Latest news with #MazdaCX-50
Miami Herald
19-05-2025
- Automotive
- Miami Herald
Tired of Touchscreens? These 6 Cars Offer the Best Physical Controls
If carmakers' return to physical controls isn't evidence enough that screens are distracting, there is also mounting outcry from car buyers, as well as push from safety regulatory bodies like Europe's NCAP (European New Car Assessment Program for the return of essential physical controls. In today's automotive market, big touchscreens and digital interfaces dominate the cabin experience, often at the expense of usability and safety. While these features offer a high-tech aesthetic and access to a virtual library of fancy features, they also increase the time to execute the most basic automotive operations, like adjusting climate and audio. Fortunately, a few automakers still understand the value of intuitive physical controls-dials, knobs, and buttons placed within easy reach of the driver. We laud certain manufacturers in 2025 for their commitment to driver-focused ergonomics, blending modern tech with excellent switchgear that makes life behind the wheel simpler and safer. From compact SUVs to versatile pickups, these vehicles strike an ideal balance between innovation and intuitive operation. The Mazda CX-50 ($30,500) offers one of the most attractive and driver-centric interiors in the industry. Mazda continues to focus on great physical controls, even for its latest vehicles, because at the end of the day, the brand is still about the driving experience. While many automakers are moving toward tablet-style screens and capacitive buttons, Mazda has held the line on usability by preserving a rotary infotainment controller and a smart, well-organized dashboard layout. The CX-50 is a standout, not because it's got the fanciest cabin in the Mazda stable but because its physical controls are nearly peerless. The CX-50 exemplifies how physical controls can enhance the driving experience without sacrificing modern tech. Physical Control Highlights: Rotary Dial for Infotainment: The CX-50's rotary Commander controller, located on the center console between the front seats, allows users to navigate menus without reaching for the screen. It has satisfying action and can be operated without a touchscreen, which Mazda tends to eschew in order for drivers to focus on the road. The knob is right-sized and knurled for easy gripping and operation. There's also a convenient audio knob parked right next to it. Dedicated Climate Control Panel: The CX-50 has grippy temperature adjustment knobs and a simple line of physical buttons for dual-zone climate settings that remain easily accessible on the center stack. They're also precise and well-placed for easy reach while driving. Steering Wheel Controls: Buttons are located above and below toggle switches, and they control audio, cruise, and phone functions without confusion or accidental activation. They're well-placed and hard to mash accidentally, a big bonus. It was high time Toyota built the three-row Grand Highlander ($40,860). It's big, attractive, and tremendously practical. It even comes in a hybrid variant. We continue to marvel at the Grand Highlander's cabin, not just because of its space and comfort but also because it has some of the best physical controls for a 7-passenger family SUV. Toyota's Grand Highlander isn't just a larger variant of the popular Highlander-it's a three-row SUV that impresses with thoughtful design and real-world functionality. In fact, its physical controls are even better than the regular Highlanders. Despite offering a massive 12.3-inch touchscreen in higher trims, Toyota wisely keeps the most essential functions tied to physical controls, and the result pays off for the driver. Toyota's approach is simple: keep tech available, but never let it become a barrier to core vehicle operations. That makes the Grand Highlander a top pick for families seeking ease of use. Physical Control Highlights: Big Climate Controls: The central climate command controls are 100% physical. Two large temperature adjustment knobs are front and center. The row of switches between them manages the remainder, and they're all easily accessible and and Ventilated Seat Buttons: The climate control knobs are flanked by seat heat/ventilation buttons instead of being parked behind layers of menus on the touchscreen. Additional climate control buttons and toggles on the panel make adjustments a cinch. A Simple Audio Knob: A staple feature that Toyota retains, making quick audio adjustments seamless. It's right on the frame of the infotainment screen, adjacent to the driver's right hand. Of course, you can also use the steering wheel audio control, but it's nice to see a physical audio knob right where it belongs. The 2025 Toyota RAV4 ($29,250) is about to get redesigned for next year, but the current model is still a bastion of ergonomic brilliance. It remains one of the best-selling vehicles in America, and part of that success lies in its highly functional cabin with some of the best physical controls in any crossover at any price. The moment we used the rubberized, turbine patterned audio knob grips, we were in love. Though not as luxurious as other entries on this list, the RAV4 delivers consistent, intuitive control placement across all trims, including hybrid and plug-in hybrid versions. Whether you're commuting or road-tripping to the country, the RAV4 ensures you don't have to guess which part of the screen adjusts your fan speed. Physical Control Highlights: Rubberized Climate Knobs: Large, textured knobs with integrated temperature displays make them easy to operate-even with gloves. They're large and protrude dramatically for no-brainer grip. The set temp is clearly displayed right next to them with hot and cold bars for easy interpretation. A great traditional shift knob: We love that there's no shift buttons for the transmission. Instead, Toyota