since 1976
since 1976
By Lee Pang Seng
MAZDA might have gone through a lean spell earlier in the year with the onslaught of the Chinese brands but distributor Bermaz Motor didn’t throw in the towel. In fact, it took up the challenge by introducing two all-new models - Mazda CX-60 and CX-80 - to give its rivals a good run for the money.
And these are not just the Mazda models that we have come to be familiar with. Both are rear-wheel drives and the CX-80 is a PHEV (plug-in hybrid vehicle) AWD (all-wheel drive) that signals Mazda’s transition to BEVs (battery electric vehicles). Add to that the automatic transmission without torque converter and a double wishbone front suspension, the CX-60 and CX-80 display Mazda’s engineering finesse in moving forward.
For now, both are imported models and carry very attractive prices for the status quo. The CX-60 is available for RM200,510.40 on the road without insurance while the CX-80 has an estimated price on the road without insurance of RM331.610.40. The customer response to the CX-60 is described as ‘excellent’ and that bodes well for a sustained strong run in the Malaysian market.
A drive between the Klang Valley and Ipoh was organised to give the media an insight into the CX-60, especially on the quicker uptake of power with the new automatic transmission system and the improved drive and ride comfort quality that the double wishbone front suspension would provide.
The CX-60 and CX-80 feature Mazda’s eighth generation platform and are considered mid-size SUVs (sport utility vehicles) in the Large Product Group; the CX-5 is seen as a compact SUV and the CX-70 and CX-90 (both of which are not sold here) are at the top of the chain. The CX-30, which has the seventh-generation platform, is classified in the small product SUV category.
Going rear-wheel drive is Mazda’s way of giving the CX-60 and CX-80 better vehicle weight distribution that in turn provide good dynamic balance when driven, in particular along winding stretches. As the engine is located in a north-south position (longitudinally), unlike the east-west location (transverse) for front-wheel drives, Mazda could place the engine further to the rear and achieve a balance in overall vehicle weight that is close to 50:50.
Being a taller vehicle, this could be easier done without intruding much into passenger space although a central hump, albeit a relatively slight raised one, on the floorboard is necessary for the driveshaft to link to the rear drive axle. This is only noticed by rear passengers, in particular the one sitting in the middle, but the slight hump won’t affect legroom to make ride less comfortable.
Styling-wise, it retains a family semblance in the execution of smooth body lines and design details for a sleek stance. The LED (light emitting diode) headlamps include the daytime running lights (DRL) and the rear LED light clusters carry their own distinctive look. The front grille is much bigger than that of the CX-5, giving the CX-60 a more expansive look that serves its mid-size SUV status.
On that score, the CX-60 is dimensionally bigger than the CX-5 with an overall body length of 4740mm (CX-5 is 4550mm), overall width of 1890mm (1840mm) and overall height of 1680mm (1675mm). The wheelbase is also longer at 2870mm (2700mm). It is also a heavier vehicle with a kerb weight of 1770kg (1592kg, based on the 2.5-litre normally aspirated model).
Yes, the CX-60 now comes with a non-turbo 2.5-litre engine as it could be more attractively priced. We believe that if the demand for the CX-60 remains consistently strong, there is every likelihood that a turbo version might be introduced in the near future. Although it might cost more, many Mazda owners probably wouldn’t mind paying for the extra oomph in performance.
The Skyactiv engine with variable valve timing (VVT) appears similar, although it is likely to be improved and made even more efficient in the CX-60. It has an undersquare configuration with an 89mm bore and long 100mm stroke to displace an exact 2488cc. Power output seems lower at 140kW (189hp) at 6000rpm against 141kW (192hp) at the same rev peak but torque is up at 261Nm at 3000rpm (258Nm at 4000rpm).
Being rear-wheel drive, engine output is channelled to the rear wheels via a new eight-speed EAT (electronic automatic transmission) that uses a different system instead of a torque converter. The CX-5 has a six-speed automatic. In combined fuel consumption, the CX-60 is said to achieve the same 7.3L/100km (13.7km/l) as the CX-5 2.5. It also has a higher top speed of 203km/h against 196km/h.
Klang Valley-Ipoh Drive
Being a CX-5 2.0 mid-spec owner, we were immediately comfortable in the driver’s seat as we were familiar with the general layout of the respective controls. What we would love to have in our CX-5 is the 12.3-inch centre multi-info display and the head-up display (HUD); even the driver’s instrument panel is bigger as a 12.3-inch unit while maintaining the three-dial format.
