2026 Mazda CX-80 P50e Touring review

Australia is falling in love with plug-in hybrid electric vehicles (PHEVs).

We bought 53,484 PHEVs last year alone, up 131 per cent on 2024, and that’s despite the Fringe Benefits Tax (FBT) exemption ending on April 1.

The technology is clearly seen as a palatable bridge between traditional combustion motoring and full electrification, with Aussies taking comfort from the fact they can run errands on electric power but not worry about running out of charge on a long road trip.

This mindset is especially prevalent among Mazda CX-80 shoppers. While plug-in hybrids still only accounted for 4.3 per cent of total new-vehicle sales last year, more than a quarter of CX-80 buyers chose a PHEV.

That’s no majority, but it’s somewhat surprising considering PHEV versions of the CX-80 cost up to $13,050 more than the equivalent turbo-petrol or turbo-diesel variants.

It does, however, make more sense when you take into account the fact that families wanting a large, seven-seat SUV with dual-fuel flexibility haven’t had many options to choose from… until now.

Over a period of just a few months, the Chery Tiggo 9, BYD Sealion 8, plug-in Skoda Kodiaq, and cheaper versions of the Kia Sorento PHEV have all arrived to steal Mazda’s thunder.

So the question becomes: is the CX-80 P50e the pick of the bunch? And is the PHEV even worth it anyway?

How much does the Mazda CX-80 cost?

The P50e Touring may be the most affordable CX-80 PHEV, but it’s by no means cheap at $75,250 before on-road costs.

For context, the Chery Tiggo 9 asks $59,990 before on-roads, while the BYD Sealion 8 is priced from just $56,990 plus on-roads.

With that said, the CX-80 compares more favourably with the Kia Sorento, which is arguably the Mazda’s main rival. The Sorento PHEV range opens at $70,880 plus ORCs and tops out at nearly $90k – similar to what you’ll pay for the equivalent CX-80.

To see how the Mazda CX-80 lines up against the competition, check out ourcomparison tool

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What is the Mazda CX-80 like on the inside?

A little nicer than your average family hauler, and the price tag reflects that.

All the fundamentals you’d hope for are here – enough space for seven people, plentiful cabin storage and basic amenities from front to back. However, Mazda adds elegant design and premium materials to the mix, elevating the CX-80 Touring above cheaper offerings.

The lines of the dash are flowing and natural, while occupants benefit greatly from armrests that are generously padded, rather than simply topped with thin decorative trimmings.

Likewise, the black leather-trimmed seats are hugely inviting, with a thick base cushion, perforated centre panels and a soft head restraint. There’s also something to be said for the use of ‘real’ leather, which feels more premium than artificial alternatives. Power adjustment and lumbar support are standard for the Touring, along with three-stage heating.

All CX-80s come with a leather-trimmed steering wheel, although it’s entirely smooth and too slippery for my liking. But in terms of cabin touch points, that’s where the negatives end – all the physical controls have a satisfying click, toggle or spin to them, and our test vehicle was completely free of rattles.

An abundance of buttons and switches is a positive for usability too, allowing the driver to adjust the cabin temperature, fan speed, air direction and seat heating without averting their eyes to navigate the central touchscreen.

In fact, Mazda seems intent on discouraging drivers from using the infotainment system altogether – the display is positioned too far from the driver to be used comfortably as a touchscreen, and even if that wasn’t the case, touch inputs only register when smartphone mirroring is active or the car is stationary.

Otherwise, operation of the infotainment system is reliant on the use of a rotary controller – very 2015. This dial comes with a learning curve, especially for those who haven’t used the likes of it before, and the whole system can become slow and laggy when overloaded with rapid inputs or fast scrolling through menus. It’s hard to know whether full touch capability would remedy this issue, but I’d rather have the option regardless.

It’d also be nice to see Mazda update its native satellite navigation offering, given the current system is visually average and time consuming to operate.

There’s not much to get excited about with other screen functions, either. You won’t find an integrated app store, nor any unique extras – a win for traditionalists, but not for tech-heads.

Connected services are, however, standard across the CX-80 range. Remote features accessible via the MyMazda smartphone app include vehicle status and health, stolen vehicle assistance, remote locking, vehicle location services, geofencing, SOS emergency calling, and Mazda eCare.

