2023 Mazda CX-50 vs 2024 Volvo XC90

The 2023 Mazda CX-50 featured a blunt nose, long hood, and a rakish windshield, with a cabin pulled back toward the rear wheels. This design exhibited the subtle seductiveness that characterized Mazda's cars and SUVs for the past decade. However, the CX-50 also conveyed newfound ruggedness with blistered and boxed fender swells, lower body and wheel arch cladding, and fake front and rear skid plates. Oversized air intake and vent designs imparted performance without offending the eye.

When paired with the CX-50’s standard black grille and mirror caps and the available 20-inch wheels, these exterior design elements came together appealingly. Later in the model year, the CX-50 Meridian Edition joined the lineup with exclusive wheels, all-terrain tires, splash guards, and a roof-mounted load platform. Inside, the CX-50’s interior displayed Mazda’s traditional mix of driver-focused design, quality materials, and polished metallic trim. Despite a few design quirks, the new Mazda CX-50 was a good-looking compact crossover.

Volvo sold the 2024 XC90 in B5, B6, and Recharge T8 model series. The XC90 B5 had a turbocharged mild-hybrid four-cylinder engine, while the B6 added a supercharger for extra performance. The XC90 Recharge T8 was a plug-in hybrid offering the most performance, greatest efficiency, and 32 miles of estimated electric-only range. All three models had standard all-wheel drive (AWD). Volvo offered the XC90 models in Core, Plus, and Ultimate trim levels, with prices ranging from $56,000 to $79,600, excluding the $1,195 destination charge.

Our Recharge T8 test vehicle arrived in Ultimate trim with seven-passenger seating. It had the Lounge Package with massaging front seats, a premium headliner, an active air suspension, a high-end Bowers & Wilkins audio system, and a trailer hitch for its 5,000-pound towing capacity. The MSRP was $89,145, including the destination charge. The XC90’s exterior paint palette was subdued and earthy, perfectly in keeping with a luxury SUV leaning toward practicality, safety, and sustainability. The interior design, though dated, was fitted with rich materials, especially in Ultimate trim, and offered more customization options than some rivals.

Most Mazda CX-50 buyers likely chose the more affordable and fuel-efficient 2.5 S model, which had a 187 hp 2.5-liter four-cylinder engine producing 186 lb-ft of torque, delivered to all four wheels through a six-speed automatic transmission. Mazda believed this base-engine version would return 27 mpg in combined driving. For stronger acceleration and increased towing capacity from 2,000 pounds to 3,500 pounds, the CX-50 2.5 Turbo was the better choice. It had a turbocharged version of the standard engine, coupled with the same six-speed automatic and standard AWD system.

The turbo engine made between 227 hp and 256 hp depending on the fuel type, with torque varying between 310 lb-ft at 2,000 rpm on 87-octane gas to 320 lb-ft at 2,500 rpm on 93-octane fuel. Mazda predicted the CX-50 2.5 Turbo would get 25 mpg in combined driving, but real-world testing averaged 23.4 mpg. The CX-50 Turbo provided smooth, sweet acceleration across a broad power curve, with no noticeable turbo lag. The SUV’s G-Vectoring Control (GVC) technology ensured natural vehicle behavior in various driving modes, though differences between the modes were slight.

The 2024 XC90 Recharge T8 combined an 18.8-kilowatt-hour battery and a 107-kilowatt electric motor with the B6 model’s supercharged and turbocharged 2.0-liter four-cylinder engine. Together, these components produced 455 horsepower and 523 lb-ft of torque, delivered to all four wheels through an eight-speed automatic transmission. The battery and electric motor offered 32 miles of electric-only driving before the gasoline engine took over, with an average of 27 mpg in combined driving as a hybrid. In Power mode, Volvo estimated a five-second dash from 0 to 60 mph.

Recharging the XC90 Recharge was easy, taking about 12 hours with a standard household outlet or less than half that time with a 240-volt, 16-amp outlet. The XC90 offered various driving modes, including Pure, Power, Hybrid, Constant AWD, and Off-Road, with up to 9.9 inches of ground clearance when equipped with the optional air suspension. During testing, the XC90 Recharge T8 didn’t meet the indicated 33 miles of electric range in Pure mode, providing 28 miles instead, and fell short of the EPA’s predicted fuel economy rating, delivering 24.5 mpg.

Despite these shortcomings, the XC90 Recharge T8 performed well in typical suburban driving, with the electric motor launching the SUV with authority and the turbocharger and supercharger hustling it up to speed. However, the XC90’s handling was not thrilling, with the suspension allowing more roll, pitch, and dive than ideal for enthusiastic driving. The steering was neither sharp nor communicative, and the ride quality was firm on irregular pavement. The XC90 Recharge T8 was a luxury SUV, not a performance SUV, and its handling traits reflected that.

