The CX-50 is a rolling reminder that looks can be deceiving. The 2025 Mazda CX-50 Hybrid is an attractive vehicle, but it hides a few letdowns beneath the packaging, including a soulless powertrain sourced from the Toyota RAV4.
Mazda fans expecting Zoom-Zoom performance will be disappointed. Instead, the CX-50 Hybrid makes practical sense for buyers looking for a more fuel-efficient alternative to the CX-5 or a more upscale cabin than what's offered in the Honda CR-V or Toyota RAV4.
A Toyota Heart in a Mazda Body
Under the hood, the Mazda CX-50 has a powertrain sourced from the Toyota RAV4. A 2.5-liter inline-four works with a planetary torque-split system, including two electric motors and a 54-horsepower motor at the rear wheels. The system draws power from a 1.59-kilowatt-hour nickel-metal-hydride battery pack and has a combined output rated at 219 horsepower and 163 pound-feet of torque.
All-wheel drive is standard, thanks to the rear-mounted electric motor, but the tow rating drops to 1,500 pounds versus the 3,500 pounds offered by the gas-only variant. According to Edmunds, the CX-50 Hybrid takes 8.2 seconds to reach 60 mph.
Stealth-Looking Hybrid
It takes far more than a quick glance to distinguish the hybrid from the gas-only CX-50. Visually, the only giveaways are hybrid-specific wheels and three discreet badges (on the fenders and rear tailgate). Otherwise, the models look exactly the same. If buyers want to keep their green-powertrain choice stealthy, the CX-50 is a solid solution.
The CX-50 Hybrid is a sharp-looking vehicle, with a long hood and short rear. The lower roofline and punched-out fenders give the CX-50 a strong presence, creating more of a wagon-like silhouette instead of an upright SUV.
In the Cabin
Inside, the CX-50 Hybrid features the same compromised packaging that disappoints in the gas-only model. Rear seats suffer from a stadium-style seating setup that places rear passengers higher than those in the front. Add the battery under the rear seat, and hybrid-model passengers end up sitting even higher, greatly reducing legroom.
The front seats are mounted on brackets to compensate for the lower floor, leading to a booster-like impression that can feel unnatural. It’s livable, but those with longer torsos will struggle to get into the front seat without hitting their head.
Cargo space only drops slightly in the hybrid: 29.2 cubic feet behind the second row (versus 31.4) and 56.3 cubic feet with the second row folded, identical to the nonhybrid, despite the battery.
The CX-50’s dashboard and interior design carry over to the hybrid, with a simple 7-inch digital gauge cluster and a 10.3-inch infotainment system. The screen supports wireless Apple CarPlay and Android Auto, but it's only a touchscreen when using those apps. For everything else, the infotainment system is controlled by a rotary dial on the center console, which is cumbersome at best and headache-inducing sometimes. Even worse, the screen is mounted too far away on the dashboard to be a practical touchscreen.
However, the dual-zone automatic climate control system features premium-looking knurled knobs, and there are soft-touch materials throughout, including synthetic leather on the dashboard with upscale stitching that you won't find in any Honda CR-V or Toyota RAV4. The chrome trim bits are cool to the touch and elevate the interior to a more luxurious arena.
Every CX-50 Hybrid features automatic emergency braking, blind-spot monitors, lane-keeping assist, adaptive cruise control, and rear cross-traffic alerts.
Fuel Economy and Pricing
The CX-50 Hybrid is the most efficient model in the CX-50 lineup, with EPA fuel-economy ratings of 39 mpg city, 37 highway, and 38 combined. These ratings are notably better than the nonhybrid’s 25/31/28 mpg. Real-world mileage may vary with observed numbers closer to 34 mpg in mixed suburban driving and 31.2 mpg in highway driving, but both are still a noticeable improvement.
Around town, the hybrid powertrain in the CX-50 behaves as expected. It’s quiet and fades mostly into the background if the throttle isn’t pushed to the floor. Similarly to the Toyota RAV4, if the throttle is pinned, there will be quite a ruckus from under the hood. Highway driving brings a surprising amount of wind noise from the side mirrors and A-pillar area, and it's downright loud inside at speeds over 55 mph. The CX-50’s dynamics are underwhelming compared to the rest of the Mazda lineup, with a lack of grace and the tendency to plow around corners. Still, ride comfort is decent on a relatively softly tuned suspension.
The 2025 Mazda CX-50 is on sale now. Its prices range between $35,390 and $41,470, including a $1,420 destination charge.
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