2024 Mazda CX-50 Meridian: Go For This One or Stick With the CX-5

Unlike the CX-90 that replaces the CX-9, the Mazda CX-50 serves as an upscale, more adventurous companion to the CX-5, which soldiers on as the brand’s best-selling product and will return for a third generation.

Granted, the latter is getting fairly old and the former is more in tune with Mazda’s new premium approach, but the price gap between the two should make people think long and hard about their choice, especially given the measurements for each vehicle and the fact that they share the same engines. Also, the CX-5 offers up to seven trim levels for 2024 whereas the CX-50 is limited to three, including the top-line Meridian that we put to the test recently. Despite selling for an all-inclusive price of $52,240, it’s arguably the CX-50 that makes the most sense, even though it’s not suited for everybody.

• Also: Mazda to Offer Nine Electrified Models in Canada by 2025
• Also: Mazda CX-50 Meridian Edition is Here and Wants to Take You Farther

Stylish and Nicely Equipped, But…

The 2024 Mazda CX-50 starts at $42,290 (all-inclusive price), or nearly $7,000 above the cheapest CX-5 and with slightly higher lease rates (42 months or longer). Then again, it comes with more generous content, too: a similarly equipped CX-5 would be the GS model with the Comfort Package, though that one still undercuts the CX-50 by $1,200.

A lot of shoppers are understandably attracted by the distinctive and athletic looks of Mazda’s newest compact SUV, which is longer and wider than the CX-5 while riding on a longer wheelbase. In reality, however, there’s barely more legroom front and rear, while headroom and shoulder room is actually tighter. Sure, the cargo area can fit an extra 18 litres (which isn’t much), but you’ll lose almost 100 litres when folding the rear seats compared with the CX-5.

On the other hand, the CX-50 offers standard roof fails and an available roof platform that can accommodate additional cargo or even a two-person tent. You have to ask yourself if you really need it, because the increased wind noise significantly affects the otherwise quiet cabin. Another great thing is the turbocharged engine that is optional in GT trim and standard with the Meridian, boosting maximum cargo capacity to a class-leading 3,500 lbs.

The seats are surprisingly firm at first, but they don’t excessively compromise comfort over long distances, though thigh support is in short supply. The driving position feels mostly right and the drive mode switch on the centre console, while disappointingly small, can be found intuitively. Not far from there are the main controller and assorted buttons for Mazda’s dreaded infotainment system. Unlike the CX-5, wireless Android Auto and Apple CarPlay is available and makes the 10.25-inch centre screen touch-sensitive—provided the vehicle isn’t in motion. It doesn’t matter, anyway: the screen is too far out of reach to make touch operation a pleasant affair.

You see, Mazda really wants drivers to focus on, well, driving. Need further evidence? The wireless charging pad is almost completely hidden by the centre armrest and therefore out of sight, which means you’re likely to forget about your phone.

When Nature Calls

On the road, the 2024 Mazda CX-50 shows remarkable poise and precision, staying beautifully flat around corners and always in control thanks to its wide stance and competent i-Activ all-wheel drive system. Much like the seats, the ride is on the firm side and can sometimes prove irritating, but overall, the vehicle’s driving dynamics are pretty commendable.

As mentioned earlier, the CX-50 and CX-5 use the same engines, but the former manages to tow heavier loads when equipped with the turbo. Although Mazda doesn’t require premium gasoline, it’s best to go with a higher octane to improve the force-fed engine’s long-term health and also to increase output from 227 hp to 256 hp. Peak torque exceeds 300 lb-ft at 2,500 rpm (or 2,000 rpm on regular gas), making acceleration quite satisfying while facilitating off-road manoeuvres.

The 6-speed automatic transmission works better than many 8-, 9- or 10-speed units from the competition, not to mention those unpleasant CVTs. The downside, of course, is higher fuel consumption. The CX-50 is officially rated at 8.9 L/100 km or 9.4 L/100 km depending on the engine, and our tester achieved a combined 10 L/100 km in ideal weather conditions. We’re really curious to see how the upcoming 2025 CX-50 Hybrid will improve things on that front.

As far as we’re concerned, the most fun and most versatile CX-50 in the lineup is definitely the Meridian. Named after the imaginary lines that connect the two poles, this model might produce a louder ride on paved roads, but it makes up for that with off-road capability surpassing any CX-5 by a long shot. We’d even pick the CX-50 Meridian ahead of the unrefined Ford Bronco Sport Badlands or the under-powered Subaru Forester Wilderness.

Ses excellents pneus Falken Wildpeak A/T, son mode Hors route et sa caméra avant jouent un bon rôle et facilitent les manœuvres dans la boue, les roches ou encore les sentiers restreints et accidentés. Encore là, le véhicule brille par son équilibre et sa fougue. Il manque par contre un contrôle de vitesse en descente et l’angle d’approche n’est pas le meilleur. En passant, le décalque noir mat sur le capot sert à éliminer les reflets aveuglants, comme sur le Subaru Forester Wilderness.

Notre verdict

Si votre budget vous le permet, optez pour le moteur turbo et la version Meridian qui changent la donne dans la catégorie. Autre option : attendez le CX-50 hybride qui viendra en renfort pour l’année-modèle 2025. Sinon, à moins d’être conquis par le design, il est plus judicieux de choisir un CX-5, lequel vous en donnera davantage pour votre argent.

À voir aussi : Le Guide de l'auto essaie le Mazda CX-50 en piste