2025 Mazda CX-80 D50e Touring review

03/21/2025 02:00 AM

2025 Mazda CX-80 D50e Touring

Mazda is a little different from other brands. Its range includes a lot of similar, but just slightly different SUVs aimed at the premium end of the market.

Most brands take a more staggered approach with clear delineation between model lines. In the case of the 2025 Mazda CX-80, it's one of two seven-seat models in Mazda's new, upmarket line-up.

While the flagship CX-90 is the one to aspire to, the CX-80 range is the realist. It's aimed at middle- and upper-middle-class Aussie families with more approachable pricing.

It's also shorter and narrower. For anyone with a narrow inner-suburban street to park in, or tight urban parking to contend with, the smaller dimensions make sense.

That's not to say the CX-80 is compact. Far from it. Along with sheer size, the CX-80 also offers a wide range of variants, and a choice of petrol, diesel, and plug-in hybrid performance.

I spent a week in the most affordable diesel model in the range to see if the CX-80 manages to break the large SUV mould.

How much is a Mazda CX-80?

The Mazda CX-80 range starts with the CX-80 G40e Pure. The base model comes with petrol power only and starts from $54,950 plus on-road costs.

To unlock the other powertrain options in the range you need to step up to the Touring model, which is available in D50e diesel and P50e petrol plug-in hybrid versions. The petrol G40e Touring stars from $61,950, while opting for the D50e Touring shown here adds $2000 more to the bottom line.

The plug-in hybrid version carries a more prodigious premium, starting from $75,000. It's also possible to get more richly equipped GT and Azami grades starting from $68,950 and topping out at $87,200 all before on-road costs.

Internally Mazda faces plenty of competition from within its own range. The five-seat CX-60 Evolve roughly lines up with the CX-80 Touring's equipment and is priced from $62,550 with a diesel engine – just $1400 less.

There's also the larger seven-seat CX-90 D50e Touring, which carries a $12,600 premium, priced from $76,550.

That positioning makes the CX-80 something of a value star – at least within Mazda's range. Even for buyers stepping out of the previous CX-8 D35 Touring, the move to the new model is just over $6000. Not small change, but also not out of place given the extra size, power, and equipment offered in the CX-80.

Despite being just one grade up from base, the CX-80 Touring includes a long list of standard features with highlights including 18-inch alloy wheels, LED head- and tail-lights, powered tailgate, keyless entry and push-button start, tri-zone climate control, leather seat trim, heated front seats, electric front seat adjustment with driver's memory, wireless phone charger, rear door sunblinds, and more.

As you'd expect from a recently introduced vehicle, safety equipment is also comprehensive with a 360-degree camera, autonomous emergency braking, blind-spot monitoring, safe exit alert, front and rear cross-traffic alert, and adaptive cruise control among other features.

Rivals aren’t positioned too far off either with the Hyundai Santa Fe Elite priced from $62,500 with a turbo petrol engine, or $65,000 as a hybrid. The Santa Fe offers impressive interior space with a premium feel inside.

The Kia Sorento range offers V6 petrol or four-cylinder turbo-diesel engines with the high-spec Sorento Sport+ priced from $61,230 plus on-road costs with a diesel engine and all-wheel drive. Kia's local ride and handling tune makes the Sorento a terrific fit for Aussie roads and driving styles.

With a slight price premium, the petrol-hybrid Toyota Kluger range offers the entry-level Kluger GX from $60,290 with all-wheel drive. Refinement and economy from the hybrid powertrain are impressive.

How big is a Mazda CX-80?

The CX-80 is a big car. At 4990mm from nose to tail, it's longer than both the Sorento and Santa Fe, and just a touch bigger than the Kluger.

As you'd expect that translates to plenty of space inside, with all three rows being up to the task for people-carrying.

The dash design is common across CX-60 and CX-80, and Mazda provides front occupants with a wide, high centre console. Seat space is good with plenty of room and adjustment for drivers of all sizes.

In the Touring grade, the front seats offer electric adjustment with driver's seat memory but the steering column is adjusted manually.

Despite the rather large divider between the seats, storage is limited. The console only houses a very shallow tray inside, and the wireless charger in front of the gear selector is quite compact. It's easy to send your phone flying if you accelerate keenly or roll into a bend too quickly.

Interior controls are handled largely by buttons rather than buried in the infotainment system, which makes it incredibly easy to make adjustments on the go. I found the interior fans to be quite noisy, even at low fan speeds there's a lot of noise, and with the rear zone in use it gets even louder still.

Middle-row seat space is quite generous. The CX-80 is built on the same long 3120mm wheelbase as the CX-90, and has the same long leg room available. Head room is decent too, but the centre seating position is quite firm and has a pronounced transmission tunnel to contend with.

Passengers in the second row get their own climate controls and air vents, a fold-down armrest with cupholders, and roll-away blinds on the rear doors. Access to the third row is via a flip-up lever on the seat backs, but unlike some large SUVs with one-touch spring-loaded access, the Mazda requires a bit of muscle to shove the second row forward.

