Overview

Mazda offers 13 variants of its large CX80 SUV (essentially a stretched CX-60) topping out with the Azami P50e SP PHEV tested that sells from $92,769 plus on-road costs – with $5000 of that down to the optional six seat SP pack.

All CX-80s are hybrids but only the P50e is a plug-in that utilises Mazda’s venerable Skyactiv 2.5-litre petrol four-cylinder engine as a base with an electric traction motor sandwiched between it and the eight-speed transmission before feeding power to all four wheels with a rear bias, theoretically for a sportier drive feel…

Maximum output from the PHEV powertrain is quoted at 241kW and 500Nm, the ICE and electric motor units both contributing similar amounts to the overall total.

It weighs a portly 2267kg due in part to the amount of luxury kit, the decent 17.8kWh battery, all-wheel drive, extensive safety tech, three rows of seats, and its sheer size.

Mazda claims a combined fuel consumption figure of 2.7 litres per 100km for the big SUV which runs a 70-litre tank that requires 95RON premium unleaded for efficient operation.

A full electric mode is provided as are several others including Sport, Off-road(!) and Touring. Drivers can use the P50e’s paddle shift for more control while all the ADAS features default to on upon start-up.

The vehicle follows Mazda’s current distinctive family styling but can be easily mistaken for other models in the Japanese manufacturer’s line-up. Inside is also similar to other models in Mazda’s fleet and is both easy to use and pleasant to look at accentuated in this case by a suede dash, premium audio and second-row captain’s chairs.

Underneath is a set of SP-specific 20-inch alloys, a double wishbone front and multi-link rear suspension, larger 350mm rear disc rotors compared to other CX-80s, a novel brake by wire system and the model has a braked towing capacity of 2500kg.

The CX -80 Azami features a 12.3-inch main display and a 7.0-inch driver display, Apple CarPlay and Android Auto (wireless and USB-C connectivity), a 360-degree monitor with “See-Through View”, smart brake support with turn-across traffic assistance, blind-spot monitoring with vehicle exit warning, and LED headlights with auto on/off and high beam control.

Other kit includes Nappa leather upholstery with power adjustment for both front seats, driver memory settings, ventilated and heated front and heated second-row seats, a hands free remote-operated power tailgate, wireless phone charging, panoramic sunroof, personalised system that restores driver settings automatically and a premium 12-speaker Bose audio system.

Body-coloured wheel arches and lower cladding are also included as are LED headlights with signature lighting and Mazda’s ‘Personalise system with Easy Entry and Driving Position Guide’ also come standard.

The SP Pack is exclusive to the Azami and brings tan Nappa leather, gloss black honeycomb grille, dark LED headlights, second-row ventilated captain’s chairs (making for a six-seat configuration), and a suede dashboard panel.

Safety features across the range include smart brake support for turning across traffic, pedestrian and cyclist detection, reversing support, and rear cross-traffic alert, front cross-traffic alert and driver monitoring for drowsiness detection are also standard.

Mazda Connected Services, integrated with the MyMazda smartphone app, provide remote features like vehicle status and health, stolen vehicle assistance, and emergency SOS.

The CX-80 is available in eight paint colours.

Driving Impressions

We have to start this review by saying that we can’t figure out why you’d spend more on buying the plug-in (PHEV) CX-80 for minimal gain, if any, especially as it achieved real world average combined fuel consumption  of 7.8 litres per 100km during our week-long test drive.

Mazda says it will do 2.7L/100km, but that would have been assessed with generous electric motor assistance and not real-world usage when the ICE is running more often than not. The rather ho-hum fuel consumption kind of negates CX-80 PHEV’s “raison d’etre” in the first place, if you ask us…

A six-cylinder petrol MHEV CX-80, would likely clock similar fuel consumption as the P50e and sells for thousands of dollars less… and you don’t have to worry about plugging the thing in to get a measly 65km claimed fully electric range.

Moving on, we find the long body Mazda is good to travel in offering a high level of luxury that rivals potential European competitors and is super stylish inside featuring a three-level dash with a sensible sized centre info’ screen and nicely integrated switch panels.

Mazda steering wheels rate among the best in the business and such is the case here the round tiller eschewing currently in-vogue square or D-cut trends.

The same applies to the lusciously upholstered leather seats that tick all the boxes for a luxury SUV.

Access is facilitated by large doors and a gesture tailgate while the six seat/three row format is really good in terms of family accommodation.

Three seats in the second row would be a bit of a squeeze.

The second- and third rows easily fold flat creating a large usable space while numerous creature comforts dot the cabin in the form of seat adjustments, USB outlets, air vents and cup holders.

Though some effort has recently gone into refining the suspension it exhibits a tendency to bounce on undulating roads at low speed causing a disconcerting porpoising effect. Elsewhere it is capable enough offering up a well damped, flat ride, minimal noise intrusion despite low profile rubber and effective bump absorption.

We declined to take it off road even though it has an off-road driving mode…

With 2200kg or more of mass to control the electronic brakes with larger rear discs on the PHEV do an admirable job but the usual ADAS annoyances detract from the overall driving experience as you fight the vehicle to do what you want or suffer interminable, overzealous flashing lights, physical interventions and beeps.

On the performance front, the CX-80 PHEV is OK, but not a sporty model by any stretch. It is decent enough if you are prepared to exercise the right foot and get the petrol engine on the boil and gets off the mark cleanly. The driveline also offers linear acceleration to the speed limit thanks in part to the capable eight-speed transmission.

The transition from petrol to electric and back is not smooth often accompanied by a disconcerting clunk and low speed driving is punctuated by a whirring sound from somewhere underneath.