With the 2023 CX-60 D50e Azami, Mazda believes it has created a premium SUV that can rival established European rivals like the Audi Q5, BMW X3, and Genesis GV70. That’s a tall order considering that most consumers better know Mazda as a rival to more mainstream brands like Toyota, Nissan, and VW. So, has Mazda achieved what it set out to do?
To find out, we recently lived with the top-of-the-range CX-60 Azami to see what it is all about. What we discovered is a medium-sized SUV that is extremely well-rounded but one that could be made even better with some small and easy to implement refinements.
The details
Mazda Australia sells the CX-60 in three different grades, all of which are offered with both the company’s 3.3-liter turbocharged mild-hybrid petrol and diesel inline-sixes. The range starts with the Evolve available from AU$65,829 ($44,291), the GT from AU$74,165 ($49,899), and the Azami which kicks off from AU$79,584 ($53,545).
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Quick facts
Many industry experts were quite surprised when an investor report from Mazda in early 2019 revealed the carmaker was developing a pair of new 3.3-liter inline-sixes at a time when many of its competitors were downsizing. In the case of the turbo petrol, this engine is good for 209 kW (280 hp) between 5,000 rpm and 6,000 rpm as well as 450 Nm (332 lb-ft) of torque from 2,000 rpm to 3,500 rpm. Decent figures, indeed. In the diesel that we drove, the 3.3-liter pushes out 187 kW (251 hp) at 3,750 rpm and 550 Nm (406 lb-ft) from 1,500 rpm to 2,400 rpm.
Regardless of which engine customers choose, both come mated exclusively to an eight-speed automatic transmission that Mazda developed in-house. A 48-volt mild-hybrid motor has also been sandwiched between the engine and the transmission and helps to improve fuel economy.
While the petrol 3.3-liter has more power, it is AU$2,859 ($1,923) cheaper than the diesel, although it’s quite common for diesel models to be priced a little higher than petrol options. Those seeking the ultimate in performance and fuel efficiency can also order the CX-60 with a 2.5-liter plug-in hybrid for AU$92,609 ($62,309), the same model that our own Chris Chilton has been living with over in the UK.
A cabin to die for
The CX-60 D50e Azami that we tested was equipped with the optional SP Pack for AU$2,000 ($1,345). It adds tan Nappa leather through the cabin, 20-inch metallic black alloy wheels, dark-colored side signatures, a gloss black honeycomb grille, gloss black wing mirrors, darkened LED headlights, a dashboard with a suede finish, and a two-tone steering wheel. Those who don’t like the tan can opt for the AU$2,000 ($1,345) Takumi Pack with white Nappa leather, a cloth dashboard, and white maple wood accents.
In early 2020, I helped my mother pick a new car to replace her old VW Golf. We eventually settled on the Mazda3 hatchback, primarily because of how nice its interior was. Like the Mazda3, the interior of the CX-60 with the SP Pack is the highlight and perhaps the most surprising part of it.
Upon entering the cabin for the first time I was immediately greeted by a large 12.3-inch infotainment screen that prompted me to set up my personal driver profile. I was then asked to enter my height and just like that, the steering wheel and the seat started to move, attempting to place me into the ideal driving position.
I had heard about this feature before picking up the car and expected it to be inaccurate. It was, placing me in a bizarre position with the seat far too high and reclined too much for my liking. However, after making a few adjustments, I was able to find the perfect driving position. This system also scans your face and will save your settings and face to a custom profile, automatically readjusting everything back to your preference should anyone else drive the car. With all of this set up, I was then able to fully appreciate the beautiful cabin that I found myself in. It blows anything from Toyota, Nissan, Honda, and VW out of the water and feels just as premium as a BMW and a Mercedes-Benz.
Read: Mazda Launches 28 Official Accessories For The CX-60 In Australia
Mazda is an expert when it comes to soft-touch surfaces and they are found in abundance in the CX-60. The upper portion of the doors are clad in lovely black leather while the mid-section of our tester had plush tan-colored suede and metal handles. The top of the dashboard is also super spongy and the tan suede in the center of the dash feels premium. We had mixed feelings about the two-tone tan and black finish of the steering wheel but did find it to be the perfect size and the buttons on it very easy and intuitive to use. It also has a heated function, not that I used it very often.
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Comfort for all
When adjusted correctly, the seats are great, too. Those up front offer electrical adjustment with memory for the driver’s side as well as heated and ventilated functions. Positioned ahead of the driver is a high-definition 12.3-inch digital instrument cluster. It is very bright and detailed but offers very little scope for customization which is a shame. Mazda has also incorporated a large head-up display, larger than many other offerings in this segment and loaded with features, including turn-by-turn navigation.
