Mazda’s CX-50 Turbo Premium Plus – INSTANT CARMA

Mazda’s CX-50 Turbo Premium Plus

INSTANT CARMA

What in the world you’re thinking of
Laughing in the face of love?
What on earth you trying to do?
It’s up to you, yeah, you.

With thanks to John Lennon, Instant Karma morphed – with the arrival of Mazda’s CX-50 Turbo – into an Instant Carma. With its precise platform, responsive power and a fetching footprint, in our time behind the wheel we were ‘laughing in the face of love’. Yep.

In Mazda’s compelling lineup of sedans, hatchbacks and five – count ‘em, five! – crossovers, the Mazda product team is overachieving. But nothing in the lineup strikes a chord – at least in this view – to the degree that Mazda’s CX-50 Turbo strikes a chord, hitting all the right notes in a veritable bevy of boxes checked. 

There have been previous visits to the CX-50 lineup, which now offers three powertrains: base is a normally aspirated 2.5 liter four, while optional is both a 2.5 liter turbocharged four (tested here) or the recent arrival of a hybrid powertrain. The hybrid boosts efficiency while coming closer to matching the performance of the turbo, but with a CVT putting the hybrid power to the ground its behind-the-wheel impression is less visceral. We’d lean toward the turbo…

The CX-50 had me at hello. Despite its categorization as SUV/Crossover, the profile is one of a slightly lifted wagon; I see Audi’s allroad, without having to spend the money Audi wants for its allroad or the angst that comes once the luxury German ‘wagen’ is out of warranty. In combination with the Mazda’s wagon-like proportion is a get-up-and-go attitude suggested by its rearward visual balance and confident stance. There’s a tad more front overhang than I’d like, but it’s nicely balanced by the CX-50’s rear. And if you want to put the bike or kayak atop the Mazda, it’s (relatively) low height of 63.5 inches allows you to more easily do that. 

Inside, our Premium Plus trim’s perforated white leather was an attractive contrast to black dash and trim. As we (and others) have noted, Mazda’s interiors project an upscale vibe, batting well above their price point; with that, the CX-50 Premium trim doesn’t disappoint. Front seats are comfortable and supportive, rear room is adequate, and with the rear seat folded you have 56 cubic feet of room to stuff your stuff. I used it for borrowing four Ikea patio chairs. The chairs are advertised as folding, but for three of the four folding proved problematic. It was no problem, however, in the back of the CX-50 – they all fit.

The instrumentation is a convincingly analog replica, and while I like Mazda’s use of a small infotainment screen, I continue to find the rotary dial-up tiresome. There are better ways to navigate infotainment, and I wish Mazda would implement one of them. 

Behind the wheel is the justification for pulling the CX-50 trigger. In base form the CX-50’s 2.5 liter, normally aspirated four gives you 187 horsepower (at 6,000 rpm), along with 185 lb-ft of torque. Add a turbo and you have 256 horsepower (using premium fuel, although regular will work) at a more attainable 5,000 rpm, and 320 lb-ft of torque at 2,500 rpm – just above idle! That difference removes two seconds from the 0-60 sprint. The 187 horsepower gets you there in 8.4 seconds, while the turbo is two seconds faster. And you’re at 60 with essentially no drama, except – perhaps – from other family members riding with you. 

Of course, unbridled power is, well…unbridled. Mazda’s team keeps it under control with well-connected steering, a ride/handling combo that doesn’t diminish either, and competent braking aided by a low (when compared to more traditional, upright crossovers) center of gravity. In short, the CX-50 is as much sport sedan as it is sport utility, and perfect for both urban and suburban roadways.

The one downside with the CX-50 Turbo is its thirst, especially when pondering fuel costs – and most notably in Los Angeles, where our testing took place. The Turbo’s EPA estimate is 23 City/29 Highway/29 Combined. At 75 Car and Driver saw 23 miles per gallon, while my combo of intown and freeway netted me about 21. If you drive fewer than 10,000 miles a year the difference is less per month than many spend at Starbucks. But if you’re motoring 15,000 (or more) miles per year the hybrid – even with its CVT – looks to be more viable.

With three powertrains and a multitude of trims, you can invest as little as $30K or as much as $45,000. While I like the Meridian and its offroad premise, the more conventional Premium Turbo can be had for under $40K. For the Car and Driver team this was the sweet spot, and I suspect I’d concur. But regardless of how high or low you go, the CX-50 promises years of driving pleasure, pleasure you and your family won’t outgrow. 

As Lennon put it, we all drive on…