Rather than launching yet another battery-electric crossover, Mazda has committed to a large diesel SUV with a traditional mechanical configuration, a strong straight-six engine and a price substantially below that of its German competitors.
Mazda’s unconventional move: a six-cylinder diesel SUV in 2026
At a time when the market is focused on electrification targets and CO₂ averages, the Mazda CX-60 diesel appears almost defiant. This large family SUV is approximately 4.75 metres long, uses a rear-wheel-drive platform and is fitted with a 3.3-litre straight-six diesel engine. Fifteen years ago, that formula would have been unremarkable; in 2026, it feels distinctly unusual.
Mazda’s Skyactiv-D engine is available in two outputs: approximately 200 hp with rear-wheel drive, or around 254 hp with all-wheel drive. Each version pairs an eight-speed automatic transmission with 48-volt mild-hybrid support, designed to reduce fuel use and make low-speed response smoother.
The CX-60 keeps the kind of straight-six diesel and rear-drive layout that German brands reserve for far more expensive models.
In everyday driving, the arrangement delivers a composed, effortless strength that smaller four-cylinder engines can find difficult to replicate. Depending on the version, torque ranges from 450 to 550 Nm, allowing the CX-60 to make easy progress even with a full load. Its extended bonnet is more than a styling feature: it accommodates a longitudinally mounted engine, a layout more commonly linked with BMW and Mercedes than with a mainstream Japanese manufacturer.
Electric momentum versus diesel staying power
This approach arrives while European regulators continue to tighten emissions legislation and cities prepare stricter access requirements for older diesel vehicles. Most car makers now talk about kilowatt-hours and charging speeds. Mazda, by contrast, offers a long-distance diesel SUV capable of travelling around 1,000 km on one tank.
That does not mean the company has abandoned electrification. Its mild-hybrid set-up recuperates braking energy and supports the engine under acceleration. It cannot drive the vehicle using electricity alone, but it can reduce official combined-cycle consumption to roughly 5.0–5.5 l/100 km. Owners are reportedly able to achieve similar figures on lengthy motorway journeys.
Price surprise: below €45,000 and well under German rivals
The CX-60 makes its strongest impact on price. In January 2026, Mazda Europe is promoting the diesel CX-60 with a discount of more than €8,500, reducing the starting figure to €44,938. This is not simply a cashback deal for an outgoing model, as the CX-60 remains a relatively recent flagship for the marque.
Depending on how you spec it, the six-cylinder Mazda can come in around €13,000 cheaper than an equivalent German premium SUV.
Equivalent diesel or plug-in hybrid Audi Q5, BMW X3 and Mercedes GLC models frequently begin above €55,000, with the price quickly exceeding €60,000 after commonly selected options are added. Many German alternatives now use four-cylinder engines, keeping six-cylinder powerplants for expensive variants. In effect, Mazda provides straight-six refinement for the price of a mid-level premium SUV.
The CX-60 also compares favourably with supposedly mainstream alternatives. Well-specified Toyota RAV4 hybrids and Kia Sorento diesels can approach €50,000, despite using less premium engineering. Mazda’s pricing strategy places its SUV in a particularly attractive position: it costs about the same as a highly equipped mainstream model while offering engineering associated with an entry-level premium vehicle.
What the price includes
This figure does not buy a basic fleet specification. A discounted CX-60 diesel generally comes with a broad equipment list, often featuring:
- A fully digital instrument cluster
- A 12.3-inch central screen with wireless Apple CarPlay
- Leather or premium synthetic trim
- Dual-zone climate control
- Advanced driver-assistance systems, including adaptive cruise control, lane-keeping assist and traffic-sign recognition
- A 360-degree camera system and 18- or 20-inch alloy wheels
- On higher trims, a powered tailgate, heated and ventilated seats, and a panoramic roof
The interior follows a calm, near-minimalist design approach, supported by thoughtful ergonomics and a strong impression of quality. Mazda has spent the last decade making its cabins more premium, and the CX-60 represents the culmination of that work.
Space, comfort and everyday running costs
Practicality is still essential in this class. The CX-60 offers rear accommodation among the better mid-size SUVs, with sufficient legroom for adults and a relatively flat floor in versions without intrusion from the central tunnel. With a boot of approximately 570 litres, it can take family equipment, pushchairs or substantial luggage with ease.
