Mazda CX-60 P50e Evolve Vision Luxury 2024 Review

The 2.5-litre four-cylinder petrol engine-based CX-60 P50e Evolve PHEV reviewed here joins the most powerful vehicles in the CX-60 fleet. Slightly downstream of the most expensive CX-60 – the $88,800 P50e Azami SP PHEV – “our” P50e Evolve came with the optional Vision Technology and Luxury packages which lifted the price from $73,600 to $77,600 before the on-road costs.

This pricing begs an obvious question. It seems inconceivable that a luxury mid-size SUV priced north of $70,000 should list some fundamentally basic safety technology as optional.

Adaptive cruise control, front cross-traffic alert and driver attention detection are available on the P50e Evolve, but only as part of the Vision Technology pack. And if you want leather trim, you will be asked to stump up for the Luxury pack.

Although it’s hard not to be aware of what’s optional, the CX-60 P50e Evolve presents as well equipped and reasonably luxurious. Satellite navigation, a high-res 10.25-inch centre screen, dual-zone climate control, auto-dimming mirror, eight-speaker audio, a power tailgate and 360-degree monitoring are all present and accounted for.

As the entry level model, the CX-60 P50e Evolve is confined to seats trimmed in synthetic leather and manually adjustable, but there’s dual-zone climate control and the powered tailgate to compensate.

The P50e Evolve is covered by the same five-year/unlimited-kilometre warranty as other CX-60s, with a 12 months/15,000km servicing schedule. The seven-year capped-price service program sees annual costs averaging out at $673 for G40e, $643 for D50e and $518 for the PHEV variants.

Once again, the non-inclusion of some safety tech is a bit of a thorn in the CX-60 Evolve’s side, but at least autonomous emergency braking, pedestrian avoidance, lane-departure warning, lane-keep assist, blind spot monitoring, turn-across traffic braking, road sign detection, tyre pressure sensors, auto-dimming interior and exterior rearview mirrors, self-dipping LED headlights and parking sensors at front and rear make the cut.

Boasting 10 airbags – including a front centre airbag – Mazda CX-60 scored a full five-star ANCAP rating in 2023.

The 10.25-inch panoramic LCD display sidesteps modern touch-screen conventions with its large circular knob on the centre console for input. The centre screen graphics are crisp and clear, and are backed up by a three-inch multi-information display ahead of the driver. There are two USB-C ports (along with a 12-volt outlet) in the front console and two more in the rear. A head-up display, wireless Apple CarPlay/Android Auto, and wireless smartphone charging complete a pretty comprehensive suite.

By Mazda standards the CX-60 P50e plug-in hybrid is something of a powerhouse. At the heart of the hybrid system is a 141kW/261Nm direct-injection normally-aspirated petrol engine which combines with a 100kW/250Nm electric motor to produce a combined output of 241kW, which makes it the second-most powerful Mazda road-going drivetrain ever, after the CX-90.

The rear-biased i-Activ AWD system drives through an eight-speed planetary-gear transmission featuring a multi-plate clutch and an integrated electric motor/generator. In combination, the clutch and motor/generator do away with a hydraulic torque converter for shorter shift-times and improved efficiency.

The Mi-Drive system offers five modes – Sport, Normal, EV and Off-Road – that are selectable via a toggle switch on the centre console, next to the gated shift lever.

Mazda claims that its PHEV system is capable of a 76-kilometre EV range on a fully-charged battery that can be loaded to maximum capacity from a 240-volt wall socket in five hours or so. Our review car consistently managed a range of around 50km on electricity alone.

Otherwise the combined average fuel consumption for the P50e is quoted at a typically unrealistic PHEV figure of 2.1L/100km. The review CX-60 P50e delivered a not too shabby real-world figure of 5.7L/100km.

The ride and handling of the Mazda CX-60 PHEV, though a bit softer and less sporty, are not too different from the mild-hybrid, six-cylinder petrol and diesel models.

At 2111kg, the CX-60 P50e with its heavy under-floor battery pack weighs in around 100kg more than six-cylinder CX-60 variants, and the steering feels quite heavy and slightly low-geared (three and a quarter turns from lock to lock). There’s also a tendency for the CX-60 to pitch on highway bumps, leaving the Mazda feeling unsettled and less agile than its notional predecessor, the Mazda CX-5. It’s also clearly heavier to handle on the road.

Road noise is acceptably muted, but the 2.5-litre four-cylinder engine borders on noisy at times, especially when the hottest CX-60 is being used forcefully. This is partly forgiven by its overly eager nature, but the P50e PHEV nevertheless lacks the smoothness and refinement that are characteristics of many high-end hybrids.

The claimed zero to 100km/h figure of 5.9 seconds is probably enough to justify the rowdiness. It’s something of a PHEV hotrod.

The P50e promises to be a reasonable tow car as well: Its 2.5-tonne braked-trailer tow rating equals petrol six-cylinder CX-60s which have a half-tonne advantage over the two-tonne-rated six-cylinder diesels.

As our test Mazda CX-60 was specified with both Vision Technology and Luxury option packs, the cabin was resplendent with a full array of Mazda premium furnishings.

Leather seating with power adjustment and heating for both front passengers (including memory adjustment settings for the driver), dominate an interior that has a distinct luxury ambience. There is no shortage of soft-touch materials and plenty of control tactility that’s partly due to the lack of touch-screens.

From the big, double-lidded front console to the numerous storage spaces provided for cups, drink bottles and other paraphernalia, to the ergonomically-sound controls on the dash and the multi-function steering wheel, the CX-60 is evidence of Mazda’s well-honed ergonomic credentials – appreciating how to design a welcoming, high-class and functional interior.

It should not be too much of a surprise, because it’s a complaint to other Mazda models as well, but the rear seats of the CX-60 don’t provide quite the leg-stretching space you might justifiably expect of a vehicle that is distinctly bigger than the Mazda CX-5. At least the CX-60’s rear head and shoulder room are better than its older and smaller sibling’s.

The quoted luggage-carrying abilities are slightly increased over six-cylinder CX-60s, beginning at 477 litres and expanding to 1726 litres with the rear-seat folded flat (compared to 1576 litres for six-cylinder CX-60s). There’s no space-saver spare wheel – just a tyre repair kit.

Provided customers are comfortable with Mazda’s steep and not-so-cheap step closer to the premium class, and are prepared to think in terms of BMW, Mercedes-Benz, Audi – and even Lexus – as rivals, the CX-60 P50e Evolve Vision Luxury has most of the credentials to be considered legitimate competition, including its long-winded name.

With some reservations about the quality of the ride experience and the fact that some safety items that are optional should be standard, the CX-60 matches the competing Euros in most tangible aspects.

The challenge for Mazda will be to get the appropriately-discerning bums on seats.

2024 Mazda CX-60 P50e Evolve Vision Luxury at a glance:
Price: $77,600 (plus on-road costs)
Available: Now
Powertrain: 2.5 -litre four-cylinder petrol-electric
Output: 141kW/261Nm (electric motor: 100kW/250Nm)
Combined output: 241kW
Transmission: Eight-speed automatic
Battery: 17.8kWh lithium-ion
EV range: 76km
Fuel consumption: 2.1L/100km
CO2: 49g/km
Safety rating: Five-star (ANCAP Year 2023)

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