And the P50e Touring is treated to an expansive digital instrument cluster that looks the business. It won’t display navigation data, though.

Complementing this second screen is a large head-up display which helps to keep your focus on the road ahead.

Storage up front is adequate rather than outstanding – the door bins can only just swallow a large drink bottle, while the centre console compartment is shallower than it should be. A deep glovebox, overhead sunglasses holder, and lidded coin tray help to offset this somewhat.

As does the inclusion of a wireless phone charging pad at the base of the centre stack, with USB-C and 12V charging options also available. A wired connection is almost certainly necessary for those with thick phone cases, as the wireless charger couldn’t penetrate my Quadlock cover.

Mazda may have missed a few tricks up front from a practicality standpoint, but it’s a different story in the second row.

To begin with, getting in and out is made easy by rear doors that open to near enough 90 degrees.

The seating situation is likewise inclusive, courtesy of a sliding bench and a tall roofline that maximises headroom. It’s possible to create even more space overhead by reclining back, not that most people will need it.

Both outboard pews offer plenty of cushioning and support, with the GT adding seat heating. The middle seat, on the other hand, is firmer and less sculpted, although legroom is still in strong supply.

When not in use, the centre backrest doubles as a fold-down armrest with integrated cupholders. Larger drink bottles fit snugly in the door bins. Got snacks too? Plenty of room for sweet and savoury goodies in the map pockets.

Two USB-C outlets can be found on the back of the centre console, as can twin air vents and a climate control panel.

The third row is accessed by using shoulder-mounted handles to fold and slide the second row forward – a fairly straightforward process. Squeezing through the gap and into the ‘back-back’ isn’t too difficult either, even for a six-one adult like myself.

But would I recommend sitting back there as an adult? Probably not. Headroom isn’t an issue, nor the supply of natural light, but legroom is limited. As such, the third row is best suited to children. Mind you, that’s also the case with the larger CX-90 seven-seater, even if its wider body liberates more shoulder and elbow room across all three rows than the CX-80, which is based on the narrower CX-60.

Space aside, there’s nothing to complain about, as third row passengers are treated to USB-C outlets, cupholders, and air vents.

In this sense, the CX-80 is quite generous, and no less accommodating than the Chery Tiggo 9 and Kia Sorento. It’s also worth remembering the Skoda Kodiaq PHEV misses out on a third row altogether.

With all seven seats in place, boot space is capped at 258 litres (including under-floor storage) – enough for the grocery run, but probably not a family weekend away. The rear seats are easily stowed using pull tabs, which lifts capacity to 566L.

Aside from a configurable layout, the boot also boasts 12V and 220V/150W power outlets, plus a removable cargo cover. No spare wheel though, just a tyre repair kit.

To see how the Mazda CX-80 lines up against the competition, check out ourcomparison tool

What’s under the bonnet?

Plug-in hybrid versions of the CX-80 are powered by the combination of an atmo 2.5-litre four-cylinder petrol engine and a 129kW electric motor situated between the engine and gearbox. Mazda quotes hybrid system outputs of 241kW and 500Nm, while the P50e can also travel up to 65km on electric power alone courtesy of a 17.8kWh lithium-ion battery pack.

To see how the Mazda CX-80 lines up against the competition, check out ourcomparison tool

How does the Mazda CX-80 drive?

Mazda’s driving DNA is alive and well in the CX-80, even if I’m not convinced it works best as a plug-in hybrid.

We’ve come to expect sharp handling and communicative controls from the Japanese automaker and the CX-80 delivers on that promise, displaying car-like dynamics despite its hulking size and hefty kerb weight.

The CX-80 is as capable on a winding back road as it is weaving in and out of city traffic, thanks to well-weighted steering and a taut chassis which contribute to its impressive manoeuvrability and stability.

Tighter confines don’t faze it, either – an 11.6-metre turning circle is on par with other large SUVs, and the CX-80 offers excellent outward visibility courtesy of a large glasshouse and chunky side mirrors. You can lean on the standard surround-view camera plus front and rear parking sensors, and upgrading to the Azami brings an additional transparent chassis camera view.