keeps a right-sized physical shift knob that's not too stubby nor too tall. It's still doesn't take up a lot of real estate, so there's room for the drive mode selector. Physical Drive Mode Selector: No screen controls here. Just a large, easy-to-use drove mode control knob that toggles between Eco, Normal, and Sport modes. Push the center of the knob to go back to Normal without even looking. The sixth-generation Honda CR-V ($30,100) is a marvel and not just for its handsome exterior and wonderful hybrid variant. Honda's latest CR-V cabin redesign embodies the same great thinking behind its sheetmetal with one of the best-executed interiors in its class. The look, the feel, and the ergonomics just make sense. The interior is refreshingly analog in the best way, offering an ideal mix of screen-based features and physical switches. While we wish the infotainment system was better, the physical controls shine through. It seems like nothing escaped scrutiny because it's echelons better than its predecessor. The CR-V interior feels familiar and functional, which is a welcome change in a market drifting toward overly complicated interfaces. Physical Control Highlights: Separate HVAC Controls: Real knobs and push buttons govern the climate system, laid out cleanly beneath the central honeycomb patterened vents. The triple knobs that are well-sized and nicely spaced control temperature and fan speed. They don't require any interpretation when driving, and they actuate with precision. The line of climate buttons occupies the lower row, and they're big and simple, just the way we like 'em. Tactile Audio Controls: On the left portion of the infotainment screen frame lies physical audio controls: a volume knob, tuning buttons, and a home and back button for easy operation. .Conventional Gear Selector: Unlike its own Pilot and Passport stablemates, the CR-V gets a real PRND shift lever. It's much more intuitive than the pushbutton setup in other Honda SUVs, and you don't even have to look at it to shift. It's so simple, it's brilliant. The redesigned 2025 Hyundai Kona ($24,550) bears almost no resemblance to its predecessor. The second-generation model has taken a huge leap forward in style and technology, yet it retains an emphasis on tactile control to the same degree, but with way better looks. Even in higher trims with dual 12.3-inch screens, Hyundai balances the digital with superb analog controls, making the cabin accessible for drivers of all ages and tech comfort levels. The center stack is awash with clean knobs and buttons, as is the center console. We think it's even better than the revised interior of the pricier Tucson. The Kona's success lies in not overwhelming the driver with unnecessary complexity. It provides just enough buttons to make control intuitive without feeling cluttered. Physical Control Highlights: Dedicated HVAC Panel: A panel of actual buttons controls temperature, airflow, and fan speed independently of the infotainment. The Kona's climate buttons are simple, easily reached, and fuss-free. Superior Audio Controls: The clean line of audio controls is spaced perfectly above the climate control panel. The contoured buttons and backlit knobs provide quick control of audio functions, and they look as good as they work. Intuitive Column-Mounted Shift Lever: Hyundai uses a stalk for gear shifts. While it doesn't move up and down like an old-school version, it's large grooved rectangular shape rotates forward for drive, back for reverse, and pushes in for park. Easy peasy. It's way better than most column-mounted versions. Who would've imagined Ford would revive an old nameplate from a '70s compact car and turn it into a hot-selling compact pickup truck? The 2025 Ford Maverick ($28,145) is everyday practical with its 54-inch bed length, great storage choices, and up to 42 mpg city from the hybrid model. It also has some of the easiest physical controls found in any truck, and Ford did them right by not making them complex or overwrought. Although the 2025 Maverick upsizes its formerly 8-inch infotainment screen to a much larger 13.2-inch version, it still makes use of great, knobs and buttons to control climate and audio. Whether you're hauling lumber or navigating city streets, the Maverick's physical controls allow you to focus on the task at hand without fiddling with screens or menus. Physical Control Highlights: Simple HVAC Interface: There are two large climate control knobs, one for fan speed and the other for temperature with an easy readout embedded within. Between those knobs are buttons for seat temperature and other climate adjustments. They're right below the big center vents and within easy reach. They're also big just like a proper pickup truck's should be. Easy Audio Control: Parked just below the infotainment screen are excellent audio controls. Knobs and a line of buttons make for quick audio adjustment. The fact that they are angled upward toward the driver makes operation that much easier. One of Best Rotary Shifters: Some might malign non-traditional shift knobs, but the rotary version on the Maverick is one of the best. Its easy-trip trim and satisfying click make it intuitive to shift gears without even looking. The center park button is also a cinch to use. Final thoughts In an era of increasing digitization, physical controls offer a tactile and distraction-reducing alternative to fully touchscreen-based interiors. The Mazda CX-50, Toyota Grand Highlander, Toyota RAV4, Honda CR-V, Hyundai Kona, and Ford Maverick prove that automakers can-and should-strike a balance between innovation and usability. These six vehicles demonstrate that physical controls still play an essential role in making driving safer, easier, and more enjoyable. We can't wait to see what other automakers will bring to the table when they return to physical controls of their own. Copyright 2025 The Arena Group, Inc. All Rights Reserved.
