2025 Mazda CX-80 G40e Pure review

Mazda’s Large Architecture line-up is billed as “premium”, and what we’ve seen so far from the brand in terms of variants on the ground supports that. However, the cars have also been accompanied by higher prices than what you’d expect to pay for Mazda SUVs previously.

The most affordable of all is the Mazda CX-80 Pure variant, which made its debut at the end of 2024 featuring petrol power and entry-level positioning.

It’s just one of a plethora of Mazda SUV options to choose from, especially when you drill down into the detail and start talking individual specifications.

There’s so much overlap, too, considering the Mazda CX-80 is merely a seven-seat version of the CX-60 SUV that’s been on local roads for more than two years.

But, while I’ve been tempered on my excitement for the other options in the Mazda large SUV range, I think this entry-level Mazda CX-80 shines the brightest in the entire showroom line-up.

This is the most affordable seven-seat Mazda you can buy in Australia. In fact, for the time being, it’s the most affordable Large Architecture SUV in Mazda’s showrooms. That is, until the Mazda CX-60 Pure (a similarly positioned base-spec variant) arrives in a few months’ time.

It starts at $55,200 plus on-road costs, and the variant is only available with the petrol-powered engine. Remember, other versions of the CX-80 come with a choice of petrol or diesel six-cylinder options, or a four-cylinder plug-in hybrid variant.

You could consider alternatives such as the Kia Sorento (from $50,680 plus on-roads) and the Skoda Kodiaq (from $54,990 plus on-road costs), though neither of those cars comes with as much power, drawn from a 3.3-litre inline-six-cylinder petrol engine.

It outputs a healthy 209kW and 450Nm to all four wheels fed through an eight-speed automatic transmission. These outputs are augmented by mild-hybrid technology that can turn off the engine when coasting to save fuel.

The CX-80 Pure is specified with 18-inch alloy wheels, a 10.25-inch screen (though it’s not touch-enabled), a 7.0-inch digital cluster, and tri-zone climate control. The CX-80 Pure makes do with cloth seat upholstery throughout.

But nice-to-haves extend to a head-up display, a 360-degree camera, and auto-dimming mirrors. This is generous equipment for an entry-level car.

Mazda has introduced drive-away pricing on the entry-level CX-80 Pure, priced from $59,990 drive-away in all states except Western Australia. This offer is a limited-time deal, after which pricing will revert back to the regular $55,200 plus on-road costs price point, resulting in different final costs based on location.

Mazda has ample stock of the CX-80 across its dealership locations, especially of entry-level variants such as the Pure and Touring. Be sure to head to Mazda's website to spec your own vehicle.

I was warned by colleagues who drove my tester before me that the interior of the CX-80 Pure was a sure step down from other Large Architecture cars.

But, while there are plenty of black plastics and some hard-touch surfaces to offset its more affordable price point, the CX-80 Pure's cabin is still a very nice place to spend time.

The dash inlays and door tops are made from hard plastic, but as long as you don’t touch them often, you’ll learn to appreciate the pattern. Likewise, the cloth seats are actually super comfortable and feel grippy under your backside.

I like the way there are silver accents throughout, especially around the air vents and the centre console. However, there were instances where I struck my knee on the air vent that protruded from the dashboard.

The interior space around the driver’s footwell was comfortable once you’re in. It’s just the getting in that’s the tricky part. But, even then, it’s a phenomenon that’s shared among the rest of the Mazda Large Architecture range too.

There is good storage around the centre console, owing to a particularly wide transmission tunnel shroud. Dual cupholders, a slot for your phone, a double-door centre console compartment, and wide door bins accommodate plenty of loose bits and pieces.

It is a shame to miss out on a wireless smartphone charger, but there are twin USB ports and a 12-volt outlet for charging devices.

In the second row, the Mazda CX-80 provides enough space for even tall passengers. I had plenty of head room above, plus enough space for my legs to move behind the seat in front. I’m 194cm tall too.

I do like the fact that the seat base slides forward and back, allowing the rear passengers to configure space as needed. The third row is less commendable – it feels geared for occasional use only, at least for adults anyway. At least access to this row is made easy through wide-opening doors and flip-fold seats that allow for a good aperture to sneak through.

The included boot space runs to 258 litres behind the third row, 566L behind the second row, and 1971L with all seats folded flat. Unfortunately, there is no power-operated boot on this specification, and there is no spare wheel.

The fact that there’s no touch-enabled screen is a huge step down from the rest of the SUV market. It’s a begrudging Mazda trait that has persisted since the CX-8 and CX-9 – the fact that there’s no touch aspect to Mazda’s 10.25-inch screens.

It’s not the end of the world when you’re using Mazda’s native software, because the rotary controller is built to work hand-in-hand with that software. But it does become annoying trying to control wireless Apple CarPlay or Android Auto with the finicky controller that never seems to go where you want it.

The integrated satellite navigation and attached digital radio functionality are good, though most owners prefer to use wireless smartphone mirroring these days, so the non-inclusion of touch capability is a big minus in this entry-level CX-80.

The digital screen in front of the driver doesn’t have as much configuration as the larger 12.3-inch unit from higher-spec variants, but they were nothing special in their own right, anyway.

