Premium SUV CX-80: Mazda is making it big

The new flagship CX-80 comes as a double heart version and as a 3.3 liter diesel. Mazda is once again bucking the trend.

Basically, it was already clear beforehand: Mazda would do things a little differently this time too. Special routes with technical finesse have always characterized the brand’s philosophy. This is no different with the new CX-80. The five-meter-long three-row model is the second model on the large Mazda platform and is currently the largest and most spacious vehicle in the European product range. Compared to the Mazda CX-60, the new SUV model is 25 centimeters longer, also offers 25 centimeters more wheelbase at 3.12 meters – and up to seven seats.

With an unusually long hood, powerful rear and up to 20-inch wheels, the new flagship stands out from the visual monotony of the usual stunners. While in others the light changes hectically between pinches and edges, folds and furrows, in the CX-80 reflections play with gently curved flanks. And so it comes across as a touch more elegant than many of its competitors. They call it “graceful robustness” at Mazda.

Six-cylinder diesel with 48-volt support

When it comes to propulsion, they once again cultivate their willfulness in Fuchu. Half the car world is struggling with the oil injector, arguing about its exhaust gases and how best to detoxify them – but at Mazda the diesel doesn’t just have a niche role. On the contrary: While the competition is flocking to electric drives, Mazda is developing a brand new in-line six-cylinder with 48 volts. Installed longitudinally and with an antiquated-seeming displacement of 3.3 liters. That doesn’t sound like a departure at all.

But it should be: At Mazda they firmly believe that there is still enormous potential in the good old combustion engine. Even apart from downsizing and ever larger loaders. And regardless of the battery or hydrogen, it will be a while before we can all use electricity. If any. And at least until then there will probably still be combustion engines. After all, you are a member of the E-Fuel Alliance for a reason. For this philosophy, they founded the term “Multi Solution” at Mazda. That means: prepared for any eventuality.

Extremely low compression

Exciting for fans of inner values: cascades in the piston crown divide the nozzle jet so that the five injections per cycle no longer overlap. In addition, the new engine has a phenomenally low compression ratio of 15.2:1, which is close to the limit where the diesel injected into the hot air can still flare up. But it burns cooler and releases less noticeable nitrogen oxide. SCR catalytic converter behind it – according to the manufacturer, “one of the cleanest diesel engines in the world” is finished. With more than 40 percent efficiency – and hardly heavier than its four-pot predecessor.

Okay, when starting cold you can’t completely hide the fact that a plugless combustion engine is at work here, but otherwise the engineers have done a lot to minimize nails and other disturbing noises. The diesel engine only performs well under full load – despite 17 horsepower from the 0.33 kWh battery. Otherwise, the 254 hp engine delivers confident power. In 8.4 seconds it goes to the three-digit speedometer display and continues to 219. Quite surprising: on a very generous test drive in the Bavarian region, the engine produced just 6.3 liters, only half a measure above the official value.

Eight-speed automatic and all-wheel drive

Alternatively, the CX-80 can be powered by a plug-in hybrid. A 2.5-liter four-cylinder (192 hp) cooperates with a 129 kW (175 hp) electric motor for concentrated power of 327 hp and 500 Nm. This makes the CX-80, together with the identically engined top version of the CX-60, the most powerful Mazda series model. The Doppelherz completed the sprint to 100 km/h in 6.8 seconds, with speed limited to 195 km/h. Purely electrically, 61 kilometers and a maximum of 140 things are not exactly possible. When the juice is gone, an hour and a half on the wallbox brings 80 percent charge back to the 17.8 kWh battery in the underbody.

Both engines are coupled to an eight-speed automatic transmission ex works, which does not work with a converter, but rather via a multi-disc clutch. Also standard is a more rear-biased all-wheel drive, which sends power to the front wheels depending on the situation and driving program. A special off-road program shows that the power of the two axles is not just for stability.

Fast two cubic meters of loading volume

There’s plenty of space at the front and in the second row, but at the back, those under 1.70 meters have a clear advantage. Both when getting in and while driving. A seat on the rear pew is still better than walking – but not much more. After all, there are USB-C ports everywhere. Who would rather transport loads than people. There is 258 liters of cargo space behind full seating, 687 liters with the third row folded down, and the CX-80 can quickly pack away a maximum of two cubic meters. If even this space isn’t enough for you: 2.5 tons can be hooked aft.

Fans of neat curves have always been in good hands with Mazda thanks to tight damping and precise steering. Targeted braking interventions on the rear wheel on the inside of the curve allow for slightly understeering speeds well up to the limit despite the 2.2 tonnes curb weight and more. However, real corner chasing is not the core competence of the CX-80 – also because the chassis is significantly more comfortable compared to the CX-60. Fortunately, the engineers avoided the feeling of being on a sedan chair. If you add the beautifully shaped seats to this, you actually get what Mazda calls “Jinba Ittai” – the feeling of unity between horse and rider.

Far Eastern craftsmanship

Gentle gliding goes best with the noise-insulated interior and also with the character of the automatic transmission, which is occasionally a bit nervous in sport mode. Relaxed and protected by an armada of electronic driving aids, your gaze can wander over the fine materials in the interior and the high-quality workmanship with which Mazda is aggressively pushing into the premium range. In Japan, they place particular value on Far Eastern craftsmanship.

For example, the top equipment “Takumi” always comes with white nappa leather and maple wood, while fans of black upholstery should choose the more sporty “Homura” model instead. Particularly pleasing: Mazda is also bucking the escalating touch trend in the CX-80 and is relying on classic buttons, knobs and rotary controls. I doubt Alexa will help.

Prices start at 55,350 euros

Nice gimmick: The optional “Driver Personalization System” automatically saves the optimal position for up to six drivers using facial recognition. In any case, the seat adjustment recommended based on body size is close to the optimum. The extremely flat 12.3-inch display, which sits above the center console and leaves little space for the navigation display in the direction of travel, takes some getting used to.

The massive doors to the CX-80 PHEV open from 55,350 euros, while the diesel costs from 59,050 euros. In the top equipment you come dangerously close to the seven in first place. That’s a lot of money, but also a lot of car – and the established competition charges significantly more for something comparable.