Auto Blog
13-05-2025
- Automotive
- Auto Blog
U.S. Tariffs Create a Dramatic Shift in Mazda's Strategy
The Japanese automaker is bracing for a huge sales drop in its most important region. Japanese automaker Mazda is withholding its earnings forecast for its current fiscal year According to Automotive News, Mazda CEO Masahiro Moro stated during a May 12 presentation on the fiscal year ending March 31 that the automaker requires more time to assess how tariffs might affect its operations. 'We will work toward maintaining global sales volume at levels close to the previous year to the greatest extent possible,' Moro said. 'Regarding the outlook for the current fiscal year, considering the uncertain business environment, including U.S. tariff policies, we are not yet in a position to provide a forecast.' 0:07 / 0:09 Tesla sales in Europe drop yet again Watch More 2025 Mazda CX-50 — Source: Mazda Mazda plans to offset tariffs and U.S. sales impact by focusing on other key markets Sales in North America, Mazda's biggest market, jumped by a substantial 24 percent to a record 617,000 vehicles during the fiscal year that ended on March 31, driven by all-time-high deliveries in both Mexico and the U.S. In 2024, Mazda's U.S. sales grew by 17% to a record 424,382 vehicles, the best sales year for the brand since 1986. As recently as February, Mazda executives predicted that it would have another year of record U.S. sales, leaning on the success of a redesigned CX-5 to help it move 450,000 vehicles in 2025. However, Mazda CFO Jeffrey Guyton now predicts that U.S. demand will fall due to tariff-induced price increases. Mazda's CEO claimed that tariffs cost the company ¥9 billion to ¥10 billion (~$60.1 million to $66.8 million) in April alone, however, the company intends to combat by pushing Mazdas in other key regions like its native Japan, Southeast Asia, and China, as well as aggressive cost-cutting. 'We can imagine there will be some risk to our U.S. sales in the coming year,' Guyton said. 'And our intention is to find sales opportunities among all the other countries.' Mazda imports a lot of cars One caveat behind the numbers is that Mazda heavily relies on vehicle imports on a larger scale than contemporaries like Toyota, Honda, and even Nissan. In 2024, Mazda imported 235,738 vehicles from Japan to the U.S., including models like the CX-5 crossover and the CX-70 and CX-90 SUVs, which make up roughly 55% of its U.S. sales. In addition, Mazda also imports the compact Mazda3 and the CX-30 crossover from its plant in Mexico, which are compliant with the United States-Mexico-Canada Agreement. Autoblog Newsletter Autoblog brings you car news; expert reviews and exciting pictures and video. Research and compare vehicles, too. Sign up or sign in with Google Facebook Microsoft Apple By signing up I agree to the Terms of Use and acknowledge that I have read the Privacy Policy . You may unsubscribe from email communication at anytime. Mazda Toyota Manufacturing, U.S.A., the automaker's only stateside factory, is a jointly operated site in Alabama where Mazda makes the CX-50 and Toyota makes the Corolla Cross on different assembly lines. Although the CX-50 is made there, Guyton says it will have to pay tariffs on imported parts used in its assembly, which will range from $2,000 to $4,000 per vehicle. More low-priced cars, fewer incentives Mazda CFO Guyton noted that the automaker will try to push more vehicles that move quicker from dealership lots instead of costlier vehicles that have higher margins. 'In service of keeping production maximized, we need to make sure that we're focused on fast-turn product,' Guyton said. 'That doesn't mean purely entry grade. But higher value and more core models are what we're looking at.' In addition, Mazda will try to curb its incentive spending as car prices increase. Over its past fiscal year, Mazda says that incentives took away over 124.9 billion yen (about $833.9 million) from its operating profits. According to data from Motor Intelligence, Mazda's incentives averaged $3,224 per vehicle from January-March 2025, a 36% year-over-year increase. Mazda3 Overall, Mazda saw a 26% dip in operating profit and a decline in its operating margin from 5.2% the year before to 3.7%. Mazda CEO Moro said that the company expects to give an earnings outlook when it announces its fiscal first-quarter results, which typically happen in August. However, as political leaders from Tokyo and Washington, D.C. negotiate some amendments to the tariffs, Moro maintains that clear guidance won't come unless something gets ironed out between the respective trade representatives. 