Mazda CX-80 review
Mazda’s seven-seat SUV makes for an appealing and practical family car, with efficient powertrains and excellent build quality
Our opinion on the Mazda CX-80
The Mazda CX-80 hits the right notes for a large SUV when it comes to rear seat space in the second and third rows. Its interior offers all the versatility you’d expect, and regardless of whether you go for the plug-in hybrid or six-cylinder diesel, the CX-80 is efficient.
Despite Mazda’s ambitions to push the car into premium territory, the pricing isn’t too aggressive. Seven-seat SUV buyers have a lot of options but Mazda has always been pretty adept at going its own way and the CX-80 does manage to offer something a bit different to the norm. If the numbers add up, there’s plenty to like for those interested in a bigger family car.
About the Mazda CX-80
The CX-80 is the first seven-seat SUV Mazda has offered in the UK. It’s aimed at family buyers who might also be considering the likes of Hyundai’s Santa Fe and Kia’s Sorento. Mazda is keen to push itself upmarket, however, and would dearly like the CX-80 to be mentioned in the same breath as more expensive options like the Land Rover Discovery and Audi Q7.
There are Skyactiv plug-in hybrid and diesel engine options to choose from, both with four-wheel drive and an eight-speed automatic gearbox. Above the entry-level Exclusive-Line grade, you have Homura and Takumi trim levels that focus on a sporty and luxurious look and feel respectively. Each can be augmented with the Plus pack that adds a panoramic sunroof, stereo upgrade, adaptive headlights and a 360-degree parking monitor. There is also the option of a six-seater layout with two chairs in the middle row.
So far, we’ve tested the Mazda CX-80 in plug-in hybrid and diesel form on the international launch in Germany and run a plug-in hybrid Homoura Plus model over 6,000 miles on a long-term test.
Mazda CX-80 prices and latest deals
Pricing for the Mazda CX-80 starts from around £50,000 for the entry-level Exclusive-Line trim. The 2.5-litre plug-in hybrid option is actually £2,700 cheaper than the less powerful 3.3-litre, six-cylinder diesel. Homura trim is around £3,000 more with Takumi another £1,000 or so on top. The Plus pack is £2,650 extra.
If you’d like to save on your new car, you can build the perfect Mazda CX-80 via the Auto Express Buy a Car service. We also have a selection of CX-80 leasing deals to choose from, as well as a variety of used CX-80 models. We can also help you to sell your car.
Performance & driving experience
Pros |
|
Cons |
|
It would be wrong to expect too much of the Mazda CX-80 from a driver entertainment perspective but Mazda has form in this area and tends to go above and beyond in making cars that are fun to drive. The big SUV offers two impressive engine options and a driving experience that’s very much tailored around road use, with little pretence of off-road ability - just as the majority of buyers would want.
| Model | Power | 0-62mph | Top speed |
| Mazda CX-80 PHEV | 323bhp | 6.8 seconds | 122mph |
| Mazda CX-80 Skyactiv-D | 251bhp | 8.4 seconds | 135mph |
Performance, 0-60mph acceleration and top speed
A major part of why the Mazda CX-80 is different from most of its competitors is due to its engine range – specifically the diesel. Like premium brands BMW and Mercedes, the CX-80 uses a comparatively large 3.3-litre straight-six mounted longitudinally, or lengthways, rather than the more traditional transversely mounted four-cylinder engines found in its mainstream challengers these days. The market has gone to smaller engines due to ever-tightening emissions regulations and the drive for lower fuel consumption but Mazda’s Skyactiv diesel takes a different approach.
In order to comply with the demand for increasing efficiency, this engine is aided by a 48-volt mild-hybrid system, or ‘M-Hybrid Boost’ as Mazda calls it, in which a small 17bhp electric motor assists the engine when pulling away from a standstill and at low revs to boost efficiency. With 251bhp and 550Nm of torque on tap, 0-62mph takes 8.4 seconds. This translates to some fairly good on-road performance, and there are no noticeable gaps in the torque delivery, which helps the diesel CX-80 avoid feeling strained or rushed.
The benefit is an extra layer of sophistication to the drive, which is more reminiscent of a BMW X5 than anything with a Mazda badge. The engine isn’t quite as silky-smooth as in premium German rivals, nor is the eight-speed automatic transmission as slick or well-calibrated. But this is a fine powertrain, especially considering the price point.
The plug-in hybrid Mazda CX-80 takes a slightly more standard approach, being based around a 2.5-litre four-cylinder petrol engine. The unit works together with a much more powerful 173bhp electric motor that’s fed by a 17.8kWh lithium-ion battery.
