2023 Mazda CX-60 review: Australian launch

Life is made more interesting by ambitious individuals. Mazda is certainly not short on that attribute, as the company from Hiroshima – a relative minnow in the auto industry – has always been propelled forward by the spark of its own ambition more than anything else.

Right now, that ambition is well and truly manifest in the CX-60. Boasting a longitudinally-engined platform with a sporty rear-drive bias, the CX-60 also debuts two new inline-six engines (a format Mazda has never dabbled with before), its first plug-in hybrid implementation, and a level of in-car opulence that hasn’t been seen since the company’s experimental quasi-luxe sub-brands Eunos and ɛ̃fini back in the 1990s.

As a representation of Mazda’s intent to take its brand image further upmarket, the CX-60 makes a strong impression in a glossy brochure too.

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In the metal, it’s even nicer to behold, its attractive rear-driven proportions standing it apart from typical SUVs in its size class.

It should want to look good though, for the pricing of this midsizer is like few other mainstream SUVs – in fact, with a starting price just a shade under $60K, the CX-60’s sales stats are measured against things like Merc GLCs, BMW X3s and Audi Q5s by the official industry monitor.

Things like Toyotas, Hondas and Hyundais are far too proletarian to compare with the CX-60.

Does it deliver on its aspirational posture, though? Is the CX-60 genuinely posh or is it a case of “fake it 'til you make it”? We drove the range at its national launch in New South Wales to discover more about what is arguably the most alluring Mazda of the past two decades.

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JUMP AHEAD

• How much is it, and what do you get?
• Interior comfort, space and storage
• What is it like to drive?
• How much fuel does it use?
• How safe is it?
• VERDICT

How much is it, and what do you get?

Comprised of three grades with three powertrain options apiece, the CX-60 range opens at $59,800 before on-road costs for the base Evolve with the 3.3-litre turbo-petrol inline-six.

The pricing structure is consistent – to walk up to the mid-strength GT grade from Evolve, add $8000. To go from GT to range-topping Azami spec, add a further $5200.

For powertrains, slipping Mazda another $2000 will turn that petrol six into the 3.3-litre diesel inline-six, while adding $10,500 over the price of the diesel will upgrade to the 2.5-litre plug-in hybrid (PHEV) set-up.

On top of that, there are a range of option packs. The base Evolve and GT can be opted with the $2000 Vision Technology package to add a 360-degree parking camera, adaptive LED headlamps, driver distraction monitoring, and a 12.3-inch infotainment screen.

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The Evolve can also opt for the Luxury Package to bring leather upholstery, as well as heated front seats for an additional $4000.

A couple of attractive trim packages are also available on the Azami flagship, with both the Takumi and SP pack adding $2000 to the bill. It means that an Azami-spec PHEV with either the Takumi or SP package retails at $87,500 before on-road costs. If you find that price tag makes you wince, perhaps the CX-5 is more your steed.

See below for a list of standard equipment, or click through for our comprehensive run-down on the CX-60 range.

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Interior comfort, space and storage

Mazda knows how to craft a beautiful interior, and the CX-60 starts with good bones. Though it sits in the midsize category alongside the CX-5, the CX-60 measures longer and wider than its stablemate, with a substantially longer wheelbase of 2870mm.

Granted, some of that wheelbase is absorbed by the need to accommodate its north-south engine layout, but on the inside the CX-60 brings 50mm more shoulder room in the front and rear and plentiful rear seat legroom – something the CX-5 doesn’t manage so well.

The rear doors also open almost to 90 degrees, perfect for loading kids into the back.

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You can also pack more into it. The CX-60 offers a 477-litre luggage capacity, raising to 1148 litres with the rear seats folded or 1726 litres if you’re not afraid to stack your cargo all the way to the roof lining.

There are no clever under-floor cubbies or even shopping bag hooks, though a netted partition on the passenger side is standard.

But the CX-60’s packaging plays second fiddle to its presentation. The predominantly monochrome cabin of the base Evolve lacks sparkle, but the top Azami grade looks properly lavish when specced with either the SP or Takumi packs.

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The former adds plush caramel-coloured Nappa leather upholstery and a colour-coordinated suede dashboard insert, while the latter brings intricate fabric dash trim, white Nappa leather, chrome highlights and white Maple wood trim for the centre console and door cards.

Seat comfort is also exceptional, with supportive cushions and plenty of adjustment both front and rear. The driving position is typically Mazda, with a sporty legs-out posture, low seat squab and near-horizontal steering column, with respectable outward vision as well.