'At the moment, the Japanese government is still negotiating with the U.S. government. So, I don't think we should provide guidance based on an uncertain outlook or an uncertain premise,' Moro said. 'As the situation is highly volatile, we cannot come up with an estimate at this moment in a rational manner, and so our guidance is undecided.' Final thoughts Mazda's withdrawal of its outlook guidance is the latest in a line that includes big names like its former Dearborn parent, Ford, and German luxury automaker Mercedes-Benz. Though Moro stated that it's unable to get clear guidance until the U.S. and Japan work out a trade deal, such a deal is unlikely to come very quickly. According to a May 11 Bloomberg report, Japanese Prime Minister Shigeru Ishiba will not accept any trade deal that excludes an accord on auto imports. Japanese media outlet NHK also reported that the Japanese government proposed expanding auto-related investment in the US as part of its concessions. However, they predict that any agreement will likely be reached in early July, around the time Japan announces a national election.
Forbes
07-04-2025
- Automotive
- Forbes
Test-Driving The 2025 Mazda CX-50 Hybrid
The all-new 2025 Mazda CX-50's outstanding feature is its 38 MPG city-highway combined hybrid mileage and its relatively low starting price of around $33,000. It also looks Mazda-sharp. It's also one of the least interesting vehicles to drive I've had so far this year, for a variety of reasons we'll get to. 2025 Mazda CX-50 The hybrid trim is new for 2025. It's not a Mazda-developed hybrid, though—under the skin, it's a Toyota system. Small software and interface updates are on deck for this trim. It's handsome indeed - tougher than a typical small SUV with squared-off wheel arches, a lower and wider stance, raised roof rails and available off-road appearance packages. It gives off an "active lifestyle" vibe and looks like it should be more rugged than it is when you drive it. 2025 Mazda CX-50 It's signature Mazda with its horizontal layout, stitched trim and tasteful, practical materials. Cargo space is around 38 cubic feet behind the second row. The infotainment system offers either a 10.25-inch or optional 12.3-inch display. 2025 Mazda CX-50 Mazda uses a rotary knob-based interface, which I quite liked. The sound from the optional Bose 12-speaker upgrade is satisfactory. Dual-zone climate control is standard, as are rear seat vents. 2025 Mazda CX-50 It uses Toyota's 2.5-liter four-cylinder hybrid with an electronic CVT and electric AWD. Total system output is 219 horsepower. AWD is electric at the rear axle - there isn't any driveshaft. EPA estimated fuel economy is 38 mpg city, 35 mpg highway, and 37 mpg combined. The base price is around $33,000. Fully loaded with Premium Plus trim, options, and destination charge (around $1,375), it tops out around $41,000. 2025 Mazda CX-50 On road, it's smooth and quiet but not especially fun or engaging. The CVT drones under hard acceleration, and throttle response is soft. Steering is light and handling is fine, but the car lacks feel. Off-road, it's limited to light-duty trails—gravel, snow, dirt roads. There's no real off-road hardware or underbody protection. It does have drive modes for Normal, Sport, and Off-Road, but they make only minor changes. It's boring to drive, plain and simple. The CVT and hybrid powertrain feel muted and uninspired. It looks sporty and rugged but doesn't drive that way. I also found the driver's seat uncomfortable after less than a mile. 2025 Mazda CX-50 All trims include the full Mazda i-Activsense safety suite - forward collision warning with automatic braking, blind-spot monitoring, lane departure warning and lane-keep assist, rear cross-traffic alert, adaptive cruise control with stop and go, driver attention alert, and traffic sign recognition. Optional features include a 360-degree camera system and parking sensors. Conclusion: It's not a 'bad' vehicle, and Mazda has a great reputation for safety and reliability. In coming years, if certain issues are addressed, it'll be right up there with the CX-5 and Mazda's other quality vehicles.
