2025 Mazda CX-50 Hybrid First Drive: Toyota Guts, Mazda Soul

We’ve logged much time with both turbo and non-turbo versions of the Mazda CX-50, and even have a yearlong review on the books. What can we say? We’re fans of the compact SUV. Sporting flared fenders and a squat greenhouse, the crossover’s body makes a strong statement that’s backed up by its athletic prowess. Feature content is good, too, but next to its heavy steering and firm ride, this sporty Mazda’s fuel economy could be better—but that’s why we have a CX-50 Hybrid model now. 

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Why the CX-50 Hybrid Is Important

There’s no hiding the popularity of small SUVs, and these days with gas prices being like all other prices—front of mind for most Americans—gas-electric hybrid models are having a moment, being more efficient than pure gas-fed vehicles and more attainable and practical than EVs. A small SUV that’s also a hybrid is almost a sure bet for success, and that's where the CX-50 Hybrid comes in.

That doesn’t mean Mazda won’t face challenges. The competition is stiff and more entrenched, with stalwarts such as the Toyota RAV4 Hybrid, Honda CR-V Hybrid, and Ford Escape Hybrid having had generations of sales to bolster their reputations with. Perhaps embracing its newcomer status, Mazda chose to go with the newer CX-50 as its hybrid contender, rather than the older but better-selling CX-5 that’s essentially the same size. We won’t complain—the CX-50 outperforms the CX-5 in our vehicle rankings.

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Hybrid’s Bones: How Everything Fits Together

As reported, the CX-50 Hybrid is equipped not with one of Mazda’s SkyActiv powertrains but instead a Toyota-sourced hybrid gas-electric system used throughout that carmaker’s model lineups. All CX-50 Hybrids feature “e-AWD,” or an all-wheel-drive system with a single independent rear electric motor that has no mechanical link to the drivetrain powering the front axle. In fact, this motor can roll freely to help improve efficiency or engage immediately to assist the front tires with extra traction.

A gas inline-four engine up front powers the front wheels with help from two other electric motors. One is a motor-generator that acts as a starter and provides a touch of electric assist when not recovering energy to feed back into the battery. A second traction motor integrated into the transmission provides torque assist and can even power the CX-50 alone for brief periods in specific, low-load contexts.

Because the battery inverter and rear e-axle take up space the regular CX-50’s mechanical all-wheel-drive system does not, the CX-50 Hybrid’s entire floor is a unique stamping. The hybrid model’s front subframe rails are also set wider apart to accommodate the bigger transverse powertrain. In back, there’s a new rear differential cradle for the e-axle, and the hybrid’s 1.6-kWh battery is located under the rear seat. This also shifts the weight balance of the hybrid model to a more rear-biased 45 percent front, 55 percent rear.

With the altered packaging, the CX-50 Hybrid is 0.3 inch longer than the standard model. It’s also taller than the gas versions, by almost 2 inches in some comparisons, but second-row headroom and legroom are less, impacted by the battery under the floor. Standard cargo capacity suffers, too, the hybrid offering only 29.2 cubic feet to the gas model’s 31.4 cubes, although max capacity is the same for both at 56.3 cubic feet.

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Impressive Range

Space was already a gripe we had about the standard CX-50, though, which is why the fuel savings from the hybrid model are compelling. If you can make peace with the tight quarters in back, there’s money to be saved in efficiency.

The difference in ratings between powertrains is stark. The hybrid’s estimated combined fuel economy of 38 mpg is an impressive 10 mpg better than the 2025 CX-50 with the naturally aspirated engine and 13 mpg better than the Turbo model. It’s almost as good as the 2024 Toyota RAV4 Hybrid with which it shares this powertrain (the Toyota is good for a combined 39 mpg).

Mazda squeezes more than a hundred additional miles of range from the CX-50 Hybrid over the non-turbo, which can travel as far as 445 miles, and the turbo, which can travel up to 398 miles. This is with a smaller 14.5-gallon fuel tank than the other models’ 15.9-gallon tank. Our RAV4 Hybrid bogey comes with same-sized tank but can go another 13 miles. Still, the Mazda levels up in a significant way.

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Inherent Mazdaness

If the CX-50 looks like it wants to go fast, it’s because it kind of does. The hot junior SUV loves to carry silly speeds through a corner. It would seem a little weird (flogging a compact crossover) if it didn’t feel so dang good. Which is to say, the CX-50 Hybrid’s handling is all Mazda. Although it’s still on the stiff side, the SUV’s suspension rides with less of an edge, likely due to the added weight from the hybrid system and how it’s distributed on the chassis. Steering is also fairly direct, even delivering the faintest bit of feedback. Like with other CX-50s, the brakes inspire confidence, though their responses are on the grabby side. Brake bite comes early in the pedal stroke, and it was the last day of our three-day loan before we got used to how much pressure we needed for a perfectly smooth stop every time.

The hybrid has some pep in its step, too, though it probably isn’t winning many stoplight drag races. We dig how drivability improves with the electric motors, and in its so-called Power drive mode, the CX-50 Hybrid cranks up the electric assist. It uses Power instead of Sport mode, as well as Trail instead of Off-Road, in part to distinguish the hybrid from the gas models.

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Life With the CX-50 Hybrid Premium Plus

Around town, the CX-50 Hybrid is quiet inside and well mannered, but cabin refinement diminishes a touch with a heavy right foot. The gas engine sounds more muffled than loud, but it’s still noticeable. 

Most of the Hybrid’s interior is pleasant enough. The standard 10.3-inch central display (it’s only a touchscreen when running wireless Apple CarPlay or Android Auto) looks great. We just wish the backup camera used the space a little better. The video feed seems squeezed into the center of the screen, with huge empty spaces on either side. A wireless phone charger is also included with the CX-50 Hybrid Preferred model, and we like that it’s integrated into the center console—basically under the front lip of the split-lid storage bin.

Our nicer Premium Plus test model features ventilated front seats and a head-up display, which seem upscale for the segment. The top hybrids also come with standard camel stitching that adds a touch of visual interest to the dash and inner front doors.

One thing not on any CX-50 Hybrid is parking sensors. They are offered only on the gas Turbo Premium Plus model, which seems like a miss. It doesn’t help that the CX-50’s chopped windows (from its sloped roof) and wide A-pillars conspire against outward visibility.

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Pricing and Final Thoughts

In addition to the 10.3-inch center screen, phone mirroring, and charging pad, Hybrid Preferred base models also receive heated front seats, a power driver’s seat, and four USB-C ports. For a starting price of $35,390, blind-spot monitoring, rain-sensing wipers, a power liftgate, and 17-inch wheels are included, as well.

Leather seating, a panoramic sunroof, and 12-speaker Bose audio come with the Hybrid Premium trim and up. This model also features black roof rails and exhaust tips, a power front passenger seat, auto-dimming rearview mirror, and driver assists that include traffic sign recognition and Mazda Radar Cruise Control with Stop and Go. This trim starts at $38,820.

At the top of the CX-50 Hybrid trim walk is the Premium Plus. Starting at $41,470, key features include everything we’ve mentioned plus 19s and power-folding side mirrors.

Mazda smartly positions the Hybrid model in the middle of the overall CX-50 range. Generally, it’s pricier than the less powerful naturally aspirated gas models but more affordable than the turbocharged variants. In other words, the gas-electric model is not the most expensive version as it is with some other compact SUV lineups. But it is the version with the best efficiency and greatest range, which might be the CX-50 Hybrid’s best trick of all. That, and minimizing Toyota’s fingerprints.