By Felix DiamondContributor at AutoPassion
Let's start by demystifying the question that people are most concerned about regarding the Mazda CX-50: does it replace the CX-5? The answer is no, and a resounding NO in capital letters, as Mazda sold over 160,000 CX-5 units in the United States last year, making it their most popular model. So, if the CX-5 is here to stay, why introduce another compact SUV with a name that's nearly identical, with just one zero difference?
As for nomenclature, it's safe to say that it's becoming confusing. Mazda's marketing department should take a page from Nissan, which uses words rather than a mishmash of letters and numbers that don't always make sense.
However, where the marketing team did their homework well is by realizing that there is an increasing demand for adventure-focused SUVs. We know that after two years of confinement, people want to get out of their living rooms. They want to go fishing or camping in a remote paradise, and here, it must be said that this was a bit of a gap for the CX-5. It may be an excellent SUV for all seasons, but let's say it's probably more comfortable for getting to your city social event than for taking forest roads leading to your fishing camp in northern Quebec.
With its ground clearance of 8.6 inches, which is an inch more than the CX-5 and among the best in its category, the CX-50 can venture on rough trails without risking scraping the underside of the vehicle. It also, of course, offers all-wheel drive as standard with four driving modes: Sport, Normal, Off-road, or Towing. Speaking of towing, with the turbocharged engine, the CX-50 can tow up to 3500 pounds, ideal for bringing your boat or other motorized toys on your getaways.
Another interesting fact to note is that the CX-50 is assembled at the joint Mazda and Toyota factory in Alabama and is a product dedicated exclusively to the North American market. Therefore, it can afford to be 3.1 inches wider and 6.7 inches longer because, unlike the CX-5, it doesn't have the constraint of needing to be compact to navigate narrow streets in Europe or Asia.
More rugged looks
In terms of technology, the CX-50 is certainly more adventurous than the CX-5, but look at it as well – it just looks ready to go anywhere! Of course, at first glance, you can recognize the stylistic philosophy of other Mazda models, but there are several elements that set it apart, starting with its much more masculine front end. You know, sometimes you wonder whether to say 'un' or 'une' (a masculine or feminine article) for a particular car, but in its case, it's pretty clear that it's 'un' (masculine) CX-50. Everything is square, it looks serious with its relatively high hood line, the glossy black finish under its LED headlights, its large air intakes, and its bumper-level protection plate. Even the Zircon Sand color of our test model gave it a serious look and stood out particularly well on forest trails.
At the rear, it's also very square and masculine, especially thanks to the air intakes in the bumper, which, even though they are technically non-functional, still provide a successful visual signature. It almost looks like a CX-5 with football shoulder pads – it's a successful design!
However, while the CX-50 has a more imposing exterior presence compared to the CX-5, when you open its tailgate, you get 1,595 liters of cargo space with the seats folded down, which is nearly 100 liters less compared to the CX-5. Despite being wider and longer, the CX-50 is actually 2.2 inches shorter in height from roof to base because it's not based on the CX-5 architecture but rather on that of the CX-30.
A Well-Crafted Interior
Inside the CX-50, you immediately notice Mazda's Jinba Ittai philosophy of the rider being one with their mount, where everything has been optimally designed for the driving experience. The steering wheel, which is actually borrowed from the CX-30, is simple, uncluttered, efficient, and quite beautiful. Its buttons offer a premium feel, as do the turn signal and wiper levers behind it; they just feel solid.
In terms of the climate controls, it's once again clean and functional. Physical buttons are used, and they do exactly what they're supposed to do – nothing is touchscreen, which I love. Another aspect I appreciate inside is the striking color combination of terracotta leather and orange stitching on the seats and in the door panels. It's truly beautiful, especially when the sun shines through the panoramic sunroof, which, by the way, is a first for Mazda.
When it comes to the technological aspect, it's worth noting that Mazda's approach has always been somewhat conservative. The instrument cluster still features analog dials on the sides and a central digital dial with graphics that change when you activate the off-road mode to adopt a more "outdoorsy" style. Is it as impressive as the digital instrument cluster in the new Kia Sportage, for example? No. Is it likely to be more reliable in the long term? Probably. The same story goes for the 10.25-inch multimedia system touchscreen, which is only touchscreen when using Apple CarPlay or Android Auto, as Mazda's designers still prefer the rotary controller, which they consider a safer way to navigate menus.
