2026 Mazda CX-5

What's the difference between a Mazda CX-5 and a Mazda CX-50?

Both are almost exactly the same size, come standard with exactly the same drivetrain and have base prices that are exactly the same. So why does Mazda sell two of what could easily be seen as the same thing?

Chiefly, because they don't look exactly the same, which renders one of them (the CX-5) more practical for carrying stuff -- while the other can be more practical for driving in stuff.

What It Is

The CX-5 -- like the CX-50 -- is a compact crossover.

The main differences between the two are how they look, which affects how much they can carry. The CX-5 is the more traditionally crossover-shaped vehicle, and because it is, it has significantly more second-row headroom and cargo-carrying capacity (66.5 cubic feet) than its same-sized but sleeker-looking sibling (which has 56.3 cubic feet of total cargo capacity). The CX-50 offers some off-road-ish equipment in the Meridian trim, which comes with all-terrain tires, charcoal/blackout exterior graphics and an additional terrain mode for driving on unpaved roads. The CX-50 is also available with a turbocharged version of the 2.5-liter engine that's standard in both of these small crossovers, while the CX-5 comes only with the non-turbocharged version of that engine.

CX-5 prices start at $29,900 for the base 2.5-liter S trim -- which is also the exact same base price as the CX-50. You get pretty much the same equipment -- including the same standard drivetrain in both, which consists of a 2.5-liter four (no turbo) paired with a six-speed automatic and standard all-wheel drive. Also standard is a 10.25-inch LCD instrument cluster and a 12.9-inch secondary LCD that is the interface for the audio system and navigation, as well as the various apps.

The 2.5-liter S ($31,990) adds synthetic leather upholstery, a wireless phone charge pad, factory deep tint windows and heated/power-folding outside rearview mirrors.

The 2.5-liter S Preferred ($34,250) adds a power rear liftgate, heated front seats and steering wheel, windshield electric de-icer, roof rails and a set of 19-inch wheels (two sizes up from the base S trim's 17-inch wheels).

The 2.5-liter S Premium ($36,900) gets a panorama sunroof, a 12-speaker Bose premium audio system with built-in Sirius/XM, ambient interior lighting and real leather upholstery, plus gloss black trim and wheels.

The top-of-the-line Premium Plus ($38,900) adds a larger (15.6-inch) LCD touch screen, hands-free power liftgate, adaptive headlights and paddle shifters, among other upgrades.

What's New for 2026

The CX-5 gets a major makeover; the new model is larger than the previous model and comes standard with the dual LCD displays that were not available last year.

What's Good

-- Standard engine is a large four that doesn't need a turbo to make up for being too small.

-- Standard transmission is a six-speed automatic -- and not a continuously variable transmission.

-- More room for cargo than you get in the CX-50.

What's Not So Good

-- No optional engine (one's available with the CX-50).

-- Not everyone is a fan of huge LCD touch screens.

-- Isn't available with the off-roady extras that you can get with the CX-50.

Under the Hood

The CX-5 comes with the same drivetrain regardless of trim. It consists of a 2.5-liter four-cylinder engine that touts 187 horsepower, paired with a six-speed automatic and standard AWD. The turbocharged version of the 2.5-liter four that's optional in the CX-50 is not available with the CX-5, probably so as to give the CX-50 something different to help put some distance between it and the otherwise similar CX-5.

Regardless, the 2.5-liter four doesn't need a turbocharger -- because it's big enough to make enough power without one. As a counterpoint, the Honda CR-V's 1.5-liter four does need a turbo, because 1.5 liters by itself isn't enough to make enough power to adequately propel a 3,500-pound vehicle. Interestingly, even with the assistance of a turbo, the CR-V's 1.5-liter four still only touts 190 horsepower -- virtually the same output as the Mazda's 2.5-liter four. The Honda's touted gas mileage is a little higher, though: 28 mpg city, 33 mpg highway versus 24 mpg city, 30 mpg highway for the CX-5. On the other hand, the Mazda hasn't got a turbo that might need to be replaced one day, while the Honda does. And the smaller, turbocharged engine is also literally under more pressure, which often correlates with more post-warranty problems.

Another likely long-term advantage the Mazda can tout is its standard six-speed automatic transmission, as opposed to the CVT automatic that's standard in the CR-V as well as other models in the class, such as the Subaru Forester. (The Forester does have a 2.5-liter four without a turbo that makes about the same horsepower as the CX-5's 2.5-liter four.)

Zero to 60 mph takes about 8.3 seconds, and Mazda says the CX-5 can pull a small trailer weighing up to 1,500 pounds.

The CX-50 has a standard 2,000-pound max tow rating, and that can be increased to 3,500 pounds if the vehicle is ordered with the optional turbocharged engine.

