Mazda has been double-dipping in the compact-SUV segment since the CX-50 debuted for the 2023 model year. Is that a party foul? At first glance, the CX-50’s existence is a head-scratcher, considering that the CX-5—which has been a mainstay in the brand’s lineup for over a decade—is similar in size, drives just as well, and costs slightly less. The CX-50 offers an optional hybrid powertrain, but its 2.5-liter four-cylinder engines (in standard naturally aspirated and available turbocharged tunes) are shared with the 2025 CX-5 and with identical outputs. Despite the overlap in nearly every metric, Mazda swears that the two are differentiated by one crucial but intangible characteristic: their overall vibe.
In Mazda’s eyes, the CX-5 is for the buttoned-up professional, always ready to whisk a client away to an inner-city lunch in comfort and style. The CX-50, on the other hand, is marketed as the adventurous option, trading in the suit and tie for a flannel and some hiking boots—or more literally, black plastic wheel-arch trim and a set of roof rails. No compact SUV with outdoorsy aspirations would be complete without a trail-focused trim level, and that is the Meridian Edition’s role in the CX-50’s model hierarchy.
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Like most of the off-road-lite trims in this segment, the Meridian Edition is more about appearances than genuine capability, and frankly, it doesn’t do much in either regard. Gloss-black roof rails and a smoked all-wheel-drive badge on the liftgate are its only distinguishing visual characteristics. Models fitted with the turbo engine get a matte-black hood decal, but the nonturbo Meridian Edition—like our test vehicle—doesn’t even get that. The most notable upgrade is a set of 18-inch gloss-black wheels wrapped with Falken WildPeak Trail all-terrain tires, sized 225/60R-18, which are solely responsible for any additional off-road performance that the Meridian Edition enjoys over the standard CX-50.
If the wheels, badging, and roof rails didn’t give it away, we’ll give it to you straight: You’d better like black if you’re eyeing the Meridian. Black is the only no-cost exterior color choice, and the interior can only be had in, you guessed it, black with perforated leatherette accents on the seats and dash. That is, unless you shell out for the turbocharged Meridian, which gets a richer-looking Terracotta leather interior. Regardless of the engine, Zircon Sand Metallic and Polymetal Gray Metallic are available for $595, but the Meridian’s paint palette is far more limited than even the base-model CX-50.
Previously, the Meridian Edition was available exclusively with the gutsier 256-hp turbocharged 2.5-liter four-cylinder offered in higher-tier models. It was also the least expensive way to get a CX-50 with the more-powerful engine, which was undoubtedly a major draw regardless of its other trim-specific accoutrements. For 2026, however, it can be had with the CX-50’s base 187-hp 2.5-liter inline-four, which is how our test example was equipped.
There aren’t any surprises as far as its raw performance figures are concerned. In our testing, the base-engine Meridian Edition sauntered to 60 mph in 8.4 seconds—a full two seconds slower than the last CX-50 Turbo Premium Plus model that we tested. In addition to being down nearly 70 horsepower, the Meridian’s chunky all-terrain tires (compared to the 20-inch Goodyear Eagle Touring all-season rubber on the Turbo Premium Plus) certainly didn’t help from a traction standpoint. That was evident on the skidpad, where the Meridian Edition’s lateral grip fell to 0.80 g from 0.84 g for the Turbo Premium Plus. Braking performance also suffered, with a disappointing stopping distance of 180 feet from 70 mph; the Turbo Premium Plus took only 167 feet to come to a stop from the same speed.
Those numbers don’t tell the full story, though, and on the open road, most people will find that the base engine still produces enough grunt to get this 3751-pound SUV moving respectably. The naturally aspirated four-cylinder lacks the kick-in-the-pants low-end torque of the turbo engine, but it’s still capable of swift highway merges and easy passing on the interstate. A lot of the credit can be given to the six-speed automatic transmission, which is quick to downshift at the first stab of the throttle.
It’s uncharacteristic for a compact SUV to make you want to circle a roundabout a few times more than necessary, but the CX-50’s uncommonly athletic chassis eggs you on. Even with the knobby tires, the Meridian Edition still exhibits the balanced handling and scalpel-sharp steering that we’ve come to expect from the CX-50. We were also surprised by how little the tires impacted ride quality and cabin noise. We’ve always praised the CX-50’s ability to blend driver engagement with passenger comfort, and the all-terrain rubber doesn’t interfere with that balance to any meaningful degree. They also come with only a minor noise penalty, with the Meridian Edition recording an interior sound reading of 70 decibels at 70 mph compared to 69 decibels for the Turbo Premium Plus.
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At $34,645 to start, the base-engine Meridian Edition sits in the lower half of the CX-50 trim spread, but if light-duty trail capability isn’t on your list of automotive needs, the $33,895 Preferred trim is the better option. You’re essentially paying for the tires with the Meridian, as the Preferred comes with all of the same equipment and offers a better selection of paint and interior options. Even the $41,895 turbocharged Meridian Edition isn’t the deal that it used to be, as the new base Turbo trim undercuts it as the least expensive way to get the upgraded engine. But if you do enjoy spending your weekends hunting for the best dispersed camping spot in your local national park—and you were planning on swapping to beefier rubber anyway—the Meridian Edition at least saves you a call to Tire Rack.
Specifications
Specifications
2026 Mazda CX-50 2.5 S Meridian Edition
Vehicle Type: front-engine, all-wheel-drive, 5-passenger, 4-door wagon
PRICE
Base/As Tested: $34,645/$36,630
Options: Polymetal Gray Metallic paint, $595; navigation, $500; trailer hitch and wiring harness, $500; Weather package (all-weather floor mats, cargo liner, roadside assistance kit), $390
ENGINE
DOHC 16-valve inline-4, aluminum block and head, direct fuel injection
Displacement: 152 in3, 2488 cm3
Power: 187 hp @ 6000 rpm
Torque: 185 lb-ft @ 4000 rpm
TRANSMISSION
6-speed automatic
CHASSIS
Suspension, F/R: struts/torsion beam
Brakes, F/R: 12.8-in vented disc/12.8-in disc
Tires: Falken WildPeak Trail
225/60R-18 100H M+S 3PMS
DIMENSIONS
Wheelbase: 110.8 in
Length: 185.8 in
Width: 75.6 in
Height: 63.5 in
Passenger Volume, F/R: 52/46 ft3
Cargo Volume, Behind F/R: 56/31 ft3
Curb Weight: 3751 lb
C/D TEST RESULTS
60 mph: 8.4 sec
1/4-Mile: 16.5 sec @ 84 mph
100 mph: 26.3 sec
Results above omit 1-ft rollout of 0.3 sec.
Rolling Start, 5–60 mph: 9.1 sec
Top Gear, 30–50 mph: 4.2 sec
Top Gear, 50–70 mph: 6.0 sec
Top Speed (gov ltd): 115 mph
Braking, 70–0 mph: 180 ft
Roadholding, 300-ft Skidpad: 0.80 g
Interior Sound
Idle: 41 dBA/3 sone
Full Throttle: 77 dBA
70-mph Cruising: 70 dBA/27 sone
C/D FUEL ECONOMY
Observed: 23 mpg
EPA FUEL ECONOMY
Combined/City/Highway: 26/24/30 mpg
That was also around the time when he started writing automotive reviews, news articles, and technical guides for a number of local and international publications. Now at Car and Driver, Austin brings more than 10 years of experience in the automotive industry and an all-so-common love-hate relationship with German engineering to the table.
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