Volvo XC60 VS Mazda CX-8
- Good value for money
- Practical space
- Smooth diesel engine
- Higher grades get very expensive
- Six-seat option only available on one variant
- Petrol engine needs more pep
If this was 10 years ago I’d be making jokes about Volvo drivers, IKEA and ABBA, but those those stereotypes are all irrelevant now. Safety is not nerdy, and Sweden really is more than flat-packed furniture and catchy pop music. Yep, a lot has happened in the 10 years since the Volvo XC60 first arrived, and now a decade on the second generation of the mid-sized SUV is with us.
Could the XC60 quietly be the best mid-sized prestige SUV on the road in terms of value, design, comfort, safety and driving? Let me help you with that question – read on.
Read More: Volvo XC60 R-Design 2018 review: snapshot
Read More: Volvo XC60 R-Design T8 2018 review
Read More: Volvo XC60 Momentum 2018 review: snapshot
Read More: Volvo XC60 R-Design D5 2018 review
|Engine Type||2.0L turbo|
|Fuel Type||Hybrid with Premium Unleaded|
Everybody wants an SUV these days, so to cater to a quickly growing and diverse audience, car brands need to offer more than just the usual small, medium and large varieties.
It’s a neat trick that Mazda pulls off, but are there any compromises to packaging, quality, value or comfort as a result? We spent some time in the new 2021 CX-8 Touring SP to find out.
|Engine Type||2.2L turbo|
The XC60 is an outstanding mid-sized all-wheel drive SUV. A great selection of engines and a plug-in hybrid means buyers can better suit their purchase to lifestyle. Super safe, stylish and effortless to drive. The best value is to be had lower in range with the sweet spot being the Inscription grade.
Would you choose the XC60 over a BMW X3 or Benz GLC? Tell us what you think in the comments section below.
Mazda’s updated CX-8 doesn’t really change much from the previous model, but it didn’t really need to fix what wasn’t broken.
The added Touring SP grade offers another choice for buyers who might be after some more upmarket features without the usual associated costs, while the Asaki LE’s captain’s chairs are genuinely a great feature.
The practical space and handsome looks are also big points in its favour, and even if the petrol engine can run out of huff towards the top end, the CX-8 remains a solid choice for those after a family hauler.
Remember when Volvos were boxy? Well they’re back baby, but in a better way that the 240 GLE from 1992. No, this is sexy.
There’s that long, sculpted bonnet with the cab set back and the heavily raked windscreen makes for a pleasing profile. The concave door panels and the mirrored wings in the rocker panels below add more toughness to this elegant beast.
There’s also that stately grille wearing its famous Volvo ‘sash’, those Thor’s hammer LED headlights and the very Volvo vertical taillights. This is a prestige SUV but not one of the BMW, Benz and Audi usual suspects.
The XC60 is a mid-sized SUV with dimensions similar to its Audi Q5, Mercedes-Benz GLC and BMW X3 rivals. The XC60 is 4688mm long, 2117mm wide and 1685mm tall.
How do you tell the difference between the grades visually? Well that’s a tricky one. From the outside you can spot at R-Design T8 by its sunroof while the Momentum D4 and T5 both have 19-inch wheels which look a tad too small for those wheel guards.
Inside all XC60s are exquisite, bordering on modern art with that minimalist dash decluttered of its buttons thanks to most of the functions being moved to that stunning 9.0-inch vertical touch screen.
There are nine colours to choose from including Fusion Red, Passion Red, Bursting Blue Metallic, Onyx Black Metallic, Osmium Grey Metallic, Bright Silver Metallic, Crystal White Pearl, Electric Silver Metallic and Ice White.
The accessories list for the XC60 is huge there’s everything from towbar hitches and floor mats to roof boxes, kayak cradles, and tablet holders for rear seat entertainment - but not bullbars.
