Mazda is looking to move upmarket with its new medium SUV, the CX-60. But is there any substance to the claim? We get behind the wheel to find out.
2023 Mazda CX-60
Diversifying the brand and taking on new parts of the automotive landscape is not a new thing to Mazda. A brand that is historically ensconced amongst the mainstream players like Toyota, Nissan and Kia, Mazda is a car brand that has attempted to shake things up in the past.
No shake-up was bigger than in the early 1990s, when Mazda attempted to diversify into multiple segments with multiple new brands.
Toyota launching Lexus and Nissan producing Infiniti is one thing, but Mazda decided to take things into the next level. On top of the existing Mazda brand, the company looked to launch additional car brands – Autozam, Eunos, ɛ̃fini, Amati and Xedos – to build separate identities from top to bottom.
It didn’t work out so well. Not all saw the light of day, some lasted longer than others, but none really went the distance. On the back of a booming Japanese economy – whose bubble burst in the 1990s – Mazda was forced to discontinue its multi-brand strategy.
This time around, Mazda is sticking to the existing Mazda brand identity, but the plan is still an audacious one. Taking on the establishment of premium brands with an all-new upmarket offering that defines the brand’s new direction.
How much does the Mazda CX-60 cost in Australia?
It’s important to point out that this new model from Mazda doesn’t mean the end of the medium SUV segment stalwart, the CX-5. It will continue to soldier on, and Mazda has confirmed a new-generation model is in the works. Instead, Mazda is looking to take on the top end of town with the larger, more powerful, and more luxurious Mazda CX-60.
The 2023 Mazda CX-5 kicks off at $35,390 plus on-road costs and tops out at $54,380 for a diesel all-wheel-drive Akera model. In comparison, this CX-60 starts at a higher point. The base turbocharged petrol CX-60 G40e starts at $59,800 plus on-road costs in base Evolve trim, and goes all the way up to a plug-in hybrid powertrain and $85,500 worth of asking price for the Azami.
This CX-60 pricing leaves the mainstream in its wake, and puts it up against the likes of a Lexus NX, BMW X3, Audi Q5 and Volvo XC60. The bread and butter of the medium prestige SUV segment.
Similar to what Lexus has successfully done with its range of luxury-oriented vehicles, Mazda has chosen to ply the CX-60 with hearty levels of standard equipment. For the base Evolve, this includes things like a 10.25-inch infotainment display with smartphone connectivity, digital radio and native navigation, 360-degree camera system, Maztek faux leather interior trimming, powered tailgate, automatic LED headlights, front and rear parking sensors, and 18-inch alloy wheels.
Higher levels of luxury continue to drop in at higher specifications, with things like 20-inch alloy wheels, twin 12.3-inch infotainment and digital cluster displays, leather seats with heating and electric adjustment up front, upgraded audio, and a panoramic sunroof for the GT spec.
It’s not just an exercise in specification, however. The CX-60 really sets itself apart from the CX-5 under the skin with a new rear-wheel-drive-biased ‘large’ platform and a range of new powertrains. There are two 3.3-litre turbocharged six-cylinder powertrains available, with petrol and diesel options both getting assistance from a 48-volt mild hybrid system. There’s a plug-in hybrid as well, which uses a 2.5-litre four-cylinder petrol engine and integrated electric motor.
All three powertrains run through a new eight-speed automatic gearbox, which has the electric motor (for the plug-in hybrid and mild hybrids) integrated into the design. Taking up space where a torque converter normally exists, this works with multiple clutch packs to provide drive and regeneration of power, as well as being able to disconnect the engine from the drivetrain completely.
| Key details | 2023 Mazda CX-60 |
| Price (before on-road costs) | CX-60 G40e Petrol: Evolve: $59,800 GT: $67,800 Azami: $73,000 CX-60 D50e Diesel: Evolve: $67,800 GT: $69,800 Azami: $80,300 CX-60 P50e PHEV: Evolve: $73,000 GT: $75,000 Azami: $85,500 |
| Options | Vision Technology (Evolve & GT): $2000 – 360-view monitor with see-through view – 12.3-inch TFT LCD multi-information meter display – Adaptive LED Headlamps (ALH) (GT only) – Cruising & Traffic Support (CTS) – Driver monitoring – Front Cross Traffic Alert (FCTA) Luxury (Evolve): $4000 – Heated front seats (driver and passenger) – Leather seat trim – Exterior mirror memory – Power seat adjustments (10-way driver and 6-way passenger) with 2-position memory (driver) Takumi (Azami): $2000 – Bright decoration panel – Cloth dashboard panel with Kakenui stitching – White Maple wood console panel – White nappa leather seat trim) SP (Azami): $2000 – 20-inch alloy wheels in black metallic finish – Dark-coloured side signature – Front bumper with gloss black honeycomb-type grille – Gloss black exterior mirror – LED headlamps with dark signature – Rear bumper guard with dark colour – Suede-finish dashboard panel – Tan nappa leather seat trim – Two-tone colour steering wheel |
| Rivals | Audi Q5 | Lexus NX | Volvo XC60 |
How much space does the Mazda CX-60 have inside?
