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Mazda's currently largest SUV shows surprising peculiarities in the test. These include not only the selected chassis set-up, but also a rough drive.

(Hier finden Sie die deutsche Version des Beitrags [1])

In recent years, we have had a number of Mazda test cars in the editorial office that all had one thing in common: The common thread, i.e. a basic idea of the specifications, was always recognizable. They were coherent in themselves. Mazda's currently largest SUV on the European market therefore aroused high expectations. The result is surprising, because the CX-60 leaves a surprising amount of room for fine-tuning, especially as a plug-in hybrid.

The SUV does have some promising features. The CX-60 offers a decent amount of space at 4.75  meters. The trunk has a capacity of 570 liters, which probably covers many requirements. The seats could use a bit more lateral support, but they are comfortable and can be adjusted wide enough for big and small. Mazda pays careful attention to a fine lining of the interior, and the workmanship is also impeccable. The Japanese have resisted the now widespread compulsion to have to operate everything via screens and/or touch surfaces. The result is a largely barrier-free functionality. Almost everything is where you instinctively expect it, so you quickly find your way around at the steering wheel.

Mazda CX-60: What do customers expect?

A discussion about format and design will certainly also be held passionately under this SUV test, so only so much at this point: My colleague Florian found the design scary, a neighbor of mine so great that he almost ordered the CX-60. I think it looks better on the inside than on the outside, which doesn't matter to Mazda, because I don't belong to the target group of this format. If I put myself in their shoes and try to imagine what buyers would expect from an SUV of this size, the first thing I would guess is an upscale level of comfort. Mazda obviously came to a different conclusion in customer surveys. In one respect, that may be a matter of taste; in another, not.

Surprisingly loud

Because the CX-60 is surprisingly loud. Even a medium acceleration demand lets the drive come to the fore audibly. It then seems more effortful than it actually is, uncharming entries even left the term "unconfident" in the logbook. Yet the Mazda is by no means a slow car, the driver can access up to 241 kW. However, with its partly droning background noise, the CX-60 ruins a lot for itself in the comfort chapter. In this class, you can expect less noise.

The chassis tuning is also harsh. At some point during the development phase, customers must have wanted an SUV of this size to be able to bounce around corners with as little side lean as possible. This may indeed increase the speed by a few km/h on clean asphalt, but the price is high - and becomes clear every day. That's because the CX-60 passes through a precise underfoot description that's too clear for my taste. Mazda has opted for a tight suspension layout, and the dampers don't respond particularly sensitively to small stimuli. This brings in a restlessness that is surprising in an SUV of this class.

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Mazda CX-60 PHEV exterior (0 Bilder) [2]

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Especially since the reward for sacrificing comfort is not outstanding driving dynamics. This is matched by the steering, which hardly conveys any road contact and feels synthetic. Mazda can do both, tuning of springs/shocks and steering, much better than served here. CX-5, MX-5 (review), 6 and 3 - we remember them all, each in its own way, as harmoniously tuned cars that we enjoyed driving. No one in the editorial team completely warmed to the CX-60's compromise. Perhaps that's also because no one could answer the question of why a large SUV has to be made up so superficially for dynamics.

Noticeable gear changes

The drive promises opulent driving dynamics. Despite an unladen weight of around 2.1  tons, the CX-60 PHEV accelerates from a standstill to 100 km/h in just 5.8  seconds. It is often faster than the strained roar would suggest. There are plenty of reserves, but the excellent acceleration capacity is rarely fully utilized in normal traffic. However, Mazda can work on how this is presented. The direct and thus hard design of the converter in the eight-speed automatic is good for fuel consumption, but it can't conceal gear changes smoothly. Interruptions in tractive power are thus very noticeable, which is also detrimental to comfort. The electric motor should actually be able to smooth such transitions, but Mazda did not take advantage of this opportunity.

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Mazda CX-60 PHEV Technology (0 Bilder) [4]

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This works better in electric mode, which is the more pleasant mode anyway. Requests for more speed are processed more spontaneously than with an "empty" battery. In hybrid mode, the control unit may allow itself a moment of inspiration in which the right gear ratio is sought before it then moves forward emphatically.

Large four-cylinder without supercharging

As so often, Mazda has opted for an unusual solution for the combustion engine. The four-cylinder engine has a displacement of 2.5 liters, and the stroke is quite long at 100 mm. There is no turbocharging, which can be seen in the torque, among other things: 261 Nm is not lavish for the displacement class, and it is only available at 4000 rpm. This explains the need to downshift even at comparatively gentle acceleration targets to let the gasoline engine rev up. The combustion engine has an output of 141 kW, the electric motor 129.

It would be obvious to integrate the e-motor more in the lower speed range to improve the subjective impression and the actual acceleration. Here we can only hope for an update that harmonizes the interaction of the two motors with the transmission. The systems are all there, and if someone can find someone to soften the converter in the eight-speed automatic a bit, this could be a very pleasant drive.

Two-phase charger

Plug-in hybrids make it differently difficult for the user to use them electrically. VW and some BMWs, for example, only allow a maximum charging power of 3.7 kW to date. In many PHEV models, the charger is designed as a single-phase unit - on a conventional 11-kW wallbox, which distributes its charging power over three phases, the limit is also 3.7 kW. Mazda does it much better: A two-phase charger is installed in the CX-60, which also allows the maximum 7.2 kW at home. The 176 kg battery is rated at 17.8 kWh gross. In the test, the gasoline engine partly started up again at 26 percent residual charge; we could not discharge the storage lower than 19 percent SoC.