The CX-8 clearly belongs in the Mazda SUV family, wearing the same understated yet elegant design language found on the smaller CX-5 and larger CX-9.
In fact, the CX-8 can be a little hard to differentiate from either of its siblings from a distance, so if you like what Mazda has done with its crossovers, you’ll like the look of the CX-8.
Personally, I like the styling of the CX-8, with its sleek headlights and taillights adding a bit of aggression to the aesthetic, while the chrome-trim found on the grille and window surrounds adds a touch of class.
The 19-inch wheels found in the more expensive grades do look much better than the 17-inch units on the Sport and Touring, however, and fill the wheel arches much better.
Our Touring SP also sports a number of blacked-out elements on the exterior to set it apart, including around the grille, the windows and the wheels.
We think it looks great, especially when contrasting against our test car’s Polymetal Grey colour, but we will point out that higher grades like the GT and Asaki nab a new grille that looks much more upmarket than the one fitted here.
It’s not just the outside that will be familiar to Mazda customers, as the interior mirrors much of the CX-5 and CX-8 as well.
Everything is laid out in a clear and easy to use fashion, and controls and ergonomics are spot on for the driver.
The Touring SP scores a number of nice touches on the inside, too, including suede accents and red-stitched highlights that do a lot to elevate the standard black-cloth interior.
Out test car is also fitted with an 8.0-inch multimedia system, but having experienced the larger 10.25-inch unit of higher grades recently, the bigger version is a vast improvement in terms of looks.
Overall, the CX-8 plays it a little safe with design, but it still looks distinct and upmarket, like all Mazda SUVs.
How many seats does an XC60 have? The answer is five and no there isn’t a seven-seater version. I have a small family with just the three of us, but if you have a lot more take a look at the bigger XC90.
The XC60’s cabin is spacious, but not XC90 spacious – this is, remember, a mid-sized SUV. Still there’s plenty of legroom in the back seats for me even at 191cm to sit behind my driving position and good headroom even with the panoramic sunroof in the T8.
Let’s talk about the boot space. A luggage capacity of 505 litres isn’t huge not compared to rivals such as Audi’s Q5, BMW’s X3 and the Mercedes-Benz GLC which all have 550 litres of cargo space. But XC60s with the optional air suspension like the T8 I drove can lower themselves to make loading the boot easier.
Cabin storage is good, with two cupholders and large door pockets in the front and two cupholders and smaller door pockets in the back. The centre console storage area under the centre armrest is also a decent size.
You won’t find a sunglass holder in here though – but does anybody actually use those anyway?
Measuring 4900mm long, 1840mm wide, 1725mm tall and with a 2930mm wheelbase, the CX-8 is classified as a large SUV, but its width is actually the same as a one-size-smaller CX-5.
The length is closer to a CX-9, while the wheelbase is identical to its larger sibling, which means the CX-8 offers the practicality and space of a seven seater, but is easier to manoeuvre around town.
From the front seats, the cabin feels light and airy, thanks to a large glasshouse, while storage options extend to large door bins, a deep centre-storage cubby, two cupholders and a small tray for your phone/wallet.
The second-row seats also offer plenty of room for adults and will even slide forward and recline to get into the perfect position.
There is plenty of head and legroom, even for those sitting in the middle seat, but shoulder room can be a little compromised.
For those that seldom use the second-row middle seat, the Asaki LE features two captains’ chairs that are much more comfortable for adults, and even features ISOFIX and top-tether points for child seats.
In the second row, there are small door bins, a fold-down armrest with cupholders and air vents with climate controls, while the Asaki LE scores its own unique centre console with functions for seat heating.
The second-row doors are also a bit bigger than a CX-5, making ingress/egress to the third row a little easier, but it also means it can be trickier to get in and out of tighter parking spaces.
But if you are considering a CX-8, it’s probably because there is a third row of seats, and they are just what you’d expect.