The 2023 Mazda CX-50 2.5 Turbo came equipped with power-adjustable heated front seats, heated rear seats, a heated steering wheel, heated side mirrors, and heated windshield wipers. On a sunny day in Southern California, the ventilated front seats and dual-zone automatic climate control effectively chilled the cabin. The driver’s seat and front passenger’s seat were comfortable for long drives, though they could use more side bolstering. The back seat was roomy enough for adults, with rear air vents and charging ports in nearly all trims.

Storage space in the CX-50 was adequate, though Mazda missed opportunities to include additional bins and shelves. The available smartphone charger had its own slot under the center armrest. The power rear liftgate revealed 31.4 cubic feet of cargo space, with a long load floor but narrow space between the wheel wells. Maximum cargo space measured 56.3 cubic feet, slightly less than the CX-5 due to the CX-50’s lower roofline.

Even with Core trim, the 2024 XC90 Recharge T8 was nicely equipped with power-adjustable and heated front seats, leather upholstery, wood trim, and a four-zone climate control system with PM2.5 air purification. A panoramic glass roof bathed the interior in natural light, and higher trims offered additional features like a heated steering wheel, heated rear seats, ventilated front seats with massage, and an integrated booster child seat. The front seats had adjustable lower leg support bolsters, though their winged shape could catch on shorts when entering the SUV.

Once inside, the XC90 was exceptionally comfortable, with a commanding driving position and good sightlines. However, the climate control system struggled to cool the cabin in Pure mode on a hot day. The XC90 seated seven people, or six with second-row captain’s chairs, with a comfortable bench seat in the second row and tight but accommodating third-row seats. Interior storage was adequate, and with the third-row seat folded, the XC90 offered up to 65.5 cubic feet of cargo capacity, expanding to 85.7 cubic feet with the second-row seat dropped.

Every 2023 Mazda CX-50 had a Mazda Connect infotainment system with wireless Apple CarPlay, wireless Android Auto, and Mazda Connected Services. The base 2.5 S had an 8.8-inch display, while other trims included a larger 10.25-inch display. Historically, Mazda Connect did not offer touchscreen control, relying on center console buttons, steering wheel controls, and voice recognition. However, the 2023 CX-50 allowed touchscreen control of Apple CarPlay and Android Auto, though the screen was still distant from the driver.

The available 12-speaker Bose Centerpoint surround-sound system delivered a satisfying audio experience, and the Active Driving Display (head-up display) projected useful data within the driver’s line of sight. The blind-spot warnings in the HUD were particularly helpful, eliminating the need to look at side mirrors when changing lanes.

The 2024 XC90 featured a 9-inch touchscreen infotainment system with Google Built-in technology, including Google Maps, Google Play, and Google Assistant. These features were complimentary for four years, with subscription payments required afterward. Apple CarPlay and SiriusXM satellite radio were also standard, with optional 14-speaker Harman Kardon or 19-speaker Bowers & Wilkins audio systems.

Google Built-in dramatically improved the XC90’s infotainment experience, with the 9-inch touchscreen’s proximity to the driver making its size less of an issue. The system was more intuitive than previous Volvo infotainment systems, and the XC90’s cabin included a stereo volume knob and radio tuning buttons. The digital voice assistant, Google Assistant, generally provided a rewarding experience, though sometimes required different prompts for desired actions. The XC90 Recharge T8 also included a 12-inch digital instrumentation panel, a head-up display, and a surround-view camera.

Mazda typically rated high for safety, and while the Insurance Institute for Highway Safety (IIHS) hadn’t performed crash tests on the new CX-50, it was expected to excel like other Mazda models. The CX-50 came with a generous standard package of driving assistance systems, with additional features available on the CX-50 2.5 Turbo Premium Plus. These included Traffic Jam Assist, active blind-spot monitoring, front and rear parking sensors with reverse automatic braking, and a surround-view camera system.

Overall, the CX-50’s driving assistance systems worked well, though the adaptive cruise control occasionally failed to recognize slower vehicles cutting into the gap ahead, requiring manual braking to avoid a collision.

Volvo’s dedication to safety was evident in the XC90’s crash-test ratings. The National Highway Traffic Safety Administration (NHTSA) gave the SUV a five-star rating in every assessment except rollover resistance, where it earned a four-star rating. The IIHS named the XC90 a Top Safety Pick+ in 2023. However, the XC90 lagged behind rivals in advanced driving assistance systems (ADAS), lacking a hands-free driving assistance system.

The XC90 included Pilot Assist, which paired adaptive cruise control with lane-centering assist. While Pilot Assist worked smoothly overall, it struggled with curves and passing lanes on Pacific Coast Highway and issued inaccurate lane-departure warnings on rural roads. A significant error occurred when exiting the freeway, where Pilot Assist attempted to steer back onto the highway, shaking confidence in the technology.