2023 Mazda CX-50 Reviews, Pricing & Specs

Featuring a blunt nose, long hood, rakish windshield, and a cabin pulled back toward the rear wheels, the 2023 Mazda CX-50’s styling exhibits the subtle seductiveness that has characterized most of the automaker’s cars and SUVs for the past decade.

However, the CX-50 conveys newfound ruggedness in the form of blistered and boxed fender swells, borderline garish lower body and wheel arch cladding, and the same fake front and rear skid plates that every other crossover pretending to be an SUV wears. Oversized air intake and vent designs impart performance and somehow avoid offending the eye.

When paired with the CX-50’s standard black grille and mirror caps and the available 20-inch alloy wheels, these exterior design elements come together in an appealing way. And later in the model year, a new CX-50 Meridian Edition joined the lineup with exclusive wheels, all-terrain tires, splash guards, and a roof-mounted load platform that Mazda says will accommodate a rooftop tent.

There are two versions of the 2023 Mazda CX-50. The two entry-level GS-L and GT trims have a 187-horsepower 2.5-litre four-cylinder engine, while the GT Turbo and Meridian Edition variants feature a stronger 2.5-litre turbocharged four that generates as much as 256 hp and 320 pound-feet of torque. You’ll need 93-octane gas to attain those power ratings. On 87-octane fuel, the engine generates 227 hp and 310 lb-ft, the latter arriving 500 rpm sooner. Prices start at $38,250 and rise to $48,200, not including the $1,995 destination charge.

Our test vehicle was the CX-50 GT Turbo Premium Plus dipped in optional Zircon Sand Metallic paint. In Canada, this trim wears a Manufacturer’s Suggested Retail Price (MSRP) of $48,078.50, including the destination charge of $1,995 to ship the SUV from Mazda’s new Alabama factory to your local dealership.

Dressed in black leather with caramel-coloured accent stitching on the seats, dashboard, and door panels, the Mazda CX-50’s interior displays the automaker’s traditional mix of driver-focused design, round analog and digital gauges, quality materials, polished metallic trim, and a smattering of controls. Vertical air vents surround the instrument cluster and anchor each end of the dashboard, leaving a lone off-centre vent in the middle of the dash that looks too small and too conspicuous, as though it was an afterthought. A terracotta upholstery colour is also available on higher trim levels.

Nevertheless, inside and out, the new Mazda CX-50 is a good-looking compact crossover.

Most Mazda CX-50 buyers are likely to choose the more affordable and fuel-efficient GT model and its base engine. It has a 187 hp Skyactiv 2.5-litre four-cylinder engine producing 186 lb-ft of torque, delivered to all four wheels through a six-speed automatic transmission. Fuel consumption for this engine rings up at 9.7 litres per 100 kilometres in city driving, 7.9 on the highway, and 8.9 combined.

While the standard powertrain is commendable, people seeking stronger acceleration and a towing capacity increase from 2,000 pounds to 3,500 pounds (or 907 to 1,587 kilograms) will want the CX-50 GT Turbo trim. It has a turbocharged version of the standard engine, coupled with the same six-speed automatic and Mazda’s standard i-Activ all-wheel-drive (AWD) system.

The turbo engine makes between 227 hp and 256 hp depending on what kind of gas you pump into the fuel tank. Torque varies between 310 lb-ft at 2,000 rpm on 87-octane gas to 320 lb-ft at 2,500 rpm running on 93-octane go-go juice. If the spec differences are confusing, just use regular and save some money, because it’s the torque that matters. Official fuel economy figures are 10.4 L/100 km city, 8.1 highway, and 9.4 combined, but we averaged higher than the estimated combined figure 10.1 L/100 km.

We spent a full day driving the CX-50 Turbo on a variety of roads, and it supplies plenty of smooth, sweet acceleration across a broad power curve. The turbocharged engine doesn’t display any turbo lag to speak of, and power builds in a deliberate rather than sudden fashion.

