Having watched other automakers launch ever-more rugged versions of once pedestrian crossovers, Mazda is jumping into the adventure SUV space with the new CX-50.
Built at the new factory it shares with Toyota in Huntsville, Ala., the lifted, fender-flared fighter compares favorably to the more rugged trims of the Honda CR-V, Toyota RAV-4 and Subaru’s Wilderness editions of the Outback and Forester.
These vehicles target outdoor enthusiasts looking to get tents, kayaks, mountain bikes, and other gear as far off the beaten path as possible. But those customers are also looking for a single everyday vehicle that asks for a minimum of compromises.
In a 250-mile test on highways, twisty mountain roads and dirt trails in California’s central coast, the all-wheel-drive CX-50 proved its worth, showing off a hard-to-beat combination of reassuring roadway driving dynamics as well as a healthy helping of off-road ability.
Getting There can be Half the Fun
In typical Mazda fashion, the CX-50 has among the best steering and suspension tuning of the segment. Although designed as an adventure vehicle for the trail, the CX-50 has just enough touch of sports sedan driving dynamics to make it an enjoyable drive.
The suspension and road feel are firm. It takes far less steering input–turning the wheel–to point the SUV where the driver wants to go than other vehicles in this segment. Its springs and shocks may be meant for dirt, but they don’t compromise on-pavement behavior in the way some rivals do.
Although the Subarus have more off-road capability and roughly an inch more ground clearance, their suspensions lean more towards absorbing rugged terrain. Their long, soft springs absorb bumps on the trail, but make the vehicles dive when navigating turns at speed on pavement. Mazda gets close to the same off-road capacity but has engineered away much of the body roll, allowing the CX-50 to glide through twisty mountain roads.
Buyers shouldn’t mistake the CX-50 for a Ford Bronco or Jeep Wrangler. This is not the vehicle to go rock crawling or tackle extreme terrain.
But it will get owners across typical dirt trails to distant points for their outdoor adventures. The result is closer to the Wilderness models or Jeep’s Cherokee Trailhawk. It can’t match the approach, departure and breakover angles of the Forester Wilderness, but the CX-50 does boast 8.3 or 8.6 inches of ground clearance (depending on the trim). That’s more than Honda’s Passport Trailsport, which it also bets on departure and breakover angles.
Big Hopes for CX-50
The automaker believes the CX-50 will rapidly rival Mazda’s flagship CX-5 in sales. Although the two vehicles overlap in many areas, there are significant differences. The CX-5 is designed to move people, groceries, dogs and some gear around urban and paved settings.
The CX-50, built on a newer platform, will be marketed toward outdoor enthusiasts who need the space and capability to engage in recreational activities. Mazda has reinforced the roof so that it can handle the weight of a rooftop tent sleeping two adults and a dog.
Mazda offers two engine choices in the CX-50, both familiar from the CX-5. The standard engine is a naturally aspirated 2.5-liter four-cylinder that produces up to 187 horsepower and 186 pound-feet of torque. Mazda has not yet made that version available for testing.
The upgrade is a 2.5 liter, four-cylinder turbocharged engine that produces up to 256 horsepower and 320 pound-feet of torque. But there’s a catch. That requires the use of 93 octane gasoline. With standard 87 octane fuel, the engine produces 227 horsepower and 310-pound-feet of torque. It’s hard to know how many drivers will notice the difference, but it makes sense to use the higher grade gasoline if they tow with the CX-50.
Fuel economy for the standard engine achieves an EPA rating of 24 mpg in city driving, 30 on the highway and 27 combined. The turbo gets 23 mpg in city driving, 29 on the highway and 25 combined. Both powertrains use a six-speed automatic transmission and a choice of normal, sport, off-road and towing driving modes.
The turbo engine has plenty of power for nearly every need. It easily passed trucks and slower-moving traffic on two lane mountain roads. Acceleration, with the help of switching into the CX-50’s sport mode, never failed.
Power On Call, But Only Modest Towing Talent
Mazda is pitching the towing capacity of the CX-50, but shoppers need to consider whether this is the right vehicle if they are going to tow frequently.
The crossover has a maximum tow rating of 3,500 pounds, enough pull a couple of dirt bikes, a small boat or a teardrop trailer. There’s also an excellent tow setting on the driving mode choices that helps adjust for the tongue weight of the trailers, improving stability and making it easier to steer.
But there is a steep cost. The towing limit comes only with the turbo engine upgrade, an upcharge of nearly $10,000. The base model starts at $28,025, but the more powerful engine configuration starts at $37,625. Both prices include the delivery fees. With the standard engine, the CX-50 has a maximum towing capacity of 2,000 pounds, which more limiting for people who really want to bring trailerable gear with them.
Like many manufacturers, Mazda also doesn’t install tow hitches at the factory where it assembles the vehicle. Buyers will also have to purchase a Mazda-designed hitch kit that dealers will install before delivering the vehicle. Drivers looking to tow frequently should consider cross-shopping other vehicles. Honda’s Ridgeline pickup, for example, offers 5,000 pounds of standard towing capacity. It isn’t as sharp as the Mazda on the road, but drives like an SUV, can handle light off-road duties just fine and sells for about the same price.
CX-50 Tech and Safety
Mazda has taken what some drivers will consider a contrarian approach to its infotainment system. All but the base model have a horizontally mounted 10.25 color screen on the dash. (The low-end trim has an 8.8-inch screen.) Drivers can access music, navigation and other functions by turning what Mazda calls the Commander Control Knob on the center console that is easily reachable with the right hand.
The automaker believes that touchscreens distract drivers from paying attention to traffic and road hazards, but some touchpad and controller systems can be equally vexing.
The Mazda system, including the horizontal position of the screen set deep in the dash, is less distracting once a driver gets some experience with it. The CX-50 also has a fallback. Apple CarPlay and Android Auto will work with either touch or knob commands. But some drivers will have trouble reaching the screen. The one flaw with the CX-50’s tech is a lack of the latest USB C ports. It uses the old USB A cords, which phone and device makers are phasing out.
Mazda gets good grades for the other half of the technology equation in the CX-50. It has an extensive and standard suite of advanced driver assistance systems. The standard features include forward collision alert with pedestrian detection and automatic emergency braking, blind-spot alert, lane departure warning with lane-keeping assist, adaptive cruise control, and rear cross-traffic alerts.
The CX-50 is a worthy addition to the Mazda lineup, filling a gap in a range of vehicles previously devoted to only the pavement. It gives drivers off-road, and with the more powerful engine, towing options, while offering a touch more refinement over the rugged, compact SUV offerings from rival automakers.