The base GS-L model is powered by a smooth, punchy non-turbo 2.5L four hooked up to a smooth and responsive sic-speed automatic transmission. The 17 inch wheels and higher profile tires of the GS-L don’t hurt handling but really pay off regarding ride, which is deliciously resilient. 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 are generally very nice. Driven briefly, the new hybrid was quick and quieter than it is in the Toyota RAV4.

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.

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 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 a forward collision warning, autonomous emergency braking, blind spot, lane departure and rear cross traffic warnings, active cruise control a sunroof and a power driver’s seat, the base GS-L trim is nicely equipped. The GT trim adds leather seating, ventilated front seats, heated rear seats, a front cross traffic warning, rear auto braking, navigation and a Bose-branded audio system. Turbo power can be added to the GT for $2500. The Meridian and its APEX sub trim add nothing of value. Hybrid power costs $3000 more than a normally-aspirated GS-L and GT trims. Mazda hopes to sell about 15 percent of CX-50s as hyrids and expects delivery times to be about three months.

Hybrid not rated. Predicted reliability should be above average for the normally-aspirated 2.5L but the early turbos on the CX-9 suffered engine troubles so an extended powertrain warranty may be advisable.