The central multi-info display is a touchscreen unit but general access to some of the functions is via the rotary knob on the central console, somewhat similar to that in the CX-5. The electronic control for the steering wheel height and reach was fully enjoyed along with the electronic selection of the seat position (the front passenger also enjoys this feature).
We were assigned four to a vehicle that added close to 300kg to vehicle weight but we didn’t feel any sluggishness in the initial acceleration and the pace was good. The steering wheel feel was heavier than expected, which we suspect was to give the CX-60 a weighted feel when cruising on the highway. We were comfortable with that as it wasn’t overly heavy.
For quick overtaking, a prompt on the accelerator generally did the job. We could also select Sports mode that changed the ambient colour of the driver instrument panel bright red or use the paddle shifts on the steering wheel to select a lower gear. This is where a turbocharged 2.5-litre would have been more fun to drive based on our experience driving the CX-5 2.5 Turbo along the same highway in 2019.
We noticed the more comfortable ride, especially as a rear seat passenger, with the new double wishbone front suspension. The CX-60 comes with 20-inch rims (the CX-5 Turbo models run on 19-inch wheels) that are shod with 235/50 R20 Goodyear Efficient Grip tyres. It might be a bit harder over the bumps but the impacts were well absorbed to pander to passenger comfort.
We continued to revel in the generally quiet interior ambience on the move, despite the robust speed, while lounging in the leather seats. The CX-60 clearly adopted the good aerodynamics of the CX-5 and air turbulence was low, just like the road noise intrusion. We could carry our conversion normally and even enjoyed music at the usual volume we use in city driving.
With a longer wheelbase, the legroom was better as expected but we noted a similarity in the seat support. It was somewhat short on thigh support, not that it would make the journey tiring as we enjoyed our rear seat experience. With the overcast sky, we also mad use of the sunroof with the undercover opened to revel in a brighter ambience.
Visually, the luggage space looked just as good as that for our CX-5. It accommodated the luggage for the four of us without any problem. The rear seat rests are split 40:20:40 unlike the 50:50 arrangement of the CX-5, which should come in handy if you have sizeable or long items to carry on board.
We would have love to take the CX-30 through some winding stretches along secondary roads to gauge its dynamic qualities with the double wishbone front. From the few mild turns that we went through, we could tell that the rear-wheel CX-60 would be just as much fun to drive through corners as our CX-5, if not better without any hint of an understeer that is typical to front-wheel drives.
CX-80
Serving as the new flagship of the Mazda range in Malaysia, the CX-80 has three rows of seats that should accommodate seven in premium comfort. It is a longer SUV at 4995mm in overall length while the wheelbase is 3120mm to ensure a passenger cabin that befits its top honcho status.
It is also taller at 1705mm while retaining the same 1890mm width and the 175mm ground clearance is the same as the CX-60. Being a bigger vehicle with more seats and equipment on board, the CX-80 is understandably heavier at 2342kg, almost 650kg more. Mazda describes its styling as ‘Graceful Toughness’ to reflect its ‘bold and refined presence’.
That is where being a PHEV helps. While it shares the same 2.5-litre engine as the CX-60, it comes with a 17.8kWh lithium-ion battery that powers the electric motor to drive the rear wheels. This electric motor has an output of 126kW (172hp) and 270Nm, giving the CX-80 the combined output of 237.5kW (323hp) and 500Nm.
The battery could provide an electric range of 65 kilometres and the combined fuel consumption is given as a very low 1.6L/100km (62.5km/l), which is impressive for such a dimensionally big vehicle. It also uses the same eight-speed electronic automatic transmission without torque converter. Top speed is lower at 195km/h.
Mazda refers to the interior as a human-centric design approach with its Jinba-Ittai philosophy that harmonises car and driver as a single entity. The dashboard is similar to that in the CX-60 and it is in the tasteful appointments in the leather upholstery and features that give the CX-80 a luxurious standing.
In product warranty and service maintenance, both the CX-80 and CX-60 continues the same package that applies to all the Mazda vehicles (except for the Mazda BT-50 pick-up on the service programme). This is a five-year Manufacturer’s Warranty and five-year Free Maintenance Programme.
