Does the hybrid’s fuel economy advantage make up for its price premium? Or should you stick with the lower-MSRP gasser?
As an aside, for those unfamiliar with the difference between a Mazda CX-5 and Mazda CX-50, think of the latter as wearing a flannel shirt to work whilst the other dons a polo. The -50 is longer and wider than the -5, but its roof is notably closer to the ground, despite having ground clearance within a few millimetres of each other. This gives the CX-50, along with its chunkier design elements, a better stance to these jaundiced eyes.
But this review will focus solely on the CX-50 and its newfound option of a hybrid powertrain. Mazda copied some homework from Toyota in order to get this model out the door, with the CX-50 hybrid platform being designed around the hybrid system from the brand that arguably brought hybridization to the masses with the Prius nearly two decades ago, and that has been – with much success – refining the concept ever since.
What powers the 2025 Mazda CX-50?
- Gasoline-powered non-turbocharged CX-50s are propelled by a 2.5L four-banger making 187 hp and 186 lb-ft of torque
- Hybrids use a 2.5L four-cylinder engine with a hybrid EV battery and three electric motors, good for 219 hp and 163 lb-ft of twist
The gasoline-powered non-turbocharged variants of this midsize crossover are propelled by a 2.5L four-banger making 187 horsepower and 186 lb-ft of torque. This is paired with a six-speed automatic transmission, which may seem like a quaint notion in this age of vehicles with eight or even ten cogs. In practice, however, it works well, with evenly spaced ratios, though it wasn’t impossible to catch it flat-footed. When idling out of a side road at a walking pace, for example, the ’box was often in second gear, then downshifted belatedly and abruptly when power was commanded to join traffic.
As mentioned, Mazda cribs the Toyota Hybrid System for its CX-50 Hybrid, using a powertrain package comprised of a naturally aspirated 2.5L four-cylinder engine working in concert with a hybrid EV battery and three electric motors. This is good for 219 horses and 163 lb-ft of twist. An electronically controlled continuously variable transmission (eCVT) and standard all-wheel-drive get that power to the ground.
To be frank, that’s simply not enough torque, creating situations in which this driver pined for more power with the frequency and intensity of a new puppy pining for treats. This frustration was exacerbated by the eCVT, a unit which tended to hang around its optimal power band and drone like Charlie Brown’s teacher when accelerating up to speed or passing slowpokes on a two-lane highway. The lack of urgency was never dangerous but always frustrating. It doesn’t help that all the torque doesn’t come online until a relatively sky-high engine speed of 3,600 rpm.
That being said, this is a powertrain which is designed to save fuel, not win pink slips. When viewed through that (correct) lens, it knocks the mission statement right out of the proverbial park thanks to its ample and automatic use of an EV mode, shutting down the internal-combustion engine frequently and running on the electrified gubbins. The shutdown and restarts were seamless, though the unit did make odd noises during deceleration.
Gas vs Hybrid fuel consumption
The feds estimate a non-turbo gas-powered 2025 Mazda CX-50 should return 8.9 L/100 km on the combined driving cycle, on par with other rivals in its class.
We drove nearly 350 kilometres in our week with the hybrid, mostly on the highway, consuming 25.5 litres of regular. That works out to approximately 7.3 L/100 km, nowhere near the 6.2 L/100 km as rated by NRCan in combined driving conditions. It is worth mentioning the weather was frigid and the CX-50 was running winter tires, both of which likely contributed to the deficit.
But taking the official estimates at face value, the hybrid could save about 540 litres of fuel per year compared to the gasser in equivalent driving conditions. At today’s prices, that’s about $1,000 every twelve months, suggesting it’ll take about three years to make up the difference in initial purchase price. Everything after that is gravy.
Interior features of the Mazda CX-50
The cabin area is where this brand punches way above its weight class,in terms of type of quality and details — even in the base GS-L, which starts well under the average price of a new vehicle in Canada today. The top-rung Hybrid GT adds details like snazzy stitching across the dashboard and black-painted metal interior trim inserts. It is a very pleasant place in which to spend time. Note the hybrid battery eats about two cubic feet of cargo space compared to the non-hybrid, so bring yer hockey bags on the test drive to make sure everything fits.
Every CX-50 gets a 10.25-inch infotainment screen and wireless smartphone mirroring, which can now be controlled by touch instead of having to route through the main command dial. Alexa Built-in is added this year, permitting users to make certain voice commands for prompts like changing the temperature and radio station or controlling connected smart-home devices while still in the vehicle.
Dual-zone climate control prevents marital strife, a heated wheel keeps the driver comfy, and all hands will enjoy the decent eight-speaker audio system. Active driving aids like radar cruise control and lane-keeping are present, if a bit overprotective.
How much does the 2025 Mazda CX-50 cost in Canada?
- 2025 Mazda CX-50 has a starting price of $39,950, while hybrid variants start at $42,950
There is a $3,000 gulf between entry-level GS-L trims of the non-turbo; and hybrid variants of the 2025 Mazda CX-50, with the former starting at $39,950 plus fees, while the latter makes a walk to $42,950 plus addenda. Our tester, a hybrid in top-trim GT form, wore a sticker price of $48,350.
Mazda likes to offer a myriad of trims instead of layering option packages, so about the only additions available are the likes of premium paint for a few hundred shekels; or terracotta-hued leather upholstery for a paltry $250 as shown on this Hybrid GT. It’s worth the cash.
Final Thoughts on the 2025 Mazda CX-50
For equal money to our tester, a Hybrid GT, one could belt themselves behind the wheel of a GT Turbo and be in command of 256 horses and a healthy 320 lb-ft of torque. That’s fair double the amount of twist hove out by the hybrid, a shove you will feel every single time one accelerates up to highway speeds or tries merging into traffic. A delta of 3.2 L/100 km on the combined cycle, or roughly five dollars for every trip to town from my rural home, is a continued price I am willing to pay.
However, sticking to the GS-L trim gives up little in the way of equipment for those of us who worry not about fripperies like leather upholstery; even gear like a panoramic glass roof and wireless device charging are standard on the model. The hybrid powertrain makes a far better case for itself at $42,950, and is worth consideration in this brutally crowded segment — even if it did copy its homework from Toyota.
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