It’s a little cramped in seats six and seven for my six-foot-tall frame, but there is decent legroom if the second-road seats scooch up a little.
Children shouldn’t have a problem being comfortable back there though, but charging points are only available on higher grades.
The boot of the CX-8 can swallow a decent amount of volume with all seats in place (209L), enough for a medium-sized suitcase and more than enough for some groceries or school bags.
Fold the third-row flat and that expands to 775L, making it easier to haul a whole family's luggage for a holiday.
Tucked underneath the boot is also a space-saver spare wheel for a little peace of mind on long road trips.
Price and features
The XC60 comes in three trim levels: there’s the entry-grade Momentum, the Inscription is the mid-point and the R-Design lords over all of them. So how much does an XC60 cost? Let’s look at a price list.
The most affordable XC60 in the range is the D4 diesel variant in Momentum grade which lists for $59,990 (RRP) while its T5 petrol sibling is $62,990.
Stepping up to the Inscription there’s the D4 version for $66,990 and the T5 petrol for $69,990.
You can have an R-Design with the more powerful D5 diesel for $73,990, the gruntier petrol T6 for $76,990 and the petrol-electric hybrid for $92,990 sits at the top of the XC60 range.
As for driveaway prices for the XC60, put the pressure on the dealer and you’ll be surprised what they can do.
The XC60 is great value … depending on which grade you go for, because even the lower priced ones come with an extensive list of standard features.
All XC60s comes standard with a 9.0-inch vertical touch screen with Apple CarPlay for your iPhone and Android Auto, a 12.3-inch driver display, WiFi hot spot, Bluetooth, sat nav (gps navigation), 360-degree parking camera, auto parking system, front and rear parking sensors, a 10-speaker premium sound system with digital radio (DAB), leather upholstery, power adjustable driver and passenger seat, proximity key (keyless entry), roof rails, LED headlights and a power tailgate.
That 9.0-inch screen is for more than just for multimedia and infotainment – many of the car’s functions, gadgets and the owner’s manual are controlled through the display.
The R-Design D5 and T6 come with 21-inch alloy wheels and R-Design treatment to the steering wheel, grille, pedals and leather seats.
And the R-Design T8 comes with a panoramic sunroof, crystal gear shifting knob, and only dual-zone climate control.
So the R-Design T8 is not great value, but the Momentum T5 and D4 really do represent good features for the money.
All XC60s come with LED headlights and the Thor’s hammer daytime running lights – no xenon headlights here, thankfully.
If you want heated seats it’ll cost you $500 for the front ones and $350 for the back row, while a heated steering wheel is $350. Ventilated seats are a $2950 option, but you’ll get leather perforated upholstery with them. Tinted glass is a $650 option and the 15-speaker Bowers & Wilkins stereo costs $4500. Oh and a CD player is a $160 option, but you can’t have it on the R-Design T8.
The $2490 air suspension is also an option, but a very comfortable one as I found on the T8 I road tested.
A quick model comparison shows the XC60 is priced well – the Mercedes-Benz GLC ranges from $67,500-$99,900 (more for the AMG), the Audi Q5 ranges from $65,900 to $86,611 and the BMW X3 starts at $62,900 and top out at $87,700.
A lack of full-sized spare tyre is disappointing. Sure a space saver spare (which comes with all XC60s apart from the R-Design T8) is okay in the city and so is the puncture repair kit on the T8, but in Australia it can be a long way between towns.
Mazda’s CX-8 has changed a lot since it was first introduced to local showrooms in mid-2018.
Back then, it was a diesel-only range, available in two grades, but now Mazda Australia offers the CX-8 across five trim levels, two engine choices and front- or all-wheel drive, for a total of 11 variants.
Opening the range is the Sport grade, available in petrol front-drive and diesel all-wheel-drive forms for $39,990 before on-road costs for the petrol and $46,990 for the diesel AWD.
