Mazda CX-6e 2027: first drive review

In a twist for Mazda Australia, executives believe the brand’s new made-in-China CX-6e electric SUV could become its best-seller, displacing the combustion-engined CX-5 and CX-3… but only if our regulatory environment continues to incentivise electric cars.

Underneath, this new Mazda is a Changan/Deepal product, using that company’s EPA1 platform and a very similar wheelbase to the Deepal S07. Mazda says the two medium SUVs share no body panels, though — not even the glasshouse.

Before you get upset, remember this is a common play for Mazda. It regularly shares products and development with other OEMs, from the current Isuzu D-Max based BT-50 ute through to the Mazda 121 (1986-1990), which was also sold in Australia as the Ford Festiva.

Thanks to its country of origin, the CX-6e was able to arrive in market at a way more competitive price than the short-lived MX-30 electric. From $53,990 list price and $56,990 driveaway (except for WA) Mazda’s electric SUV undercuts key rivals including the BYD Sealion 7 ($54,990 list), Tesla Model Y ($58,900) and Zeekr 7X ($57,900).

Mazda also likes to bang the drum about its level of brand trust and dealer coverage, which is undeniably stronger than what new brands can offer.

With massively overhauled suspension, NVH, steering, motors, battery, software, structural rigidity and corrosion resistance compared to the related Deepal S07, we want to know if this second China-sourced product is a worthy wearer of the Mazda badge.

What are the CX-6e’s features and options for the price?

If you walk into a Mazda showroom today with about $60,000 to spend, you could end up with a high-end CX-5 petrol, entry-level longitudinal-engined CX-60 or a fully-electric CX-6e. Buyers really are spoiled for choice.

There are two variants in the CX-6e line-up, the entry-level GT and flagship Azami. Despite the Azami’s $3000 price premium they share almost identical equipment.

Electrical stats are identical, with 78kWh lithium-iron phosphate (LFP) batteries, up to 483km driving range and a rear-mounted motor producing 190kW and 290Nm.

The Mazda CX-6e GT ($53,990 before on-road costs) features the below equipment:

• LED head and tail lights
• 19-inch alloy wheels with eco tyres
• Power tailgate
• 26.5-inch touchscreen
• Wired/wireless Apple CarPlay & Android Auto
• Head-up display 
• 360-degree camera with 3D mode
• Keyless entry
• Tri-zone climate control
• Power adjustable heated & ventilated front seats
• Heated steering wheel
• Glass roof with electric sunshade
• Wireless smartphone charger
• USB-C & USB-A charge points
• Black ‘Maztex’ vinyl upholstery
• 23-speaker ‘premium’ audio system
• Satellite navigation
• Exterior speaker announcement

Following the 6e sedan, the CX-6e also has a dedicated smartphone application that functions as a digital key. 

The range-leading Mazda CX-6e Azami adds a few extra features for $56,990 before on-road costs, including Audi e-tron-like camera side mirrors, a digital rear-view mirror and handsome 21-inch alloy wheels with Michelin Pilot Sport tyres. 

Metallic paint is standard though premium paint — including new Nightall Violet — attracts a $995 upcharge. The only other option is Warm Beige Maztex upholstery, which is a worthwhile $1000 extra.

Mazda is currently sweetening the CX-6e deal further with $2000 cashback for novated lease buyers. 

How does the CX-6e drive?

The CX-6e is the second Changan Deepal-sourced Mazda following the 6e, however the more extensive visual differences — the CX-6e shares no panels or glass with its Chinese relation — hint at greater physical changes.

Mazda says it has revised almost every aspect of the way the CX-6e drives, increasing structural rigidity, changing compliance bushings, using different spring rates and damper tunes, revising the steering system, recalibrating software and most noticeably, transforming the brake pedal.

Unlike the majority of Chinese-built electric cars, the CX-6e has a firm, supportive brake pedal just like a Mazda CX-5. There’s more heft to the steering as well, though it doesn’t weigh up quite right and is sticky around the straight-ahead.

When it comes to ride, Mazda’s tweaks have made the CX-6e more connected, composed and predictable than rivals such as the Sealion 7 or Xpeng G6. It’s not as sporty or direct as a Tesla Model Y, though it is more absorbent.

The CX-6e is generally better in GT guise with its 19-inch alloy wheels smoothing out bumps more than the Azami’s crashier 21s. There’s a trade-off though, with the GT’s eco tyres not providing the same convincing purchase on tarmac as the Azami’s Michelins.

Through the bends the CX-6e feels distinctly rear-wheel drive, offering the ability to trim your line through a corner using the accelerator pedal. Overstep the mark, though, and the heavy-handed traction control is quick to limit power and takes a while to recover.

It also takes some time to relax in the CX-6e which can be an overwhelming experience. Beeps, bongs and announcements from the navigation, lane-keep assist and driver-attention monitoring compete for your attention as you fumble through the touchscreen to disable what you don’t want.

There’s no way to know which drive mode you’re in by glancing at the screen and no digital driver’s display with graphics to glow red for Sport mode or green for Eco mode. This is doubly annoying as you can only adjust regenerative braking power (four settings, with High being rather punchy) in ‘Individual’ drive mode.

Mazdas have generally been easy to get along with where the CX-6e takes some… learning. That’s doubly a shame because once you’ve relaxed and engaged the modes and gizmos you want the quiet CX-6e becomes a relatively pleasant car to drive.

What is the CX-6e’s interior and tech like?

We’re going to ignore that touchscreen for a moment and focus on the material choices and design in the CX-6e.

