BMW X5 vs Mazda CX-60

What's the difference?

This is a luxurious prestige five-seater brimming with BMW’s latest design and technology that’s not only practical for weekly family duties but can also embrace spirited driving with the push of a button. A great all-rounder for families that like a sporty edge. 

The Mazda CX-60 GT P50e will suit those families that don’t need the extra seats of its bigger siblings but still want some luxury and comfort. I like the features and the hybrid efficiency but don't like how it handles in the city. I got used to it but it’s not my favourite plug-in hybrid to drive and for the higher price tag, I did expect a smoother experience.

The latest front-end design features subtle revisions to BMW’s signature 'kidney' grille theme, highlighted by slimmer matrix LED headlights with chevron-shaped DRLs that incorporate the turn indicators.

There’s also an ‘iconic glow’ function, which illuminates the twin-grilles at night in-sync with the external courtesy lights when approaching and departing the vehicle. Lower front air-intake and tail-light treatments have also been revised.

The dash features a new curved instrument panel. Based on BMW’s latest generation 'iDrive' operating system, it consists of a 12.3-inch driver’s info display and 14.9-inch control display presented across the same seamless glass surface.

The control display’s touchscreen functionality has allowed dash buttons and switches to be minimised.

This new design dash has a blend of synthetic leather trim and dark brown/high-gloss woodgrain surfaces, along with new LED ambient lighting and gear-selector design.

The rear seat is sumptuous and spacious, even for someone my height (186cm). There’s ample knee and headroom and it can seat three kids in comfort, but for adult passengers wanting that 'business class' feel it would be ideal for two.

My only criticism of the new instrument display is that with more than 30 applications displayed on the expansive control screen, it can be distracting at times trying to visually locate and operate these functions while driving.

And, depending on sun angle, there were also complaints from different front seat passengers on different days about blinding glare caused by the dash’s high-gloss woodgrain inserts. Fortunately, the driver is unaffected by these reflections.

For me, Mazda SUVs are a bit too similar to get me excited. It’s a case of ‘same same but different’ when they’re on the road.

Each one looks like a scaled version of the other but the GT’s body colour extends to the lower cladding and wheel arches, which makes it appear larger than the CX-5 at least.

The GT model is also set apart from the base Evolve model with the heavier use of black accents – like the gloss black side mirrors, 20-inch alloy wheels and honeycomb grille. It’s 'PHEV' and 'In-line 6' side badges are also blacked out for added sportiness.

Full LED exterior lights in Mazda’s classic slim-line look plus some added ‘in-take’ vents at the front complete the overall package.

In the cabin, there’s a strangely wide panel on the dashboard that separates the centre console from the media system and it doesn’t look right compared to the skinny air-vents and button panel that sits below it.

The interior does sport black leather-accented trims and enough soft touchpoints that there is a sense of quality throughout but I was hoping for a more luxuriously-appointed interior, given the price tag. Especially considering the top-spec CX-5 model is a good $25K more affordable.

With its 2165kg kerb weight and maximum allowable weight of 2885kg, our test vehicle can legally carry up to 720kg.

That should be ample for five adults (even better for kids) and their luggage, of which up to 100kg can be carried on the roof rails using a rack or roof box (both in BMW's accessory range).

Powered upper and lower tailgates provide good access to the luggage area, which is carpeted and equipped with a roll-out privacy screen, load securing hooks, a 12-volt accessory outlet and a first-aid kit stored behind a removable side panel.

The space-saver spare and tools are stored below the hinged load floor, so all luggage must be removed to access them.

Internal luggage space with the rear seat upright is 650 litres (0.65 cubic metres) which expands to 1870 litres (1.87 cubic metres) with the rear seat folded flat.

A useful load-carrying feature when the rear seat’s backrest is upright is a hinged centre section that folds forward and flat to carry long and narrow items.

These can stretch all the way from the tailgate to the dash if need be, which could be handy for carting anything from skis to home hardware purchases (firmly secured, of course).

It’s also rated to tow up to an impressive 3500kg of braked trailer, which matches the class benchmark for one-tonne utes.

However, given that tow-ball download (TBD) is usually around 10 per cent of trailer weight, the X5’s maximum TBD rating of only 140kg could be a challenge if 3500kg towing is required.

