Edit a regulation and see the reaction of the Japanese at Mazda. They will analyze in detail if it makes sense and if it has to be complied with. Otherwise, they will not hesitate to do as they see fit, often against the grain of agreed convictions. But they are not always right, their rotary engine, for example, not having met with the expected success. They haven’t put it in the museum, however, and it should be back soon as a range extender, a job aboard an electric hybrid in which it should excel. The other surprise, with the release of a large SUV already tried here in a plug-in hybrid version, is to see it supported by a diesel and, in addition, a six-cylinder. A response from the shepherd to the shepherdess of Brussels, as we wrote recently in an introductory article to which we invite you to refer. This time, it’s the test of the test, and here is what Le Point thought of it.

The CX-60 is now well known, but we must still remember its vocation as a large family SUV. He gains here a high-end finish called Takumi, both very neat and original without overdoing it. We appreciate the light ash veneers combined with chrome on the doors and around the side air vents that evoke the American cars of the 1950s. This design, both sleek and neo-retro, does not lack charm when it is associated with obvious attention to detail. in assembly and adjustments. We particularly appreciate the sheathing of the fabric dashboard with a very fashionable visible seam.

The very large central console includes storage, an induction charger, a large glove box under the two central armrests and the gear and drive selector. For the latter, the choice is relatively limited between the normal mode and the comfort mode whereas, above, are grouped all the comfort functions of air conditioning and ventilation of the seats. These, sheathed in perforated leather in their center, prove to be quite firm for the seat in the long run and lack a little lateral support, which is more in line with a peaceful use of this CX-60. The glazed double roof, lined with a shutter, overlooks a bright passenger compartment and allows the front part to be opened.

Space in the rear seats, for a vehicle of 4.75 m, is just in the category average, as is the 390 l trunk with electric opening but whose bottom, when raised, conceals the box bass from the Bose wi-fi system. On the sides, two handles make it possible to fold down, without twisting, the bench seat backs according to the 1/3-2/3 mode. They will however have to be replaced manually. A retractable luggage cover has been provided, it is perforated in its front part.

With the CX-60, we are dealing with a vehicle that has size and therefore weight arguments. The presence under the bonnet of a 6-cylinder 3.3-litre diesel is obviously the absolute uniqueness of this vehicle – at least in Europe – whose engine characteristics and strategy envisaged in the face of new European standards we have already detailed. .

On cold start using the push button, it launches at a relatively high speed in an automatic depollution sequence in order to bring the catalysts up to temperature fairly quickly. The best, of course, is to start immediately rather than hovering in order to reach the desired goal more quickly. Featuring a mild hybridization of 48 V which helps with starts, the CX-60 lacks a little fluidity in the transitions when the 6 cylinder wakes up.

Associated with an 8-speed automatic transmission, this engine, which has trunk but would make the first electric Smart smile for its power, is very available at low revs. Moreover, Mazda has exploited this characteristic to, on a light throttle, switch from one report to another at 1,400 rpm. Obviously, we find ourselves fairly quickly at 60 km/h in 6th gear, but this is also how this diesel engine spares the atmosphere and therefore the environment, posting a 129 g/km of CO2, unthinkable until recently. .

You can choose, once the road is reached, to continue in normal mode, which allows you to take a little more speed, but according to a very quiet driving style. The management does not show great communication, which makes reading the lines laterally on the highway a valuable ally. However, we feel that the machine launched is cut to cut down hundreds of kilometers without flinching, the counter having indicated to us a theoretical autonomy of 850 km before departure. That seems entirely plausible given the 5.2L we noted with this type of drive and the 58L in the tank.

Obviously, it is enough to crush the accelerator to have the expected response and to overcome road obstacles. The general tendency is towards a reassuring understeer, but, in extreme cases, for example a curve which closes, oversteer can appear, reminding that one is well in propulsion. Of course, the ESP monitors and restores the situation if necessary. It is even allowed to use the paddles behind the steering wheel which provide the expected responsiveness of a singing engine full of enthusiasm. For this assessment, we cannot say that the addition is heavy since consumption has increased to 6.8 l, a very good result given the twirling roads practiced.

Exactly under the same conditions, the most powerful version of 254 horsepower asked for 7.4 l, which is still very reasonable given the mass of the vehicle and the pace faced. The big difference lies in the more rigorous behavior of the chassis, better managed both in bending and in guiding the front axle. If we change the style and use the sport mode added here, we recover a little more liveliness at the steering wheel, but the feeling is still that of a heavy car. Equipped with a temporary 4-wheel drive system, the front axle is more incisive and the steering is generally more consistent and natural.

Little said about the specific arrangements, Mazda seems to have hit the mark with this version, very different from the 200 hp chassis that is too soft and yet not so comfortable. The vigor of the pick-ups with a maximum revs of 5,200 rpm also plays out rather at low and medium revs, all with the roundness and musicality of a big 6-cylinder “as before”. The energy and environmental balance is again excellent and shows that the diesel really has not said its last word if only we let it speak. But Brussels’ indiscriminate censorship hasn’t left the field entirely open to inventive manufacturers like Mazda and the future of diesel outside of this innovative brand.

MOST :

– Exemplary sobriety

– Long Distance Tool

– Takumi finish quality

– 2 or 4 wheel drive

THE LESSERS :

– Fluidity of hybridization to be perfected

– Significant weight

– Clumsy behavior (200 hp)

– Improved comfort

Engine: Inline 6-cylinder turbo diesel

Displacement: 3283cc

Power: 200 hp @ 3600-4200 rpm / 254 hp @ 3750 rpm.

Torque: 450 Nm at 1400-3000 rpm / 550 Nm at 1500-2400 rpm

Drivetrain: 2 rear wheel or 4 wheel drive

Transmission: 8-speed automatic

Dimensions L x l x h : 4 745 x 1 890 x 1 680 mm

Trunk: 570 to 1726 l

0-100km/h: 8.4s / 7.4s

Vitesse: 212 km/h / 219 km/h

Consumption: 5.0l / 5.2-5.3l

CO2 (bad) : 126-130 g/km (€125-210) / 137-139 g/km (€360-450)

Poids : 1 891 kg ( kg/ch) / 2 012 kg ( kg/ch)

Price: €50,350-57,450 / €55,500-61,050