Toyota hybrid system helps boost Mazda performance, gas mileage …
Smaller automakers like Mazda and Subaru are getting wise, joining forces with the bigger makes, such as Toyota in both their cases, to broaden their lineups.
Automotive news hounds will note that Nissan also just announced it would be merging with Honda, but that’s a whole different, and bigger story. The others are just cooperating on certain models, sharing an engine here or hybrid system there.
Mazda, for one, has figured out that the market Really wants hybrids more than they want electrics, so it is buying Toyota’s hybrid system to upgrade its CX-50 crossover that was just introduced last year.
In fact, Mazda is using the Toyota RAV4 engine and hybrid system in its entirety to boost fuel economy for the CX-50, and boy does it do a nice job of that.
I got 32.4 miles per gallon in a week’s mix of city and highway driving. The EPA estimates you may get 39 mpg city and 37 highway. It’s possible. But by way of comparison, last year I got just 22 mpg in the turbo I4 version of Mazda’s CX-50.
The RAV4’s 2.5-liter I4 coupled with three electric motors to create an efficient hybrid system pumps out a reasonable 219 horsepower. The turbo gas-powered engine delivers more torque, but if you’re buying a hybrid one assumes MPG is more your thing than oomph when jetting away from a stoplight.
That’s not to say the hybrid Mazda is slow. No, it has good power and tromping the accelerator will surely get the crossover up to highway speeds in decent order. Car and Driver magazine puts the figure at 7.6 seconds, or about a second slower than the gas-only turbo model.
The main difference for the driver is that the hybrid groans more noticeably during that run-up to highway speeds. Part of that is due to the hybrid and part due to the CVT (Continuously Variable Transmission). These are known to be noisier than a standard 6- to 9-speed automatic, but often more efficient. And that’s what the hybrid CX-50 is all about.
A quick refresher here as Mazda calls all its crossover and SUV models CX, starting at 30 and going by 20s up to 90. Ah, but there’s one holdout from the make’s previous naming convention, the CX-5. It rides on a four-inch shorter wheelbase and is about 6 inches shorter in length. For my money it’s a more fun drive, but not available as a hybrid.
Amazingly Mazda has managed to wedge the Toyota hybrid system and batteries into the CX-50 platform without major dimensional changes. Apparently the batteries cut an inch or two from the rear seat legroom, but unless you’re hauling tall folks back there, that will likely go unnoticed. The hybrid version also rides an inch or more higher, but cargo space remains the same as in non-hybrid models, so hauling remains a strong point.
But it has been the sporty nature of past Mazdas that has defined the brand. This one is still nimble and entertaining to sling around winding roads and sharp turns. And that power is sufficient to keep the drive interesting, if not exactly sporty.
There are three drive modes too, one being Sport that mildly increase low-end power. A Trail, off-roading, setting also can help improve traction in snow and on loose gravel and such.
Ride though remains a bugaboo for me in the CX-50 lineup. While I find the CX-5 much smoother for city driving, the CX-50, which is aimed more at off-road flexibility, seems too stiff and jittery to me. I’d urge a test drive in both models to see what your hinder prefers.
If your bum is happy then you’ll also like the Mazda’s near luxury level interior. This is another brand identity thing. Mazda likes to over-deliver on interior quality feel and look.
So here, for example there are dark red (close to maroon) and black leather seats and door panels. Everything is soft to the touch from the black dash to those door inserts giving the interior both a sophisticated look and comforting feel.
Air vents are trimmed in chrome as is much of the tilt-telescope steering wheel hub. Chrome trims the black gloss console top with side trim a flat black.
Mazda’s seats are powered up front and offer plenty of side and lower back support, although the bottom cushions tend to be on the hard side. Front seats also are heated and cooled in this Premium Plus model. Head and legroom are good both front and rear and there’s a power hatch in back and twin-pane panoramic sunroof overhead.
No issues with the info screen size at more than 10 inches, but Mazda continues with its awkward info screen function, all control running through a dial on the console. Other automakers who tried this, including BMW, have abandoned it as touchscreens are the way to go. There’s simply no easy way to switch radio stations on the fine Bose sound system while driving.
I’d also prefer a flat-bottom wheel for its sportier looks and because it would free up some knee space when entering and exiting the crossover.
On the plus side, there are easy climate controls and a dual control system so the front seat passenger can be as hot or chill as they desire. A wireless charger also is standard.
Standard safety equipment also is well represented, including lane control, smart cruise, blind-spot warning and cross-traffic alert among others.
One other thing, Mazda’s are darned good looking as they all feature a longish hood with beak like nose that gives them a racy, more aggressive road presence than most crossovers and SUVs. It’s such a fine look that several other brands have begun copying the look.
The tester was the top-level trim and featured a medium to dark metallic gray paint job that added $595 to the sticker. I’d prefer a real color if paying extra, but if gray is your thing, well, this one looks deep and rich.
Bigger news is that the base Preferred trim CX-50 hybrid lists at $35,350 and the Premium model at $38,820. Premium models get the panoramic sunroof, black roof rails and traffic sign recognition software. Plus one can order that spiffy red leather interior that’s standard in the Premium Plus trim.
The tested top-end model starts at $41,470, with delivery. It settled at $42,065, only adding the special paint. That’s still a relative bargain for a hybrid and a full $3,000 below the average new car price. Why pay more?
However, for the record, Toyota does offer its own RAV4 hybrid in various trims, starting at $33,295 for the LE, up to $41,600 for the Limited. The Mazda is better looking though. Note too that Toyota also offers a plug-in hybrid version with a 42-mile range and 302 horsepower. Those start at $45,260 for the SE and go up to $49,130 for the XSE trim.
Other popular hybrid competitors include the Honda CR-V, Kia Sportage, and Hyundai Tucson.
FAST STATS: 2025 Mazda CX-50 Hybrid Premium Plus
Hits: Stylish interior and exterior with good power and responsive handling, plus AWD standard. Interior feels and looks luxurious, wide screen, panoramic sunroof, heated/cooled front seats, dual climate controls, smart cruise and good safety equipment and cargo space, Bose stereo, supportive seats, power hatch, wireless charger.
Misses: Console-controlled info screen still a pain, needs touchscreen. Ride is firm and jittery, could use a flat-bottom steering wheel and seat bottom cushions seems hard.
Made in: Madison, Alabama
Engine: 2.5-liter hybrid I4, 219 hp
Transmission: Automatic CVT
Weight: 4,008 lbs.
Wheelbase: 110.8 in.
Length: 186.1 in.
Cargo: 29–56 cu.ft.
MPG: 39/37
MPG: 32.4 (tested)
Base Price: $41,470 (includes delivery)
Invoice: $40,469
Option: Machine Gray Metallic paint, $595
Test vehicle: $42,065
Sources: Mazda, www.kbb.com
Photos: Mark Savage
Savage On Wheels 
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