Mazda’s Mi-Drive Normal, Sport, Off-Road, and Towing modes work with the SUV’s G-Vectoring Control (GVC) technology to ensure natural vehicle behaviour in all four of those circumstances, and differences between the various drive modes are so slight as to make you wonder why Mazda bothers. As the automaker asserts, the point is to make the CX-50 feel the same in each situation rather than dramatically different for sake of feeling dramatically different.

Compared to a 2022 Mazda CX-5 we recently tested, the CX-50 feels a little firmer in terms of its ride quality, perhaps in keeping with its position as the weekend nature getaway machine. We thought we also detected a hint of unexpected (and unwanted) torque steer while accelerating out of tighter turns.

Nevertheless, after traveling across the mountains, the remarkable thing about driving the CX-50 on pavement is that it doesn’t feel like an SUV from behind the wheel. We liken the CX-50’s driving character to a modern version of a Mazda6 station wagon equipped with a Subaru Outback treatment. It’s not until you arrive at your destination, open the door, and step out of the vehicle that you remember the CX-50 is a crossover with a higher ride height and up to 21.8 centimetres of ground clearance.

Speaking of Subarus, the Mazda’s ground clearance number nearly matches the 22 centimetres you’ll find with the Forester and Outback. We found the CX-50 capable of tackling off-roading situations that no car could, though its worth noting the Mazda lacks a downhill assist control system. And while the Meridian Edition has all-terrain tires with added bite, it likely won’t be able to keep pace with the driving experience of the Subaru Wilderness models on moderately challenging terrain.

Briefly, we also took the CX-50 Turbo’s towing chops for a test drive by tugging a dual-axle moving trailer loaded to the SUV’s maximum 3,500-pound (1,587-kilogram) capacity. The trailer wasn’t much taller than the CX-50, and the turbo-four had no trouble cruising on flat highways at 105 km/h. A full-throttle acceleration run suggested that the Mazda could struggle with such a load on some on mountain grades, but take solace in the automaker’s claim that improved powertrain cooling will deliver reliable towing capability.

Our CX-50 GT Turbo was ready for winter with power-adjustable heated front seats, heated rear seats, a heated steering wheel, heated side mirrors, and heated windshield wipers. The test vehicle’s ventilated front seats also come in handy on warmer days and the dual-zone automatic climate control effectively chills the cabin.

Based on our experience, you should find the CX-50’s driver’s seat and front passenger’s seat comfortable for hours on end. They could use a touch more side bolstering, though, given how well this SUV runs down a curvy road. The back seat is roomy enough for adults, and nearly all trims include rear air vents and charging ports. Rear doors that open to nearly a 90-degree angle and unintrusive wheel wells make entry and exit easier, too.

Storage space is adequate. Mazda missed opportunities to include bins in the door panel armrests and a shelf across the dashboard between the vertical air vents. What storage spots exist will get filled fast with drinks, smartphones, key rings, and more. On a positive note, the available smartphone charger doesn’t live in the bottom of the centre storage console like it does in a Mazda3. Instead, it gets its own slot under the leading edge of the centre armrest.

Open the available power rear liftgate, and you’ll find 889 litres of cargo space, a little more than the CX-5’s 871 litres. The CX-50 offers a long load floor between the liftgate and the back seat, but it’s narrow between the wheel wells. A couple of side bins help to secure loose items, and there are hooks for hanging plastic grocery bags. Maximum cargo space measures 1,595 litres, a little less than a CX-5’s 1,680 litres due to the CX-50’s lower roofline.

Every CX-50 has a Mazda Connect infotainment system with wireless Apple CarPlay, wireless Android Auto, and Mazda Connected Services providing access to remote engine starting, automatic collision notification, and more. In Canada, Mazda Connect comes with a 10.25-inch display as standard equipment.