If you’re going to shoot upmarket, getting the interior experience right is of the upmost importance. And the Mazda CX-60 feels impressive in this regard, without being a runaway success.
I say this for two main reasons. Firstly, the regular range of Mazda interiors are quite nice on their own, which means this isn’t a quantum leap forward for the brand. There are nice materials (and more of them), along with a design that helps to set the CX-60 apart from the cheaper CX-5.
My second point is to do with that price point: this CX-60 is looking to conquer against some well-established luxury players in the competitively congested mid-sized SUV segment.
The time we had on this launch event was limited to mostly high-specification models, so we can’t speak a whole lot about the experience in the base-specification CX-60. However, we couldn’t help but be impressed overall with the GT and Azami specifications we did spend time with.
For those who can afford it, the Takumi and SP option packs do elevate the interior experience, but it really does come at a price. With an asking price starting with an eight (depending on powertrain), you’re starting to look at mid-range competition in the premium medium SUV field.
I felt particularly enamoured with the brown SP pack interior, which does add some nice ambience with the suede finish across the dashboard and on the doors.
There’s a wireless charging pad and 12V power outlet up front, with twin USB-C power outlets in the (relatively shallow) centre console.
Storage overall is mostly regular. One can blame the longitudinal (north-south orientation) powertrain for this, but those wanting additional cupholders or storage nooks beyond the regular won’t be surprised or delighted in this regard.
The materials – with plenty of soft-touch, exposed stitching and other details around the place – do carry on the premium theme quite nicely. Those materials do continue into the second row, which is important for a vehicle of this price point.
Headroom and legroom in the back are in good supply thanks to the increased length and width of this CX-60. That’s despite the inclusion of a panoramic sunroof on our test vehicles, but the comfort levels in the back are good. The backrest has an additional level of tilt available, which would also be handy for fitting and securing child seats.
The usual array of facilities are accounted for in the back: twin USB-C power outlets, air vents, room for bottles in the doors, and a pop-down central armrest with cupholders.
Like the CX-5, this CX-60 picks up a 40/20/40 split in the folding of the second row, which can be handy for loading longer items into the boot. The seats don’t fold completely flat but are pretty close.
Growing by around 70L is good (to 477L), and it will no doubt be appreciated by family buyers. However, it doesn’t push the CX-60 to the top of the ranking in this regard. If you want a medium SUV with more boot space, there are plenty of options that better this number.
Along with being a bit bigger, the boot also gets a 12V outlet, four tie-down points, and tyre change equipment hiding underneath the floor. Although, opting for the plug-in hybrid powertrain does rob you of a space-saving spare wheel. The 17.8kWh battery takes up that space, as well as trimming 8L from the size of the fuel tank.
| 2023 Mazda CX-60 | |
| Seats | Five |
| Boot volume | 477L seats up 1726L seats folded |
| Length | 4740mm |
| Width | 2134mm |
| Height | 1675–1680mm |
| Wheelbase | 2870mm |
Does the Mazda CX-60 have Apple CarPlay and Android Auto?
Both Android Auto and Apple CarPlay are accounted for in the new Mazda CX-60, both of which work with a wired or wireless connection.
The infotainment operating system is new, and feels much faster and more slick in comparison to what you get in other Mazda models. It’s still controlled by a rotating button/joystick behind the gearshifter instead of any touchscreen functionality when on the go, but I have to say I found the system easy to use.
When stopped, the Mazda Connect system allows touchscreen inputs. It’s a move designed to remove driver distraction, and Mazda’s simply laid out native system is intuitive and easy to get the hang of.
This is helped by a simple and to-the-point menu set-up, with the ability to twist, prod and push the round controller for most functions. Native navigation and digital radio are also available across the board, with GT and Azami specification enjoying a display that grows from 10.25 inches to 12.3 inches.
Depending on specification, one can also get a head-up display and digital instrument cluster in front of the driver, although the latter doesn’t offer a stack of built-in functionality and versatility.
Is the Mazda CX-60 a safe car?
The Mazda CX-60 hits Australia with a fresh five-star ANCAP safety rating, with ratings numbers that are impressively high.
