Two years ago, I had the privilege of testing the then-all-new Mazda CX-50 and fell in love. From its styling inside and out, to its powertrain and handling, I had very little to complain about. At the same time, I consider Toyota’s hybrid technology some of the best on the market. So, my hopes are quite high for the 2025 Mazda CX-50 GT Hybrid.

It helped that the last CX-50 I tested had Mazda’s sweet turbo engine under the hood, giving it one heck of a punch to go along with its striking style. But here with the hybrid, fuel economy is the priority, so Mazda established a partnership with Toyota and borrowed their hybrid tech. It’s essentially the same powertrain as the RAV4 Hybrid, starting with a normally aspirated 2.5-litre inline four-cylinder engine. It’s teamed up with three electric motors and a 1.59 kWh battery pack, producing a combined 219 horsepower. Neither Mazda nor Toyota publish a combined torque figure, but the gas engine produces 163 pound-feet of torque on its own. Mazda’s six-speed automatic transmission is also swapped out for Toyota’s CVT.

Those expecting performance similar to the turbo engine will be disappointed. I had high hopes for the combination of Mazda’s chassis tuning and the frugality of Toyota’s hybrid powertrain to be a revelation. Not to mention, there’s not much of a horsepower difference; it’s only down eight horsepower versus what Mazda’s turbo engine puts out on 87-octane gas. However, there’s a big difference in torque, and CVT drained most of the fun. The droning and coarseness it coaxes out of the gas engine doesn’t match the Mazda’s typically better-than-average sense of refinement. Perhaps I expected too much out of the CX-50 Hybrid, but weighing in at 4,008 pounds, it’s 265 pounds heavier than a base CX-50, anywhere between 228 and 203 pounds heavier than a RAV4 Hybrid depending on the trim level, and about 100 pounds heavier than the turbocharged CX-50.

But if fuel efficiency is your main goal here, the CX-50 Hybrid is a good bet. Officially, it’s rated at 6.1 L/100 km city, 6.4 L/100 km highway, and 6.2 combined. I averaged 8.5 L/100 kilometres after my week with the CX-50 Hybrid. It’s a big difference, but entirely within expectations considering most of my commuting took place on the highway in extremely cold conditions. It’s worth noting that in our recent comparison of the Honda CR-V and Toyota RAV4 Hybrids, both averaged in the mid-8s over similar conditions and temperatures.

Thankfully, the CX-50 Hybrid makes up for that with its spot-on chassis and suspension. The ride is smooth, if a little firmer than the RAV4 Hybrid’s, and you have to push it really hard to unsettle this sport-ute. Like most other Mazdas, you can take tight corners and quick manoeuvres with confidence, the brakes are strong, and the steering is excellent. The CX-50 Hybrid may have a Toyota powertrain, but Mazda kept its zoom-zoom magic everywhere else.

Along with the turbo engine, I instantly fell in love with the CX-50’s striking looks a couple of years ago. The lower and wider stance over the CX-5 gave it more head-turning appeal, and the hybrid version retains all of this. In fact, front to back, Mazda changed very little style-wise. Only the wheels and hybrid badges give away the fact that you’re driving the most fuel-efficient CX-50. The hybrid rides a touch higher as well, but you won’t notice that unless you break out the tape measure.

The lack of differences between the gas and hybrid CX-50 continues inside, and again, this isn’t a bad thing. The ergonomics are spot-on and the overall look is tasteful, modern, and simple. Mazda uses quality materials throughout, though you’ll encounter hard-touch plastics in areas you won’t normally touch. What you won’t encounter are massive screens. Mazda continues to keep it simple with a simple gauge cluster where only the central portion is digital. Unlike competitors such as the Hyundai Tucson and Kia Sportage hybrids, the infotainment display is completely separate. The graphics are clear and precise, and while Mazda finally lets you use the display as a touchscreen, it only does so when you’re stopped. All other times, you need to use Mazda’s frustrating-at-first rotary knob. You get used to it eventually, but some functions—like tuning into specific radio stations—can be persistently annoying.

It’s also worth noting the hybrid powertrain does impact cargo capacity over the gas-only CX-50. Usable cargo space drops from 889 to 825 litres due to the battery, which necessitates a slightly higher cargo floor. Already saddled with a low roof line due to its overall design, the RAV4 and CR-V hybrids are better choices if you need the most cargo space.

The biggest challenge facing the CX-50 Hybrid is pricing. Yes, it’s more attractive inside and out, but it’s tasked with competing against one of the best-selling hybrid crossovers on the market, which undercuts the Mazda by a fair bit depending on the trim level. Compared to our tester’s $48,350 as-tested price tag, the RAV4 Limited carries a $47,525 as-tested price tag, yet a loaded CR-V Hybrid will run you more than $50,000.

Yes, there are a few quibbles with the 2025 Mazda CX-50 Hybrid that prevent it from sitting on top of the hybrid crossover podium. It’s a little less practical than its competitors, and there’s less passing-power on tap here than its gas-only counterparts. But if you want something that sips gas like a RAV4 Hybrid but looks much prettier inside and out, the CX-50 Hybrid will be a good fit.