Mazda has given the CX-60 a comprehensive dynamics update for 2025, responding to customer and media feedback with a series of refinements aimed at improving ride comfort and handling, while broadening value and trim variety while it’s at it.
While the original launch brought attention for its bold pricing and novel inline-six powertrains, the 2025 update smooths out rough edges and better aligns the CX-60 with mainstream expectations.
2025 Mazda CX-60 D50e: Specifications
Engine: 3.3-litre turbo-diesel inline-six mild-hybrid
Output: 187kW@3750rpm / 550Nm@1500-2400rpm
Gearbox: Eight-speed auto
Drive type: All-wheel drive
Official consumption: 5.0L/100km
Claimed 0-100km/h: 7.3 seconds
2025 Mazda CX-60 G40e: Specifications
Engine: 3.3-litre turbo-petrol inline-six mild-hybrid
Output: 209kW@5000rpm / 450Nm@2000-3500rpm
Gearbox: Eight-speed auto
Drive type: All-wheel drive
Official consumption: 7.4L/100km
Claimed 0-100km/h: 6.9 seconds
2025 Mazda CX-60 P50e: Specifications
Engine: 2.5-litre four-cylinder plug-in hybrid
Output: 241kW@6000rpm / 500Nm@4000rpm
Gearbox: Eight-speed auto
Drive type: All-wheel drive
Official consumption: 2.1L/100km
Claimed 0-100km/h: 5.9 seconds
2025 Mazda CX-60: How much does it cost?
Thanks to a new ‘Pure’ grade joining the range, the CX-60 kicks off from a respectable $50,240. That’s a big step down from the original entry point of $59,800 for the now second-from-the-bottom Evolve variant.
At the top end, prices start from $81,490 for the Azami with the P50e plug-in hybrid powertrain. That’s down from $85,500 for the same nameplate in 2023. As before, all trim levels (Pure, Evolve, Touring, GT, Azami) are available with all three engine options; P40e petrol, D50e diesel, and P50e PHEV. See below for the full lineup (excludes on-road costs).
2025 Mazda CX-60: Interior & packaging
Mazda’s attention to detail inside the CX-60 remains a clear highlight, as the cabin continues to be one of the most visually appealing and well-built in the non-premium segment. A variety of interior colour schemes are available, which is a rarity and a welcome point of difference. Whether it’s the natural tones of the tan and cream options or the more conservative dark trims, each variant is nicely designed and constructed with impressive solidity.
The layout is familiar Mazda fare, with good ergonomics and crisp digital displays, including a fully digital instrument cluster and intuitive infotainment system. All come with dual digital screens, including 10.25in infotainment for the Pure and 12.3in for all others, as well as a 12.3-inch TFT cluster (7.0in for Pure non-PHEV).
All come with a surround-view camera system for easy parking, LED headlights with auto high-beam, dual-zone climate control, Android Auto and Apple CarPlay, and an eight-speaker sound system at minimum.
Higher grades receive luxuries such as Nappa leather, ventilated front seats, and a premium 12-speaker Bose audio system for the GT and Azami. The top two variants also add adaptive LED headlights, 20-inch wheels, heated rear seats, and a panoramic sunroof.
Cargo space remains decent, with 477 litres on offer with the rear seats up and 1726L with the rear row down. Second-row accommodation is spacious enough for adults, and features such as rear air vents and USB-C ports add convenience for passengers. There’s even an Australian AC outlet in the back rated at 150W.
2025 Mazda CX-60: Powertrain & handling
Arguably the most distinctive aspect of the CX-60 is its lineup of longitudinally-mounted engines, including not one but two inline-six options – almost unheard of in this segment. Buyers can choose between a 3.3-litre turbo-petrol or turbo-diesel, both mild-hybrid-assisted, or a more economical (although more expensive initially) 2.5-litre four-cylinder plug-in hybrid.
Outputs are impressive as well, with the G40e petrol producing 209kW and 450Nm, the D50e diesel developing 187kW and 550Nm, and the PHEV kicking out 241kW and 500Nm. There are no changes to the engines compared with the original CX-60, but Mazda has made some calibrations to the clutch packs in the eight-speed automatic.
It’s an unusual gearbox in that it features two clutches, but not in a conventional dual-clutch style. Instead, the direction is; engine>clutch>e-motor>clutch>gearbox. This is quite complex and it isn’t very smooth at low speeds. Upshifts are quick and the setup does help to improve fuel economy.
Speaking of which, all three offer excellent efficiency. The G40e petrol, the thirstiest, is rated at just 7.4L/100km. And in the real would you can expect to get quite close to that. And then the D50e diesel consumes just 5.0L/100km. For absolute economy, the P50e PHEV uses just 2.1L/100km and offers an electric driving range of 76km. So, in theory, you could drive this to work every day and not use any fuel at all, given you have appropriate charging facilities.
On the road, the inline-six engines provide a strong sense of force and confidence, over and above any four-cylinder rival. The petrol inline-six delivers linear power and torque, and a sporty edge via artificial sound enhancements, while the diesel offers exceptional low-end torque. Acceleration across 0-100km/h takes a claimed 6.9 seconds in the G40e, 7.3 in the D50e, and 5.9 in the P50e PHEV.
It’s not a slow SUV by any means, although not quite as quick as some European rivals in the premium medium SUV class, with similar or even lower outputs. Even so, these are very appealing engine packages that Mazda has come up with.
I spent most of this event in the G40e petrol. It is smooth and performance is more than adequately, however, there still seems to be some vibrations in the mid to higher rev range. It sometimes feels like it is vibrating through the gearbox tunnel. The artificial sound enhancement is a bit off-putting as well and could be interfering with the experience.
Mazda has addressed the original model’s somewhat jittery suspension tuning. The revised dampers and bushings make a tangible difference, providing better bump absorption and improved body control, particularly over undulating country roads.
That said, the steering still feels a touch artificial and lacks the natural feedback enthusiasts might associate with older Mazdas like the CX-5. It’s accurate and but not as consistent, and still slightly detached from the road at highway speeds.
Fortunately, Mazda’s underlying sporty handling characteristics remain. It feels happy to attack corners with enthusiasm, and now with less consequence when encountering mid-corner bumps. This is fun to drive yet perfect for travelling with the family.
2025 Mazda CX-60: First impressions
With improved suspension tuning and a new entry-level Pure grade, the updated CX-60 shapes up as a more compelling contender in the crowded mid-size SUV segment. My pick is the G40e, paired with a lower grade trim where value is high.
2025 Mazda CX-60: Video