The total power output for the CX-80 PHEV is 323bhp, and there’s 500Nm of torque, with the e-motor providing a big chunk of that instantaneously. This allows the two-tonne SUV to dispatch 0-62mph in 6.8 seconds.
While the performance of this model is slightly more electrifying – no pun intended – with a more pronounced turn of speed, the way the plug-in hybrid transitions between petrol and electric drive isn’t quite as well resolved, as is the case with some rivals. There’s a touch of electric motor whine, and the car can get a little jerky if you ask for lots of power quickly in its standard drive mode.
On our tests this mainly manifested itself when we were trying to pull quickly out of junctions and experienced a delay in the throttle response. When overtaking or accelerating down a motorway slip road a strong input on the accelerator pedal can also lead to an increase in noise from the engine and little extra speed.
Sport mode does a better job of smoothing these instances out. This relies more heavily on the petrol engine, with the electric motor purely being a source of additional power and torque, rather than driving the wheels independently. Alternatively, you can select EV mode and run the CX-80 purely on electricity. This makes things a lot smoother but the petrol engine will still engage at higher speeds.
Town driving, visibility and parking
Small bumps at low speeds can often catch the CX-80’s suspension out, resonating through the cabin despite the relatively modest 20-inch wheel size. The ride is generally pretty comfortable but firmer than you’ll experience in most rivals.
At 4.7 meters long, the CX-80 is a large vehicle and its size will take a bit of getting used to in tight urban streets. It doesn’t sit you as high up as some large SUVs so you don’t get the commanding view out that you would in something like a Land Rover Discovery. As a result, you find yourself trying to judge the extremities while looking out across the long bonnet and it isn’t always easy. The steering is light, however, and there’s a reasonable view out through the back and side windows.
Country road driving and handling
The CX-80’s handling is sensible rather than spectacular, and we’re not sure it’s a worthy trade-off for the sake of the ride – especially when most people buying a big SUV will have comfort as a higher priority than sports car handling.
The CX-80 uses double-wishbone front suspension and a multi-link set-up on the rear that Mazda says has been tuned for stability and comfort. It also gets Kinematic Posture Control (KPC) technology from the Mazda MX-5 sports car that is supposed to reduce body movement during cornering and a four-wheel drive system that is biased toward the rear wheels. In practice, it does feel composed, balanced and controllable on fast, twisting roads but never particularly exciting.
Motorway driving and long-distance comfort
Long-distance travel is something of a forte for the CX-80. The ride isn’t interrupted by surface imperfections in the way it is on urban and B roads so you can enjoy the car’s composure. There’s little wallowing and undulations don’t throw it off its stride, while the accurate steering makes it easy to place. Progress is pretty quiet too, although the diesel’s gruff note and the plug-in petrol’s growl do enter the frame when you put your foot down.
| Model | Power | 0-62mph | Top speed |
| Mazda CX-80 PHEV | 323bhp | 6.8 seconds | 122mph |
| Mazda CX-80 Skyactiv-D | 251bhp | 8.4 seconds | 135mph |
MPG, emissions & running costs
Pros |
|
Cons |
|
To make its latest diesel engine as clean and efficient as possible, Mazda developed a clever new technology called DCPCI (Distribution-Controlled Partially Premixed Compression Ignition), which uses a unique egg-shaped combustion chamber to deliver cleaner fuel combustion. It also added a 48-volt mild-hybrid system, and as a result, the brand says the diesel CX-80 can return up to 49.5mpg.
Meanwhile, the CX-80 PHEV can officially return up to 176.6mpg on the WLTP combined cycle but you will have to charge it religiously to get close to that. On our long-term test over a UK winter, we were able to return an average of around 49mpg over more than 4,000 miles of use with regular charging. This was normally with just one person in the car so expect efficiency to go down further with the weight of a whole family on board.
The petrol engine is not turbocharged, so the efficiency shouldn’t drop to quite the same extent as with some rivals when the battery is drained. We were able to get returns in the mid to high 30s, which isn’t bad for a car of this type.
| Model | MPG | C02 | Insurance group |
| Mazda CX-80 PHEV | 176.6mpg | 36g/km | 37-39 |
| Mazda CX-80 Skyactiv-D | 48.7-49.5mpg | 148-151g/km | 37-39 |
Electric range, battery life and charge time
The CX-80 plug-in hybrid features an EV mode for running as long as possible with the engine off, plus a ‘Charge’ mode that ensures the battery maintains a certain amount of charge for use later in a journey – such as driving to your destination inside a city low-emissions zone.
