Mazda CX-60 vs Renault Megane E-Tech

What's the difference?

Have no doubts. The MY25 version of the CX-60 is the SUV that Mazda should have launched in Australia in 2023.

It fulfils the promise of its sophisticated specification, builds on the extensive dynamic abilities of previous models, and now provides a compelling – and unique – choice for medium-SUV buyers who do not need an extended seven-seater.

It may still looks a bit daggy from some angles outside, and we’d like a little bit less suspension noise on the inside, but the CX-60 should now be on Australian family-car shortlists.

Note: CarsGuide attended this event as a guest of the manufacturer, with accommodation and meals provided.

The design for the Renault Megane E-Tech is top-notch and the eco-conscious footprint is even better. It’s an easy and comfortable car to be in but the price is a smidge too high in my opinion when you consider there’s currently only one choice for us Aussies and it’s a mid-spec variant at that. It also misses out on some items its rivals have but is a solid EV to consider for urban dwellers.

If you’re searching for something new in the looks department for the CX-60, you won’t find it, since this is essentially the same car as last year’s model from the outside. Except there’s a new beige colour option.

Which means the same long-bonnet/cab-backward silhouette remains, along with the corporate wing-motif grille, hunched-over styling (that looks awkward from some angles) and short rear overhangs.

Still, the overall effect remains modern, clean and distinct from the nearly-identical and very closely-related CX-70, CX-80 and CX-90 further up the Mazda food chain.

Note that the CX-60 is usefully larger than the CX-5, with the former coming in at 4740mm long, 1890mm wide, 1675mm tall and 2870mm in wheelbase length, compared to the latter’s 4575mm, 1845mm, 1680mm and 2700mm dimensions respectively.

Which, of course, elevates it from an interior point of view.

The E-Tech’s plump body panelling gives me some cute marshmallow vibes from certain angles but there are enough features to keep it looking slick, like the fun LED headlights, massive 20-inch alloys and optional two-tone paintwork.

I’m also a fan of the door handles on the E-Tech as they add some nice focal points, because the front has auto-flush handles that pop out on approach and the back door handles are positioned on the C-pillar.

If you're eco-conscious the E-Tech ticks the box because Renault has designed it to be 90 per cent recyclable.

The body is made of aluminium and can be reformed and shaped into new products at the end of its life. The interior materials are made from recycled fabrics and trims; even the lithium-ion battery is free from any rare earth minerals.

Head inside the cabin and the grey knit trims and upholstery on the seats, doors and dashboard creates a cabin space that feels warm and inviting. It's a similar feel to the Polestar 2 - simple but refined.

Although, with my kid around I have higher anxiety about dirtying them!

Like the exterior, the changes for the MY25 CX-60 are pretty much under the skin, with improved noise/vibration and harshness-quelling measures to quieten things down more.

And an exhaust-sound enhancer through the audio system to liven things up if you desire.

Representing the aforementioned $10K saving over the previous entry-level Evolve, the Pure does possess less opulent trim and (nice) cloth seat fabrics, but otherwise the CX-60 does present a larger-than-usual cabin environment compared to smaller medium-sized SUVs.

But fans of big, showy screens may be underwhelmed.

The dash is elegant but somewhat old-fashioned, especially compared to, say, the latest BMW X3’s dazzling displays. It feels like a hangover from last decade’s CX-9.

Yet there’s no denying how satisfyingly easy and logical most of it is, from the super-clear, electronic instrumentation to the simple and effective climate control layout, while the iDrive-style rotary controller means less time with eyes off the road. Safe, intuitive ergonomics. Thank you, Mazda.

Additionally, there’s a quality solidness to the fit and finish that elevates the social-climbing Mazda beyond what a CX-5 could achieve.

All the essentials are also well thought out, from storage and vision out to ventilation and, not least of all, space and seat support, especially when sat on over long distances.

That also carries over to the expansive back-seat environment, with air vents, USB ports, lighting, cupholders and grab handles. The CX-60 is an SUV that a family could grow into without it feeling excessive.

Is this ‘big-medium’ or ‘small-large’ sized?

