2025 Mazda CX-50 Hybrid First Drive Review

You’ve got to hand it to the first person who thought of combining all the happy, snuggly personality of a Golden Retriever with the smarts and hypo-allergenic coat of a Poodle, thus creating the Goldendoodle. 

It must’ve been a similar stroke of brilliance for the folks at Mazda who decided they needed a hybrid version of the CX-50 crossover. Borrowing proven gas-electric power from Toyota, which owns about five per cent of Mazda, the 2025 Mazda CX-50 Hybrid may not be as joyful as a doodle, but there’s still lots to love.

Fuel-Sipper

Rated at 6.1 L/100 km in the city, the CX-50 Hybrid sips barely more than half the fuel of its turbocharged sibling around town. Even compared to the non-turbo CX-50 the hybrid version is considerably more efficient, offering upwards of 160 km more range between fill-ups. The CX-50 Hybrid also fares well next to rivals, bettering the Kia Sorento Hybrid by a fair margin, and splitting the difference between the Honda CR-V Hybrid and the segment-leading RAV4 Hybrid.

Officially, the CX-50 Hybrid is rated to burn 6.1 L/100 km in the city, 6.4 on the highway, and 6.2 combined. After a mostly primarily urban test loop, the indicated average was an impressive 6.0 L/100 km. It runs on regular-grade gas.

Familiar Powertrain

There’s a transplanted Toyota RAV4 Hybrid drivetrain beneath this CX-50’s skin, giving it all that efficiency to go with a different on-road sensation compared to its non-electrified siblings. The Mazda weighs more than the Toyota — nearly 120 kg (265 lb) more — which degrades fuel efficiency and straight-line performance at least a little. 

Experiencing the slight rubber band characteristic of an automatic continuously-variable transmission (CVT) in a Mazda is a strange sensation and while Toyota’s unit that uses a conventional launch gear is decent, there’s a softness to throttle inputs that seems out of character in the CX-50. Modern Mazdas are usually known for their quick reactions to driver requests, but that CVT — and the hybrid’s torque output that’s notably lower than the CX-50 Turbo’s — makes it somewhat sluggish.

Still, the Toyota-derived 2.5L four-cylinder that runs on the highly efficient Atkinson cycle is augmented by a battery pack juicing three separate motors (two up front, one for the rear wheels), giving a net output of 219 hp. That’s on par with the other hybrid compact crossovers in the segment, but the CX-50 has always been the driver’s choice, and now it just feels like the rest — this despite Mazda having reportedly tuned the power delivery to be livelier than the RAV4, especially from a standstill.

Thankfully, in terms of handling and steering, there’s still plenty of the playful CX-50 personality here. The steering is quick and precise (by compact crossover standards), and body motions are well controlled when tossing the CX-50 Hybrid at corners or highway ramps. Braking remains strong, with solid pedal feel. 

During our test drive in and around Toronto, mild, dry weather meant there wasn’t much chance to see how the all-wheel drive system responds to low-traction situations. The Toyota-derived system has no mechanical connection in the back. Instead, it uses a dedicated electric motor to power the rear wheels when conditions warrant. Ripping around on some gravel roads, the Mazda’s composure couldn’t be upset, so it should take some serious horseplay to get it out of shape, even in foul weather. 

The drive modes in the hybrid are different from other CX-50s, with sport replaced by “power,” off-road turned into a “trail” setting that simply allows for a little more wheel slip, with no central differential to lock as with other CX-50 models.

Still a Looker

One of our favourite aspects of the CX-50 has been its handsome styling, and the hybrid version continues to be a looker. While it might seem obvious that a hybrid trim of the same model would resemble the other trims, some significant adjustments were needed to accommodate the Toyota powerplant. Beyond new front frame rails and a whole new floor pan, the battery pack beneath the rear seat forced the seating position higher, which means the overall interior dimensions are a little different. Rear-seat headroom wasn’t abundant to begin with, and so Mazda had to raise the roof — literally — on the hybrid, giving it a greenhouse that’s 30 mm (1.2 in) taller. 

Fortunately, stretching that profile up didn’t hamper the visual proportions, and the CX-50 is still one of the best-looking compact crossovers around. The top trim’s unique 19-inch wheel design (17-inch alloys are standard on the GS-L and Kuro trims) and HYBRID fender badges are the most obvious ways to identify the new gas-electric models.

Stylish Inside, Too

Mazda has made a push in recent years to position its products slightly more upmarket compared to rivals. Nowhere has this been more evident than with the CX-50 Hybrid. By sharing its mechanicals with the Toyota, it’s the Mazda’s style inside and out that really set it apart from the RAV4, and helps justify its slightly higher price point.

The 2025 Mazda CX-50 Hybrid GS-L starts at $45,045 before tax, while the cheapest RAV4 Hybrid kicks off at $38,435. Meanwhile, the Kuro trim is $46,945, while the top GT is $50,445. All prices include freight ($2,095 for the CX-50, $1,930 for the RAV4).

Interior equipment is largely familiar across Mazda’s latest crossovers (including the CX-90 and CX-70), with big dials for the primary display, and a short but wide 10.3-inch infotainment screen perched atop the dash. It’s a smart position for the screen that keeps it within an easy glance of the driver’s sightline, but it’s a stretch to reach for the touchscreen functionality that operates with Apple CarPlay.

Mazda continues with its rotary dial controller on the centre console, and while it’s a bit cumbersome to use with phone-mirroring, it’s pretty easy to work for the rest of the system’s operations. The rest of the controls are sensible and intuitive, from logical switches on the steering wheel to dials and buttons for the climate control, and even a small knob for volume.

Only the entry-level GS-L trim comes with leatherette seating, while the mid-level Kuro offers black, or a deep garnet red leather interior, and the top GT version tested here can be specced with black or terracotta brown leather. There are plenty of soft-touch panels, and the contrast stitching on the seats, dashboard, and doors is offset by tasteful metallic accents throughout. 

Those front seats are very comfortable, too, with ample bolstering to keep occupants snugly in place, but also supportive enough for long hauls. After the better part of a day spent tootling around in Toronto traffic, there was no appreciable back fatigue from the seats. The rear seats have places for three abreast, but like other compact crossovers, it’s a little tight with a trio of adults. Headroom is adequate, while legroom is quite generous.

Diminished Practicality

The conversion to hybrid format makes the CX-50 a better commuter, but it loses ground clearance compared to the non-hybrid variants — approximately 30 mm (1.2 in), as well as roughly 60 L of cargo space behind the rear seat. Fold the backseat down, however, and it’s essentially the same as the non-hybrid versions at 1,594 L. The CX-50’s towing capacity also drops from 907 kg (2,000 lb) to 680 kg (1,500 lb) in hybrid form.

Final Thoughts

As manufacturers roll out ever more electrified models, consumers seem happy to snap them up. For many, gas-electric options like the 2025 Mazda CX-50 Hybrid provide the bump in performance and efficiency that makes electrification so tempting, without having to face the fears (or inconvenience) of relying on charging a battery.

Mazda is actively working on its own hybrid powertrains that we will see in the next-generation CX-5, but in the meantime, utilizing one of the best, most reliable hybrid powertrains in the segment makes sense. Still, those CX-50 buyers who are attracted to its lively driving dynamics may find the hybrid driving experience more subdued. The dramatically improved efficiency and upscale styling and finishes do set it apart from the more common competitors. The Mazda CX-50 Hybrid may not be quite as much fun as a Goldendoodle, but it’s still sure to be a happy addition to many families.