Another advantage of the P50e in particular is that you can drive it to and from work on electric power alone – a PHEV party piece.

In EV mode, the CX-80 is impressively silent and smooth, but performance is noticeably limited. It takes some grunt to move a 2.2-tonne family SUV, and 129kW just doesn’t cut it, especially when you venture out of the suburbs and onto the highway.

But in fairness, you shouldn’t buy a PHEV expecting it to complete long road trips on electric power alone.

With that said, 65km of claimed EV range won’t even cover the daily commute for some, and that quoted figure is based on the more lenient NEDC testing cycle. By comparison, the Chery Tiggo 9 offers up to 170km of fuel-free travel, while the Sealion 8, Kodiaq and Sorento PHEVs also boast better EV ranges.

As such, you’ll need to stay on top of charging if you want to make the most of the P50e’s dual power sources, otherwise you may as well just save some coin and buy a petrol or diesel version.

Our consumption data supports that conclusion. We saw averages of 4.8L/100km for fuel use and 26.3kWh/100km for electric energy consumption over a week of mixed driving – neither of which disappoint in isolation. But it doesn’t make sense to be paying for both when the diesel sips 5.2L/100km and doesn’t require charging.

Treating the P50e as an extra-punchy hybrid doesn’t save its case, either. While the powertrain offers plenty of combined power and torque on paper, the numbers don’t quite translate to real-world performance.

There’s significant throttle lag in hybrid mode – I’m talking a solid two-second delay before meaningful acceleration occurs. In fact, it’s all a bit theatrical – a firm press of the right pedal prompts the power system to build thrust like a Star Wars spacecraft before launching the car forward. All the while, a chorus of electrical whirring and artificial engine noise plays through the cabin.

I may have painted an entertaining picture, but the CX-80’s all-or-nothing power delivery makes it difficult to trust, so you’re forced to plan overtaking and on-ramp manoeuvres in advance. It also detracts from the responsiveness of the steering and other inputs.

Driven gently, the powertrain is far more cohesive. It’s easy to pootle around smoothly, and the transmission treats efficiency as its guiding principle without drawing attention to shifts.

Having said that, I found it slightly annoying that the auto-hold feature switches itself off between drives, requiring reactivation if you want to take your foot off the brake at a red light.

Ride quality around town is generally acceptable, if not standout. The body structure can shudder over potholes and nastier imperfections, although I wouldn’t say the Sorento or Kodiaq are much better in this regard. All are on the firmer end of the spectrum, and the Hyundai Palisade is a better (and more expensive) bet if comfort is a top priority.

Still, the CX-80 does a decent job and this Touring benefits from the fitment of conservative 18-inch wheels. And I certainly don’t envy modern chassis engineers, as it must be difficult developing a suspension system to support an SUV that’s expected to carry seven people and a heavy battery onboard without riding like a cart.

Credit also needs to go to Mazda’s advanced driver assist systems (ADAS) department, as none of the safety systems are overly intrusive. Driver monitoring and collision avoidance systems only intervene when strictly necessary, while any alerts and chimes that do sound are soft in nature.

With that said, the CX-80’s adaptive cruise control is less convincing. It’s slow to react to changes in traffic ahead, and occasionally detects a leading vehicle that isn’t actually there, which results in unnecessary braking or hesitation.

To see how the Mazda CX-80 lines up against the competition, check out ourcomparison tool

What do you get?

There are four trim levels in the CX-80 range, with the range-topping Azami also available with an optional SP package.

Mazda CX-80 Pure equipment highlights:

• 18-inch grey metallic alloy wheels
• Tyre repair kit
• Automatic LED headlights with LED daytime running lights
• Automatic high-beam
• Rain-sensing wipers
• Rear intermittent wiper
• Power-folding, heated exterior mirrors
• 10.25-inch infotainment screen
• Apple CarPlay and Android Auto (wireless and wired)
• DAB+ digital radio
• Satellite navigation
• 8-speaker sound system
• Head-up display
• 7.0-inch instrument cluster screen
• Dual-zone climate control with rear vents
• Black cloth upholstery
• Paddle shifters
• Tilt and telescopic steering wheel adjustment
• Leather-wrapped steering wheel and shifter
• USB outlets for all three rows
• Electric parking brake with auto hold
• Engine idle stop/start
• Hill descent control

