Is Mazda losing its marbles? It’s becoming increasingly more Honda-like, just when Honda itself is now turning away from being ICE-centric by default. Should we worry that this modestly-sized OEM is too eccentric, gambling with shareholders’ money in a dangerously risky manner? Not at all.
North-south engines, rear/four-wheel drive platform
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New (and forthcoming) models – such as the CX-80 pictured – which on the surface seem to be aimed at small niches, are in fact much bigger deals than some think. This large SUV, which, incidentally, does not come as an EV, was relatively cheap to develop. Plus its array of four- and six-cylinder engines, each fitted to a RWD-4WD platform developed from scratch, offers novelty in a same-same segment.
This all sounds well and good but the sceptics will insist that a fresh line of straight-sixes is far from what buyers want in 2025. Not so. And, Mazda also offers its high output/low emissions 2.5-litre four-cylinder PHEV alternative in not just the CX-80 but related models. Here then is an entire family of cleverly engineered SUVs.
The CX-30 and CX-50 are outliers in the firm’s two-letters and two-digits line-up. The first is an older model and the second part of a JV with Toyota for North America. Then there’s the CX-3 and CX-5, both legacy vehicles from an earlier era and therefore probably quite profitable. Demand for the CX-30, CX-3 and CX-5 remains good in many countries, while the CX-50 is new-ish and doing well in the US/Canada/Mexico.
Four models, one engine family
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By GlobalDataAbove the four models just mentioned sit the CX-60 and its wider-bodied CX-70 brother – essentially the same in most other ways though engines can differ. At the top of the tree are the CX-80 and CX-90. These four (60-90) were developed as part of the same project so they share an architecture and powertrains.
It being such a big market for the brand, Australia is about the only country where buyers can choose a 60, a 70, an 80 or a 90. Here in Europe the CX-70 and CX-90 would be too wide for a lot of parking bays and garages. For the same reason and despite being built there, they are similarly unavailable in Japan. Why does no other OEM copy this idea? Instead, we are so often saddled with unwelcome girth.
The CX-80 is the same width as the CX-60 but taller and longer (with a 250 mm lengthier wheelbase), has three rows of seats and is mainly for Europe. AWD and an eight-speed automatic gearbox are standard, with layouts being either 2+2+2 or 2+3+2. The back doors are extended compared to the 60 and they also pivet to almost ninety degrees which is really handy for those who regularly use both rear rows.
‘INLINE6’ times two but not one ‘DIESEL’ badge
The bountiful Aussie market, a place where Mazda closely trails second-placed Ford, is some of the reason why the six-cylinder engine programme happened. North America and the Gulf States are the major justification though, even if the 3.3-litre diesel is irrelevant and less relevant there, respectively. But there are certain other countries, and the UK is one, where the ‘INLINE6’ also works.
That such badges feature on the CX-80’s front wings show how proud its maker is of the diesel derivative. However, let’s be honest: due to our taxation system, most examples sold to British buyers will be the I4 petrol PHEV. Which only makes the pricier-fuel alternate choice all the more interesting.
Drinking from the black pump is nothing like the value proposition it used to be. Still, there will be people – I am one – who prefer the 3.3d to the 2.5 PHEV. Let’s also discuss the way it sounds, and the way it goes.
As tow-tastic as a TDI?
Sure, this is no Audi SQ7 TDI but the noise which comes from below the bonnet and the back end is very nice. A low-revs idle, naturally, just the hint of turbocharger whistling, a lovely near-burble and the suggestion of immense torque. You can see why people who tow will want this engine in their CX-80.
Outputs for the mild hybrid I6 are 187 kW (254 PS) and 550 Nm (406 lb-ft). Considering this is not a light vehicle – but equivalent EVs are several hundred kilos heavier – it hustles along and acceleration is great. Nor is there much nose diving under brakes or wallow in bends. Best of all? You can easily achieve more than fifty miles per gallon: quite something. That 3.3-litre six is a great engine in so many ways.
Personally I find the proportions of this sub-five metres car to be near-perfect. Even when you know the wheelbase is an extraordinary 3,120 mm it still looks right. The overhangs at both ends are short and that amazing length between the wheelarches means abundant space for each of the six or seven occupants.
Intelligent design
There are many luxury-brand appointments throughout the cabin. Mazda really is becoming ever more premium. There is quite convincing chrome-effect trim, some rather beautiful light-coloured wood-effect panelling, padded surfacing seemingly everywhere and a not-too-large screen.
On the move, the visual display is controlled by a lovely-feeling little wheel rather than stabbing prods (touch works only when the vehicle is stopped). Each time it clicks you think Japanese Precision. Remember when every Audi, Benz, Lexus, Range Rover and Volvo was like this? Now it’s oversized screens demanding one’s attention, fingerprints, laggy software, endless presses and long periods of being forced to look left rather than ahead. As bongs assail you for having eyes off the road. High-end from Hiroshima versus pestiferous past masters, in other words.
Summary
The big Mazda, just like any Genesis – I’ve been driving one of these recently too – shows how to do a luxury SUV. And yes, it does seem a little odd to use the l word for vehicles made by the maker of the Scrum Wagon and MX-5. But we should.
The CX-80 isn’t inexpensive yet it’s priced fairly considering all the gear which comes as standard. Not forgetting an air of understated prestige and a fantastic USP: that smooth-as 3,283 cc engine. Not even BMW does a six-cylinder diesel as characterful and fuel-sipping as this one.
The Mazda CX-80 is priced from GBP49,780 as a 2.5-litre PHEV or from GBP52,475 as a mild hybrid 3.3-litre diesel. Official consumption for the Inline6 is 5.7 l/100km or 49.6 mpg and the CO2 average is 148 g/km.
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