I'm 169cm tall, and I fit into the third row, just. My knees rest against the seats in front when they're in their rearmost position, but there's enough space to slide them forward a little without robbing second-row leg room.

Third-row seats get dual cupholders on each side, and air vents in at each side, although these are in prime position to be damaged by cargo with the third row folded. It's not the most grand third row (a Palisade offers more space for instance), but it is one of the roomier in the class.

With all rows of seats in place, the CX-80 offers 258 litres of cargo space, just enough to pile a complement of school bags or a row of grocery bags. Fold the third row and that space grows to 566L. The boot opening is a little narrow but it widens out further forward with bag hooks, a boot light and a 150-watt household power outlet in the boot.

A cargo blind is included, but it can only be used behind the second row or seats, and not the third row. It stores beneath the floor, but needs to be unclipped, squeezed down, and then stowed. The process is fiddly and putting it back in place is almost a two-person job.

Does the Mazda CX-80 have Apple CarPlay and Android Auto?

Despite being a relatively new infotainment platform, the system in the CX-80 falls a bit behind key competitors. Screen size is 10.25-inch in the Touring grade (and 12.3-inch in higher grades) with a super-wide aspect ratio that tends to make it look compact.

Apple CarPlay and Android Auto are available, both wirelessly or via a cabled connection. The system includes satellite navigation, Bluetooth, and AM/FM/DAB radio.

Although not universally admired, Mazda's input system with a rotary dial on the centre console is quite easy to use and intuitive without needing to look away. When using smartphone mirroring it can be a bit trickier to use depending on the app.

Unlike the bigger screen of other models in the range, there's no option to turn on touchscreen functionality for the 10.25-inch display, which feels like a massive oversight on Mazda's behalf.

The six-speaker audio system doesn’t carry any premium branding, but delivers clean sound and punchy bass.

Along with the in-car infotainment, Mazda offers a Mazda Connected Services app. Once registered, owners can remotely lock and unlock their car, check check vehicle status, parental controls like curfew and geofence alerts, and vehicle location info.

Access to Connected Services is complimentary for the first three years. After that subscription fees apply, with Mazda set to contact owners with details as the included period comes to an end.

Is the Mazda CX-80 a safe car?

The CX-80 range boasts five-star safety – the highest rating under safety body ANCAP's assessment scale. All CX-80 variants, petrol, diesel, and plug-in hybrid, are covered by this rating.

By section the individual rankings break down to a 92 per cent safety score for adult occupant protection, 87 per cent for child occupant protection, 84 per cent for vulnerable road user (pedestrian) protection, and 83 per cent for safety assist systems.

What safety technology does the Mazda CX-80 have?

Mazda provides a comprehensive list of safety inclusions across all variants of the CX-80 line-up, though it does hold back a couple of features for more expensive models.

In the Touring grade you get autonomous emergency braking (AEB) with cyclist and pedestrian protection, intersection support, and reverse AEB. There's front and rear cross-traffic alert, lane-keep assist and departure warning, camera-based driver attention monitoring, blind-spot monitoring with safe exit alert, traffic sign recognition and more.

The missing items found only on the Azami model are 'cruising and traffic support' that adds lane-centring technology. An odd omission when so many rivals include this technology. A see-through bonnet view for the 360-camera and adaptive LED headlights are also reserved for higher-grade models.

While most of Mazda's systems work well, the 360-degree camera offers a poor view. The letterboxed display screen means it only provides minimal detail, and the thick black bands at each corner of the car show that Mazda is off the pace when it comes to surround-view tech.

The speed sign recognition was a mixed bag. Good at picking up speed signs and even circular stop signs held by roadside workers, but also reliant on stored GPS data that wasn’t always correct and eagle-eyed enough to pick up signs on side roads or at intersections that don’t apply.

Both rear rows of seats feature top-tether child seat anchorages, but only the second row has ISOFIX mounting points, in the outboard seating positions. Eight airbags are fitted, with full-length curtain airbags and a front-seat centre airbag among them.

How much does the Mazda CX-80 cost to run?

Mazda aligns with the majority of car brands in Australia by offering a five-year, unlimited-kilometre warranty. Hyundai's warranty is five years, Kia's is seven, and Toyota offers five years plus two more on engine and driveline components for cars serviced according to schedule.

The diesel-powered CX-80 runs 12-month or 10,000km service intervals, down slightly compared to the 15,000km intervals on petrol and hybrid models. For a car so well suited to long-distance, high-kilometre touring that's a bit of a miss. Ultimately it may be a smart move for engine longevity, though.

Capped-price servicing is available through Mazda dealers. Over the first five visits the CX-80 D50e will rack up $3304 worth of servicing costs, and that's slightly cheaper than the petrol model (at $3436), but if distance matters the diesel may require an additional service to make up for the 10,000km intervals.

A Kluger Hybrid would only cost $1400 over the same period, while a Kia Sorento diesel would fall in between with $2632 of scheduled maintenance over five years.

Quoting comprehensive insurance for the CX-80 D50e Touring came to $1932 per year from a leading insurer. We used a comparative quote for a 35-year-old male living in Chatswood, NSW. Insurance estimates may vary based on your location, driving history, and personal circumstances.