The Touring is also available in petrol FWD and diesel AWD versions, priced at $46,790 and $53,790, while new for 2021 is the Touring SP, which builds on the second-to-bottom grade for an extra $1000.
Meanwhile, the GT trim is a diesel-only affair, in front ($59,290) and all-wheel-drive ($64,290) flavours.
The diesel-only Asaki tops the CX-8 line-up, in FWD ($62,790) and AWD ($66,790), but Mazda has also introduced the new Asaki LE range-topper that bumps up pricing to $69,920.
We’ll dig into the engine specs a bit further down, but standard equipment is impressive, thanks to the likes of tri-zone climate control, a head-up display, and an 8.0-inch multimedia system with satellite navigation, digital radio and Apple CarPlay/Android Auto support.
Less impressive on the base Sport grade are the 17-inch wheels and black-cloth interior, but a sub-$40,000 seven-seat SUV needs to make compromises somewhere.
Stepping up to the Touring adds more upmarket features such as keyless entry, push-button start, power-adjustable front seats, heated front seats and leather interior.
Our test car, the Touring SP, differs thanks to red-contrast stitching for the interior, suede accents for the seats and dashboard, and heated rear seats, as well as blacked-out exterior elements (more on that below).
The GT grade scores a larger 10.25-inch multimedia system, wireless smartphone charger, powered tailgate, wood interior trim, sunroof, 10-speaker Bose sound system and steering wheel paddle shifters.
Finally, the Asaki nabs a 7.0-inch driver display, Nappa leather interior, cooled front seats and a heated steering wheel, while the Asaki LE swaps out the second-row bench seat for two heated captain’s chairs and a bespoke centre console with cupholders and USB ports.
No matter how you slice it, this is an impressive equipment list, on any grade you go for, but we will point out that prices are up this year (from $80-$1350) across the line-up.
Engine & trans
The XC60 range has four engines and one petrol-electric unit, but you can’t get them in any grade you like.
The Momentum and Inscription come with the diesel D4 and its petrol sibling the T5. Both are lower-powered versions of the D5 diesel and T6 petrol variants found in the R-Design grade.
The D4 has a 2.0-litre turbo-diesel making 140kW and 400Nm, which according to Volvo is enough mumbo for a 0-100km/h sprint time of 8.4 seconds.
The D5 is powered by a 2.0-litre twin turbo diesel making 173kW and 480Nm, which according to Volvo is enough mumbo for a 0-100km/h sprint time of 7.2sec.
The T5 is the 2.0-litre turbo petrol variant which makes 187kW and 350Nm, and has a 0-100km/h time of 6.8sec.
The T6 is also a 2.0-litre turbo-petrol variant but a higher horsepower version with a supercharger that helps it make 235kW and 400Nm, and it has a 0-100km/h time of 5.9sec. That’s an impressive performance figure.
And finally the T8 – this is the big daddy and uses the same 235kW and 400Nm 2.0-litre twin-turbo-plus-supercharged petrol that’s in the T6 in combination with a 65kW/240Nm electric motor. The T8 is a plug-in petrol electric hybrid.
The XC60 comes as all-wheel drive only, there’s no front-wheel drive (4x2) version. That said this isn’t four-wheel drive and you wouldn’t take it places you’d go in a hardcore 4x4.
I didn’t experience any automatic transmission problems or any other issues but keep an eye out for our XC60 problems page for any faults, complaints, maintenance or reliability issues that crop up.
Our Touring SP petrol is powered by a 2.5-litre four-cylinder petrol engine, which drives the front wheels via a six-speed automatic transmission.
The petrol engine outputs 140kW at 6000rpm and 252Nm at 4000rpm for a zero-to-100km/h run in a lethargic 10.9 seconds.
And depending on configuration, FWD or AWD, the oil-burning CX-8 can reach triple-digit speeds in as little as 9.6s.
A third-row of seats is not light, of course, with our Touring SP grade tipping the scales at just under 1800kg, while the Asaki LE weighs in at a positively porky 1977kg.
