Meet the Mazda CX-80, which is about the same size as the CX-60, only with three rows of seats, but isn’t to be confused with the CX-70, which is actually bigger than the CX-80, and is the same size as the three-row CX-90, which only has five seats.
Confused? That makes two of us. Mazda’s new four-strong large premium SUV line-up takes some explaining, so bear with me.
The short version is that the CX-80 is designed to act as a replacement for the CX-8 and CX-9, offering seating for seven in a three-row format in the brand’s 'Mazda Premium' range of large SUVs.
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And you can have one with a six-cylinder petrol, six-cylinder diesel, or a clever plug-in hybrid powertrain.
But do you want one? Stay with me.
Price and features – Does it represent good value for the price? What features does it come with? 7/10
7 / 10
There are 10 different prices you can pay for a CX-80, with the costs spanning more than $30K between the cheapest and most expensive models.
That's a lot to get through, so the short version is that only the petrol-powered version has an entry-level Pure model ($54,950). Everything else goes Touring, GT and Azami. And all these prices, are before on-road costs
It's a decent jump to Touring, too. With petrol power, you'll be shelling out $61,950, with diesel that's $63,950, and with plug-in power it's $75,000.
Next is the GT range, with petrol, diesel and PHEV setting you back $68,950, $70,950 and $82,000, respectively,
Finally, and sticking with that same order, the flagship Azami is $74,150, $76,150 and $87,200. If that's not special enough for you, you can spec the high-end SP package on Azami cars, which will set you back an additional $5000.
The petrol-powered Pure opens proceedings with a highlight list that includes 18-inch alloy wheels, a 10.25-inch central screen with Apple CarPlay and Android Auto, a 7.0-inch driver display, three-zone climate control and LED lighting. But... you also get cloth seats with manual controls, which feel a little low-rent, all things considered.
The Touring is probably the bang-for-bucks pick, which adds a second 12.3-inch screen for the driver, leather seats that are heated up front, sunshades, an auto-opening boot and wireless device charging.
The GT gets 20-inch alloys, adaptive headlights, body-coloured wheel arches and cladding, electric adjustment for the steering wheel, heated second-row window seats, a hands-free auto boot, a panoramic sunroof and 12-speaker Bose stereo.
Finally, Azami cars get a different 20-inch alloy wheel design and colour, Nappa leather seats that are now ventilated up front, and some extra styling and safety kit.
It's also worth pointing out the CX-90 currently has a special drive-away offer of $73,262 for the petrol-powered Touring, but even with the deal in place, it feels like a big jump from one seven-seater to the next. The CX-80 looks like a bargain by comparison.
Design – Is there anything interesting about its design? 8/10
8 / 10
The Mazda’s CX-Zero range – think CX-60, CX-70, CX-90 and this CX-80 – have come in for some criticism for looking similar. And it’s true that it takes a sharp eye to immediately spot the difference between them.
But you could also argue that’s only a problem if the models aren’t gentle on the eye, and like most Mazdas that have come before it, the CX-80 is a bit of a looker.
That’s particularly true at the front end with the big shining alloys and new-look grille area. But I think the design starts to fall over a bit towards the rear, where it looks like function has won out over form, given this is a three-row, family-focused SUV.
Inside, it’s a pretty familiar cabin experience. And if I’m honest, it’s not a place that feels decidedly more premium than a high-grade CX-5, especially in the cheaper models. And some of the switchgear looks familiar from cars lower down the Mazda pecking order.
Still, it's a pretty premium and comfortable-feeling space, and it all feels solidly put together and satisfyingly hefty.
Practicality – How practical is its space and tech inside? 8/10
8 / 10
The CX-80 is a big boat, stretching 4990mm in length, 1890mm in width and 1710mm in height, and it rides on a 3120mm wheelbase. Each trim weighs in excess of two tonnes, and will tow between 2000kg and 2500kg of braked trailer.
Those dimensions translate to solid interior space, despite this not being Mazda's biggest SUV. Middle-row room is ample for my 175cm height and things are strong even in the third row.
That begins with super-wide-opening rear doors that, combined with a little step, make climbing into the third row a pretty easy affair.
Once in, you can set the middle row further forward, reducing leg room in that row but increasing it in your own, which means I could genuinely sit there comfortably, even for longer journeys. The air-vents, cupholders and USB ports only improve matters.
At the boot, you'll find 258 litres (VDA) with all three rows in place, 566 litres in five-seat mode, and a massive 1971 litres with the two rear rows folded.