Finally, in terms of the rear seats, it's very spacious, welcoming, and when you're sitting back there, you realize how flawless the finishing is. It's beautiful wherever you look, solid wherever you touch, and here, even though the overall presentation is less flashy than what the Koreans offer, remember that if there's one thing certain in the automotive world, it's that simplicity always ages better than complexity.
Winning Recipe Under the Hood
Speaking of simplicity aging better than complexity, it's true inside, but it's also true under the hood, and Mazda has understood this concept very well. With the exception of the electric MX-30, it's not really complicated; all their models are equipped with either a 2.0-liter 4-cylinder or a 2.5-liter 4-cylinder – available with or without a turbo. In the case of the CX-50, the GS-L and GT versions come standard with the non-turbo 2.5-liter, which produces 187 horsepower. However, with the GT version, you can opt for the turbo as an option, which increases the power to 256 horsepower and 320 lb-ft of torque when fueled with 93 octane gasoline, which isn't too popular these days... What's good, though, is that you can also fill it with regular unleaded gasoline in exchange for about thirty fewer horses. Regardless of whether you choose the turbo or non-turbo versions, you'll get Mazda's indestructible 6-speed automatic transmission that, as mentioned earlier, sends power to all four wheels as standard.
So the mechanics of the CX-50 are the same as what you find under the hood of nearly all the brand's models for several years. Rather than diluting its resources to develop new engines every year, the Japanese manufacturer refines its formula that already works very well. As a result, Mazda has become an extremely reliable brand in recent years, to the point that last year, it was the best car brand according to the renowned Consumer Reports, which assesses not only reliability and safety but also owner satisfaction.
Mazda owners indeed highly appreciate their vehicles. Interestingly, the second position in this ranking goes to BMW, which doesn't surprise me much because, in my opinion, Mazdas are somewhat like the Japanese BMWs. They might not have the most high-tech interiors, but they are the most enjoyable to drive. The CX-50 is a good example of this, with precise steering and one of the best driving experiences in its category. It's comfortable, but for an SUV, it's quite sporty, especially in the turbo version.
The CX-50 can accelerate from 0 to 100 km/h in a little over 6.5 seconds, which is impressive for an SUV weighing around 3900 lbs. However, what's most impressive to me is the pedal calibration. The accelerator response is excellent, there's plenty of torque, and the pedal has just the right amount of resistance. When it comes to braking, the pedal progression is near perfection. In fact, Mazda's engineers used the Porsche 911 997 as a benchmark for pedal feel calibration, which was clearly a great idea because the feedback from the brake pedal is not something you typically experience in a Japanese SUV. Trust me, it's serious stuff!
In more off-road situations, we found that the ground clearance is good and allows you to handle obstacles well. However, it's worth noting that the 20-inch wheels may not offer the most comfortable ride on such surfaces. If you frequently drive on dirt roads rather than pavement, I would suggest opting for smaller wheels. This will also be the case with the upcoming Meridian version, expected later this year, which will feature the same turbo engine but come equipped with accessories like mudguards, a roof platform for camping gear, and most importantly, 18-inch all-terrain tires, which will allow for even more comfortable off-road adventures!
In conclusion
As usual, Mazda doesn't disappoint when it comes to driving sensations. Despite being an adventure-focused SUV, the CX-50 excels on the pavement compared to its segment rivals. It's certainly more capable than the CX-5 on rough terrain, but probably less so than the Subaru Outback Wilderness or the Hyundai Santa Cruz, two adventure-oriented vehicles with similar price points ranging from approximately $40,000 to $47,000. However, it's worth noting that the Wilderness, Santa Cruz, and even the Bronco Sport have a somewhat intense look that may not appeal to everyone. This is where, in my opinion, Mazda hit the bullseye by not overemphasizing the adventure character and risking going too far beyond what customers are looking for. It will be interesting to see the sales volumes in a year or two, as I have a feeling that Mazda is well-positioned to capture a significant market share in this adventure-oriented segment.
