What Is the Best Compact Hybrid SUV?
While new electric vehicles receive a major share of the automotive spotlight, there are all-new vehicles, and advancements for 2025, in gas-electric vehicles that don’t have to be plugged in – and simply rely on electricity recuperated by the vehicle slowing down, braking, and not running its engine while stopped or idling along for gas savings.
Yes, it’s the same basic technology introduced 25 years ago on this continent with the first Toyota Prius and Honda Insight, though with major transmission and computer control advancements.
Sure, hybrids are not emissions-free. But for folks with nowhere to plug in their vehicle overnight, yet who drive often in the city, driving a regular hybrid such as one of these all-new or updated urban-friendly crossovers (or SUVs, or CUVs if you must) is a great first toe-dip into the world of auto electrification.
Mazda CX-50 Hybrid: Trading Zoom-Zoom for Efficiency
While the plastic-clad CX-50 has given Mazda’s popular CX-5 a more rugged look for a few years now, the CX-50 Hybrid is an all-new version for 2025. It adds Toyota’s well-regarded gas-electric powertrain under the CX-50’s distinctive skin. If you look at the specs of the Toyota RAV4 Hybrid, you’ll see the same 219 hp and 163 lb-ft of torque from its identical 2.5-liter inline-four, flowing through the same CVT (continuously variable transmission) to three electric motors and a standard electric all-wheel drive system.
This is more horsepower but less torque than the base gasoline-powered CX-50, and much less of both compared to the CX-50 Turbo, highlighting the fact that the CX-50 Hybrid is more about efficiency than any zoom-zoom factor. This contrasts with the Hyundai Tucson’s Hybrid, which offers a sporty N-Line version.
On paper, the CX-50 Hybrid averages 38 mpg combined, or just a slight reduction from the RAV4 Hybrid’s 39 mpg combined figure.
There has actually been a fair bit of engineering work to fit the THS (Toyota Hybrid System) into the Mazda, and there are some styling changes beyond the various Hybrid badges. The body cladding that distinguishes the CX-50 has been extended, and the roof is taller to allow the same ground clearance (7.6 inches), even with the traction battery tucked in under the rear seat and floorpan. And while the CX-50 Hybrid is longer than most of its rivals, its 29.2 cubic feet of cargo space does take a small space hit compared to other CX-50 models (at 31.4 cu-ft). The cargo area is also smaller than the RAV4 Hybrid and Tucson Hybrid (38.7 cu-ft).
Where the CX-50 Hybrid shines is its interior refinement, where Mazda has provided a subtly upscale ambiance, and particularly on higher trim models, a healthy number of luxury features. Opening up the door to my Premium Plus (top trim) tester, I was struck at how the two-tone leather seats had similar camel-colored stitching throughout their black accent stripes, with similar stitching nicely integrated into the doors and largely black dash.
There’s a rotary controller in the middle of all CX-50 models, a feature mostly found on luxury marques, which helps avoid smudges on the touch screen above if you don’t use the handy steering wheel controls. A number of buttons to the left of the steering column provide controls for the two-position memory seats, a handy camera button to help safely navigate through tight drive-throughs, and a parking sensor off-button that turns off those warnings in car washes or other tight spots.
And while the view out the massive sliding panoramic roof that’s standard on all but the base CX-50 Hybrid can be lovely, there’s also a whiff of old-school appeal here. The gauges ahead of the driver are still largely analog, there’s no interior LED accent lighting, and the relatively small screen up high is a pretty monochromatic affair, except when the wireless CarPlay or Android Auto is connected.
It's somewhat old-school near-luxury, with more buttons than touchscreen real estate. Even the ride and quiet of the interior seem more damped than in many Toyota hybrids. Indeed, the CX-50 Hybrid has a personality more refined and fuel-conscious than Mazdas of the past, and one without the sporty shift paddles or turbo engines left to other CX-50 versions.
With starting MSRPs of between $34,000 and just over $40,000, this CX-50 Hybrid lands above regular gas versions, but below the spicier Turbo models. It sits in the middle of the lineup, unlike the very similarly-priced Hyundai Tucson, which offers both spice and sugar in its multiple gas-electric hybrid versions.
Hyundai Tucson Hybrid: Your Choice of Miserly, Spicy, or Luxurious
Korean automaker Hyundai takes a much wider approach to its best-selling Tucson model, which offers gas-only, sport, and luxury-oriented hybrid trims, plus a plug-in hybrid Tucson. That PHEV is great for those who want to avoid using gas as much as possible, and will plug in regularly to use its 33 miles (53 km) of all-electric range – but still want the security blanket of an engine for long trips or when plugging in isn’t possible.
My tester was the Tucson Hybrid N Line model, which outside its N Line badges can be picked out by its unique 19-inch rims, black side mirrors and twin-tip exhaust. All Tucson models for 2025 receive a refreshed front end with new LED light designs and updated rims, in an overall package that has sharper body lines than the smoothly-rounded silhouettes of its more traditional market rivals.