The official pure-electric range is 37 miles from a single charge of the 17.8kWh battery but we’ve found that 20 to 25 miles is more realistic in typical urban driving.
Fully recharging the battery using a typical 7kW home wallbox should take about two and a half hours. However, the CX-80 PHEV doesn’t have DC rapid charging capabilities for a quick top-up on longer trips, unlike the Skoda Kodiaq.
Insurance groups
Insurance isn’t inexpensive, but it will be on par with rivals like the Hyundai Santa Fe. The CX-80 in both diesel and plug-in hybrid forms starts in group 37, rising to group 39 for the higher trim levels. The Skoda Kodiaq is likely to be much more affordable to insure, starting in group 18 for the mild-hybrid petrol, before rising to group 24 for the plug-in hybrid.
Tax
Company car drivers paying Benefit-in-Kind (BiK) tax will be better off with the plug-in hybrid version thanks to it being in the lower 13 per cent BiK band versus the diesel in the 35 per cent band.
Private buyers will be hurt by the fact that every version of the CX-80 breaches the £40,000 threshold for the luxury car tax, meaning you’ll need to pay a higher rate of annual tax from the second time the vehicle is taxed up until it is six years old.
Depreciation
According to data experts, the CX-80 is expected to retain 53-54 per cent of its original value over three years or 36,000 miles, depending on the trim and engine choice. That’s better than the Kodiaq, which is likely to hang on to 41-50 per cent over the same period. It’s also slightly better than the Santa Fe, which is predicted to maintain 45-48 per cent.
To get an accurate valuation on a specific model check out our free car valuation tool...
Design, interior & technology
Pros |
|
Cons |
|
The CX-80 is roomy and well built with a somewhat old-school approach to the design and controls that actually serves as a pleasant departure from today’s hyper-minimalist car cabins.
On the outside, it’s not the prettiest car and looks a little gawky from some angles. It also lacks the road presence you get from some other big SUVs but some will see this as an advantage. The CX-80 slips under the radar more readily than most of its contemporaries.
Exclusive-Line may be the entry-level trim, but it comes with plenty of attractive features, including…
- Leather seats
- Tri-zone automatic climate control
- LED headlights
- 18-inch alloy wheels
Above this is the Homura, which has a sportier look and feel thanks to darkened trim, black 20-inch wheels, Nappa leather for the seats and an array of extra equipment. The top-spec Takumi, has a more obvious ‘luxury car’ bent, thanks to a light-coloured Nappa leather interior and additional chrome highlights.
Both the Homura and Takumi can be upgraded with a Plus Pack, which adds high-end features including a panoramic sunroof, adaptive headlights, a stereo upgrade and a privacy glass tint on the rear windows.
Interior and dashboard design
The high-spec Takumi models have a bright and airy white leather finish, with blonde timber inserts, high-gloss metal-look trim and textured fabrics. It looks lovely but all feels a little delicate for a family hauler. The Homura’s black Nappa leather seems just as premium but makes for a gloomy cabin that’s helped by the addition of the panoramic sunroof. It would be nice if Mazda offered something other than black or white.
The overall design isn’t exactly cutting-edge and perhaps lacks the coolness exuded by rivals such as the Hyundai Santa Fe.
Materials and build quality
The cabin in the Mazda CX-80 is generally well built, with appealing materials. There’s not an excess of delicate, scratchable materials that might be at risk from smaller members of the family – both human and canine – but on the two upper trims, the seats and dash do feature some nice, supple Nappa leather. The plastic around the gear selector is a bit of a turn-off but otherwise you’ll struggle to spot low-rent elements.
Infotainment, sat-nav and stereo
Every CX-80 is equipped with a 12.3-inch digital instrument cluster and a 12.3-inch central touchscreen display. Interestingly, Mazda gives the option of a rotary dial on the centre console to navigate its infotainment menus as well as the touchscreen. Amazon’s virtual assistant Alexa also comes built-in and can control the car’s music, navigation and air-conditioning, as well as third-party apps such as Spotify. Wireless Apple CarPlay and Android Auto are standard-fit, too.
The Mazda infotainment system is well set up for use with the rotary dial and it’s easy to move through the menus while on the move. The touchscreen controls are more of a last resort because you have to lean forward to reach the screen, although they did come in handy when we were using Android Auto because it’s less well optimised for the rotary controller.