After a combination of urban and open roads, Volvo claims the diesel D4 will achieve 5.4L/100km and the more powerful diesel D5 should need 5.6L/100km. Meanwhile, the petrol T5 should use 7.8L/100km and its big brother the T6’s official mileage is 8.0L/100km.
The eco-warrior of the range is the petrol electric T8 with its impressive claim of 2.1L/100km. This isn’t an EV, you’ll need to fill it up with petrol as well.
If somebody tries to sell you a new LPG XC60, be suspicious ... very suspicious.
When I road tested the R-Design D5 my fuel economy was 9.4L/100km, and this is where it gets embarrassing: my mileage in the R-Design T8 was 14.0L/100km. That’s because I never re-charged using the cable, instead I let the regenerative braking add charge to the batteries. This meant I forced the SUV to mainly use the petrol engine and carry myself along with 200kg of batteries and electric motor around. This - and me taking full advantage of the great acceleration at every traffic light - would have something to do with my high fuel usage.
Yes, if you go for the R-Design T8 make sure you charge it regularly and drive conservatively otherwise you too will use lots more fuel than Volvo’s serving suggestion.
The CX-8 in front-drive petrol form will return an official fuel-consumption figure of 8.1 litres per 100km, while opting for a diesel will lower that to 5.9L and 6.0L/100km for front and all-wheel-drive versions.
In my brief time with the Touring SP petrol, I averaged 9.4L/100km, mostly due to remaining in the inner-city and lugging around baby paraphernalia like a pram and car seat. Oh, and a baby.
The start-stop engine technology does help keep consumption down, but the near two-tonne kerb weight (1799-1978kg) doesn’t help fuel economy.
I’ve road tested the R-Design D5 and the R-Design T8 and so can only vouch for the driving experiences of them.
First, the D5 – there’s much to like, such as all that 480Nm of torque barrelling in low down in the rev range at 1725rpm, the responsive brakes, the tranquil cabin, and good fuel economy.
The downside to the D5 is a noisy diesel engine, particularly under heavy load. The diesel isn’t best suited to sporty driving either – I found myself busy paddle shifting constantly to keep the revs in the torque band which ends at 2250rpm. The twin-turbo set-up in the D5 is designed to spool up one to ‘pre-charge’ to reduce lag before the second kicks in – the result is an almost instantaneous power delivery.
Now, the R-Design T8.
This is an impressive beast. The combination of that powerful supercharged and turbocharged four-cylinder and the electric motor provides grin-making acceleration. The optional air suspension in our test car turned the ride cushion-soft but kept the car composed.
Just to sit in, the D5 and T8 both feel special and the driving experience goes a long way to matching that prestigious impression from the light and accurate steering to the great pedal feel and the responsiveness of the powertrains.
A well-insulated cabin cuts out most of the diesel clatter in the D5, not to mention the T8's road noise - it is common for tyre roar to be noticeable in hybrid and electric cars, which don’t have a noisy engine to cover it up.
The adaptive cruise control with steering assistance worked eerily well for me, it’s almost - but not quite -self-driving autopilot. That head-up display is one of the clearest and least intrusive I’ve seen.
Good visibility and a turning circle of 11.4m also help make the XC60 effortless to drive.
From the outside, you’d be forgiven for thinking the CX-8 is a CX-9, but behind the wheel there is no doubting its smaller dimensions and unique selling point.
With the CX-8 being as wide as a CX-5, it makes manoeuvring through the tight inner-city streets of Melbourne a breeze.
In our time with the car, we never turned down a tight laneway with cars parked on both sides and panicked about squeezing through with our mirrors intact.
This also helps with navigating streets shared with cyclists , with the CX-8 remaining comfortably in its lane at all times.
