The CX-50 debuted for 2023 not as a replacement for Mazda’s CX-5 small crossover, but as a more deluxe option to be sold right alongside it. Well, that two-pronged approach continues today, only the CX-50 now gets a little something extra with help from an unexpected source.

This is the 2025 Mazda CX-50 Hybrid, which joins the CX-90 and CX-70 as a new member of Mazda’s “electrified lineup.” Now, where the 70 and 90 are both plug-in hybrids, the CX-50 is more of your traditional hybrid, Mazda arriving here with some help from hybrid pioneer and partner Toyota.

It’s a familiar story, as Mazda’s first small crossover, the Tribute, shared its hybrid powertrain with former partner Ford’s Escape. The CX-50 is built in the same Alabama plant as the Toyota Corolla Cross, but rather than using its hybrid system, the CX-50 actually uses the larger RAV4 setup with a 2.5-liter I4 engine and a combined output of 219 horsepower. Though probably for cost reasons the CX-50 stores energy in a nickel-metal hydride battery instead of a lithium-ion battery as in the RAV4. Like all CX-50s, all-wheel-drive remains standard, though here it’s electric motor only for the rear wheels along with an e-CVT.

Not much else changes from the rest of the CX-50 lineup, but the Hybrid does come with a slightly reshaped lower front bumper and unique wheel designs. Mazda was able to do some fine-tuning to the hybrid setup, so the experience is not exactly like driving a RAV4. That includes throttle response, which is a little more immediate, and unique drive modes. The RAV’s Sport mode is missing, but we think that’s actually the default setting for the CX-50.

Of course, the CX-50’s chassis is a willing companion no matter what’s working away under the hood, and clever packaging everything under the rear cargo floor keeps cargo capacity mostly intact. Rear storage space falls only slightly from 31.4 to 29.2 cu-ft, yet rear seat folded max capacity is somehow exactly the same at 56.3 cu-ft.

Working our way forward through the five-passenger cabin, the rear seat room is good, and seats are comfortable, while front seats are equally cozy with a great driving position and the typical Mazda sporty feel. Hybrid availability starts midway up the CX-50 trim ladder at Preferred, which comes with a 10-inch infotainment display and leather seating. Premium plus adds ventilated front seats and a head-up display.

At the test track, the CX-50 proved pretty quick off the line, taking 7.6 seconds to get 60, which is only a tad slower than the 7.2 seconds we saw in the CX-50 Turbo. Power delivery stayed consistent down the track, but it’s not exactly thrilling, as it is mired with a eCVT which seems to run afoul of everything Mazda stands for. We’re not particularly fans either with consistently high engine noise throughout the quarter-mile which we finished in 15.8 seconds at 89 mph.

Brakes, however, were strong and consistent, stopping in 110 feet from 60 mph. There’s not a lot of weight gain here compared to the Turbo, though it feels like it with slightly less urgency to turn in. And the Hybrid’s skinnier tires also worked against it when it came to grip level through the cones. Overall though, it remains solid-feeling and quite capable, and we say all of that just to note the differences, none of which are really a deal breaker if you’re looking for a more efficient CX-50. And if you’re not, stick with the Turbo.

Regarding that efficiency, Government Fuel Economy Ratings are 39 city, 37 highway, and 38 combined. We averaged a good 37.8 mpg of regular, which is almost 50% higher than the CX-50 Turbo we had as part of our long-term fleet last year. All making for a much better than average Energy Impact Score using 7.8 barrels of oil yearly with 3.9 tons of CO2 emissions. Pricing starts at $35,390 for Preferred; top Premium Plus comes in at $41,470.

Currently, Mazda is taking a wait and see approach when it comes to full EVs, having discontinued their MX-30 EV two years ago. But they continue to spread electrification throughout their existing lineup, which, as we’ve been saying for years, is a much better approach.

The 2025 Mazda CX-50 Hybrid is not necessarily a better CX-50 for all, as driving enthusiasts will still prefer the Turbo setup. But, it is a much more efficient way to go, one that sacrifices very little of the Mazda driving experience while delivering over 500 miles on a tank of gas.

