We like
Enhanced value for money, strong six-cylinder engines, diesel’s impressive fuel economy and range, engaging handling, steering feel, build quality, physical switchgear in cabin, broad customer choice

Room for improvement
Ride quality is only adequate, slab-sided styling, occasionally odd transmission shift, petrol’s thirst, PHEV’s lack of refinement, diesel’s short servicing interval, all are quite costly to service

Overview

 

MAZDA has responded decisively to early market resistance to its upper-midsize CX-60 SUV, introducing a second round of suspension and transmission upgrades, while significantly reducing pricing across the range for the 2025 model year.

 

Initially launched in Australia in 2023, the CX-60 was developed as the debut vehicle for Mazda’s Large Product Group Platform (LPGP). This chassis introduced longitudinal six-cylinder engines and a rear-biased all-wheel drive system, marking a departure from the Hiroshima, Japan-based marque’s traditional front-drive SUV packaging.

 

Intended at launch to compete with entry-level versions of the Lexus NX, Volvo XC60, Audi Q5 and BMW X3, the CX-60 was positioned as the first of a number of more luxurious offerings within Mazda’s line-up and was followed quickly by the stretched, three-row CX-80, plus the wider-bodied CX-70 and CX-90.

 

Early feedback from media and customers flagged shortcomings in the CX-60’s suspension compliance and transmission calibration. A harsh ride overshadowed the early CX-60’s strong pair of six-cylinder engines, communicative steering and solid interior quality. Transaction values dipped, prompting Mazda to revise pricing as well as dynamics.

 

Following a limited update last year, which partially addressed the issues via revised rear shock absorbers and a software patch, the 2025 CX-60 introduces more extensive changes including new front/rear spring rates, geometry alterations, and the deletion of the rear anti-roll bar, collectively aiming to enhance comfort levels without compromising handling integrity too greatly.

 

Three AWD powertrains remain. A pair of turbocharged 3.3-litre inline six-cylinder engines are the core offer: a 209kW/450Nm petrol is standard, while a 187kW/550Nm diesel costs $2000 more. A 2.5-litre four-cylinder plug-in hybrid (PHEV) peaking at 241kW/500Nm continues; the removal of the PHEV fringe benefits tax (FBT) waiver reduces the appeal, especially given its substantial $13,050 impost over the petrol six.

 

The cost of entry to CX-60 has been reduced by the introduction of a pared-back Pure (from $53,990 driveaway), with manually-adjustable front seats in black cloth and harder door skins. Standard specification takes in 18-inch wheels, LED headlights, keyless access to the front doors and boot, leather steering wheel, 10.25-inch touchscreen, wireless Apple CarPlay and Android Auto, dual-zone climate and a reversing camera.

 

The prior base grade is now the level-two Evolve (from $55,240 plus on-road costs), adding black artificial leather, a 12.3-inch digital instrument cluster, wireless device charger, 360-degree camera and power tailgate but many families will head for the Touring (from $58,240 + ORCs) that adds conveniences eight-way power-adjustable front seats with heating and driver’s memory, plus real leather.

 

The GT (from $64,240 + ORCs) steps up the appeal with 20s, adaptive LED headlights, 12-speaker Bose stereo, panoramic sunroof, heated rear seats, power-adjustable steering column, painted cladding and a black pack; a final ascent to the Azami (from $68,440 + ORCs) buys nappa-grade leather with extended trim, ventilated seats and further choice of pure-white Takumi or tan-leather SP packages for $2000 apiece.

 

Price-wise, Mazda has effectively repositioned the CX-60 from Lexus NX rival to the top end of the mainstream midsize SUV set, with the six-cylinder Mazda now capable of customer consideration alongside high-spec variants of the Toyota RAV4, Volkswagen Tiguan, Kia Sportage and Hyundai Tucson line-ups as well as tempting away Mazda CX-5 buyers.

 

The six-cylinder CX-60s are 48-volt mild hybrids carrying a 58-litre fuel tank. With the petrol rated for 7.4L/100km and the diesel 5.0L/100km, claimed range sits between 783–1160 km. The PHEV has a 50-litre tank and a 17.8kWh usable battery, with the latter providing 62km (WLTP) electric-only range. Ignore the official 2.1L/100km rating; on an exhausted traction battery the PHEV uses about 8.0L/100km.

 

Servicing intervals are every 12 months or 15,000km for the petrol engines, but more frequently at every 10,000km for the six-cylinder diesel. A capped-price servicing program extends for seven years, while Mazda’s standard vehicle warranty of five years with unlimited mileage applies.

 

Driving impressions

 

While the CX-60 retains the same updated rear shock absorber as it received in 2024, new suspension changes include softening of the rear springs, increased rear rebound damping and firmer front compression damping, plus shorter bump stops—a range of subtle alterations aimed at smoothing the Mazda’s previously busy and at-times harsh ride.

