New Mazda Vehicles 2023
New Mazda Vehicles 2023 – The compact SUV segment doesn’t have to be boring, but it often fails to adapt. The Honda CR-V, Toyota RAV4, Chevy Equinox and a seemingly endless number of cars from other automakers populate the class.
Which is good for sales and broad appeal, but not so good for mounting on nursery walls. That’s about to change, though, because the 2023 Mazda CX-50 is an honest opportunity to do something more special.
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Mazda already makes a very similar car, the CX-5, and it’s doing very well, accounting for – amazingly – more than 50 percent of the automaker’s sales in North America. So it makes sense to lean into this segment, but the CX-50, meant to stand shoulder to shoulder with the recently updated CX-5, is cut from a different cloth. It actually reminds me a lot of Hyundai’s charming new Santa Cruz pickup and follows the latest trend of crossovers focusing more on their off-road prowess than ever before; think of the CX-50 as the Ford Bronco Sport is to the Ford Escape and what the Subaru Outback Wilderness is to the regular Outback.
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The first thing you need to know is that this car, while similar to the CX-5, does not ride on the same platform. It actually shares its underpinnings with the recently announced CX-30, MX-30 and Mazda 3 models. The car manufacturer quickly realized that this car was too
Replaces the CX-5 in several ways. It’s just a bit more refined than its current counterpart, a bit lower, longer and wider.
My last sentence hits home what this is all about. It’s stylish. This is a lifestyle vehicle. Like I said before, it reminds me a lot of the Hyundai Santa Cruz, even though it’s not a pickup truck. This thing has attitude. This is a car that, although very similar in dimensions to most other but popular SUVs, adds a lot of little ways to stand out.
I really want to pass this on. The CX-5 is already up there soothing suburban minds alongside the aforementioned offerings from Toyota, Honda and Chevy. But comparing the CX-50 to these cars is inappropriate. The closest Toyota to this car is the Venza; a stylish alternative to a more traditional crossover. In reviewing the Venza, our Editor-in-Chief Jerry Perez said it “should be weirder.” Can Toyota make weird cars again? I’m not sure. On the other hand, Mazda sometimes struggles to find the right balance between weird and practical, and the MX-30 is a clear example. With the CX-50, the automaker has found a sweet spot that I hope permeates its entire lineup.
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All CX-50 cars come standard with a six-speed automatic transmission and four-wheel drive. The additional premium engine is a 2.5-liter turbocharged unit that produces 256 horsepower and 320 pound-feet of torque. The standard engine is a naturally aspirated version of the same engine, though I didn’t get a chance to drive the CX-50 with it. The base-engined cars get a relatively paltry 187 horsepower and 186 ft-lbs of torque compared to their premium-fuel turbo siblings. Keep in mind that this car weighs 3,700 pounds with the base engine and 3,900 pounds with the more powerful transmission. Simply put, the simpler CX-50 isn’t likely to push you back into the seat. For the more practical, there is also the upcoming CX-50 hybrid with a Toyota drive.
From the outside, you get an idea of what it’s meant to do. It’s Mazda’s design language taken to places it hasn’t been before: it’s squarer, more rugged. I really like it and I think the plastic coating, when done right, really works. This is another place where the CX-50 is similar to the Santa Cruz.
The interior is also a breath of fresh air, even in terms of Mazda’s own exterior. I liked the smaller CX-30 when I drove it last year, but it’s not without flaws. It feels cramped inside and the vision is unclear. Same, switch
, but not high quality taste enough. It has been changed here. The interior is bold but functional, visibility is more than acceptable and everything feels good. Strong, assertive clicks define all common interactions, and everything is organized in a way that makes sense even for first-timers. The interior has ergonomics that Toyota can’t or doesn’t want to achieve.
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And here’s the part I didn’t expect to write: this car drives great. It’s funny for what it is. True, I know that every car Mazda makes has the reputation of being the “Miata of its class,” but if you drive any Mazda and think that’s true, it can skew your perception of the car. Other car manufacturers are also able to produce well-behaved cars. To keep the comparison, I think the Santa Cruz drives very well for what it is. But the CX-50 takes things to a whole new level.
The steering is both very precise and has a good feel. Its weight in corners and at low speeds is reassuring and feels very natural. Likewise, the brakes replace the tactile sensitivity and sharp response of other new cars with superbly weighted pedals that deliver incredible precision. Both of these things work well with the car’s turbocharged 2.5-liter inline-four. It’s a solid engine that feels refined enough for the vehicles around it. It sounds great, there’s no unpleasant vibration, and the 256 horsepower and 320 lb-ft of torque are more than adequate — in a good way. It also works well with the six-speed automatic transmission, which looks dated but still works. The manual transmission is quick and sure and rarely hesitates to get the gear I need.
But where the base CX-50 and the more expensive turbocharged version are likely to perform similarly is in the way they drive and their off-road capabilities.
The suspension settings in the car I drove offered a great compromise between comfort and imperfections and drivability. All CX-50s are equipped with a system that subtly reduces throttle during cornering and transfers weight to the front tires for better steering response. In addition to the slight tilt of the body and the most surprising grip, it is good to drive on narrow back roads. very. I have driven other similar cars in similar conditions and this Mazda is a cut above everything else in its class.
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All versions of the compact SUV have drive modes for off-road trips and regular daily commutes, and turbo cars get an extra 3,500 pounds of towing capacity — the standard CX-50 can only tow 2,000 pounds. The important thing is that this setting works
To make the car feel different in certain situations, but it feels the same. For example, when it comes to dirt, Mazda engineers say that the car is tuned to react in the same way as on a paved surface. This is really surprising. In normal driving mode, the vehicle’s traction control does something to prevent damage when the surface is loose, but in off-road mode the whole car is more predictable and neutral. The sudden corner entry that causes the rear of the CX-50 to hover on the ground in normal mode, on the other hand, is manageable and predictable in off-road mode.
The only off-road setting really reflects the balance this car achieves on-road and off-road. On paper, the CX-50 lacks the special hardware that sets it apart from all other comparable crossovers. Its standard four-wheel drive in all trims is activated by a clutch pack when needed, it has about eight and a half inches of ground clearance, and it rides on regular street tires. The reality of off-road driving, as Mazda’s engineers like to point out, is that you’ll spend most of your time driving on the highway to get to the back roads. So this car’s center of gravity is uncompromised in normal driving conditions, but still capable of off-road driving thanks to a carefully tuned AWD system and other features such as the car’s 360-degree camera system. If this is starting to sound like Mazda is taking a page from Subaru’s playbook, you’d be right.
This may not seem like enough to cut the mustard. But it is, and I say that even though I’m well aware of what a good 4×4 is. What struck me when driving this car on unpaved surfaces was that its features seemed very relevant. For example, the Grand Cherokee SUV with the right package does things beyond the limits
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