We’ve come away mighty impressed with every model under Mazda’s CX lineup of crossovers big and small. But one thing they’ve been lacking for a very long time is a conventional, right-sized hybrid, because not everyone needs something as big as a CX-90. Well, that right-sized something is finally here: it’s the 2025 Mazda CX-50 Hybrid.
A hybrid was always part of the plan for the CX-50. It debuted with two gas-only powertrains a couple of years ago, but Mazda promised they’d eventually introduce a conventional and plug-in hybrid. That moment is upon us, but rather than using a hybrid powertrain designed in-house like they did with the CX-70 and 90, Mazda teamed up with Toyota to make this happen. In fact, it’s essentially RAV4 Hybrid running gear: the gas engine, the electric motors, the transmission—even the shift knob are all-Toyota. There’s no shame in that; for a small company like Mazda, it makes more financial sense to team up with someone else. Besides, if there’s anyone’s hybrid homework you should copy, it better be Toyota’s.
It all starts with Toyota’s 2.5-litre normally aspirated four-cylinder up front, except instead of a Toyota logo on the engine cover, it has a Mazda logo. It works with two electric motors up front—one on the front axle, and a second, smaller electric motor integrated into the transmission—and a third out back, The 1.59 kWh battery pack is Toyota’s as well, and instead of Mazda’s six-speed automatic, the CX-50 Hybrid uses Toyota’s CVT. All in, the whole setup is good for 219 horsepower, but like Toyota, Mazda doesn’t dish a combined torque figure. For what it’s worth, the gas engine alone is good for 163 pound-feet of torque.
Mazda changed a lot to make Toyota’s engine fit. They had to modify the front subframe design and set the front frame rails wider apart, but we’re not entirely sure the juice was worth the squeeze here. I’ve always found Mazda’s SkyActiv engines among the smoother and more harmonically pleasing four-cylinders out there, and Toyota’s has typically been … not that. It pains me to say this, but the CX-50 Hybrid is more Toyota than Mazda here, sounding strained and thrashy when you call upon even the slightest bit of passing power.
It’s also worth noting that if you’re looking to tow, the CX-50 Hybrid may not be the best tool for the job. Towing capacity is rated at 1,500 pounds—compared to 1,750 for the RAV4 Hybrid Woodland. Either way, it’s a way’s off from the 2,000-pound rating for CX-50s with the non-turbo SkyActiv four, and 3,500 with the turbo.
But you don’t buy a CX-50 Hybrid to go fast. You buy it because it’s good on gas, and its posted fuel economy numbers are promising. It’s rated at 6.1 L/100 kilometres in the city, 6.4 around town, and 6.2 combined. That’s a smidge less frugal than the RAV4 Hybrid, but the CX-50 Hybrid is on par with the rest of the segment. In our time with the CX-50 Hybrid, we averaged 7.4 L/100 km combined in the real world, but that was a short loop with a lot of traffic and idling. It’s a good start, but we look forward to the numbers over a longer stretch.
OK, so the CX-50 Hybrid isn’t that punchy in a straight line, and doesn’t sound great when you floor it. So what? The CX-50 Hybrid is otherwise well-behaved; the shift from gas-to-electric and vice-versa is nearly imperceptible, and around town, you’ll be lucky to wake up the gas engine. Other Mazda hallmarks remain: steering is precise and well-weighted, and although there’s a bit more road noise than we expected, the CX-50 Hybrid soaks up bumps, rough pavement, and other imperfections quite capably thanks to the extra sidewall on our tester’s 19-inch wheels.
Mazda’s magic remains inside the CX-50 Hybrid, too. Fit-and-finish continues to be top notch, with excellent materials everywhere, tight and eye-catching contrast stitching all over, and a solidity to everything you’d touch. Visibility all around is pretty good, and Mazda smartly kept the physical knobs and buttons for the climate control. Hallelujah! The air of minimalism with Mazda’s overall layout and in-car tech remains; the mostly digital instrument cluster is clean and easy-to-read if nothing else, and Mazda’s knob-based infotainment with a 10.25-inch display remains. For those who still aren’t used to the knob, wireless Apple CarPlay and Android Auto are standard. The biggest giveaway you’re inside the CX-50 Hybrid is the power gauge instead of the tach; otherwise, not much has changed. And that’s a very good thing.
Pricing for the 2025 CX-50 Hybrid ranges from $42,950 for the base GS-L trim, all the way up to $48,350 for the fully loaded GT. It undercuts a CR-V Hybrid by a few grand, but it’s pricier than a RAV4 and Tucson Hybrid. If you’re about to sign on your millionth-and-first RAV4 Hybrid but you’re tired of them, the CX-50’s style, premium-adjacent interior appointments, and well-gauged driving feel mixed in with Toyota’s winning hybrid powertrain ought to win you over.
The 2025 Mazda CX-50 Hybrid should be hitting dealers any minute now. Better late than never, right?