On the Road

This Mazda is both fun to drive and exasperating to drive.

The fun is a function of the drivetrain, which isn't what you'd call high-performance (see the 8.3-seconds-to-60-mph time) but is pleasant in terms of how it feels and sounds. The six-speed automatic doesn't feel like it's slipping -- a common problem with CVTs, especially during wide-open throttle driving and particularly when paired with an engine that doesn't make a lot of power -- and the 2.5-liter engines doesn't sound whiny, as some too-small-for-the-vehicle engines do. The CX-5 also likes to corner. The steering is nicely weighted, and the suspension keeps the car from under- or oversteering unless you're really moving. The ride is noticeably "bigger"-feeling than before, probably because the wheelbase has been increased by 4.5 inches versus previously.

It's both pleasant and fun, except for one thing.

Well, several -- and they're all embedded in the new LCD touch screen that's off to your right. Within its various menus, you'll find an array of new "assistance" and "safety" systems that take away from the drive by serially attempting to correct your driving. If you get too close to the shoulder for the car's liking, you get a chime; if you drive faster than the speed limit, you get a ping. If you glance to the left or right -- or at the touch screen too long for the car's liking -- you get another ping/chime. There are still others too -- including the usual tugging of the steering wheel if the car thinks you're wandering across the painted lines (i.e., Lane Keep Assist). The concatenation of pings and chimes is both annoying and distracting. The good news is, most of these "assists" can be toned down. The bad news is that some -- like the "drowsy/distracted driver" eye-movement monitor -- can't be turned off.

A piece of tape over the eye-movement monitor can, however, be used to blind the thing.

Another thing is that it's difficult to do simple things such as change the radio station while driving. At least, it was for me. There is no obvious way to do this. No tuner knob, which is a control once commonplace and easily and immediately understood. Instead, there's this new almost-13-inch-tall (and wide) LCD screen (that's the standard one; the optional is bigger) you have to scroll through and then tap/swipe to get things changed. I found FM easily enough but using the "<" and ">" tap buttons changed nothing. I tapped the icon in between, and that changed stations, but I couldn't figure out how to stop them from changing.

I gave up and focused on driving instead.

You also have to tap/swipe to adjust the fan speed and AC/heat settings. This is not ideal. Dials and slides that can be felt without having to look at them and that have physicality are functionally superior. Why fix what's not broken? Apparently to go along with this mania to smartphone-ize everything, which is neither necessary nor helpful in a car. A smartphone is small, and there is no place for buttons. A car has all this dashboard real estate to place buttons and switches, which not only work better but also look better than the big screens that are popping up in every new vehicle and making them look like the same vehicle.

At the Curb

The CX-5 strikes a different pose versus the CX-50. If you want a slightly more rugged look, the CX-50 is the one you'll probably like more. If you prefer a more street-stylish look, the CX-5's the one. Both have about the same footprint (184.6 inches and 185.8 inches long, respectively) but the CX-5 is noticeably taller (66.7 inches high versus 63.5 inches for the CX-50) and that translates into noticeably more second-row headroom (40.2 inches in the CX-5 versus 38.6 inches in the CX-50) as well as more room for stuff behind the rear seats (33.7 cubic feet versus 31.4 cubic feet in the CX-50) as well as total space for stuff, with the second folded forward (66.5 cubic feet versus 56.3 cubic feet in the CX-50).

In brief -- and somewhat ironically -- the more stylish CX-5 is the more practical of the two, while the more adventuresome-looking CX-50 is a bit less practical, at least in terms of interior packaging. The CX-50 does offer more capability -- and that does have a practical aspect, assuming you need the extra capability.

As mentioned earlier, every CX-5 comes standard with the new -- and large -- LCD touch screen interface, as well as a digital instrument panel that replaces the previous analog-looking gauges. Some will like the new look; others may not. The standard eight-speaker audio system is very good, but the optional Bose system is much better (assuming you figure out how to change channels). However -- and unfortunately -- it is not available as an a la carte option with the lower trims. You have to buy the 2.5-liter S Premium to get it. Same goes for rear-seat USB ports.

The Rest

It may -- or may not -- be in the CX-5's favor that it is made in Japan while the CX-50 is made in the United States. Some believe that made-in-Japan build quality is better. On the other hand, the CX-50 didn't get exposed to salt-laden sea air on a container ship during its trip from Japan to the United States.

A hybrid drivetrain is also on deck for the 2027 model year.

The Bottom Line

How finely can you slice a pie and still have two distinct slices?

Mazda just did that.

========

Eric's latest book, "Doomed: Good Cars Gone Wrong!" will be available soon. To find out more about Eric and read his past columns, please visit the Creators Syndicate webpage at www.creators.com.