Yahoo
29-03-2025
- Automotive
- Yahoo
2025 Mazda CX-50: 4 Reasons to Love It, 2 Reasons to Think Twice
The Mazda CX-50 made its debut in 2021 as a bigger version of the CX-5 but a smaller one than the CX-70. Based on the same transverse FWD platform as the fourth-generation Mazda3 and CX-30, the CX-50 is a middle-of-the-road SUV that competes directly against big sellers like the Honda CR-V and Toyota RAV4. Mazda's SUV comes in seven trims with two powertrains, standard all-wheel drive (AWD), and looks to kill. Even in its $30,500 base 2.5 S Select trim, it looks fantastic. The trim I spent time with was the $41,000 Turbo Meridian Edition, which gives the driver a distinctive off-road-ish swagger. I sampled this same model in the Rocky Mountains and Southern California, so I'm pretty familiar with how it behaves in various scenarios. View the 3 images of this gallery on the original article The base engine in the CX-50 is a 2.5-liter non-turbo that makes 187 hp and 185 lb-ft of torque through a six-speed automatic transmission. According to the EPA, this powertrain can get up to 24 mpg in the city and 30 mpg on the highway. When properly equipped, towing is limited to 2,000 lbs. I've tested many Mazdas with a similar powertrain, and they are more than adequate but lack the zest of a turbo. If you opt for the 2.5-liter turbo, you get a four-cylinder that makes 256 hp and 320 lb-ft of torque through the same six-speed automatic transmission, or slightly less on lower octane fuel. Despite the boost in power, you only lose one mpg in the city and on the highway. When properly set up, this configuration can tow up to 3,500-lbs. Once again, both powertrains come standard with AWD, which is another notable reason to love the CX-50. All CX-50s come with Mazda's i-Activ AWD system, and many models, like the Meridian Edition, come with Mi-Drive. This system adds four different terrain settings that work in conjunction with the i-Activ, including Normal, Sport, Off-Road, and Towing. Flipping a selector near the gear level allows you to engage each mode, which completely changes the CX-50's driving behavior. Thanks to the G-Vectoring Control Plus system, the Mazda CX-50 sends torque where it's needed at all times. Even in the rough, where some competitors struggle to gain traction, the Mazda CX-50 is excellent. There are four interior choices for the higher trim CX-50s, but even the entry-level models have a nice appearance. Mazda ditched the previous 8.8-inch infotainment screen, and now all CX-50s have a 10.3-inch screen, albeit with limited touchscreen capabilities. Like most Mazda products, the interior design aesthetic looks snazzy and far more sophisticated than the pricing would suggest. Still, it's a smaller interior than many competitors, especially its cargo area. If you opt for the non-turbo models, you can get a well-equipped Premium model with a panoramic sunroof, wireless phone charger, Bose 12-speaker sound system, heated seats, and more for about $36,000. If you go all-in for a Turbo Premium Plus, you will have a powerful, almost luxury-level SUV for about $45,000. View the 2 images of this gallery on the original article I honestly believe Mazda took a step back in terms of their infotainment system. The entire thing relies on a knob, which isn't that intuitive to use and is remarkably slow to react. On more than one occasion, it forgot my phone, and the navigation screen was a bother to work with as well. It's odd to me as their older systems using the knob seem to work better. Oh, and it appears that you can only use the hard-to-reach touchscreen when using Apple CarPlay or Android Auto. You can get similar performance, better headroom, and a lovely interior in the older, yet still excellent, Mazda CX-5. It's less expensive, and many dealerships seem to be willing to move them faster than the CX-50, which can lead to better deals. Some Mazda fans also swear that the assembly quality of the CX-5 is better than the CX-50. Yes, a hybrid version of the CX-50 is hitting the market, but that deserves its own space for review. As crossovers go in this segment, there's a lot to like with the 2025 Mazda CX-50. It's not without faults, and some of its beauty is skin deep, but it makes up for everything when you get playful behind the wheel.
