The 2.5L turbo engine is quick and flexible but gets raucous when pushed. That said, it has so much power that it doesn’t have to be pushed that hard. Output is a modest 227 on regular fuel but the torque figure is a massive 320 lb.ft. Driven normally, the car is acceptably serene. The six-speed automatic is a dream that combines fantastically smooth shifting, downshifts at the driver’s command and permits low-rev cruising. Brakes could have more initial bite but generally very nice.

The steering of the CX-50 is nicely weighted, geared and holds its line very well.

The car feels solid and never truly jolts occupants but the ride is overly firm for a family bus. This is partially at fault of the super-low profile 45 series tires which hardens the ride compared with a more normal 60 series tire.

If the Mazda CX-5 wasn’t so old, the CX-50 would seem like a duplication of effort, but is perhaps a preview of a larger new-generation CX-5 that will be released in the next year or so.

Compared with the CX-5, the CX-50 is built on a 117 mm (4.6 inch) longer wheelbase, is 170 mm (6.7 inches) longer overall, 63 mm (2.5 inches) narrower and up to 57 mm (2.2 inches) lower than its showroom mate. The CX-50 is bigger than the Toyota RAV4 and smaller than the Highlander. While the CX-50 reflects some Mazda-themed styling flourishes but its proportions are unlike anything Mazda has done in the last decade or so and perhaps an indication that Toyota set the template for the vehicle. Inside, the driver faces a large format, conventional gauge package which is flanked by expansive, vertically-arrayed vents that look like horns. The rest of the dash features a strong horizontal aspect and is punctuated by near continuous vents. The centre of the dash is topped by a free-standing infotainment screen. The compact climate controls, centre console and roto-dial infotainment controller, look very Mazda. Some attractive two-tone cabin colour combinations are available. The longer wheelbase of the CX-50 should translate into greater cabin space than the CX-5 but its lower roofline may diminishes some of those potential gains.

Mazda’a familiar 2.5L four, in normally-aspirated and turbo forms, nestles under the hood of the CX-50. Power reaches all four wheels via the six-speed conventional automatic transmission Mazda uses in all of its vehicles. Towing capacity is 907 kilograms (2000 lbs.) for the normally-aspirated engine and 1588 kilograms (3500 lbs.) for the turbo.

With all-wheel drive, a full active safety suite, L.E.D. headlamps, a panoramic sunroof, power tailgate, active cruise control and dual zone climate control, the u0022baseu0022 GS-L trim is comprehensive equipped, but at around $38,000, is a premium vehicle and significantly more expensive than a CX-5 GS. The GT trim adds leather seating, navigation, heated rear seats, ventilated front seats, a power passenger seat, wireless cellphone charging, adaptive headlights and a myriad of other equipment, and is priced to reflect the value of the equipment. The turbo engine is a $2500 option on the GT trim.

Predicted reliability should be above average for the normally-aspirated 2.5L.