Photos by Dustin W. Johnson
The popularity of off-road vehicles has affected more than just Jeep Wrangler and Ford F-150 Raptor sales. It’s led to the SUV-ification of vehicles that previously never attempted to appear rugged or capable of driving over anything more challenging than a Starbucks. That explains the growth of Honda’s TrailSport lineup, the Land Rover Defender-esque lines of the current Hyundai Santa Fe, and the vehicle you see here. In November 2021, Mazda revealed the first-ever 2023 CX-50, a vehicle with the “capability to enable drivers to venture further into the outdoors and various terrains.”
You can see that focus when you compare the CX-50 to a CX-5. I had the chance to do that when I took home a Polymetal Gray Metallic 2025 CX-50 Hybrid Premium Plus (MSRP: $41,920) for a few nights and parked it next to my wife’s CX-5. Think of them as siblings in a sitcom: The curvier CX-5 lives in the big city and the CX-50 is out in the country and more comfortable getting dirty. With its punched-out fenders, square-ish wheel arches, black lower-body cladding, and more upright D-pillars, the CX-50 instantly appears brawnier and more adventure-ready. Mazda couples that styling with features designed to connect CX-50 drivers and passengers to the wilderness around them. In a press release for the 2023 model, Mazda said, “Blended seating materials and details inspired by technical, modern outdoor gear all help create a welcoming atmosphere fitting for both adventurists and those just starting their journey into an active lifestyle.
A new panoramic moonroof, a first for Mazda, helps the occupants feel more connected to nature.” Mazda even reinforced the B-pillars and door jambs in anticipation of people strapping cargo to the roof rails. Another clear sign of the CX-50’s positioning within the Mazda lineup? The Trail option in the Mazda Intelligent Drive Select system, aka Mi-Drive. Although the hybrid model will go further on a gallon of gas, it won’t get quite as far over challenging terrain as a gas CX-50. With 8.1 inches of ground clearance, an approach angle of 18 degrees, and a 23-degree departure angle, the hybrid is at a disadvantage compared to nearly every variant of the pure-ICE CX-50.
As the top-of-the-line hybrid trim level, Premium Plus builds on the Premium grade by adding a set of 19-inch black/polished wheels with 225/55 all-season tires, automatic power-folding mirrors, a head-up display, an auto-dimming rearview mirror, and ventilated front seats, among other features.
The second row has its own conveniences, such as HVAC vents and USB-C ports at the rear of the front center console, a fold-down center armrest with a pair of cup holders, and plenty of headroom. With the front seat adjusted to my 5’10” height, I found my knees scraping the back of it, but I think people my height could sit comfortably in both rows with only minor adjustments. Pulling on a pair of latches in the 29.2-cubic-foot rear cargo area lowered the rear seats, but to clear their headrests, lay them completely flat, and open up a total of 56.3 cubic feet of space, I needed to move the front seats forward slightly.
The CX-50’s blocky looks filtered into its driving experience. The hybrid’s 4,008-pound curb weight seemed more substantial on the road, especially given the powertrain’s modest output. The steering also felt heavy, as if Mazda engineers tried to make it more butch and SUV-like. Overall, the CX-50’s heft came across as artificial and exaggerated. Perhaps this new breed of Mazda will take some getting used to. However, when the road ahead started to curve and I threw the CX-50 into Power (aka sport) mode, it lightened up and allowed me to take it less seriously – in a good way.
The hybrid powertrain is new to the CX-50 for 2025, but it’s been around for a while. Instead of developing its own system, Mazda used the hardware from one of its Japanese rivals. The Toyota Hybrid System combines a naturally aspirated 2.5-liter four-cylinder engine with a nickel-metal hydride battery and three electric motors. On 87-octane fuel, that combination adds up to 219 horsepower and 163 lb-ft of torque. A continuously variable transmission and electric all-wheel drive deliver the CX-50’s gas-fueled and electrified output to the pavement or trail dirt. According to FuelEconomy.gov, the CX-50 Hybrid is capable of returning 39 mpg in the city, 37 on the highway, and 38 combined. An onboard gauge showed my CX-50 test vehicle averaged 43.6 mpg over 135.4 miles.