From the boot’s perspective, either fits, and is one of the reasons why you might consider stepping up to a CX-60. The floor is low, wide, flat and easy to load, as well as beautifully finished.

The 40/20/40 split fold backrests can be folded remotely via Mazda’s Karakuri function, boosting capacity from 477 litres (VDA) to 1726L, while the in-line six-cylinder models have a space-saver spare wheel underneath, leaving PHEV owners with an inadequate tyre repair kit.

The E-Tech’s cabin is fairly roomy up front with plenty of head- and legroom. The front seats are super comfortable with powered lumbar support and I wouldn’t mind them not being powered if the price point was a bit lower. 

The rear seat is comfortable enough once you get seated but the top of the door apertures are low, and I have to duck my head to get in and out.

Your head also brushes against the roof lining in the back which isn't terribly comfortable, especially considering there is no fold-down armrest to lean on.

The front row benefits the most with individual storage and you get a lot of options to choose from but the centre console is one of the most practical I’ve seen for the class. Lots of pockets and nooks that feature adjustable 'walls'.

You get a single permanent cupholder but with the removable walls, accommodation for a second cup or bottle, can be catered for.

Underneath the multimedia screen you get a dedicated phone shelf, which I love using.

In the rear, you get two map pockets and shallow bin storage in each door.

The charging options are good with two USB-C ports in each row as well as a 12-volt outlet and a wireless charging pad up front but you miss out on V2L (Vehicle to Load) functionality in this model.

The 9.0-inch touchscreen multimedia system looks great headlining the dash and is easy to access and use. The system rebooted once on me while driving but other than that everything is responsive.

You get wireless Apple CarPlay and Android Auto and the CarPlay is easy to get started.

The steering wheel has numerous stalks, controls, regen paddle shifters and even the gearshifter on the column, too. It takes a beat to get used to it but I like how driver orientated it is.

The boot offers great storage at 440L but it’s a deep well, which might be annoying if you’re unloading heavier gear. There is underfloor storage for the cables, too, and like I said, you miss out on a powered tailgate.

For the moment, the Megane E-Tech is being offered in only one grade for the Australian market and that’s the Techno EV60, which is the mid-level version of Renault’s brand new EV.

The EV60 is priced from $64,990, before on-road costs, and that positions it right in the middle of its rivals. The nearest competitor is the Hyundai Kona Extended Range at $60,500 MSRP, newcomer Toyota bZ4X 2WD slides in at $66,000 MSRP and the Volvo C40 Plus sits at $78,990 MSRP.

The E-Tech comes with a decent array of features for a mid-spec variant and premium items include heated front seats, a heated steering wheel, a digital rear view mirror and wireless functionality for Apple CarPlay and Android Auto but you do miss out on items like a powered tailgate and electric front seats which most of its rivals sport.

Technology looks good with a 9.0-inch touchscreen multimedia system, 12.3-inch digital instrument cluster, dual-zone climate control, faster USB-C ports (four total) and a wireless charging pad.

Sound is covered by the Arkamys Auditorium sound system with six speakers and the mood can be set with the 48-way configurable ambient lighting system.

Despite missing out on a powered tailgate, the EV60 has some features that still offer convenience like keyless entry, heated and auto-folding side mirrors and auto-folding flush door handles that pop out on approach (front only).

For now, the base engine is the 209kW/450Nm G40e, a 3.3-litre turbo-petrol ‘six’ delivering the sort of healthy power figures that late-model Commodore and Falcon buyers would appreciate.

There’s also the 187kW/550Nm D50e turbo-diesel version, for extra pulling power and economy, and we’re getting into premium Euro territory here, because both offer a 48-volt, mild-hybrid system, employing a small electric motor located behind the engine to boost torque yet cut fuel consumption and CO2 emissions.

Mazda says new motor control and clutch slip control software facilitates “…smoother transitions as the electric motor is activated and deactivated”. We hope so!