Inside, this Tucson offered a very modern, all-digital twin- screen environment instead of more traditional gauges. It also had red stitch accents running along the grippy seats, doors, centre armrest and steering wheel, along with polished pedals and a shapely N-marked steering wheel that makes very clear this Tucson’s sporty intentions.
All this show is backed up with extra go, courtesy of a small but fairly responsive 1.6-liter turbocharged engine, which will put out a combined total of 231 horses and a healthy 258 lb-ft of torque when using premium fuel, though it’s rated to run on regular. Plus, it offered paddle shifters to help control the six-speed automatic when looking for extra zip, compared to the CVT of the other two.
The plentiful power means it’s not the most efficient compact hybrid SUV on the market, but at 35 mpg combined, it’s not far behind the Mazda, with significantly more entertainment value (and safety cushion) when punching it onto the freeway. There’s also a more refined feel to this powertrain than in the Mazda or, surprisingly, even the Lexus.
Notably, the N Line series is quite different from the all-out N performance models when it comes to ride and handling. This N actually rode very similar to the 2025 Tucson XRT I sampled soon after, a new soft-roading trim available on various Hyundais this year. And despite its sporty cues, this Hybrid N line still offers the new Baby Mode, a driver-selectable feature which dulls initial acceleration to help babies sleep – or to ward away any nausea for car sickness-prone passengers.
It also wins practicality points for having more room in the rear seats and a larger cargo area than the Mazda, and certainly more space in all areas than the subcompact Lexus.
Overall then, this Tucson Hybrid N Line was the cool new dad of the group, offering more muscle than the others, along with parental sensitivity and solid space for the entire family.
Lexus UX300h: Luxury Hybrid is Smallest and Loudest, but Well-Priced
Then there’s the updated Lexus UX300h, which feels notably smaller, slower and perhaps most surprisingly, less refined than the similarly-priced mainstream crossovers here. It shifted in name from 250h to 300h for the 2025 model year, and offers worthy but understated changes this year. It also continues to offer both front- and all-wheel drive models.
But is it a CUV or SUV at all? The official fueleconomy.gov site calls the UX300h a compact car, compared to the others here, which fall into the Small SUV 4WD category. Indeed, the UX 300h is arguably more of a subcompact crossover (hatchback?) in dimensions than a compact SUV. It’s not that much more snug from the driver’s seat, but it looks notably smaller parked next to the two others in this group. While they admittedly may not be direct market rivals, they are priced close enough to cross-shop with the Tucson, CX-50 and its RAV4 Hybrid corporate cousin.
Some may appreciate the Lexus’ smaller size for its extra urban parking flexibility. And it’s arguably a good-looking vehicle, especially in higher-end F Sport models like this tester, which adds some visual punch to the base UX’s look with unique wheels, grille, a black roof and dark roof rails. But some will find the giant Lexus grille on the relatively small body off-putting.
The UX’s interior materials, design, driver’s comfort and infotainment system all get high marks, especially if you’re under six feet tall, as its driver spaciousness is neck-and-neck with the others here. It’s rear-seat passenger and cargo space where the UX suffers the most from its smaller body, with a cargo area that holds a mere 17.2 cubic feet of gear, which is less than half of the Tucson.
The UX300h’s gauges also feel dated in a largely digital world, though it does offer a color head-up display, compared to the monochrome ones offered in the others here. A larger 12.3-inch infotainment screen is new for all but base models; it modernizes the overall look somewhat, but the many buttons sprinkled around the cabin are evidence of a design from a less-digital era. Though that can feel like warm comfort food to some who prefer those days.
There have been notable changes in the driveline, with the CVT becoming a shift-by-wire system on this fifth-gen hybrid system, which also makes the UX the first Lexus to receive a larger lithium-ion traction battery, unlike the nickel-metal hydride battery in the Mazda and most other Toyota hybrids.
Power has been increased to 196 hp, while the all-wheel drive models come in at 42 mpg combined, and very nearly match the 43 mpg of the base front-wheel drive UX. But what hasn’t been addressed is the loud and almost un-Lexus-like harshness of the engine – perhaps more notable now that the larger battery keeps the thrashy engine noise at bay longer.
Price-wise is where the UX300h arguably shines, offering a sophisticated urban runabout for a starting MSRP of $37,515 for the entry front-drive model, or $43,035 for this F Sport AWD version, before freight and taxes. It’s a slight premium for the upscale interior materials and design, but you do pay a price in terms of less interior space.
Compact Hybrid Crossovers: Conclusion
In the end, all three of these hybrid crossovers have their own distinct strengths and weaknesses, but it’s difficult not to appreciate the overall package provided by the Hyundai Tucson Hybrid amongst these three.
It offers both practical and sporty appeal, and it’s all wrapped in a modern style inside and out, which will continue to look good as the years pass. Enough so that it has the best chance not to feel super-dated when the majority of your neighbors are plugging in their rides.
*All mileage claims are EPA estimated.