When we last checked in with the Hyundai Tucson compact crossover, it was kick off an all-new 4th generation. That was just 3-years ago, and already we’re circling back, as Hyundai has just applied a multitude of update to ’25 model year Tucsons. Let’s see what that means for Hyundai’s best-seller.

Much like the desert town of Tucson, Arizona, played a central role in the American Wild West, the Hyundai Tucson is a crucial character for the Hyundai brand, occupying territory in the ever-expanding frontier of small SUV sales.

Hyundai long ago staked its claim by delivering more for less, and it’s inside the new Tucson where you’ll see the biggest changes. Starting with the pleasant mix of materials, comfortable seating, and airy feel thanks to the available panoramic sunroof, Hyundai has also totally revamped the dash and center console. Instead of being segmented and curvy, the new dash design is horizontal and open, with the 12.3-inch digital instrument cluster and 12.3-inch infotainment touchscreen combined into a single housing that stretches most of the way across the dash.

While the look is clearly high-tech, we’re actually more thankful for the low-tech updates that include bringing back some actual knobs and buttons. Getting other small details right includes a head-up display and active driving aids that are more helpful than distracting, and some great sounding audio from the available Bose system.

That revamped center console is slimmed down with more of a floating design, enhancing and opening up storage space. The annoying push-button transmission controls are also gone; shifting duties now taking place with a mini steering wheel stalk.

As before, there are a wide variety of powertrain options; from a 187-horsepower naturally-aspirated 2.5-liter I4 to a 268-horsepower plug-in hybrid. Our Limited trimmed Hybrid falls in between, outputting a combined 231 horsepower and 271 lb-ft of torque. That’s a slight bump over last year due to a stronger electric motor. Hyundai is one of the few brands that uses turbo power on the engine side of their hybrid setup, a 1.6-liter turbo-four, and it also is one of the only ones with a true six-speed automatic transmission instead of a CVT. Also, the Tucson’s HTRAC all-wheel-drive setup, which is standard on hybrids, is fully mechanical, so gas mileage is not quite as high as competitors that work with rear wheel electric motors.

Government Fuel Economy Ratings are 35 across the board for city, highway, and combined; though we averaged just 33 mpg of regular. Still, that’s a much better than average Energy Impact Score, with consumption of 8.5 barrels of oil annually and 4.2 tons of CO2 emissions. An ultra-efficient Blue Hybrid model with less content, smaller wheels, and some aero tweaks does better at 38 mpgs.

Our Limited’s other numbers were pretty favorable at our Mason Dixon test track, too. The Hybrid felt surprisingly peppy off the line, with lots of grip and a quick bolt to 60 in 6.8 seconds. That’s 2 seconds quicker than we got in the base Tucson 3 years ago. Smooth and linear power delivery kept it feeling fast the whole way down the track, with quick and easy shifting in the six-speed automatic. All told, it was a smooth and steady 15.1-second trip to the end of the quarter-mile, finishing at 93 mph.

It proved to be quite nimble in our handling course, too, with virtually no body roll and very neutral behavior. Steering was plenty responsive and traction control intervention minimal. In panic braking runs, the soft pedal kept ABS pulsing to a minimum and initiated stable and fade free stops of a short 104 feet from 60.

Updates for the exterior include new grille, fascias, and wheels; with the unique “through the grille” lighting setup looking like a high-tech set of six-pack abs. Throw in the chiseled body lines and our tester’s Titan Gray paint, and it appears like there’s a little bit of Batman cosplay going on. Even with the Limited’s 19-inch wheels, ride quality is quite good, something that Hyundai made a priority when this gen launched for 2022.

Tucson pricing starts with a front-wheel-drive SE at $30,155; Hybrids start with Blue trim for $34,915, with our Limited Hybrid starting at $42,745.

There’s much to like about the 2025 Hyundai Tucson, it has a great ride, packs a lot of easy-to-use tech, looks cool, and offers plenty of comfort and flexibility; plus, the Hybrid not only delivers elevated fuel economy, but brings a healthy dose of sporty performance along with it. All things that will keep the Tucson’s reputation growing throughout the ute-buying territory.