Last but not least, there’s the 241kW/500Nm P50e plug-in hybrid electric vehicle powertrain, combining the familiar 2.5-litre four-cylinder petrol engine with a larger, 129kW electric motor powered by a 17.8kWh Lithium ion battery. The latter allows up to 76km of pure-electric driving, and can be recharged either by regenerative braking when driving or plugged into a Type 2 port.

All three engines use a revised eight-speed, wet multi-plate-clutch automatic transmission, still driving the rear or, as traction and/or performance needs arise, all four wheels.

Yep, this is essentially a rear-drive-biased family SUV, with a sophisticated double wishbone front and multi-link rear suspension set-up to keep everything in line.

So, what’s changed underneath compared to last year’s CX-60?

Among the modifications are stiffer dampers and softer rear springs to address ride-comfort issues with the old car; relocated front knuckle mounts; altered rear axle bushes and the removal of the rear anti-roll bar for more stable control; shorter rear bump stops for greater suspension travel; an extra joint in the steering column quells vibrations while updated software improves steering feel and electronic stability control operation. The goal is for noticeably smoother, comfier and more linear dynamics. 

Result? To find out how much better or worse Mazda’s latest mid-sized SUV is, we drove the it in a variety of conditions, from the push-and-shove of Melbourne’s bumper-to-bumper peak-hour traffic, to a series of demanding emergency-swerve and multi-speed ride and handling test manoeuvres at the legendary Lang Lang proving ground that shaped so many of our iconic Holdens.

More on that a bit later on.

The Techno EV60 has a single electric motor. It produces a power output of 160kW and 300Nm of torque, and Renault says it will sprint from 0-100km/h in 7.4-seconds.

That's perfectly adequate for keeping up with traffic or getting  around town. You only notice a sluggishness with power when you have a full load of gear. Flipping it to 'Sport' mode make it feel peppier, if you ever need it.

One area where the Mazda did not need fixing is in its fuel economy.

All of the CX-60’s powertrains are rated at Euro 5.

Officially, the G40e 3.3-litre petrol averages 7.4L/100km, on the combined cycle, and emits 174 grams per kilometre of CO2. Urban and Extra Urban numbers are 9.9L/100km and 6.0L/100km.

Fitted with a 58L petrol tank, expect an average range of around 780km. And it will run on standard 91 RON unleaded petrol to boot.

Moving on to the D50e 3.3L diesel, it manages an impressive 5.0L/100km, for a CO2 figure of 132g/km, resulting in a range average of about 1160km. Its Urban/Extra Urban figures are 5.5/4.7L/100km respectively.

And, finally, there’s the P50e 2.5L PHEV, offering a theoretical 2.1L/100km, for a CO2 figure of just 49g/km, for an unlikely range average of 2380km from its 50L tank, though on 95 RON premium unleaded brew.

Out in the real world, and mostly driven harder than a typical owner might, the trip computer in the PHEV showed low sevens, while the diesel displayed mid-eights and the petrol high nines, which aren’t too bad at all.

The official energy consumption figure is 15.6kWh/100km and I averaged 13.9kWh after a fair mix between urban and open-road driving.

That’s outstanding consumption but the official driving range for this E-Tech’s 60kWh lithium-ion battery is up to 454km, which is similar to the Hyundai Kona Electric but I still had an eye on the range during longer trips.

The E-Tech has a Type 2 CCS charging port which means you can benefit from faster DC charging speeds, however, it can only accept a top speed of 7.4kW on AC power.

On a 7.4kW AC charger, you can go from 0-100 per cent in a little over nine hours but on a standard 2.3kW house plug, that jumps up to over 30-hours. 

On a 130kW DC charger expect to go from 15-80 per cent in as little as 30 minutes, which is pretty convenient if you have access to one.

Sadly, the E-Tech doesn’t have vehicle-to-load capability, so you can’t power or charge bigger items.

This is the acid test. Does the CX-60 drive like a Mazda should?

In the engine department, definitely.

The changes that Mazda has made to the transmission calibration means that it no longer hunts indecisively between ratios like it used to, and that results in smoother shifts as well as a more relaxed driving experience.