The fact that Mazda has retained the bank of physical controls for the heating and ventilation system will be appreciated by many people. It really shows up rivals that have key settings hidden in infotainment menus. It might not feel the most modern or feature-packed but the CX-80’s control interface works well - and that has to be the main thing.
Every CX-80 is equipped with a 12.3-inch digital instrument cluster and a 12.3-inch central display. It’s worth noting, though, that the latter is not a touchscreen, because Mazda prefers having a rotary dial on the centre console to navigate its infotainment menus. Amazon’s virtual assistant Alexa comes built-in, though, and can control the car’s music, navigation and air-conditioning, as well as third-party apps such as Spotify. Wireless Apple CarPlay and Android Auto are standard-fit, too.
Boot space, comfort & practicality
Pros |
|
Cons |
|
Practicality is a core strength of the Mazda CX-80. It might not be the most imposing large SUV to look at but large it is and that size is made to pay in the roomy cabin. There’s space for adults in all three rows and the diesel model in particular will make a top class tow car.
Dimensions and size
At a whisker short of five meters long, the CX-80 is a proper full-size SUV by UK market standards but it’s not as wide or tall as some competitors. The Hyundai Santa Fe is 165mm shorter but 10mm wider and 70mm taller. A Land Rover Discovery is 39mm shorter but 110mm wider and 178mm taller.
It all means that the Mazda sits you a little closer to the road so the view out isn’t as commanding and it lacks the ground clearance of some rivals, but the lower centre of gravity is a benefit to handling and there’s no drawback in terms of interior space.
Dimensions | |
| Length | 4,995mm |
| Width | 1,890mm |
| Height | 1,710mm |
| Number of seats | Six or seven |
| Boot space | 258/687/1,971 litres (7,5,2 seats up) |
Seats & passenger space
The CX-80 comes with seven seats as standard, but two six-seater layouts are also available. These replace the second-row bench with two captain’s chairs, with the option to have either an open walk-through space between them or a console with extra storage and cup-holders.
There’s plenty of room in the second row, plus a separate set of climate controls for passengers and some USB-C charging ports for their devices. Huge rear doors create a large opening, allowing for easier access to the third row of seats, although you won’t be able to open those doors fully when squeezed into a tight parking space and getting into the back is still a bit of a scramble for adults.
Because the middle row seats slide and recline, even in the seven-seat CX-80 models, you have options in terms of how to configure the cabin and how much space you leave for third row occupants.
Unlike some seven-seat SUVs, there’s more than enough headroom and legroom in the rearmost seats for even six-feet tall adults to climb back there. We noticed that the third-row seats are shallow, however, which meant our legs were slightly raised from the seat bases, but it’s a minor gripe. Few SUVs beat the CX-80 for sheer passenger space and It is impressive that Mazda has been able to keep the seven seats in plug-in hybrid versions, which need to accommodate a large battery - something that can’t be said of the Skoda Kodiaq.
Boot space
There’s 258 litres of boot capacity available with all the CX-80’s seats in place, and that grows to 687 litres when the rearmost seats are folded flat – a process which is quick and simple to do by pulling straps on the backs of both. When all but the driver and front passenger seats are down, the CX-80 can carry up to 1,221 litres of cargo, or 1,971 litres if you load it right to the ceiling.
The boot opening is wide with no loading lip and there’s space under the floor for your charging cable in the plug-in hybrid. We did find that the powered tailgate didn’t open very high on our test cars, however, causing taller members of the team to bash their heads on more than one occasion.
Towing
Mazda is keen to highlight the CX-80’s 2,500kg maximum towing capacity, which applies to both diesel and plug-in hybrid models. The car also features a ‘Trailer Hitch View’ for its camera system, to make it easy for the driver to attach a trailer when they’re on their own, while a dedicated Towing drive mode takes into account the additional weight of a trailer and optimises the AWD system to improve straight-line stability. A retractable tow bar is a £980 option.
Safety & reliability
Pros |
|
Cons |
|
Safety experts Euro NCAP awarded the Mazda CX-80 the maximum five-star rating after crash testing it in 2024. The CX-80 scored higher than the Hyundai Santa Fe and Skoda Kodiaq in the adult occupant and vulnerable road user categories, and matched the Santa Fe in the child occupant and safety assistance technology categories.
Mazda introduced its latest suite of safety features with the CX-80, such as head-on collision mitigation as part of an upgraded Smart Brake Support system, and ‘Cruising and Traffic Support, which can take action if the driver becomes unresponsive. Other safety kit fitted as standard includes blind spot monitoring, cruise control, lane keep assist, traffic sign recognition and driver attention alert.