Downsides? The base Evolve gets a meagre 10.25-inch infotainment display instead of the 12.3-incher in the GT and Azami, and all of them lack touchscreen functionality. Having only a rotary controller to interact with that screen is a drawback in this day and age, particularly when attempting to interface with Android Auto and Apple CarPlay.

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What is it like to drive?

There’s a lot to cover off here, being a box-fresh platform with three completely new powertrains. This is also the area where the CX-60 experience raised the most question marks.

Good stuff first. There’s no disputing the athleticism of this platform – the CX-60 flows with confidence from corner to corner, with meaty steering connected to an authoritative front suspension (double wishbone!) that’s more than up to the task of hustling hard along a curvy country back road. Body control is exceptional.

There’s also no question about the strength of each powertrain. The 3.3-litre sixes, both diesel and petrol, feel incredibly smooth and linear in their performance, with the diesel being particularly likeable thanks to its meaty torque and surprisingly endearing growl under load.

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The PHEV feels like a rocket when its 2.5-litre petrol four-pot and integrated electric motor are working together to generate its 241kW and 500Nm maxes, and it sounds almost supercharged when you get generous with the pedal.

Mazda's 5.9-second zero-to-hundo claim is certainly believable, though we couldn’t put it against the stopwatch.

It’s also undeniably frugal. The factory claim is 2.1L/100km and we were able to see an average of just 4.3L/100km with some spirited driving, so regular usage should see an even better result for those who ensure the 17.8kWh battery is kept charged up.

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But… the CX-60 is possibly too sporty for its own good. It handles great but it rides poorly, with dampers that are far too sensitive to minor bumps and an overabundance of tyre and transmission noise.

The suspension doesn’t exactly behave noticeably better on the 18-inch wheels of the Evolve either, so this problem isn’t limited to the 20-inchers of the GT and Azami.

Its refinement could use some work, but so could the transmission calibration. The eight-speed auto standard on all CX-60 variants is another all-new device, and in sedate driving with the six-pots, it tends to want to kick down when it seems there should be more than enough torque to stay in gear.

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Conversely, it doesn’t seem aggressive enough when pushing hard, with noticeable lag on manually-activated shifts and a slow gear-to-gear changeover. The torque converter-less ‘box can also exhibit some clunky behaviour at low speeds, particularly during stop-start heavy traffic shuffling.

For its part, the PHEV does a great job of preferencing electric power, though the motor, sandwiched between the transmission and engine, is rather audible from the other side of the transmission tunnel. Some more sound-deadening mats wouldn’t go astray, Mazda.

It’s also a shame that the long-legged diesel has a towing capacity of only 2000kg, rather than the 2500kg max of the petrol-powered inline six and PHEV. Were it not for that, the CX-60 diesel would make rather a decent tow rig.

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How much fuel does it use?

The launch drive was largely made up of fast-paced country miles, but we saw a respectable 4.3L/100km out of the hybrid and a less-impressive 12.1L/100km from the petrol inline six (we will concede that it was getting a fair workout, however).

More realistic driving should get closer to the petrol engine's 7.4L/100km factory claim. The diesel is claimed to burn 4.9L/100km on the combined cycle.

Both of the inline sixes are mild hybrids, though with their assistance motors only cutting in during very light throttle cruising, the effect of their electrification is almost impossible to detect.

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How safe is it?

ANCAP has awarded the CX-60 a five-star safety rating for all variants, with its 10-airbag suite and good structural performance giving it strong passenger protection scores.

The absence of reverse auto emergency braking cost it points for driver-assist tech, as that feature is optional on the base Evolve, as is front cross-traffic alert, cruising and traffic support, and driver attention monitoring.

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VERDICT

It carries a hefty price tag for a Mazda, but is it justified? Broadly, yes.

The CX-60 exudes a premium air throughout, and Mazda should be applauded for stepping outside of the mainstream box and offering the world something that not only looks a little sharper than the average SUV, but one that’s genuinely fun to drive as well.

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We have misgivings about its fidgety ride, soft-edged transmission and insufficient noise suppression, but those are issues that aren’t incurable – in some cases, a little bit more time finessing some code on the laptop is all Mazda’s engineers should need to do.

The right ingredients are definitely present. The recipe just needs a little bit of finessing and perhaps a little kick of spice, and then Mazda’s ambitious CX-60 will arguably have what it takes to bruise some European egos.

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