Our Touring SP grade was fitted with the 140kW/252Nm 2.5-litre petrol engine, which does an admirable job at moving the near-two-tonne car to city speeds, but struggled a little as the speedo climbed towards 100km/h.
This is especially evident in some freeway on-ramp situations that require you to get up to speed to merge, with the engine feeling out of breath – and even a bit coarse – towards the top-end of the rev range.
Luckily, peak torque is on tap from fairly low down, so when navigating the CX-8 to the supermarket or shopping centre, it is a delight to cruise from traffic light to traffic light.
We also sampled the diesel-powered Asaki LE recently, which offers up noticeably more pep thanks to its turbo-diesel engine's 140kW/450Nm – which matches the BT-50 workhorse’s 3.0-litre unit.
The diesel engine is no doubt a better option for those that take long road trips or frequent the freeway, and also stands the CX-8 even further apart from the turbo-petrol-only CX-9.
As with other models in its stable, Mazda has nailed the driving position and feel with the CX-8, with the driver’s seat offering heaps of all-round visibility, enough adjustability to get comfortable, and a steering wheel that serves up subtle cues as to what is happening on the road.
Don’t get us wrong, the CX-8 isn’t as engaging or sharp as an AMG SUV, but it’s certainly one of the better mainstream SUVs for fun and feel behind the wheel.
Have you seen the Volvo XC60 TV ad? It’s full on, but I didn’t cry – there was just a high pollen count that day and… anyway it drives home how safety is Volvo’s ‘schtick’.
The five-star ANCAP score it was awarded in 2017 doesn’t reveal just how impressive the safety systems are on the XC60. This new-generation SUV is fitted with AEB (City Safety) which can detect and stop for animals, humans and other cars, there’s steering support, blind-spot warning, front and rear cross-traffic alert - and that’s on all XC60s. Adaptive cruise control is added to the Inscription grade and above.
You’ll find two ISOFIX points and three top-tether anchors for child and baby car seats across the rear row, too.
Where is the Volvo XC60 built? Volvo is owned by Chinese car giant Geely, but Australian XC60s are made in Torslanda, Sweden.
The Mazda CX-8 was awarded a maximum five-star ANCAP safety rating from its test in mid-2018, with notably high scores for adult and child occupant protection.
As standard, the CX-8 is fitted with crucial safety systems that you would want in a family car, such as autonomous emergency braking (AEB) with pedestrian detection, lane-keep assist, adaptive cruise control, blind-spot monitoring, rear cross-traffic alert with automatic braking, a reversing camera, traffic-sign recognition and rear parking sensors.
Stepping up to the Touring grade adds front parking sensors, while the Asaki nabs a surround-view monitor – both features that are nice to have, but not essential.
According to ANCAP, the CX-8’s AEB system is operational from 4-160km/h and is deemed ‘good’ for overall performance, while its lane-keep and lane-departure tech works from 60-180km/h and was given a ‘marginal’ grade.
The XC60s has a three-year/unlimited kilometre warranty. Servicing is recommended every 15,000km or 12 months, whichever comes first.
Volvo offers two service programs: the basic SmartCare and the more comprehensive SmartCare Plus. The SmartCare three-year/45,000km plan is $2225 (SmartCare Plus costs $3050); a four-year/60,000km version is $3500 ($5200 with SmartCare Plus) and the five-year/75,000km agreement costs $4230 ($6400 with SmartCare Plus).
Scheduled service intervals for the CX-8, regardless of petrol or diesel, are every 12 months or 10,000km, whichever occurs first.
Some rivals like the Hyundai Santa Fe need servicing every 12 months/15,000km, so those who like to rack up the mileage in a year need to take note.
The cost of servicing over five years works out to be $2057 for the petrol engine and $2237 for the diesel, which averages out to about $411 and $447 per annum respectively.
Maintenance costs are a little on the expensive side for the CX-8 when compared to something like the Toyota Kluger, which asks $200 for every 12 month/10,000km service in the first five years.