Touring adds:

• Power tailgate
• 12.3-inch digital instrument cluster (P50e only)
• Leather upholstery
• 10-way power driver’s seat with two-position memory
• 8-way power passenger seat
• Heated front seats
• Wireless phone charger

GT adds:

• 20-inch black metallic alloy wheels
• Adaptive LED headlights
• Body-coloured wheel arches and lower cladding
• Hands-free power tailgate
• Panoramic sunroof
• 12.3-inch infotainment screen
• 12.3-inch digital instrument cluster
• Heated second-row seats
• Heated steering wheel
• 12-speaker Bose sound system
• Personalise system (auto restoration of settings)

Azami adds:

• 20-inch grey metallic, machined alloy wheels
• LED headlights with ‘bright signature’
• Black Nappa leather upholstery
• Ventilated front seats
• Ambient lighting
• Personalise system with Easy Entry & Driving position guide

The Azami’s optional SP Package, priced at $5000, adds:

• 20-inch black metallic alloy wheels
• ‘Dark-coloured side signature’
• Gloss black honeycomb grille, exterior mirrors
• LED headlights with dark signature
• Tan Nappa quilted leather upholstery
• Suede dashboard panel
• Two-tone steering wheel
• Second-row captain’s seats with ventilation
• Second-row centre console with storage

All CX-80 vehicles come with Mazda Connected Services, which allows you to use the MyMazda app to remotely control the locks and lights. Other features in this suite include:

• Emergency SOS call
• Geofencing capability
• Curfew notification
• Vehicle locator services
• Stolen vehicle assistance
• Vehicle status and health

To see how the Mazda CX-80 lines up against the competition, check out ourcomparison tool

Is the Mazda CX-80 safe?

The Mazda CX-80 has a five-star safety rating from ANCAP, based on testing conducted in 2024.

Standard safety equipment on the CX-80 includes:

• Adaptive cruise control
• Autonomous emergency braking (AEB)
  • Junction assist
  • Pedestrian and cyclist detection
  • Reverse AEB
• Blind-spot monitoring
• Driver attention monitoring
• Emergency lane-keep assist
• Lane-keep assist
• Front cross-traffic alert
• Rear cross-traffic assist
• Safe exit warning
• Surround-view camera
• Front and rear parking sensors
• Front and front-side airbags
• Front far-side and knee airbags
• Curtain airbags (front and rear)
• Tyre pressure monitoring
• Traffic sign recognition

The Azami adds:

• Surround-view camera with see-through view
• Cruising & Traffic Support

To see how the Mazda CX-80 lines up against the competition, check out ourcomparison tool

How much does the Mazda CX-80 cost to run?

The CX-80 is backed by a five-year, unlimited-kilometre warranty like the rest of the Mazda Australia lineup.

Beyond that, Mazda Australia offers seven years of capped-price servicing at an average of $559 per year. That’s less than you’ll pay to service a Sorento PHEV over the same period, but more than what Chery charges for Tiggo 9 maintenance.

Comparable conventional hybrid SUVs including the Hyundai Santa Fe and Toyota Kluger are also cheaper to service, but don’t offer the potential fuel savings possible with a PHEV.

To see how the Mazda CX-80 lines up against the competition, check out ourcomparison tool

CarExpert’s Take on the Mazda CX-80 P50e Touring

The CX-80 is a solid seven-seater – functional and familiar, with no glaring red flags. However, plug-in hybrid variants make the least sense.

Even this ‘base’ Touring is too expensive compared to increasingly impressive Chinese challengers such as the Sealion 8 and Tiggo 9, both of which can be had for less than $60k despite boasting significantly longer equipment lists and bigger batteries.

Prefer to place your stock in a long-established brand? The Sorento, Kodiaq and Outlander PHEVs all undercut the CX-80 on price, despite offering comparable levels of standard equipment and superior EV range.

And sure, the CX-80 handles better than any of the cars listed above, but it also suffers from throttle lag that diminishes its driver appeal.

As such, we’d either look elsewhere or pivot to the turbo-petrol G40e Touring, which is both $13,050 cheaper and sweeter to drive.

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