Yahoo
25-03-2025
- Automotive
- Yahoo
Mazda CX-5 Long-Term Review: It's a Bestseller for a Reason
Just before moving back to California, I purchased a (slightly) used Mazda CX-5 for my spouse. It was a Grand Touring trim, which is the current equivalent of the 2.5 S Premium Plus, with the 187-horsepower 2.5-liter engine. Very little has changed in the past few years other than some tech and interior upgrades. I should know; I've driven just about every version of the CX-5 in the past 12 years. In that time, I've come to understand why Mazda is so near and dear to many automotive journalists, as the vast majority of my experience with the CX-5 has been overwhelmingly positive. Mazda desperately needed a boost in sales, and in 2013, the first-generation CX-5 was the answer. While the earlier examples lacked a bit of power, that was addressed later on with the introduction of the 2.5-liter four-cylinder engine, both the non-turbo and turbo variants. A six-speed automatic, though less impressive-sounding than eight—and nine-speed automatics, proved to be just as capable, efficient, and reliable as the competition. At its peak in 2021, Mazda sold nearly 164,000 units in the United States. Since then, and since the recent addition of the Mazda CX-50, sales dropped to just over 134,000 in 2024. For a small automaker like Mazda, even last year's numbers are nothing to sneeze at. Still, the CX-50, which is also an excellent crossover, looks poised to take over the CX-5's limelight at Mazda. View the 3 images of this gallery on the original article It's pretty simple: other than space and efficiency (depending on the competitors' trims), I felt that the CX-5 was far more engaging to drive. The predictive all-wheel drive (AWD) system, the steering feel and inputs, and the suspension calibration all surpass the competition, the latter of which is an outstanding compromise between comfort and performance. I admit that one of the biggest issues is the tighter confines of the CX-5. The SUV has 29.1 cu. ft. of space behind the rear row and 58.1 cu. ft. with the rear row folded down. The Toyota RAV4 has 37.6 cu. ft. of cargo space behind the rear seats and 69.8 cu. ft. with all the seats folded. Finally, there's the Honda CR-V, with a best-in-class 39.3 cu. ft. behind the second row and 76.5 cu. ft. maximum. Even the back seats are more spacious in the competition than in the CX-5. With all of that being said, my spouse has never struggled with commuting or hauling children and average-sized adults around. Considering my large size, it takes some teamwork to make sure that the person sitting behind me has enough space. Still, neither interior looks nor feels as good as the Mazda CX-5's cabin. Thoughtful touches, excellent material choices, and high-quality craftsmanship cannot be denied. The CX-5 is simply better. Aside from the tight space inside the CX-5, some people are not hip with its UX, which is similar to BMWs. It has been updated over the years, and the recent addition of a nicely sized 10.25-inch touchscreen infotainment system is welcomed by many. The old system, which my spouse has, requires a knob to navigate the screen, but now you can just simply touch the screen. Apple CarPlay and Android Auto are also new standard features that weren't available not that long ago. Another issue that has a modern solution is the CX-5's towing capacity. It is only rated to tow up to 2,000 lbs, which isn't great as some vehicles in this class can tow 3,500 lbs. If you need to tow that much, the Mazda CX-50 (which is not much bigger than the CX-5) is rated to tow up to 3,500 lbs when properly equipped. At just 7.9 inches high, the CX-5 is fairly low-slung, so despite its excellent AWD system, it should not go off-road. I've driven several CX-5s in the snow, and the ground clearance is just fine, but it can be a hindrance under some off-road conditions. Once again, leave that to the CX-50, which has better ground clearance. Finally, there's the biggest issue: dealership support. The easiest way to explain this is that there are simply not enough dealerships for adequate nationwide coverage. This can be an issue when you are trying to schedule maintenance appointments, get parts, or simply find a local dealership. If you don't live in a major city, it can be a headache. I do not regret my decision to buy our Mazda CX-5 one bit. My spouse, who drives like she has anger issues, has been relentless with the poor thing. Yet, it still drives like a brand-new car. Everything is well screwed together, and the performance is still spunky. I think it's a good-looking vehicle, too. At the end of the day, I feel that any vehicle that's fun to drive is a good vehicle. One that's economical, reliable, and practical makes that choice even better. Honestly, the Mazda CX-5 is a hard vehicle to beat, and I'm curious how long Mazda will continue building it right next to its eventual replacement, the CX-50.