It’s the inclusion of a head-up display that became one of my favourite spec additions – it means you barely have to look up from the road to monitor your speed.

Mazda offers connectivity via the MyMazda app that allows remote control of lights and locks while adding features like geofencing, curfew alert, vehicle location, vehicle status and health as well as emergency SOS call in the event of an emergency. It’s free for the first three years.

The Mazda CX-80 was tested in 2024 to a five-star ANCAP safety standard. This applies to all variants in the line-up including petrol and diesel six-cylinder engines, plus the plug-in hybrid range-topper.

The CX-80 received a 92 per cent adult occupant protection rating, 87 per cent for child occupant protection, 84 per cent for vulnerable road user protection, and the car's safety systems were rated at 83 per cent.

Mazda has thrown a host of safety measures the CX-80’s way, with everything from autonomous emergency braking, lane-keep assistance, rear cross-traffic alert, and even a speed limit warning included from the base level.

However, a curious omission is lane-centring – you can’t have the car steer itself within lane markings while it’s on cruise. Many other SUVs priced less than the CX-80 come with this technology as standard.

It is nice to see 360-degree cameras and front and rear parking sensors, though, so it does trade blows with its rivals in terms of equipment.

Mazdas delivered within Australia are covered by a five-year/unlimited-kilometre warranty. It’s not the longest in the segment, but sits equal with rivals’ offerings such as Jeep, Toyota, and Hyundai.

This is accompanied by five years of roadside assistance. Maintenance is recommended every 12 months or 15,000km, a common arrangement, though pricing for the services is high.

The seven-seat Mitsubishi Outlander can cost as little as $1010 over three years depending on specification, whereas the Mazda CX-80 costs $1663 over the same period.

With regard to insurance premiums, the CX-80 Pure petrol was quoted at $1764 per year. Those estimates use a comparative quote for a 35-year-old male living in Chatswood, NSW.

Insurance estimates may vary based on your location, driving history, and personal circumstances.

Although all engines have some form of electric intervention (the six cylinders are mild-hybrid), the petrol-powered Mazda CX-80 I drove returned a surprisingly high 11.7 litres per 100 kilometres. This was achieved driving across suburban Melbourne and on a run out to the country.

My numbers compare with Mazda’s claim of 8.4L/100km.

It’s nice to see that only 91-octane regular unleaded petrol is required for the entry-level CX-80.

Six-cylinder power is a real novelty in this day and age, especially in a medium-sized SUV with a price starting with a five. To get the same sort of powertrain as offered in the Mazda CX-80, you’d have to spend up on something like a BMW X5 xDrive 40i – and that costs in excess of $140,000.

With 209kW and 450Nm sent through all four wheels, acceleration is strong and powerful, but it’s not exactly sprightly.

The eight-speed multi-clutch automatic transmission, Mazda’s own design, can feel indecisive and lazy to throttle inputs. It often took a solid second or two before the engine kicked down a gear to supply maximum outputs.

This is a common trait with new Mazda SUVs. Another common complaint we level at them is a firm ride comfort.

However, the 18-inch wheels fitted to the entry-level CX-80 Pure do a lot to improve ride comfort. With more rubber to absorb impacts, the CX-80 is by far the best-tuned suspension of the lot. It’s comfortable across speedhumps, doesn’t crash over minor imperfections, and still manages to come with decent handling for a car of its size.

It’s a nice thing to steer through bends, feels right at home on the open road, and the level of refinement is impressive. There is no deafening road noise heard inside the cabin and the tyres absorb vibrations too.

With that said, I did have some surprising shudders from the driveline under full-throttle acceleration. There were a few times where I went to overtake another car and, although it provided the full shove I asked, I could feel a vibration through the pedal.

The steering quality does feel firm when parking the SUV, but it’s a relatively easy thing to slot into both perpendicular and reverse parallel parking spaces. The 360-degree cameras are a helpful hand in this instance too.

The Mazda CX-80 is rated to tow 2500kg braked or 750kg without a braked trailer.

Although we didn’t tow with the CX-80 this time around, the turbocharged six-cylinder engine feels capable of towing a large load.

The payload of the Mazda CX-80 Pure is 579kg.

It may just be the entry-level model grade, but the Pure shines the brightest among its peers.

The troublesome ride comfort issues experienced with other Large Architecture SUVs is a non-issue in this specification, and the underlying value-for-money equation is very attractive compared to the rest of the CX-80 line-up.

To have a six-cylinder engine at this price point is a brilliant point of difference, and the fact that it only requires regular unleaded petrol is a huge plus.

The interior may lack some nice touchy-feely surfaces, while the lack of touch capability for its infotainment screen is a downright shame. However, there can be no argument that the interior isn’t adaptable and spacious for a family and stocks all of the key equipment expected of its price point.

Tom started out in the automotive industry by exploiting his photographic skills but quickly learned journalists got the better end of the deal. With tenures at CarAdvice, Wheels Media, and now Drive, Tom's breadth of experience and industry knowledge informs a strong opinion on all things automotive. At Drive, Tom covers automotive news, car reviews, advice, and holds a special interest in long-form feature stories.

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