allow occupants to escape in the event of vehicle submergence.

In both the frontal offset and the side barrier tests, protection was good for all critical body areas, for the 6 and 10 year dummies, and the MAZDA CX-5 scored maximum points in this part of the assessment.  The MAZDA CX-5 senses when a child restraint has been put in the front passenger seat and automatically disables the airbag.  The system works robustly for various occupant and restraint system types, and was rewarded.  The MAZDA CX-5 is equipped with an indirect 'child presence detection' system, which issues a warning when it recognises that a child or infant may have been left in the car.  Indirect systems are no longer rewarded by Euro NCAP. All of the child restraint types for which the MAZDA CX-5 is designed could be properly installed and accommodated in the car.

Protection of the head of a struck pedestrian or cyclist was largely good or adequate, with poor results recorded only on the stiff windscreen pillars.  Protection of the pelvis, the femur and the knee and tibia was good at all test locations, and the CX-5 scored maximum points in these areas of the assessment.  The autonomous emergency braking system of the MAZDA CX-5 responds to vulnerable road users such as pedestrians and cyclists, as well as to other vehicles.  In tests of its response to pedestrians, the system performed extremely well, including the protection it offered to those behind the car.  The system also performed very well in tests of its reaction to cyclists including ‘dooring’, where a door is opened into the path of a cyclist approaching from behind.  The CX-5 scored full points in tests of its response to motorcyclists.

Overall, the performance of the autonomous emergency braking (AEB) system was good in tests of its reaction to other vehicles.  A seatbelt reminder system is fitted as standard to the front and rear seats.  The car has a direct driver status monitoring system as standard, detecting driver fatigue and some types of distraction.  The lane support system gently corrects the vehicle’s path if it is drifting out of lane and also intervenes in some more critical situations.  The speed assistance system identifies the local speed limit.  The driver can choose to allow the limiter to be set automatically by the system.