And that's across the range, whether we're talking about the six-cylinder diesel or petrol, or four-pot plug-in hybrid. And the latter brings the biggest surprise, because the changes made to the gearbox have resulted in a much more pleasant car around town, with no more shunting or jerky movements to contend with.

And then there's the ride, which is palpably softer than before. The suspension is significantly more pliable and comfortable as a consequence, offering better bump absorption, improved control at speed and basically just a more refined experience. We tried several of the Lang Lang Proving Ground’s rough-road tests, which the CX-60 sailed over without any of the hard jarring of the previous model, which Mazda helpfully provided for back-to-back assessments.

So, how does all that translate in everyday driving?

Well, the latest CX-60 is way more comfortable to ride in across the board, it handles and corners with greater control and linearity, seems quieter and it's just a suppler experience overall.

As there was so much that was good with the original CX-60 anyway, including muscular performance from the inline six-cylinder turbos, impressive high-speed stability and exceptional body control through fast turns, the modifications for 2025 do much to elevate an already good thing.

So, it's a win-win situation. If you are in the market for a sub-premium, mid-sized SUV with performance and space, as well as newfound comfort and sophistication, you can do a lot worse than check out the CX-60. It is that much better than before.

I have mostly loved driving the E-Tech. It's easy to cruise around in and the power is adequate for open-road driving but it prefers an urban environment.

The power can feel a bit lacklustre when you are carrying lots of people or gear but you mostly feel that when you're on a steep incline and trying to keep up your speed.

The steering is crisp and that makes the E-Tech very responsive to drive. The power is delivered smoothly and it feels well-balanced when you put your foot down.

There is more roll in corners than I was expecting but the car still feels firmly planted. 

The ride comfort is great. The suspension is more firm than soft which means you feel the road but it's not a major bother. There is a bit of wind noise at higher speeds, as if the door isn’t properly sealed by a millimetre but it doesn't annoy me. 

The regenerative braking is controlled by paddles on the steering wheel and you have three levels plus a one-pedal function to choose from.

The single pedal set-up is pretty smooth, even in stop/start traffic, but it’s great to be able to quickly change modes on the go.

The smaller size of the E-Tech makes it an easy car to manoeuvre in a small car park. You get front, rear and side parking sensors which is great because the reversing camera isn’t as clear as it should be for this price level. 

The E-Tech has a maximum five-star ANCAP safety rating from testing in 2022 and has seven airbags, including a front centre airbag.

The EV60 comes with lots of passive safety features including dusk sensing auto LED headlights, LED DRLs, a rear fog light, child safety locks, tyre pressure monitoring, traffic sign recognition tech, an intelligent seatbelt warning, a reversing camera plus front, rear and side parking sensors.

Active safety equipment includes items like blind-spot monitoring, driver attention alert, rear collision warning, forward collision warning, rear cross-traffic alert, lane departure alert, lane keeping aid, and adaptive cruise control (with stop and go).

You also get a digital rear view mirror which is essential as the back window is narrow and the camera feed provides a clearer view than you’d have without it.

The rear row also features ISOFIX child seat mounts on the outboard seats and three top tethers but two seats will fit best. The front passenger seat also has ISOFIX child seat mounts and a top tether.

AEB with car, pedestrian, cyclist and junction turning assist function is operational from 8.0-80km/h (160km/h for cars) but it is common to see that starting figure sit closer to 5.0km/h.

Mazda could also do a bit better with its warranty nowadays, since its five-year/unlimited kilometre warranty and roadside assistance is decidedly average.

Service intervals are at 12 months or every 15,000km, while a fixed-price service scheme is available, starting from $463 per service depending on powertrain. That’s for the petrol. The diesels start from $500 while the PHEVs commence from $435.

The E-Tech comes with a five-year/100,000km warranty, but it’s usual to see an unlimited km term for the class. The battery is covered by an eight-year or up to 160,000km warranty term.

Service intervals are reasonable at every 12 months or 30,000km and you also get five-years roadside assistance included.

Pricing over the first five years ranges from a low of $230.04 to a high of $519.62, averaging out at pretty competitive $317.72 per service. No capped-price deal is available.