Mazda CX-60 Pure G40e 2026 review

Following a faltering premium push, Mazda’s much-anticipated Large Product cars have shifted down market. 

Along with a cheaper entry price ($50,240 for the tested G40e petrol), the 2025 CX-60 brings tweaks to ride, handling and powertrain that has been called for since launch — hopefully without sacrificing signature dynamics. 

Mazda isn’t stopping here, either, introducing a $44,240 entry-grade CX-60 with a 2.5-litre, non-turbo petrol engine under the bonnet in the coming months. 

On test is the most affordable six-pot CX-60 in Pure guise. It’s not only the current entry point in the range, but the cheapest six-cylinder powered vehicle on the market right now…ignoring the Hyundai Staria V6. That has to be worth something, right? 

It certainly helps the CX-60 stand out among rivals, which now don’t include the BMW X3 or Audi Q5, but rather the Volkswagen Tiguan 150TSI R-Line ($55,990), Nissan X-Trail Ti E-Power ($53,265), and Toyota RAV4 Cruiser AWD hybrid ($54,410, all prices before on-road costs). 

The Mazda CX-60 Pure is equipped with the following features: 

• 18-inch alloy wheels 
• All-wheel drive
• Automatic LED headlights
• Keyless access to the front doors and boot
• Black cloth upholstery
• Eight-way manual driver’s seat
• Leather-appointed steering wheel
• 10.25-inch Mazda Connect touchscreen
• 7.0-inch digital instrument cluster 
• Eight-speaker sound system
• Dual-zone climate control air conditioning with rear air vents
• Front and rear parking sensors
• Reversing camera
• Space-saver spare wheel

Moving up through the range is worthwhile, as the entry-spec feels more plain-jane than Pure. 

The Evolve adds faux leather upholstery, wireless charging, a power tailgate and 360-degree camera, but we recommend the $58,240 (before on-road costs) Touring, with real leather upholstery on its heated seats, with power driver adjustment. 

You can move even further up to the GT and Azami flagships with lusher cabins and more equipment. 

Mazda offers three other powertrains, too. Save $6000 by going for the entry-level petrol four-cylinder, choose the ‘D50e’ diesel for an extra $2000 — worth it if you like easy-going torque — or the $13,050 dearer ‘P50e’ plug-in hybrid.

Rated five stars against ANCAP’s 2022 protocol, the CX-60 Pure benefits from safety features such as eight airbags, front and rear AEB, blind-spot monitoring, and more. 

Being judged against ANCAP’s older and more lenient criteria, the CX-60 forgoes many annoying beeps for driver attention and speed limit monitoring that afflict newer vehicles, such as the Kia Sportage and Hyundai Tucson. 

Against a combined fuel consumption of 7.4L/100km, our week with the CX-60 Pure saw 9.2L/100km in a mix of driving. Expect closer to 11L/100km in urban scenarios, though the 60’s ’six will happily take cheaper 91RON or E10 petrol at the bowser.

A five-year, unlimited kilometre warranty covers the CX-60 and maintenance is due annually or every 15,000km, whichever comes first. Ain’t cheap, though, with five years of servicing priced at $3544.

How does the CX-60 Pure drive?

Despite major chassis and drivetrain revisions early in its life, the Mazda CX-60 remains a confounding car to drive. 

All the ingredients are there — with double wishbone suspension, an eight-speed automatic and an inline-six; the specs read like a BMW X3 — but Mazda’s chefs are yet to bring them together in total harmony. 

Latest suspension changes amount to softer springs and dampers, revised kinematics, and no rear anti-roll bar. 

The result? An improved, less sharp-edged ride in town. The CX-60 is more compliant, and that’s good. 

This generally has not affected the CX-60’s star calling — driving enjoyment — either. On a good, smooth country road it’s easy to find flow in the CX-60 Pure, its Yokohama tyres providing progressive breakaway, weighty steering confidence, and the rear-biased AWD system an amount of on-throttle adjustability. 

Throw in a few mid-corner bumps, though, and things get scrappy. 

Softening the rear has sacrificed body control in the CX-60 — it’s now underdamped at the rear. This can be felt around town, too, with excessive movement coming off speed bumps. Well-calibrated adaptive dampers would be a simple solution. 

What about the 3.3-litre turbocharged, inline, six-cylinder petrol engine? Well, outputs in the CX-60 are modest (full beans are reserved for bigger cars like CX-90), with power and torque listed at 209kW and 450Nm.

The engine grumbles into life, sounds okay at 2000rpm and never crescendoes into the refined warble of a BMW straight-six. The CX-60’s understressed six-cylinder feels like it’s done its best work by about 4500rpm, which does suit the vibe of a family SUV. 

While testing, we encountered some strange harmonics under heavy acceleration in first and second gears, like a dull hum from the rear axle — perhaps traction control or Mazda’s Kinetic Posture Control working away. 

We’re yet to sample the base four-cylinder CX-60, and the plug-in hybrid is flawed. The D50e diesel is the most pleasant match to Mazda’s mid-sizer. 

Again, the eight-speed automatic transmission with its unique clutch, rather than a torque converter, is better than before. It’s still not creamy smooth around town, though, often thumping after moments of indecision. 

The fact remains that the cheaper CX-5 is a less sporty but more cohesive driving experience than the occasionally great, but otherwise flawed, CX-60. 

What is the CX-60 Pure’s interior and tech like?

Cost-cutting is immediately apparent in the CX-60 Pure’s cabin, with hard door tops, low-quality cloth upholstery, easy-marking plastics and a down-sized, non-touch multimedia screen. 

There’s a benefit in that the rotary dial is more consistent to use on the move. In today’s world, the combination of touch and scroll is what we want. Apple CarPlay and Android Auto both connect wirelessly, but the process to achieve this was glacially slow and cumbersome. 

Practicality has never been a CX-60 strong point, with front door bins limited to a 500mL camping bottle, small centre storage bin and centre console that’s focused on looking sleek, rather than useful storage. 

It’s a shame, because the cabin design has legs. You sit low in a familiar, sporty position with ample manual adjustment from the chair. The steering wheel is the right size, and the semi-digital dials are attractive.

There are two USB-C ports and a 12-volt socket in the front seat, while the back seat gets a pair of USB-C points, a three-pin socket and two vents. 

The CX-60 retains a great back seat, spacious for adults with lots of vision, a shapely backrest, comfortable vents and doors that open nice and wide. 

Shame the scratchy plastics continue in the back, and the tall transmission tunnel means middle-seat passengers need to splay their legs.

The CX-60 Pure’s 40/20/40 split backrest folds almost flat with pull-down levels in the boot, where space is reasonable at 477 litres. Boot practicalities include a 12-volt socket, a netted cubby to the left, and a temporary spare tyre.

The honest verdict on the CX-60 Pure

Though Mazda has essentially abandoned its premium strategy in Australia, we were expecting flow-on good engineering to make it into the entry-level CX-60 Pure, but that’s just not the case. 

All said and done, the CX-60 has a great back seat and can inspire true enjoyment on a smooth twisty road — the chassis is good and the engine is punchy. 

Fact is, though, you’re better spending a few extra thousand on the Touring trim and indulging in Mazda’s lush appointments, rather than settling for the Pure.