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Benefits >> Premium looks, expansive cabin, good engine options, manages well Cons ›› Average transmission, fairly firm driving, third tight row head room, dear
Mazda has spent the last years quietly climbing the ranks, gradually losing its brand image for the budget and adopting a more premium approach. This thrust to the luxury market is particularly obvious in their new range of global SUVs, which have been clearly designed by thinking of more demanding buyers.
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Among the stars of this new breed of Mazda VAT are the CX-50, CX-60, CX-70, CX-80 and CX-90. If you are in the United States, you will find the CX-50, CX-70 and CX-90 to publicize their presence. However, if you are in Australia, the CX-60, CX-70, CX-80 and CX-90 are all sitting comfortably on the floor of the exhibition hall, offering a full spectrum of choice for those who seek to upgrade their journey.
Last year, we took the CX-60 and the CX-90 for a tour, getting to know them inside and outside. More recently, we spent a little time driving CX-70 and CX-80. Today, however, we dive into the CX-80, an SUV which, despite its name, is essentially only three rows of the CX-60. Yes, everything is rather confusing, but don’t worry – we have broken the whole range in a separate post To erase things.
Rapid facts
Photos Brad Anderson / Carscoops
Our examination model
We tested the CX-80 in pure form of input level. This model starts at $ 60,441 in (~ $ 38,000) and is the most expensive to seven places in the local range of Mazda. The CX-80 is also offered on tour ($ 67,735 in / $ 42,600), GT ($ 75,029 in / $ 47,200) and Azami ($ 80,447 in / $ 50,600). There are also several different motorcycle groups.
Our tester was equipped with the turbocharged fuel unit 3.3 liters of 3.3 -liter input level in G40E Guise. This engine delivers 280 hp (209 kW) between 5,000 and 6,000 rpm as well as a solid 450 Nm (332 LB-PI) of torque between 2,000 and 3,500 rpm. There is also a diesel version of this same 3.3 liters offered, valued at 251 hp (187 kW) at 3,750 rpm and 550 Nm (406 LB-PI) between 1,500 and 2400 rpm. It was the first time that we have tested the petrol of 3.3 liters with petrol, because the CX-60 and CX-90 that we tested last year had diesel. The two 3.3 -liter models also have a soft hybrid system of 48 volts as standard.
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Those looking for maximum efficiency and power can opt for the 2.5-liter four-cylinder plug-in hybrid. He pumps an impressive 323 hp (241 kW) at 6,000 rpm and 500 Nm (369 LB-PI) of torque at 4,000 rpm. Regardless of the engine, all models are sold standard with an eight -speed automatic transmission and have an all -wheel drive.
A key rival of the CX-80 is the latest generation Hyundai Sante Fe. It is also offered in petrol and hybrid provisions, prices discuss $ 58,000 in (~ $ 36,400) and amount to $ 78,000 at $ 78,000 (~ $ 49,000).
Photo Brad Anderson / Carscoops
Is the interior enough?
Jumping inside the Pure CX-80 for the first time, there is no harm to the fact that it is the entry-level version. It can only be configured with black fabric seats which seem a little cheap compared to the rest of the cabin.
However, there are a lot for the CX-80 cabin. The gentle black leather adorns the steering wheel, the dashboard, the door panels and the central console. It is also a relief that Mazda used simple black mat plastic on the console, rather than the black piano surfaces that you will find in some other models. There is also an infotainment screen of 10.25 inch with a 360 -degree monitor, and is completed by a seven inch in the center of the cluster, flanked by traditional dials. Wireless Apple Carplay and Android Auto are included as standard, as is a driver’s monitoring system, an automatic rear maker and monitoring of the dead angles.
The front seats, in addition to being cut into fabric, only offer manual adjustment. Yes, we get the basic model, but the electric seats should be standard at this price. Fortunately, the seats are incredibly soft, especially the base. This makes them well suited to long road trips, even if the lack of adjustable lumbar support is a notable omission.
The gauge cluster is the same as in many other Mazda models, and although it offers a few different parameters for the central screen, there are not many personalization options offered. Likewise, Mazda’s current infotainment system is starting to feel a little tired and bland, in particular compared to some of its rivals. Nor is it a touch screen, which means that you should use the rotary controller (somewhat irritating) on the console.
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Mazda nailed the second row. Although it is the basic model, there are two USB-C load ports there as well as HVAC controls. Leg and margin space are more than sufficient for adult passengers, and there is an option to tilt the files. There is also a surprising quantity of space in the third row, and the occupants have access to the load ports and the cup holders. The head room is a problem for larger people, but the rear seats are more than large enough for children and adolescents.