Especially when fitted with the optional Warm Beige upholstery which ups the amount of tactile grey knit-material (including on the back of the seats), the CX-6e has some genuine Mazda warmth inside.

The cabin compliments the classy, stand-out exterior design — Mazda calls it Modern + Future x Soul — wonderfully. We should point out how intricate some of the details are, with space for air to flow beneath the skin of the bonnet, front bumper and C-Pillar. The visual identity is strong.

But man, is that 26.5-inch touchscreen tough to ignore… Everything runs through it: climate control, lighting functions, even auto wiper sensitivity is only accessible through menus, sub-menus and swipe-down shortcuts.

Ideal if you have a passenger who can act as the co-driver, right? Not quite, as the utility of the screen’s far left section is severely limited. Currently, it can only cycle through radio stations, switch into one of the various pre-programmed cabin modes (for relaxing or keeping pets cool) and adjust the passenger’s climate zone.

In China, the EZ-60’s (as it’s known) passenger portion can stream video, browse the web and more but apparently this is off the menu in Australia until Mazda figures out in-car internet connectivity for the CX-6e.

There are buttons on the steering wheel for drive mode, volume, 360-camera, voice command and a pair of ‘star’ shortcuts which can be customised to operate up to four functions using a mix of short and long presses.

This needs to go further, with greater customisation, simpler shortcuts, and reconfiguring the screen to have the sub-menu bar on the driver’s side instead of the passenger’s side.

At least there are quirky features to keep owners entertained, including an interior ‘selfie’ camera with Apple Photo Booth-style visual effects, an external speaker you can make announcements through or program in messages, and strange fixed gesture controls including punching your fist in the air, which will set the navigation work.

The seats are power-adjustable with six directions of adjustment for the driver and four for the passenger (missing height adjust). Heating and ventilation is standard and works well, though the chairs lack support compared to Mazda’s best efforts.

All grades are fitted with a 23-speaker sound system. Impressive on the spec sheet but not so much in real life, proving a thin, digital rendition. Headrest speakers can pump audio straight to the front passengers, if you please, to keep conversations or listening habits semi-private from other passengers.

The CX-6e has a huge back seat with ample leg, toe and headroom for adults. The glass roof lets in plenty of light when you want it to and the sunshade (which can be controlled with the somewhat-amateur voice commands) blocks the sun nicely.

Amenities in the backseat include a separate climate zone, USB charge points, fold down armrest, map pockets and soft-squidgy materials.

All CX-6es have a standard power tailgate (the button is on the base of the rear wiper), cargo blind, two shopping bag hooks and tyre inflation kit.

The boot volume is quoted at 363L to the cargo cover which is significantly smaller than a CX-5 or Toyota RAV4, however it looks larger than the on-paper figure. The load bay is long, nice and rectangular, and there’s an 83-litre frunk that’s the perfect spot to store charging cables.

Is the CX-6e a safe car?

The Mazda CX-6e is yet to be rated by independent testing body ANCAP or Euro NCAP; however the related 6e sedan scored five stars in its 2025 crash test. 

The CX-6e is fitted with a number of passive and active safety features including:

• Nine airbags
• Autonomous Emergency Braking (AEB)
• Front collision warning
• Rear cross-traffic alert with braking
• Blind-spot monitoring
• Intelligent speed limit assist
• Driver-attention monitoring
• Lane-departure warning
• Lane-keep assist
• Lane-trace assist
• Adaptive cruise control

On test, the CX-6e’s adaptive cruise control was the most impressive aspect, braking firmly yet smoothly and following others cars at a reasonable and consistent distance.

There are improvements to be made, though, including to the patchy emergency lane-keep assist, over-sensitive driver attention monitoring, and beeping overspeed warning that defaults on every time you start the vehicle.

A customisable program for driver-assistance settings, as seen in BMW, Geely, JLR products and plenty of other marques, would help here.

What are the CX-6e’s ownership costs?

The Mazda CX-6e has a 78kWh lithium-iron phosphate (LFP) battery pack good for 483km WLTP driving range in the GT and 468km in the Azami which is similar to what you’d see in a BYD Sealion 7.

In real-world conditions, we observed 15.3kWh/100km in the GT and 16.7kWh/100km in the Azami. That equates to a driving range of 510km (GT) and 467km (Azami), so the CX-6e managed to better its claim on the small wheels and match it on the larger alloys.

Charging speeds are strong within the class, the CX-6e’s 194kW DC peak sees it jump from 10-80 percent in 24 minutes, says Mazda, while AC charging is 11kW. The CX-6e supports vehicle-to-load (V2L) with an included adapter at up to 3.5kW.

Servicing is due every 12 months or 20,000km at a cost of $1860 for five years/100,00km of motoring.

The CX-6e is covered by Mazda’s standard five-year/unlimited kilometre warranty with an eight-year guarantee for the battery and high-voltage electrics.

The honest verdict on the CX-6e

Based on equipment levels, sharp pricing, reasonable EV credentials and that daring styling, the CX-6e is sure to intrigue potential buyers. Compared to a new brand-name, too, you have Mazda’s long history in Australia for peace of mind.

For a Chinese-built, five-seat family EV at this price, the CX-6e is an impressive bit of kit. But as a Mazda? This new nameplate needs time and attention to mature.

There’s promise in some of the ‘Jinba Ittai’ inspired changes — the ride quality, brake feel, reasonable handling — made to the Deepal S07 but the user interface needs a rethink.

We can dream of a smattering of tactile switchgear to complement the warm cabin materials but in reality, there’s a lot Mazda should be able to accomplish (hopefully) with running software changes.