The central 12.3-inch infotainment display rocks the brand’s current and familiar UI and offers both wired and wireless support for Apple CarPlay and Android Auto, although we couldn’t get either system to work wirelessly during our time with the CX-60 and believe it needed a software update. The screen can be used as a touch display with smartphone mirroring or using the rotary dial while the Mazda UI only offers support for the physical dial. Curiously, the touch display of Apple CarPlay and Android Auto is disabled when driving, unless you find the well-hidden setting to enable it.
Like the front row, the second row of the CX-60 D50e Azami is a comfortable place to spend time. I had plenty of legroom with the driver’s seat in my preferred position and found headroom to be superior to the GV70. Those sitting at the back have heated seats, access to USB-C charging ports, and even a normal household power socket, a welcome and unexpected feature. A notable exclusive are rear climate control switches, a feature we believe should be present on a vehicle at this price point.
Cargo space is rated at 477 liters (16.8 cubic-feet) with the rear seats up and 1,726 liters (60.9 cubic-feet) with them folded down. Found beneath the trunk is the subwoofer for the superb 12-speaker Bose audio system and a spare tire.
The driving experience
Driving the CX-60 D50e Azami is a joy but there are some things that Mazda will hopefully improve when it decides the time is right to launch a facelifted model. First, the good.
Mazda’s 3.3-liter turbocharged inline-six diesel is unlike any other I have driven. In fact, it took me a few minutes of driving it to realize there was indeed a diesel under the hood, rather than the petrol 3.3-liter. The reason for this? The sound.
The moment you depress the accelerator of the CX-60 more than about 20%, a cacophony starts to slowly build in the cabin. It’s entirely synthetic but builds and builds as the revs climb and you start to stand on the throttle. Plenty of other vehicles out there pump fake engine sounds into the cabin and for the most part, they sound pretty stupid. Not the case here. From behind the driver’s seat, it sounds like the D50e has a large capacity petrol engine and it’s so convincing it initially fooled me into thinking I was indeed driving the petrol model. It’s only once you crack open the windows that the typical truck-like sound of the diesel can be heard.
Straight-line acceleration is great. Mazda says it needs 7.3 seconds to hit 100 km/h (62 mph) but the strong throttle response and torque make it feel quicker than that. Overtaking is a breeze and the acceleration, paired with the sound, makes for an SUV that’s surprisingly fun and exhilarating to drive.
The handling dynamics of the CX-60 D50e are also superb. Although it tips the scales at 1,990 kg (4,387 lbs), it loves to be driven fast through corners should you wish while remaining poised and comfortable when driven at regular speeds. The steering is well-weighted and the braking is confidence-inspiring. Mazda has long built some very fine driver’s cars and while the D50e isn’t necessarily a performance SUV, it feels like being on the verge of one.
Driven: Mazda CX-60’s Hybrid Drivetrain Spoils Premium SUV Newcomer
Then there’s the bad. The first is the transmission. It is not poor by any means and for most shoppers in most driving scenarios, it will do the job just fine. However, it feels jerky at slow speeds and delivers a solid thump each time it shifts. It is also slow to respond when you’re at full throttle and always feels like it is one step behind the engine. There was also more than one occasion when it automatically downshifted rather violently, sending a shudder through the cabin.
Many of these complaints can be ironed out using the paddle shifters but there’s no dedicated manual mode, so it’ll always revert to changing gears for you. Most buyers will probably never use the paddles either.
The ride also needs to be improved. For the most part, it is quite firm and while that’s not necessarily a bad thing, it becomes quickly unsettled by any large imperfections in the road. It also bounces over speed humps and takes a while to settle.
While we thought the engine was good most of the time, it is quite rough at low speeds, sounding and feeling like a big truck engine. Fortunately, it comes alive at 20% throttle as mentioned and instantly feels more premium and responsive. Mazda’s mild-hybrid system also works seamlessly to shut off the engine when coasting and at a standstill, helping to improve fuel efficiency.
Mazda quotes a combined fuel consumption rating of 4.9 l/100km (48 U.S. mpg). We came close to matching that, returning 5.6 l/100 km (42 U.S. mpg) during our time with the SUV, an impressive figure given its size, weight, and large capacity engine.
The verdict
The Mazda CX-60, when equipped with the 3.3-liter inline-six diesel is a compelling SUV in its segment. It offers most of what premium buyers will be looking for in an attractive and unique package that has quite a lot of road presence. With some tweaks to the transmission, suspension, and throttle response, it would be almost faultless.