On sportier versions with larger wheels, ride quality can feel slightly firm. However, motorway stability and sound insulation are notable strengths. At cruising speeds, the straight-six remains quiet, helping to limit tiredness on longer trips compared with smaller engines that must work harder.
| Aspect | Mazda CX-60 diesel | Typical German rival |
|---|---|---|
| Engine | 3.3-litre straight-six | 2.0-litre four-cylinder |
| Power | 200–254 hp | 190–250 hp |
| Drive layout | Rear-wheel or all-wheel drive | Primarily all-wheel or front-biased |
| Official consumption | ~5.0–5.5 l/100 km | ~5.5–6.5 l/100 km |
| Typical price (well equipped) | ~€45,000–€50,000 | ~€58,000–€65,000 |
Who the six-cylinder diesel is really for
The CX-60 diesel will not suit all motorists. Drivers based in cities, who mainly make short trips and have convenient charging access, are likely to find electric or plug-in hybrid SUVs more sensible. Urban low-emission zones will only become more restrictive, while diesel remains under pressure in densely populated areas.
The Mazda is considerably more suitable for high-mileage drivers and families living away from major cities. Long-distance commuters, sales representatives travelling across large territories and households that regularly tow caravans or horseboxes can all benefit from its substantial torque and long range. For these users, having to stop every few hundred kilometres to rapid-charge an EV remains a genuine compromise.
For drivers regularly covering 20,000–30,000 miles a year, a frugal six-cylinder diesel can still prove cheaper to run than many plug-in hybrids.
There is an emotional consideration too. Drivers who appreciate mechanical refinement and the character of a rear-wheel-drive chassis may choose the CX-60 because these qualities are vanishing from mainstream price points. Purchasing one in 2026 is somewhat like buying a manual hot hatch shortly before such cars disappeared.
The drawbacks: tax, future rules and resale values
The main disadvantages are regulatory and financial. In many European markets, CO₂-based registration taxes and annual charges can penalise large diesel SUVs heavily. According to the specification and local regulations, the initial cost may rise substantially beyond the advertised list price.
Future access to city centres is another concern. Although the CX-60 complies with recent emissions standards, several urban areas are already considering restrictions based on fuel type or future cut-off dates. Anyone who lives or works in these locations should look beyond the next MOT and consider the direction of policy.
Predicting residual values is more difficult. A well-equipped, uncommon six-cylinder diesel SUV may appeal to a specialist used-car audience. Conversely, tougher combustion-engine restrictions could reduce demand. This is less significant for buyers intending to retain the vehicle for eight to ten years than for those who replace their cars every three years.
Mild-hybrid diesel and real-world costs explained
“Mild hybrid” may suggest sophisticated electric propulsion, but the reality is more straightforward. A compact belt-driven starter-generator helps the engine and recuperates energy during braking. The car cannot operate on electricity alone, although the system can improve stop-start smoothness and cut fuel consumption by a few tenths of a litre.
For someone driving 25,000 km annually at 5.5 l/100 km, annual diesel consumption would be about 1,375 litres. At €1.70 per litre, that produces a yearly fuel cost of roughly €2,338. A comparable petrol SUV consuming 7.5 l/100 km would increase the total to around €3,187. Across five years, the diesel still saves several thousand euros at the pump, before accounting for any purchase-price difference.
These calculations exclude taxes and city charges, which differ greatly between countries. Even so, they illustrate why some buyers are prepared to go against the prevailing trend and remain with diesel, particularly when the engine is as efficient as Mazda’s straight-six.
A declining niche with a clear character
As increasing numbers of brands move their large SUVs onto plug-in hybrid or fully electric platforms, the CX-60 diesel remains one of the final examples of its type: an affordably priced, mechanically conventional, long-range family SUV. In a few years, that mix could give it a degree of cult appeal, particularly among motorists who never fully embraced charging leads and range charts.
For the moment, Mazda’s substantial discount adds another dimension. In a European market increasingly moving away from diesel, the Japanese manufacturer is selling a six-cylinder, rear-wheel-drive SUV that not only goes against the trend, but does so at a price many buyers thought had disappeared with the previous decade.
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