For the same owner details, a Toyota Kluger Hybrid would cost $1906 while a Kia Sorento diesel comes to $1866.

Is the Mazda CX-80 fuel-efficient?

For anyone trying to stretch out visits to the servo, the CX-80 could be just the thing. Despite a relatively big six-cylinder engine in a sea of four-cylinder alternatives, the CX-80 is surprisingly frugal.

Mazda lists the official fuel consumption at a low 5.2 litres per 100 kilometres, but rather than being a pie-in-the-sky claim, that's very close to an attainable figure. In my week with the car, indicated fuel consumption sat at 5.8L/100km.

Based on the as-tested consumption recorded, it would be possible to cover 1275km between fills of the 74-litre fuel tank. The CX-80 also only claims Euro 5 emissions compliance, but the potential positive of that is that AdBlue isn't required.

What is the Mazda CX-80 like to drive?

Mazda has taken an interesting approach with the CX-80. Whereas most rivals are reducing available diesel options, Mazda's six-cylinder diesel is larger than rivals (in size and cylinder count), and the sheer fact it exists at all is something of a surprise.

There is potential for this to be a fantastic engine. With 187kW and 550Nm from 3.3 litres, the outputs aren't groundbreaking, but they are quite healthy. This isn't a performance engine, though. It's a workhorse and is able to whisk the CX-80 around without ever breaking a sweat.

Engine refinement is excellent. It is smooth and quiet and, from inside the cabin, you can barely tell it's a diesel at all.

The fairy-tale refinement starts to show its ugly side further along the drivetrain, though. Mazda's newly developed eight-speed automatic, developed specifically to work with the new six-cylinder engines in the CX-80 (and its new-generation range-mates), is often problematic.

A multi-plate clutch pack is used in place of a more traditional fluid-filled torque converter, and it's here that the problems arise. Often the CX-80 struggled with low-speed moves on an incline, like where you might be trying to park or set off on a hilly street.

Worse still, in traffic if conditions change and you switch from coasting to accelerating, the multi-clutch auto will slam gears with a thump that can be felt through the cabin. It's like having an overeager first-time driver slamming gears at times.

There are also signs that the suspension needs further calibration. Despite Mazda's claims that the CX-80 runs a revised suspension tune to the CX-60, rough ride criticisms from that car still apply here.

You'll most often feel rattled and shaken at urban speeds. Running around town, the CX-80 never settles and struggles to disguise surface changes like patchy tarmac and expansion joints.

Somehow, though, once you’re out of town the CX-80 flips the script. The ride becomes much more forgiving, though some bumps do still catch it out, and steady cruising or push-on overtaking sees the transmission behave exactly as it should.

I had thought the smaller 18-inch wheels of the Touring grade might help with ride quality, and perhaps they do a little, but Mazda has plenty of room for improvement still.

It's like Mazda’s built a car for enthusiasts with excellent composure through corners and nicely communicative steering, and forgot that a family ride needs to be a bit more forgiving. It’s a balance the brand used to strike in older cars like the CX-8 and CX-9 too, but it's missing here.

How much weight can a Mazda CX-80 tow?

The tow rating for the diesel CX-80 is down slightly on the petrol and hybrid versions, rated to a maximum of 2000kg with a braked trailer or 750kg unbraked. Other engines in the range can handle up to 2500kg.

All CX-80 variants have a 579kg payload, which needs to account for the weight of passengers, luggage, and if towing, towing ball weight (which is rated to 150kg). In situational terms that means up to seven 82kg adults but no cargo, easily up to the task of two adults and three or four kids, but possibly a bit thin to take a boat or caravan away for the long weekend with four adults and luggage.

Should I buy a Mazda CX-80?

The Mazda CX-80 looks good on paper. It’s just a little smaller and easier to manage than the CX-90, but considerably cheaper and every bit as spacious inside.

Equipment levels are good, and fuel efficiency is impressive. That all sounds impressive, but once you delve into the on-road refinement, the stiff ride and clunky transmission make the CX-80 hard to like – especially when rivals do such a good job in those areas.

There's some niche appeal to the CX-80 for families that travel between rural centres. Live in Bendigo and travel to Shepparton or Echuca often? The diesel CX-80 starts to stack up, but for short-trip city commuting it's perhaps not as good as it needs to be.

How do I buy a Mazda CX-80? The next steps.

Mazda’s spread of CX-80 models means you can get into a CX-80 Pure for a very reasonable price, but the Touring grade is probably the most appealing one. It has more appealing interior materials, and a range of equipment additions that make it quite luxurious.

Mazda dealers have healthy levels of stock, and at the time of writing you’ll find more CX-80 Pure and CX-80 Touring vehicles to choose from. The more expensive GT and Azami, though still available, can be a little harder to find at all locations.

You can get hands-on with the CX-80 at your nearest Mazda dealer, but before you head out the door, you can start your search online with new and demonstrator Mazda CX-80s available on Drive Marketplace.

If you want to stay updated with everything that’s happened to this car since our review, you’ll find all the latest Mazda CX-80 news here.

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