Test bench | Mazda CX-50: forest folklore

The story goes that Mazda takes pleasure in not doing like everyone else. Not this time.

Eric LeFrancois
special collaboration

Lumberjack 1.0

Even when Ford held it by the hand, Mazda always preferred asphalt to slush. But the ruts traced by these wood-runner utilities encourage him, today, to launch the CX-50 on the trails.

For several years now, Mazdas have been imposing their rebellious grace, their piquant charms, their singular silhouettes on the roads. With the CX-50, the Japanese brand drags these attributes through the mud. This model, whose commercial career begins this spring, is born in an American factory of which Mazda and Toyota are co-owners.

The shortcut is tempting, but the CX-50 has little in common with the current CX-5. The latter is based on an older architecture while that of the CX-50 comes from a cross between that of the 3 and that of the CX-30.

Compared to a CX-5 still, the CX-50 is longer, wider. It also benefits from superior ground clearance and crossing capabilities (angles of attack, crest and departure). On the other hand, the CX-50 does not retain the services of the hill descent device (hill descent control). Just as it limits us to a single mode to face the stones, the sand, the mud. While the competition is “complicating life” (according to Mazda) by offering a set of parameters – which we will come back to later – which, according to the designers of the CX-50, represent a source of distraction (misunderstanding?) for the user.

Let’s go on an adventure

The CX-50 perfumes with a fragrance of undergrowth the proven components of its manufacturer. It doesn’t feel, of course, but it shows, as evidenced by the pronounced indentation of the wings surmounted by black thermoplastic shields. Once dry, the mud will be more apparent. All that’s missing is the spare tire and a few cans of gasoline on the (optional) roof rack tray to explore uncrowded areas. These “accessories” are not listed in the catalogue. On the other hand, the bike rack, the tow hook and the tent, to name only these three, are included in the list of options for the three versions of the CX-50, which will go on sale next month.

At the entry level, there is the GS-L, then the GT and finally the GT Turbo. The latter was the only representative in the context of the media preview. We can understand why: it incorporates all the advances of the Japanese manufacturer. It inherits, for its exclusive use, an automatic shut-off device when stationary. It is also the only one to offer a system called Mi-Drive (Mazda Intelligent Drive Select). This makes it possible to adapt driving according to the tastes and needs of the user. The driver therefore has a choice to make: Normal, Sport, Off-Road (off-road) and Towing (towing).

In addition to these electronic tricks, the GT Turbo version, as its name suggests, raises its hood to the supercharged 2.5 L four-cylinder. The GS-L and GT adopt the naturally aspirated version of the same engine.

Anyone who does not intend to fully exploit the virtues of the CX-50 will be satisfied with the performance of this 2.5 L of 187 hp. He will mainly rejoice in the savings it provides (both at the pump and in maintenance, due to less complexity).

For others, the GT Turbo allows you to tow a much larger load and provides more sustained acceleration and pick-up, provided you quench your thirst with premium gasoline. On this subject, if you refer to the spec sheet, the advertised power is 256 hp and 320 lb-ft of torque. By using regular gasoline, these figures drop to 227 and 310 respectively. You are informed of the immediate consequences. Tomorrow, we expect a little better. Mazda confirms the arrival of a hybrid version (this one will probably not be rechargeable) in the coming months.

A ceremonial “4×4”

Whatever you’ve read about the CX-50 so far, it’s not a mountain goat. Fitted with its 20-inch tires, the GT Turbo version offers, on paper, crossing skills quite similar to those of the Subaru Outback Wilderness (see “Competition”). In practice, it is difficult to say to the extent. The CX-50 GT Turbo tested did not have its stock tires (Goodyears), but winter tires (Michelin). In addition, he found himself mainly confronted with muddy roads in the Eastern Townships where a “simple” Mazda3 (owned by a resident he met) could travel without getting bogged down up to the door handles. That said, the CX-50 leaves us a little skeptical about the lack of friendliness of its suspensions on a bumpy or even damaged course.

The CX-50 performs better on public pavement. The ride is firm, but still softer than a CX-5. The steering can read the undulations of the asphalt with acuity, but shows a certain heaviness in the maneuvers where the CX-50 does not always excel due to its large turning circle. The turbocharged engine produces its full potential and the automatic transmission that accompanies it effectively shoulders its six gears… They are few in number, but correctly staged. Just like the brakes, but these require a sealed shoe as the pedal lacks responsiveness.

Interior inspired

As we know, Mazda aspires to break away from the peloton of “generalist brands” to carve out a place among the elite. Moreover, during its presentation, Mazda management did not fail to allude to the Acura (RDX) and Lexus (NX) as potential targets for the CX-50. The latter has little to envy in terms of interior decoration in terms of execution, quality of materials, conviviality and luxury.

The CX-50 provides a pleasant driving position, more space in the rear seats and a trunk that is both larger and doubled with a low loading sill. In general, the main controls can be easily manipulated. And the instrumentation is easy to read without taking your eyes off the road (or trail).

Technical sheet

Engine(s)

• GS-L and GT: L4 DOHC 2.5 L naturally aspirated, 187 hp @ 6000 rpm, 186 lb-ft of torque @ 4000 rpm
• GT Turbo: Turbocharged 2.5L DOHC L4, 256 hp @ 5000 rpm*, 320 lb-ft of torque @ 2500 rpm*

* Data with super gasoline (see text)

Performance

• Weight: 1675 kg (GS-L and GT), 1777 kg (GT Turbo)
• Ground clearance: 210mm (GS-L), 218mm (GT Turbo), 219mm (GT)
• Maximum towing capacity: 907 kg (GS-L, GT), 1588 kg (GT Turbo)

Gearbox

• Standard: 6-speed automatic
• Optional: none
• Drive mode: all-wheel drive

Tires

• 225/60R17 (GS-L)
• 245/45R20 (GT and GT Turbo)

Tank capacity, gasoline recommended

• 60L
• Regular (2.5 L atmospheric)
• Super (2.5 L turbocharged, but regular gasoline accepted)

Consumption

• 11.1L/100km (GT Turbo)

Dimensions

• Wheelbase: 2815mm
• Length: 4720mm
• Height: 1613 mm (with 20″ wheels: 1620 mm)
• Width: 1920 mm (exterior mirrors excluded)

Four simple modes

A prerogative of the GT Turbo, the Mi-Drive device (Mazda Intelligent Drive Select) offers the possibility of setting the driving of the CX-50 according to the conditions of the terrain or the presence or not of a trailer. All these modes modify the algorithm of the box and the driving aids. The difference between Normal and Sport modes is noticeable, but at the cost of higher gas mileage.

Increased towing

The GT Turbo offers significantly greater towing capacity than the other two versions in the catalog due to more powerful mechanics, of course, but also to the presence of a superior cooling circuit. In addition, the Towing mode intervenes on the transmission staging and the torque vectoring to provide better stability and increase the load on the front axle.