• Hybrid is the most powerful CX-60
• Two diesels offered – 200 and 254hp
• All suit the sporty aspirations of this big SUV

Diesel engines

Mazda offers the CX-60 with a 3.3-litre straight-six diesel. It’s actually one of the largest diesel engines on sale today and certainly makes the likes of the Peugeot 3008’s 1.5-litre four-pot look a little weedy.

The mild hybrid-assisted diesel is offered in a 200hp rear-wheel drive configuration, or a more powerful 245hp unit with all-wheel drive. We’ve sampled both and can confirm that they are both very pleasant and suit the CX-60 well. Even in the lowest-powered model, there’s loads of mid-range, as you might expect. The mild hybrid system is well suited to the eight-speed automatic, instant response and effortless hill-climbing on offer.

The more powerful engine obviously delivers more punch, and the four-wheel drive system means more traction, but on the road, there really isn’t much to choose between the two. Off the line, the 200hp model posts a 0-62mph time of 8.4 seconds, with the 254hp cutting that to 7.4 seconds. We’d suggest saving your money for the entry-level car. Both diesels sound good, with a pleasingly mechanical note.

We’re living with a 254hp 3.3-litre diesel during 2023 to find out how it fares as a premium off-roader.

Hybrid engine

The CX-60 PHEV is the one to have for company car users thanks to its low BIK. It’s powered by a combination of an electric motor sandwiched between its eight-speed automatic gearbox and a 2.5-litre petrol engine. Combined, the engine and motor produce 327hp and 500Nm; this means the CX-60 has a 0-62mph time of 5.8 seconds.

There’s enough battery capacity to cover 39 miles according to WLTP standards, and in our own testing that’s achievable, though 30 miles is more realistic if you’re not crawling around town. There’s an off-road programme, and a a sport mode, in addition to purely electric EV and the default hybrid setting.

That engine, while entirely adequate, has to work quite hard when the motor isn’t assisting it; it’s more refined than rivals at a similar price, but lags behind rivals that share this ‘premium car’ layout and cost more. Hybrid mode is generally good, but at urban speeds, coasting and charging can result in occasional ‘clunks’ like hard gearchanges. At slower speeds or during motorway cruising it’s better at predicting what to do next.

With paddle shifts and a true eight-speed automatic design, the gearbox is well suited to enthusiastic driving compared with the elastic CVT often found in hybrids. While the 2.5 can be loud when working hard, it’s a traditional ‘revving and gears’ pattern rather than the extended ‘mooo’ of CVTs. This tech allows it to tow more than rivals, as well.

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What’s it like to drive?

• Surefooted, agile handling for its size
• Somewhat harsh with larger wheels
• Great under pressure, less resolved at slow cruise

We’ve had mixed feelings about the CX-60’s ride quality. Entry-level cars on 18-inch wheels seem to float over bumps, but the mid- and top-spec cars feature 20-inch wheels which make the ride rather firm. It copes poorly with bad road surfaces, bouncing around in a most unsettling manner. Having said that, the diesel seems to be more settled on rough roads than the PHEV, but none are exactly poised.

The firm ride does mean little bodyroll, but the CX-60’s ride never truly settles down and though the excellent seats do cushion you from the worst we’d recommend a thorough test drive before you commit.

When asked to move quickly it does, with a rear-biased but grippy launch and a deep, slightly coarse growl. In the PHEV, there’s ample power for overtaking and no indication that a depleted EV range impacts acceleration, and at motorway speeds it’s quiet and reasonably refined. Lane-keeping adaptive cruise control is optional and intuitive, but can be a little aggressive keeping you within the white lines.

As for handling, the Mazda CX-60 has been set-up with sporty driving in mind. As a result it has direct, communicative steering, predictable cornering, and very progressive, easy to modulate brakes that don’t randomly change feel based on the hybrid system’s mood. There’s even a reasonable amount of engine braking if you override the gearbox.

However, it’s a different story on diesel-engined cars. The unsettled nature of the plug-in hybrid is presumably thanks to the weight of the battery over the rear axle, but in diesels the ride is far more supple and predictable. The steering is a little heavy, but that just helps add to the car’s premium pretensions. We’ve yet to try it off road, but it feels solid and planted on tarmac, with loads of ground clearance. It’s not too bad to park either, given its dimensions.

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