On our tests we found these systems worked relatively well. The speed limiter warning bongs can become annoying but there’s a button down to the right of the steering wheel to turn them off on one press, and a setting that controls how far above the speed limit you need to be before the warning sounds.
The collision avoidance systems are sometimes triggered too early by parked cars or traffic ahead as you pull out of junctions but only to the point of a warning sound. The CX-80 never unnecessarily applied the brakes automatically on our tests, unlike some cars with less well calibrated systems.
A 360-degree camera is offered on the CX-80 as part of the Plus pack and features the aforementioned ‘Trailer Hitch View’ and a ‘See-Through View’ to help when manoeuvring in tight car parks and city streets. This feature is a big help when trying to manoeuvre the CX-80 with its high-resolution camera and clear display
The Mazda brand came in an excellent seventh place out of 32 manufacturers in the 2024 Driver Power customer satisfaction survey, higher than Hyundai (17th place) and Skoda (23rd place). Owners praised the user-friendly controls and the infotainment system, with the few negatives mentioned surrounding acceleration and visibility.
| Euro NCAP safety ratings | |
| Euro NCAP safety rating | 5-star (2024) |
| Adult occupant protection | 92% |
| Child occupant protection | 88% |
| Vulnerable road user protection | 84% |
| Safety assist | 79% |
Buying and owning
Best buy: Mazda CX-80 PHEV Takumi
Picking the best buy from the CX-80 range isn’t straightforward but we think the Skyactiv plug-in hybrid powertrain will probably make most sense for most buyers, despite the Skyactiv diesel being a more rewarding car to drive. The PHEV is a bit cheaper and will be cheaper to run as long as you’re able to charge it regularly.
The CX-80’s cabin looks and feels better with the light themes of the Takumi trim. It’s the top grade but it’s only £4,000 more than the base model and you get a good haul of equipment. Of course, if you’ve got kids, the white leather is probably not a good idea. If you choose the Homura grade for its black leather, try to invest in the £2,630 Plus pack to get the panoramic sunroof - it adds some much needed extra light.
Mazda CX-80 alternatives
The Mazda CX-80 sits in a class that includes the very fresh-looking Hyundai Santa Fe, the Kia Sorento, plus slightly smaller seven-seat rivals such as the Peugeot 5008, Nissan X-Trail, and Skoda Kodiaq. Mazda has premium brand aspirations and would also like those considering a Land Rover Discovery or Audi Q7 to look at the CX-80 as a viable cheaper option.
Arguably the CX-80’s key rivals are seven-seat SUVs from Korean stablemates Hyundai and Kia. The Hyundai Santa Fe is one of the best choices in this area of the market with its boxy design and a set of hybrid and plug-in hybrid powertrains. It actually has a similar set of compromises to the Mazda, though, with a hesitant hybrid powertrain and iffy ride quality on rough roads. Plus it also doesn’t have a diesel option.
Kia’s Sorento is similar under the skin to the Santa Fe, but is a slightly older design and lacks the Hyundai’s visual punch. It does ride better, and there’s a diesel in the range for those who like to tow or regularly drive long distances. However, the diesel in the Sorento is only a four-cylinder, so it lacks the Mazda’s six-cylinder sophistication and refinement under load. Both the Kia and Hyundai are comparable in terms of dimensions and interior accommodation.
Smaller rivals from Japan and Europe include the Nissan X-Trail and Skoda Kodiaq. Both are cheaper, but because of their size, the third row is more for occasional use, rather than full-time deployment. The Kodiaq, particularly, comes with a strong range of powertrains, with diesel, petrol and plug-in options (although you lose the seven-seat option with the latter), and is highly rated thanks to its clever design, excellent tech and relative efficiency – although pure-petrol models do have a habit of drinking lots of fuel.
Frequently Asked Questions
On test, we averaged around 46mpg in the diesel CX-80, which isn’t far off the claimed figures. This was across a combination of slow-speed town driving and A-roads, plus some time on the high-paced autobahn.
The plug-in hybrid will always have a more variable figure depending on how often you charge the battery pack, but we recorded a 68mpg figure after a stint on the high-speed autobahn and crawling in urban traffic. On our long term test we averaged 49mpg in mixed driving during winter with regular charging. We struggled to get more than 25 miles of pure-EV range despite Mazda’s claim of 37 miles.
Deals on the CX-80 and alternatives
More reviews
Long-term tests