Mazda CX-60 PHEV in test: charging and power consumption

Therefore, the amount of electricity recharged also fluctuates. In the test, it was between 13 and 13.8 kWh. The temperatures were between zero and five degrees - not ideal conditions for minimum consumption rates and/or range records. Thus, we were able to cover a maximum of 43 km in purely electric mode with careful driving. Then the gasoline engine was back in the game at the latest.

Including charging losses, this results in consumption of between 30.2 and 32.1 kWh/100 km - at winter temperatures and consumption-oriented driving. At 20 degrees, the e-range will probably be over 50 km with a similarly ambitious driver. Of course, those in a hurry will empty the storage drastically faster - in the test it was minimally a bit more than 30 km. The power consumption is then more than 40 kWh/100 km.

Charging the battery: Is it worth it financially?

If you ignore the external charging option and only refill with gasoline, you have to reckon with around 8.5 liters. Here, too, we always sound out how far consumption can be pushed down. With a very restrained driving style, it was a minimum of 7.2 liters/100 km. The Mazda is therefore neither economical in terms of electricity nor fuel consumption. However, those who buy a 2.1-ton SUV probably don't expect that. Is it perhaps the cost balance that convinces you to charge the CX-60 as often as possible? The clear answer to that: It depends!

But seriously, users cannot influence the price at the pump. In January, a liter of Super E10 cost an average of 1.75 euros nationwide, according to the ADAC. With our minimum consumption of 7.2 liters, that makes 12.6 euros for 100 km of driving. The price of electricity depends on individual conditions: The prime costs of a photovoltaic system are usually in the range of around 10 cents per kilowatt hour. If it is possible to cover the entire electricity requirement from this, the SUV may be driven with energy costs of just over 3 euros/100 km, and presumably even less in the summer. Using electricity from the grid is about four times as expensive, and those who use a 230-volt outlet also have to reckon with somewhat higher charging losses than at a wallbox or public charging station. In the test, around 0.7 kWh more was lost per charge at a 230-volt outlet.

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Mazda CX-60 PHEV (14 Bilder) [6]

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The option of public charging may not be worth it. At the time of testing, a kilowatt hour with our editorial charging card cost 49 cents at the EnBW chargers and 57 at other charging points. 15.19 to 17.67 euros are therefore due for around 31 kWh. All these calculation examples assume that the driver is driving calmly and does not (or only very rarely) call up the possible acceleration capacity.

And what else?

A few small things are noticeable during longer use. The large glass roof can be opened, but only leaves a narrow gap. Mazda saves the sensors in the rear door handles - if you want to put something there before driving, you either have to take the key in your hand or touch the front door handle. In the infotainment system, which is not too nimble, "networked services" and "traffic data" can be enabled, but current traffic jam information was unfortunately still not available. Fortunately, Android Auto can be integrated wirelessly, which then also makes a serious voice control possible. Mazda's own solution still has plenty of room for improvement.

The steering wheel heater apparently has a grip zone recommendation, because only the area on the left and right is heated. And it's not really clear why the cruise control is switched off when changing to sport mode. If you activate it again, you are sent back to comfort mode. On the other hand, the distance cruise control works pleasantly unobtrusively and without abrupt reactions. The fact that there is no automatic acceptance of recognized speed limits is consistent, because the recognition of traffic signs is only averagely successful. That is not enough to provide any real relief for the driver.

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Mazda CX-60 PHEV interior (8 Bilder) [8]

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I liked the Bose sound system, which offers decent sound quality. You also quickly get used to the clear and not overloaded head-up display. Other things are only noticeable after longer use: The inductive charging plate has apparently been provided with high charging power, and the carpets do not hold dirt quite as stubbornly as experienced in other cars. The hooks for attaching child seats are easy to reach - all not a matter of course.

Conclusion and alternatives

A lot of complaining about details? You can see it that way, but we are also talking about a list price of more than 60,000  euros in the case of the fully equipped test car. Compared with the self-proclaimed premium competition from Germany with a similar look, however, this seems like a special offer: The plug-in hybrids from BMW X3 and Mercedes GLC are considerably more expensive without any additional frills, but they also drive more smoothly. The Toyota RAV4 PHEV, whose base price is significantly higher than that of the Mazda, is worth considering as an alternative; adjusted for equipment, the difference is smaller. Its interior is much simpler than that of the CX-60, but its clever hybrid powertrain delivers on the promise of comparatively low fuel consumption.

Two SUVs of this size with plug-in hybrid are also available from the Hyundai Group. However, both the Hyundai Santa Fe and the Kia Sorento were not quite convincing in winter conditions in the test. Those who are not bothered by the fact that they can only be used in purely electric mode to a limited extent at temperatures around freezing point can put them on the list of possible candidates without hesitation.

Mazda covered the transfer costs, the editorial team those for driving energy.

Mazda CX-60 PHEV: Technische Daten

Mazda CX-60 PHEV: Preisliste Stand Februar 2023

(mfz [10])

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