Under the bonnet – What are the key stats for its engine and transmission? 8/10
8 / 10
You can have one of three flavours in the CX-80, with the cheapest being a 3.3-litre, six-cylinder turbo-petrol, producing 209kW and 450Nm. There's also a 3.3-litre, six-cylinder turbo-diesel, making 187kW and 550Nm. Both are equipped with a 48-volt mild hybrid system to marginally reduce fuel use.
Finally, there's a plug-in hybrid (PHEV) powertrain that pairs a 2.5-litre four-cylinder turbo-petrol engine with an electric motor for a total 241kW and 500Nm.
All models are AWD, though Mazda points out each is "rear-biased" for a sportier feel, and paired with an eight-speed automatic.
Efficiency – What is its fuel consumption? What is its driving range? 7/10
7 / 10
Mazda reckons the petrol engine will sip 8.4L/100km on the combined (urban/extra-urban) cycle, while the diesel drops the claimed figure to 5.2 litres.
The PHEV claims 2.7L per 100km combined, but those numbers – as they are with all plug-in hybrids – are nonsense in the real world. Still, the PHEV will deliver a driving range of 65km, and will take some 90min to recharge its 17.8kWh battery via 7.4kW AC charging.
The PHEV has a 70-litre tank, while the ICE models step up to a 74 litre capacity. Theoretically, that means the petrol can travel 880km on a single tank, while the diesel will carry you more than 1400km.
Driving – What's it like to drive? 7/10
7 / 10
It's no secret the CX-60 has come in for some criticism over its firm ride that strays too often into uncomfortable territory. And to Mazda's credit, it's rectifying it, offering owners hardware updates aimed at making things a little more compliant.
Mazda also wasn't going to make the same mistake twice, which is why the CX-80 gets a new suspension tune that is far more liveable.
Anyway, the drive. I know big diesel engines are a little on the nose socially at the moment, but the six-cylinder unit fitted to the CX-80 is an absolute peach, and for mine it's the pick of the powertrains.
Tons of torque, effortless progress and little in the way of diesel noise or rattle reminds you why this fuel source has been so popular for so long, and it perfectly suits the nature of the big and heavy CX-80.
I also think it rides better. Mazda tells me there's no major differences in the suspension set-up, and perhaps it has more to do with the power delivery than the ride, but I reckon the diesel-powered CX-80 is a smoother, more satisfying drive than its petrol-powered twin.
That's not to say the petrol or the PHEV-powered CX-80s are uncomfortable. Big steps have been made here over the CX-60, and while still firm, it only feels a little harsh and unsettled on proper road bumps.
That said, we drove this and the new CX-70 almost back to back, and I get the impression Mazda has tried to make the CX-80 feel a bit sportier, tuning its double-wishbone front and multi-link rear suspension to be a shade firmer. And there are times when that doesn't feel like it suits the nature of the car.
The other quirk is what feels like subtle hesitation in the transmission, almost as though it wants to shift down, but then doesn't, putting a little shudder through the cabin. It only happens intermittently, but I noticed it.
These are small issues, in an otherwise very solid drive from the CX-80 with Mazda's stutter-step with the CX-60 now largely forgotten.
Oh, why haven't I mentioned the PHEV? Because we spent the vast majority of our time in the ICE vehicles, and when we did get into the one with the plug, we found the battery had been entirely depleted. For that one, you'll need to wait until we get it through the CarsGuide office for a thorough review.
Safety – What safety equipment is fitted? What is its safety rating? 8/10
8 / 10
There's no official ANCAP rating, but you can expect Mazda to be targeting a maximum five stars.
Standard equipment includes things like AEB, front and rear cross-traffic alert and a 360-degree monitor, with no noticeable omissions from the standard spec sheet.
Ownership – What warranty is offered? What are its service intervals? What are its running costs? 7/10
7 / 10
The CX-80 is covered by Mazda's five-year, unlimited-kilometre warranty. Servicing however is a little disappointing. Service intervals are just 10,000km or 12 months for the diesel, and owning one will cost you $3299 over the first five years. That's $660 per workshop visit.
The petrol gives you 15,000km intervals, but costs increase to $3469 over five years.
The PHEV is actually the best of the lot, pairing 15,000km intervals with a total five-year cost of $2676.
Verdict
Yes, it takes a while to wrap your head around Mazda's new naming conventions. But when you do, you'll find the CX-80 is a largely comfortable, largely premium, and largely large three-row SUV that, at first blush, feels like a very worthy successor to the popular CX-8 and CX-9.
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