Tested in the European Euro NCAP system (against 2022 criteria), the CX-60 gets 91 per cent for adult occupant protection and 93 per cent for child occupant protection. Vulnerable road users (pedestrians) get an 89 per cent protection rating, while the safety assistance systems of the CX-60 are worth a 77 per cent rating.
| 2023 Mazda CX-60 | |
| ANCAP rating | Five stars (tested 2022) |
| Safety report | Link to ANCAP report |
What safety technology does the Mazda CX-60 have?
All specifications of the Mazda CX-60 are well specced in terms of safety equipment, and we found the technology mostly works in an unobtrusive way when driving. The only issues we came across were on roads with particularly bad lane markings and the lane-keep assistance system. But to be fair, most other systems would have a meltdown in the same conditions.
Standard kit across the range includes lane-keep assistance, automatic high beams, forward collision warning, lane-keep assistance with blind-spot assistance, blind-spot monitoring, rear cross-traffic alert, vehicle exit warning, tyre pressure monitoring, traffic sign recognition, autonomous emergency braking (including pedestrian and cyclist detection), and parking sensors front and rear.
Front cross-traffic alert is an option except for the top-spec Azami, and driver monitoring is not included on the base Evolve spec.
The airbag count on a CX-60 is eight, which includes curtain airbags for the front and rear occupants, as well as a driver’s knee airbag and front centre airbag.
How much does the Mazda CX-60 cost to maintain?
Insurance costs for a CX-60 will vary depending on your trim level and powertrain. But for an indication, we got a quote for a mid-spec GT with the diesel engine under the bonnet. We expect this to be the volume choice of the range, and a likely sweet spot.
Insuring this model will cost $1863.93 based on a comparative quote for a 35-year-old male driver living in Chatswood, NSW. Insurance estimates may vary based on your location, driving history, and personal circumstances.
Servicing costs also vary depending on your choice of powertrain. You can see the numbers below, but the naturally aspirated plug-in hybrid powertrain does work out to be the cheapest option to service. On the other hand, opting for diesel power will be the most expensive.
Service costs are on par against other premium offerings, and feel particularly high for Mazda. For comparison’s sake, a Lexus NX hybrid and diesel Audi Q5 work out to be slightly cheaper, while the more expensive Mercedes GLC works out to be much costlier to maintain despite having only four cylinders.
| At a glance | 2023 Mazda CX-60 |
| Warranty | Five years, unlimited km |
| Service intervals | 15 months or 15,000km |
| Servicing costs | G40e $1669 (3 years) $2881 (5 years) D50e $2096 (3 years) $3217 (5 years) P50e $1561 (3 years) $2590 (5 years) |
| Battery size (PHEV) | 17.8kWh |
| Driving range claim (NEDC) | 76km |
| Charge time (7.2kW) | 2h 30min |
| Charge time (household plug) | 8h 30min |
Is the Mazda CX-60 fuel-efficient?
This is a particular strength for the CX-60, despite the vehicle growing in terms of dimensions and engine size. The claim of 4.9 litres per 100 kilometres for the diesel engine is particularly impressive, and is helped by the mild-hybrid powertrain.
We didn’t have enough time to really put the fuel claims to the test during this test run, but some spirited driving along country roads saw a number that hovered around the low sixes.
The petrol-powered CX-60 saw a number that sat closer to the nines – once again without driving for economy – and we’ll reserve judgement on economy and the electric driving range of the plug-in hybrid until we can spend more time in one.
Fuel Consumption – brought to you by bp
| Fuel Useage | Fuel Stats |
| Fuel cons. (claimed, G40e) | 7.4L/100km |
| Fuel cons. (claimed, D50e) | 4.9L/100km |
| Fuel cons. (claimed, P50e) | 2.1L/100km |
| Fuel tank size | 58L (G40e, D50e) 50L (P50e) |
What is the Mazda CX-60 like to drive?
How good is a straight six?
That was the first thought that popped into my head after driving the CX-60, and something that didn’t completely leave during the entire time. While there are four-cylinder engines that can outperform the two six-bangers we have here, there is an intrinsic quality to the feel, sound and power delivery of an inline six that is superior.
And if this Mazda CX-60 is going to succeed in any way as a premium offering, it’s the powertrain that’s going to lead the charge.
It’s something I’ve experienced recently in Land Rover Defenders, Ineos Grenadiers, and even a Mercedes-Benz GLS. And once again, in this Mazda.
The diesel (D50e) and petrol (G40e) engines both are smooth and compliant, and offer flexible torque in the lower and middle rev ranges for a sense of ease and responsiveness. Refinement is good as well, even on the diesel engine.
Neither feels neck-snappingly fast, but you get the sense that isn’t the intention. Instead, performance is brisk and composed, smooth and well controlled.
