Launching the new CX-60 to the press here ahead of its autumn arrival, Mazda UK’s MD Jeremy Thomson described it as heralding “the start of a new chapter for Mazda . . . our first car with a plug-in hybrid powertrain . . . sets new standards for interior quality, design and technology —highlighting Mazda’s uniquely Japanese premium
brand direction”.
So, it’s important. It ventures into the European premium larger car class (a seven-seat variant CX-80 comes before long) where quality and pace-setting
technology are a given.
This initial petrol 2.5-litre, four-cylinder, all-wheel drive (AWD) model will be joined next year by 3.0-litre in-line six petrol and 3.3-litre diesel variants. Both again based on a classic rear wheel drive layout but this time with AWD as an option rather than standard fit.
brand direction”.
So, it’s important. It ventures into the European premium larger car class (a seven-seat variant CX-80 comes before long) where quality and pace-setting
technology are a given.
This initial petrol 2.5-litre, four-cylinder, all-wheel drive (AWD) model will be joined next year by 3.0-litre in-line six petrol and 3.3-litre diesel variants. Both again based on a classic rear wheel drive layout but this time with AWD as an option rather than standard fit.
The three-model line-up is mirrored by three specification levels: Exclusive-Line,
Homura and Takumi. Takumi brings to the interior an automotive take on modern
Japanese design including maple wood inserts and a cloth fascia with filigree-type
Kakenui “hanging stitching”. It makes for an upmarket feel.
Fit and finish, inside and out, does look good and the clean external styling is a
welcome change from today’s all-too-prevalent overwrought “pseudo-baroque” trend.
The CX-60 looks the part then, but it’s more than a well-executed “me too” premium
pitch. Original thinking is expected from Mazda and its latest car does not disappoint.
The engine, a large displacement ‘four pot’ is big enough to do without turbocharging
and, it is claimed, delivers ample scope for efficiencies day to day. The electric motor draws on a 17.8kWh battery good for an official electric-only range of 39 miles. This is not quite as good as some these days however.
Innovation extends to the transmission where a new eight-speed automatic gearbox has an electronically activated clutch pack rather than the more conventional torque
converter. This does make for cleaner, sharper gear selection but the gear changing
and EV-ICE ‘interface’ is not entirely seamless. Default mode for setting off is EV.
Apart from the usual drive mode selection (Normal, Sport, Off-Road and EV) the CX-
60 has a specific towing setting. It can tow a braked trailer of up to 2,500kg and
PHEVs do have a distinct advantage over most pure EVs in this role.
With a combined power output of 327hp the latest Mazda is no laggard. Despite a --
not uncommon — momentary hesitancy (say with going from lift-off to full-on) power
and torque are there whether in the cut and thrust of urban traffic or when pressing
on when the open road presents.
The 2.5 ICE’s vocals are more gruff than sonorous but the handling versus ride
trade-off is nicely judged – sharp for a large-ish SUV but not (too evidently) at the
expense of comfort. Some surfaces can generate a degree of road noise. Steering is a touch light and uncommunicative – in Normal mode, at least.
There was no off-road section in this introductory drive so a view on that will have to wait.
This CX-60 E-Skyactiv PHEV 2.5 AWD is aimed directly at the company car sector. Its official fuel economy and CO2 emission rating work well both for the tax regime
within which an employer works and a BIK-paying employee’s financial penalty.
As a result Mazda foresees that this model will account easily for most sales.
Private buyers might well decide to wait for the arrival of the other two variants –
especially the 3.3-litre eSkyactiv-D. Both are ‘self-charging’ mild hybrid units.
Facts & Figures: Mazda CX-60 eSkyactiv PHEV; AWD with Hill Descent Control; £43,950-£48,050; 124mph; 0-62mph 5.8-secs; 188mpg (with full use of electric propulsion); 33g/km CO2; Ins Grp TBC.
Competition: Volvo XC60; Toyota RAV4; Genesis GV70
Conclusions: Some clever innovations in a convincing premium SUV. Bodes well
for its forthcoming two sibling SUVs as they round off the CX-60 range.
By Huw Thomas
Homura and Takumi. Takumi brings to the interior an automotive take on modern
Japanese design including maple wood inserts and a cloth fascia with filigree-type
Kakenui “hanging stitching”. It makes for an upmarket feel.
Fit and finish, inside and out, does look good and the clean external styling is a
welcome change from today’s all-too-prevalent overwrought “pseudo-baroque” trend.
The CX-60 looks the part then, but it’s more than a well-executed “me too” premium
pitch. Original thinking is expected from Mazda and its latest car does not disappoint.
The engine, a large displacement ‘four pot’ is big enough to do without turbocharging
and, it is claimed, delivers ample scope for efficiencies day to day. The electric motor draws on a 17.8kWh battery good for an official electric-only range of 39 miles. This is not quite as good as some these days however.
Innovation extends to the transmission where a new eight-speed automatic gearbox has an electronically activated clutch pack rather than the more conventional torque
converter. This does make for cleaner, sharper gear selection but the gear changing
and EV-ICE ‘interface’ is not entirely seamless. Default mode for setting off is EV.
Apart from the usual drive mode selection (Normal, Sport, Off-Road and EV) the CX-
60 has a specific towing setting. It can tow a braked trailer of up to 2,500kg and
PHEVs do have a distinct advantage over most pure EVs in this role.
With a combined power output of 327hp the latest Mazda is no laggard. Despite a --
not uncommon — momentary hesitancy (say with going from lift-off to full-on) power
and torque are there whether in the cut and thrust of urban traffic or when pressing
on when the open road presents.
The 2.5 ICE’s vocals are more gruff than sonorous but the handling versus ride
trade-off is nicely judged – sharp for a large-ish SUV but not (too evidently) at the
expense of comfort. Some surfaces can generate a degree of road noise. Steering is a touch light and uncommunicative – in Normal mode, at least.
There was no off-road section in this introductory drive so a view on that will have to wait.
This CX-60 E-Skyactiv PHEV 2.5 AWD is aimed directly at the company car sector. Its official fuel economy and CO2 emission rating work well both for the tax regime
within which an employer works and a BIK-paying employee’s financial penalty.
As a result Mazda foresees that this model will account easily for most sales.
Private buyers might well decide to wait for the arrival of the other two variants –
especially the 3.3-litre eSkyactiv-D. Both are ‘self-charging’ mild hybrid units.
Facts & Figures: Mazda CX-60 eSkyactiv PHEV; AWD with Hill Descent Control; £43,950-£48,050; 124mph; 0-62mph 5.8-secs; 188mpg (with full use of electric propulsion); 33g/km CO2; Ins Grp TBC.
Competition: Volvo XC60; Toyota RAV4; Genesis GV70
Conclusions: Some clever innovations in a convincing premium SUV. Bodes well
for its forthcoming two sibling SUVs as they round off the CX-60 range.
By Huw Thomas
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