 

The result is another incremental improvement in ride quality and body control. Last year’s updates quelled the CX-60’s wayward rear-end vertical movement; this year, the front end feels about 20 per cent more compliant—overall, the ride is 50 per cent better than when this SUV first launched locally.

 

While some suspension harshness remains detectable, particularly over expansion joints on 20-inch wheels, the revised setup is competitive with high-specification mainstream SUVs. Mazda engineers are considering fitment of adaptive dampers for future SUVs, which (if tuned appropriately) could offer customers additional suspension bandwidth.

 

Steering calibration remains on-point. The rack is well-weighted, precise, and provides good road feedback—a characteristic that has carried over from launch, though vibration levels through the steering column have been reduced by way of a new joint for 2025. The CX-60’s rear-biased layout and inherent chassis balance contribute to rewarding handling.

 

Both six-cylinder engines are strong performers, with the 3.3-litre petrol delivering a polished experience with minimal lag and a pleasant acoustic signature, now bolstered in the cabin. However, the diesel of the same capacity stands out for its girthy low-end torque and excellent real-world efficiency, providing a realistic driving range of about 1000 km.

 

The CX-60 PHEV’s performance is mixed. Fully charged, it offers prompt acceleration, though its electric-only running is diminished by mediocre refinement from the clunky relationship between the motor and the eight-speed automatic it is mounted within.

 

Once the PHEV battery is depleted, the 2111kg mass (+150 kg over the diesel) strains the non-turbo, four-cylinder petrol engine. On that note, a non-hybrid (and likely naturally aspirated) four-cylinder petrol will join the CX-60 line-up later in 2025 to drive the entry price into the high-$40,000 range. It won’t be quick—but it won’t carry the PHEV’s weighty extras.

 

Mazda’s eight-speed auto, developed in-house without a torque converter but with multi-plate clutches, is more polished but remains an area for further refinement. The 2025 calibration eliminates most shift abruptness though occasional clunking into first gear while decelerating remains.

 

The CX-60’s brake pedal felt well-tuned, particularly in the six-cylinder models, with a feeling of surety slowing the SUV down from triple-digit speeds. Testing occurred on a mix of Victorian freeway, country and city roads, and also at the ex-Holden Proving Ground at Lang Lang.

 

Cabin quality continues to be a highlight. Even base models feature a core interior that is robust and well-built with minimal noise, vibration and harshness levels. Clear, intuitive switchgear continues across the range (including for climate and media functions), though the Pure grade’s cloth seats and harder secondary plastics limit perceived quality.

 

Evolve, Touring, GT and Azami each incrementally step up the plushness inside, with the middle pair forming what we see as the sweet spots for the CX-60. Touring, as its name suggests, remains on country-friendly 18-inch wheels and taller tyres, while the GT (on 20s) enjoys lashings of additional equipment that make for a pretty plush family wagon.

 

Mazda prioritises driver-focused ergonomics, with the retention of a rotary controller easing operation of the 10- or 12-inch central screen (variant-dependent) on bumpy roads. The Bose hi-fi introduced at GT level is worthwhile, and the front seats are very supportive on long drives (if in a firm, European way). Cabin storage is, however, a bit limited.

 

Second-row space is competitive if not a standout, with adequate legroom and headroom for adult passengers as well as children. Back-seat amenities such as USB-C ports, rear air vents (across the range) and heated seats on high variants are appreciated, as is the fitment of a household power point.

 

Boot capacity is fairly average at 477 litres, supplemented by remote 40/20/40 folding rear seat releases, some additional cargo netting, intelligent packaging of the cargo blind, and inclusion of a space-saver spare on the six-cylinder models.

 

Passive safety credentials remain a CX-60 strong point, with the Mazda retaining its 2022-vintage, five-star ANCAP rating (based on Euro NCAP testing). The CX-60 achieved high scores for adult and child occupant protection, and features an extensive suite of safety features including AEB, lane-keeping assistance, blind spot monitoring, and adaptive cruise.

 

High-grade variants add a useful 360-degree camera, while most of the CX-60 range now benefits from Cruising and Traffic Support—strengthened co-operation between the adaptive cruise control and lane-centring, helping to reduce fatigue on longer drives…though detection of lane markings could be more sophisticated.

 

Mazda’s bold call to reposition the CX-60 from premium crossover aspirant to value-focused upper-midsize SUV is, on balance, the appropriate decision—particularly if the goal is to generate volume and, in turn, return on investment on the expensive LPGP architecture.

 

Though still not flawless, the 2025 CX-60 is a viable and appealing choice among the five-seat SUV set, particularly for Australian buyers who see appeal in a strong six-cylinder powertrain, rear-biased layout and high-quality cabin at a relatively accessible price point.