2025 Mazda CX-50 Hybrid Review + Video

The automotive industry is an interesting one to watch these days, with consolidation and collaboration becoming increasingly common self-preservation strategies.

In Mazda’s case, it means leveraging existing assets from Toyota to make the kind of vehicles it desperately needs but might otherwise struggle to develop on its own. It doesn’t hurt that the much larger Toyota has a vested interest in Mazda’s continued success considering the roughly five per cent financial stake it holds in its Japanese compatriot and competitor.

That’s how the 2025 Mazda CX-50 Hybrid came to employ Toyota’s gas-electric technology in its entirety. The hybrid powertrain also happens to be a good one, with a sterling reputation earned over the course of many years and iterations. 

Power: 8/10

Shared with the similarly-sized — and best-selling — Toyota RAV4 Hybrid, the powertrain that motivates this Mazda includes a 2.5L gas engine and a pair of electric motor-generators under the hood, plus a separate electric motor in the back. That last part is what gives the CX-50 Hybrid all-wheel drive, although the system is limited in terms of how often it sends torque to the rear end and usually focuses on the front in the name of efficiency.

Either way, the combined gas-electric setup makes 219 net hp — plenty for a compact crossover like this one. With an automatic continuously-variable transmission (CVT) routing output to the front wheels, it all works as well as it should. Meanwhile, the rear-mounted electric motor is independent of the rest of the powertrain and is fed by the battery under the back seats.

Driving Feel: 8/10

The all-wheel-drive system works mostly at city speeds and when accelerating from a stop, as well as when the vehicle is in reverse, making the CX-50 Hybrid feel sure-footed enough in adverse conditions. However, the reactionary nature of the setup means there’s a momentary lapse before the rear wheels engage. It’s mostly imperceptible, although it becomes more noticeable in slippery winter weather.

Looking past the powertrain, there’s a drivability that will no doubt feel familiar to those who have been behind the wheel of other Mazda products. While the CX-50 is somewhat stiffly sprung for a crossover, it’s also uniquely responsive. Nothing in the segment is especially sporty, but the handling here is about as good as it gets, with quick changes of direction and limited body roll to contend with.

Comfort: 7/10

The somewhat rigid ride doesn’t mean this Mazda is uncomfortable, but rivals like the RAV4 and Honda CR-V, which is also available with a gas-electric powertrain, offer more plush on-road experiences. Granted, the CX-50 Hybrid GT tested here with its 19-inch wheels wrapped in low-profile tires is the worst offender in the three-trim lineup, and the 17-inch alloys found elsewhere are bound to offer a slightly softer ride due to the thicker tires they’re paired with.

Even with this tester’s winter tires, which tend to generate more noise than all-seasons, the cabin remained relatively quiet at highway speeds. The strained sounds that typically come with Toyota’s hybrid system — which is the fault of the CVT more than anything else — are mostly absent here, with passing and merging accompanied by a slightly heartier soundtrack.

Styling: 8/10

The optional brown leather seen here is well worth the $250 Mazda charges to add it to the GT trim — the standard upholstery is black — although it clashes with the Soul Red paint applied to this tester. (White, grey, or black paint can be paired with the so-called terracotta upholstery, while a rich blue is also available with the black interior.) Otherwise, the cabin is filled with the usual mix of materials, which unfortunately includes scratch- and smudge-prone plastic.

Overall, the CX-50 is a uniquely proportioned crossover that looks lower and wider than most of its contemporaries. It’s similar to the impressive Toyota Crown Signia in that it’s not a wagon but is often mistaken for one, whether wilfully or otherwise, because of its silhouette. (The award-winning Subaru Outback remains in a segment of one when it comes to wagon-like crossovers this size.) Meanwhile, the plastic cladding lends it a relatively rugged disposition. 

Practicality: 7/10

In spite of the CX-50’s sleek roofline, there’s a good amount of headroom inside — at least up front, that is. The low headliner that’s required to accommodate the panoramic sunroof’s sliding glass panel means upright space in the back is at a premium. Legroom, too, isn’t quite as generous as it is in key competitors including the RAV4 and Honda CR-V, although the rear doors swing open wide enough to load little ones into car seats without issue.

Likewise, cargo room isn’t quite on par with those crossovers, with the 826 L that’s behind the tailgate trailing those and others in the segment. However, the actual usability of the space — filling it with a weekend’s worth of gear, for example — is perfectly fine, with a fairly low liftover height that’s helpful when loading and unloading, while handles just inside the hatch can be used to drop the 60/40 split-folding rear bench for a total of 1,594 L.