While we doubt many CX-80 customers will tow with their SUVs, the Pure G40E base can lug a respectable 2,500 kg (5,511 lb), enough to tow a medium-sized caravan. The rear loading space is 687 liters solid (24.2 cubic feet) with the third folded row or 258 liters (9.1 cubic feet) with the third row in place. Fold the second and third rows, and the space increases to a generous 1,971 liters (67.7 cubic feet).
The adjustment and the overall finish of the interior are good, but it is nothing special. Those who are looking for a little more spice and luxury would be wise to opt for one of the highest levels of finishing which add more beautiful materials. Azami can also be configured with a black and tanned leather cabin, which makes it much more premium.
Photo Brad Anderson / Carscoops
How it goes
As mentioned, the CX-80 that we tested had the G40E motorcycle group with 280 hp and 450 Nm (332 LB-PI) of torque. Although it has an edge of 29 hp on diesel, it is down as a couple of 100 Nm (74 lb-ft), and this gap can be felt behind the wheel. It does not seem as muscular as diesel to a roll, but out of the line, the figures suggest that it is actually a little faster and capable of hitting 100 km / h (62 mph) in hair in 7 seconds . It is more than enough for daily driving.
In the slightly larger Mazda CX-90, a more powerful 3.3-liter petrol version is offered, offering 340 hp (254 kW) and 500 Nm (369 LB-PI) of torque. It would be good if this engine was also offered in the CX-80.
At full speed, the engine emits a beautiful purring which cannot be reproduced by some of the smaller capacity engines that you will find in rivals. In diesel, an artificial generator drowns the 3.3 -liter sound, which makes it almost like an essence. Mazda tells us that the G40E also has this sound generator, but it did not seem as obvious as in diesel.
Energy efficiency is decent. Mazda says the CX-80 G40E Pure uses 8.4 l / 100 km (28 American MPG) on the combined cycle. It is significantly higher than the 2.7 l / 100 km (87 American MPG) of the rechargeable hybrid P50E tour – although this figure includes its electric range only, which biaises the figures – and the 5.2 l / 100 KM (45.2 American MPG) of 3.3 -liter diesel.
However, with a large bias towards the Miles of the highway sailing at 110 km / h (68 MPH), we have an average of 8.0 l / 100 km (29.4 MPG American). Helping in efficiency is the fact that the light hybrid system will sometimes close the engine when it is not necessary. However, this is mainly beneficial when driving in town and not so much on the highway.
The eight speed of Mazda still needs improvement
Unfortunately, and like the CX-60 and the CX-90, the eight-speed automatic transmission used in the CX-80 leaves a little to be desired. It is an intriguing gearbox which has two damp clutches and without torque converter, but Mazda does not call it like a double clutch. The small electric motor is where a torque converter generally did it and between the two clutches.
During the cruise, the gearbox is fine. It offers smooth and fast changes with little agitation. However, at lower speeds and while crawling in the city, it seems a little clumsy and is not as refined as the transmissions used by certain rivals, such as the Kia Sorento and Hyundai Santa Fe.
The CX-60 and CX-90 also lead a little firm, but the CX-80 that we tested seemed more conforming. It will turn the firm side, but it is not uncomfortable and is well suited to normal use. This is undoubtedly helped by the fact that the G40E is delivered standard with 18 -inch wheels wrapped in rubber 235/60, as opposed to the larger 20 inches and tires with lower profiles of GT and Amazi versions .
So what about the dynamics? Well, the CX-80 is not a vehicle that encourages you to shake it up when turns. To switch sales at 2,084 kg, it is quite heavy, although the G40E is the last CX-80 proposed. It also has G-latest Control Plus mazda and cinetic posture control systems. The latter works a bit like a torque vectorization, but is simpler and simply slows down the inner rear wheel when you feel high G forces during turns. The result is quite impressive, and the CX-80 feels composed and safe when led with enthusiasm.
Verdict
The Mazda CX-80 G40E Pure turned out to be a solid versatile. We covered more than 1,500 km (932 miles) with and not for a moment, we found it missing. However, this is not the most fluid operator at suburban speeds, and interested customers would be wise to take one for a road test to see if they can live with the transmission.
If we could choose a single CX-80 version, it would probably be the tour. It adds about $ 7,300 to (~ $ 4,600) to the price, but also delivered with a better display of 12.3 inches of Mazda with a touchscreen, leather, adjusted power and heated front seats, a charger Wireless telephone and a remote electric tailgate. Nevertheless, the Hyundai Santa Fe (if you agree with the design) feels even more balanced.