Historically, Mazda Connect has not offered touchscreen control. Instead, you must use the occasionally distracting centre console buttons and knobs, or the sometimes hard to read steering wheel controls, or the frequently sketchy voice recognition system. Mazda says touchscreens are too distracting to drivers. We say Mazda Connect’s often frustrating user interface is equally distracting. Also, the only other automaker that doesn’t provide touchscreen functionality is Acura, which suggests most car companies do not agree with Mazda.

Perhaps the winds of change are upon us. With the 2023 CX-50, Mazda has decided to offer touchscreen control of Apple CarPlay and Android Auto. The automaker says those platforms are not compatible with its native design for Mazda Connect, so you’ll have the option to reach for the distant display and input touch commands if you prefer.

Now if we could just get that screen located closer to the driver. Or get a Mazda Connect redesign optimized for touchscreen functionality. Or get a conversational voice recognition system. Baby steps.

Speaking of baby steps, Bose has been stepping up its premium sound system game, and that’s evident in the new CX-50. The available 12-speaker Centerpoint surround-sound system delivers a satisfying experience for people who are not die-hard audiophiles.

You can also get an Active Driving Display in the CX-50, which is commonly known as a head-up display (HUD). It offers a wealth of data projected within the driver’s line of sight, and we particularly like how Mazda shows blind-spot warnings that tell you when another vehicle is in the next lane. That eliminates the need for the driver to look away from the road ahead and at the side mirrors to see if it’s safe to change lanes.

The Insurance Institute for Highway Safety (IIHS) rates the Mazda CX-50 as a Top Safety Pick. It falls short of the Top Safety Pick+ designation due to some headlight configurations (the top-rated configuration is standard in Canada), and less-than-stellar results in night-time pedestrian collision avoidance and the updated side crash test. As of this writing, the National Highway Traffic Safety Administration (NHTSA) has not rated the CX-50.

Mazda also provides a generous standard package of driving assistance systems. Essentially, everything is standard, except for a handful of upgrades that are equipped on every model but those in base trim. Among the standard equipment is an active blind-spot monitoring system that can try to prevent a driver from making an unsafe lane change.

The exclusive features include a Traffic Jam Assist system that combines adaptive cruise control and lane-centring capability at lower travel speeds, front and rear parking sensors with reverse automatic braking, and a surround-view camera system. Of these, the surround-view camera and parking sensors are the most useful.

Overall, the CX-50’s driving assistance systems work well, with a single notable exception. Twice while driving in moderately heavy traffic with the adaptive cruise control turned on, the CX-50 failed to recognize that a slower vehicle had cut into the gap ahead, forcing us to manually brake to avoid a collision. Admittedly, the system was set to the closest following distance, but we also think a wider field of sensitivity is in order.

Mazda continues to reposition itself as a premium brand. As such, the CX-50 new car lineup is priced higher than most of its traditional rivals in the compact crossover SUV segment. Turbo models outclass the Toyota RAV4, Honda CR-V, and Nissan Rogue from a performance standpoint, but they also cost more. Additionally, the CX-50 costs more than the existing Mazda CX-5, which, despite its advancing age, remains an appealing choice in the class.

The problem with the CX-50’s higher price range is that Mazda effectively pits this new compact SUV against larger models such as the Hyundai Santa Fe and Kia Sorento, each of which offers plenty of value combined with electrified powertrain options that supply superior fuel economy. The Subaru Outback is also on the class-above list, and though the Subie is not as attractive as the CX-50, it is roomier inside and, in Wilderness specification, more capable off-road.

Looking at other brands positioned as premium, the Mazda is a better value than the Buick Envision and a better vehicle than both the GMC Terrain and the Jeep Compass. The Jeep Cherokee, though an older design, remains appealing in its Trailhawk off-roading trim.

We think modern Mazdas have the design, the quality, the technology, and the driving dynamics to support a premium price. But the automaker isn’t the only one excelling in these areas. So choose to drive the new 2023 Mazda CX-50 because you like the way it looks, you like the way it drives, and you like the way it supports your lifestyle, and don’t worry so much about the value equation.

Note: Images and video show a US model.