Mazda CX-60 review

The diesel engine itself is a new development. Mazda reckons a bigger ‘right-sized’ engine doesn’t need to work as hard as a downsized one, and can therefore run cooler and more efficiently, governed for longer periods by its innovative new combustion control software, than a smaller one. The net result, it says, is a six-cylinder engine with better fuel economy than a four, plus the benefits of a six-pot: smoothness and a more appealing sound.

The innovations are twofold. The first are piston heads with roughly half-egg-shaped combustion chambers that use the available air more efficiently. The other is what Mazda calls Distribution-Controlled Partially Premixed Compression Ignition (DCPCI). The idea is that by partially pre-mixing the air and fuel before they enter the cylinder, it can burn at a lower temperature without producing more soot or NOx.

Suppression of road noise isn’t a strong point of the CX-60 either, and it proved 2dBA louder at 70mph than the Alfa Romeo Stelvio, and 4dBA louder than the BMW X3. It’s no better than the cheaper Mazda CX-5.

At least the driving position is comfortable, with a steering column that comes out a long way and a commanding view over the long bonnet. Even here, however, it’s not a perfect score, as we wish the cushion was longer or had a pull-out thigh bolster.

Assisted driving notes

The CX-60 comes with AEB and blindspot monitoring as standard, but everything else is included in the £1100 Driver Assistance Pack on the PHEV and the £1900 Convenience & Driver Assistance Pack on the diesels.

The systems work well. Turning off the lane keeping assistance is quite involved, but we never felt the need to do so because it rarely intervenes unnecessarily. The blindspot monitoring has an audible warning when you indicate into the path of an overtaking vehicle. The adaptive cruise control is smooth, doesn’t panic easily when other cars cut in and can be set to standard cruise control, and the lane following does a good job too.

There are a few niggles. The adaptive cruise can occasionally be late to detect stationary traffic, the collision avoidance can be confused by parked cars and the analogue speedometer is replaced with a fairly pointless surrounding traffic graphic when the cruise control is activated.

A 3.0-litre straight-six petrol engine will join the range later on. If Mazda can repeat the trick of making it as economical as rival 2.0-litre fours, that will most likely be the first choice for private buyers.

A further argument for the CX-60 is the price. Even the four-wheel-drive diesel is about £1500 cheaper than a BMW X3 xDrive20d or Audi Q5 40 TDI, and the gap to the Volvo XC60 B4 or Mercedes GLC 220d is even bigger, although those last two are better equipped as standard. And if you have no need for four-wheel drive, there’s another £2500 to be saved. What’s more, option packs are reasonably priced, so the gap widens with equipment.

The CX-60’s residual values are predicted to be behind rivals’, but not by much. As a result, monthly PCP rates are competitive, looking much cheaper than an equivalent X3 and about level with an equivalent Q5 (though that is helped by Audi’s generous deposit contribution).