The driving experience of the plug-in hybrid is a little different, and having to blend in two different power sources behind a traditional-style transmission (instead of a CVT) means you can get some odd engine flaring and lapses in responsiveness from time to time.
Although, when all the ducks are in a row, the 241kW and 500Nm of the hybrid make it feel quite fast off the line (in Sport mode).
All three engines use a variant of the new eight-speed automatic gearbox, which includes the electric motor. It’s a novel and effective inclusion of electrification, allowing Mazda to keep a traditional feeling of shifting gears and rising revs while adding in both electric drive and regeneration.
This gearbox feels great: shifting with a smooth and sharp feeling, but also not giving any untoward feelings at low speeds (like a dual-clutch transmission with no torque converter can do).
The mild hybrid system also allows for an effective stop-start and coasting system, the latter of which gets plenty of work when rolling around in hilly areas and through suburbs.
The ride quality of the CX-60 is a mixed affair, with the heavier plug-in hybrid model feeling more stiff and less absorbent than the other variants. Our testing roads included some classic potholed and patch-repaired Australian back roads, which showed this imperfect ride quality off quite clearly.
In comparison, both diesel and petrol-powered CX-60 models (regardless of grade) seemed to do a lot better. There seemed to be a little bit of variety in ride stiffness depending perhaps on the brand of tyre fitted. We also didn’t get a chance to drive a CX-60 fitted with the entry-level 18-inch wheels and instead drove only on 20s.
And from that point of view, the combination of ride quality and dynamic prowess is classic Mazda: erring on the side of the latter, without completely ruining the former. It’s a little firm-feeling at times, with some jiggling noticeable on rough surfaces, especially at lower speeds. However, smooth surfaces and the introduction of some sweeping bends allowed the CX-60 to display engaging and enjoyable driving characteristics.
In comparison to a CX-5, we’ve got a rear-wheel-drive bias with a new all-wheel-drive system that doesn’t disconnect any wheels at any point, but holds on to full-time all-wheel drive. It’s nicely balanced, feeling quite neutral overall and matching well to the rest of the powertrain.
The steering feel is a bit heavy and meaty but responsive at the same time. The off-centre feeling doesn’t give the steering an overly active nature, but turning in harder reveals a responsive steering system that works well for town, highway and back-road cruising.
Running through the available driving modes does change things, but the in-gear acceleration of the vehicle, combined with a well-controlled body and engaging steering feel, adds to the premise of premium from Mazda.
| Key details | 2023 Mazda CX-60 G40e | 2023 Mazda CX-60 D50e | 2023 Mazda CX-60 P50e |
| Engine | 3.3-litre 6-cyl turbo petrol | 3.3-litre 6-cyl turbo diesel | 2.5-litre 4-cyl plug-in hybrid |
| Power | 209kW @ 5000–6000rpm | 187kW @ 3750rpm | 141kW @ 6000rpm (petrol) 100kW (electric) 241kW (combined) |
| Torque | 450Nm @ 2000–3500rpm | 550Nm @ 1500–2400rpm | 261Nm (petrol) 250Nm (electric) 500Nm (combined) |
| Drive type | All-wheel drive | All-wheel drive | All-wheel drive |
| Transmission | 8-speed multi-clutch automatic | 8-speed multi-clutch automatic | 8-speed multi-clutch automatic |
| Weight | 1921–1949kg | 1963–1990kg | 2111–2139kg |
| Spare tyre type | Temporary (steel) | Temporary (steel) | Tyre repair kit |
| Tow rating | 2500kg braked 750kg unbraked |
2000kg braked 750kg unbraked |
2500kg braked 750kg unbraked |
| Turning circle | 10.8m | 10.8m | 10.8m |
Should I buy a Mazda CX-60?
I must give Mazda credit for its development of the CX-60. Whereas the mechanical differences between a Lexus and Toyota, or a Skoda, Volkswagen or Audi can be minor (beyond tuning and calibration), Mazda has broken plenty of new ground with this CX-60 in terms of engine, gearbox, platform and overall execution.
The 3.3-litre diesel and petrol engines are both standout features, which are both nicely matched to a well-performing gearbox and all-wheel-drive system.
And against the tide of reducing interest in plug-in hybrids, the CX-60 P50e is priced quite sharply in comparison to other offerings.
However, the pricing of the vehicle puts it right amongst the premium players in the segment, where cross-shopping and direct comparison will be rife.
Is it enough to drag Australian buyers away from the beloved brands in the premium segment? History tells us that it’s going to be a challenging task, but the inclusion of characterful six-cylinder engines and a well-sorted driving experience puts it on the right track.
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