User-Friendliness: 5/10

Most features and functions inside are easy enough to figure out, with the traditional climate controls — and a dedicated display for temperature and fan speed to go with them — particularly praise-worthy in an era with an emphasis on touch integration. It’s ironic, then, that Mazda’s decision to dig its heels in and deliver an infotainment system that offers limited touch interaction ends up as one of the CX-50’s most frustrating flaws.

In fairness, the 12.3-inch display is capable of touch interaction, but only when Apple CarPlay or Android Auto are in use. Otherwise, the controller on the centre console is the only way to get around, which can be exceptionally finicky. Inputting satellite radio stations via the system’s direct tune function, for example, is reminiscent of dialling a number with an old rotary phone. (Graciously, station changes can be made using voice commands.)

Features: 10/10

The CX-50 Hybrid comes with a good selection of standard stuff, including heated front seats and a steering wheel to match, dual-zone automatic climate control, wireless smartphone mirroring, an eight-speaker stereo, and connected services that provide remote access to the vehicle via a companion smartphone app. There’s also a height-programmable power tailgate, 17-inch alloy wheels, and a panoramic sunroof, among other niceties.

The Kuro trim builds on the base GS-L by adding red leather upholstery, driver’s seat memory settings, and a six-way power-adjustable front passenger seat (a 10-way driver’s seat is included across the lineup), while the GT trim tested here adds ventilated front seats and heated rear ones, subscription-based satellite radio, and a 12-speaker stereo. It also rides on larger 19-inch wheels.

Safety: 9/10

The advanced safety and driver-assistance suite is well rounded, and covers everything from forward collision warning with pedestrian detection and automatic emergency braking to lane departure warning and keeping assistance, blind-spot monitoring with rear cross-traffic alert, and automatic high-beam control. Adaptive cruise control is standard, too, and it impresses with its ability to smoothly match the speed of preceding traffic.

Value: 7/10

Considering the equipment it comes with, the entry-level CX-50 Hybrid GS-L delivers decent value, although the cheapest RAV4 Hybrid undercuts it by a healthy margin. Granted, it’s missing features like a heated steering wheel power-opening tailgate; but its pre-tax asking price of $38,435 is quite a bit less than the $45,145 Mazda is charging for this gas-electric crossover. (All prices include non-negotiable freight charges.)

The CX-50 Hybrid Kuro that’s mostly just an aesthetically upgraded GS-L rings in at $47,045 before tax, while the GT tested here is the most expensive at $50,545. That’s slightly more than the range-topping Hyundai Tucson Ultimate Hybrid ($49,399), while loaded versions of the gas-electric Ford Escape ($51,994) and Honda CR-V ($52,575) are more expensive still.

Fuel Economy: 7/10

Officially, the CX-50 Hybrid is supposed to burn 6.2 L/100 km combined — slightly more than most RAV4 Hybrid trims (6.0) but not enough to make a significant difference. To put that number in perspective, it means this Mazda will theoretically use an extra litre of regular-grade gas than the Toyota it borrows its powertrain from for every 500 km travelled. That adds up to 40 litres over the course of a year’s worth of driving 20,000 km.

However, while AutoTrader’s own Jeff Wilson saw an indicated average of just 6.0 L/100 km during his first-drive experience with the CX-50 Hybrid, this extended test saw it fare much worse than expected. Granted, the deluge of snow — not to mention the high winds and frigid temperatures — didn’t help; but that’s cold comfort (pun intended) for the 7.9 L/100 km witnessed over the course of a little more than 700 km.

The Verdict

OK, that’s a dour note to end this review on, but it shouldn’t be a total deal-breaker. After all, epic winter weather has a way of hampering the real-world fuel consumption results of just about every vehicle out there no matter how they’re powered. That doesn’t make this experience any less disappointing, but it isn’t as if this is the only hybrid to struggle in cold and snowy conditions.

In the case of the 2025 Mazda CX-50 Hybrid, then, it isn’t necessarily the gas-electric components that should be cross-shopped but the package they come in. Those who don’t mind sacrificing space in the name of style will find a gas-electric crossover that makes a pretty compelling case for itself, particularly higher in the lineup where it delivers plenty of features for a competitive price. Just remember those warnings about that infotainment system before signing on the dotted line.