Front of cabin storage includes a big bottle-holder and bin in each front door, a glove box and on the right-hand side of the dash a pull-out driver’s bin, both of which are felt-lined.

The centre console, in addition to its wireless phone-charging pad, USB-A port and 12-volt outlet, has two small-bottle/cupholders up front and a large box at the rear, housing a USB-C port and topped by a padded dual 'brochure fold' lid that double as an elbow-rest for driver and front passenger.

Rear seat storage includes a large-bottle holder and bin in each door and pockets on each front seat backrest. The rear of the centre console has two storage nooks for small items in addition to its air-vents, two USB-C ports and a 12-volt outlet. There’s also a handy tablet-mount and USB-C port on each front seat backrest, which is great for long trips.

Folding down the rear seat’s centre armrest reveals two pop-out small-bottle/cupholders. And under its hinged lid is a hidden felt-lined compartment that’s ideal for storing slim screened devices away from prying eyes.

The cabin is practical with its great sense of space in both rows, which is not always the case for a mid-sized SUV. Taller families will love how much legroom there is to be had.

The front passenger can get comfortable with the eight-way power adjustments on their seat but the driver enjoys the most perks with 10-way adjustments, lumbar support and two-position memory function.

Both seats have heat function (up to three levels) and are well-cushioned for a longer trip.

The rear seats are well-padded and feature a handy 40/20/40 split-fold for internal storage. The outboard seats also have a heat function for added comfort.

My six-year old found this car to be super easy to get in and out of because of the 175mm ground clearance. He also enjoyed a good view from the wide windows and liked the amenities, like the directional air vents and reading lights.

Individual storage is decent in both rows but the front passengers get the best options with two cupholders, extra-large storage bins in each door, a glove box and a middle console, which is on the shallow side.

Back seaters get two cupholders in the fold-down armrest, small storage bins in each door and a couple of map pockets.

The technology looks upmarket with the dashboard being headlined by two separate 12.3-inch digital screens.

The multimedia system is easy enough to use but I wish Mazda enabled touchscreen access on this as it’s a pain to use the rotary selector dial while on the go.

That said, it’s fab that you get wireless Apple CarPlay and wired Android Auto, plus built-in satellite navigation.

The premium Bose sound system with its 12 speakers makes for a concert-like experience and the charging options are good throughout the car.

Up front you get two of the faster USB-C ports, a 12-volt socket and a wireless charging pad to choose from.

In the back seat you get another two USB-C ports plus a handy 220-volt (150W) port for bigger items. In the boot you get another 220-volt port but this one has 1500W capacity, so larger appliances can be hooked up.

The boot rounds out the cabin practicality with a decent 477L of capacity but you can bump it to 1726L if you fold down the rear seats. There are manual levers in the boot to do this.

The level load space makes it easy to slide things in and out and I always enjoy having a powered tailgate. A flipside to all of this room though is that you only get a tyre puncture repair kit rather than a physical spare.

There are three models for the CX-60 and ours is the mid-spec model, which will cost you $80,300, before on-road costs.

You get a decent number of features in this grade, so it feels well-positioned against its rivals.

The Lexus NX350h F Sport Hybrid AWD beats it by a smidge at $80,500 (MSRP) and the Volvo XC60 Recharge Plus sits well above at $92,990 (MSRP).

As you’d expect there are some luxury items to be found, like the panoramic sunroof, heated front seats, heated leather steering wheel, and heated rear outboard seats.

You also enjoy the following as standard - dual-zone climate control, electric front seats, leather-accented trim, electric steering wheel adjustment, satellite navigation, keyless entry, a hands-free powered tailgate and a 360-degree view camera system plus a bunch of upmarket technology which we’ll touch on later. 

The X5 xDrive40i is powered by BMW’s legendary 3.0-litre DOHC 24-valve in-line six with state-of-the-art technology.

This includes twin-scroll turbocharging, variable valve/camshaft timing and 48-volt mild hybrid technology (delivering up to 9.0kW and 200Nm) using an electric motor integrated with the transmission.

The combined effect is optimised power and throttle response (0-100km/h in 5.4 secs) with minimal fuel consumption and Euro 6d emissions.

It produces 280kW between 5200-6250rpm and 520Nm of torque (this can reach 540Nm with hybrid input) across a remarkably wide and flat peak torque band between 1850-5000rpm, which showcases its flexibility. There’s also auto start-stop and selectable drive modes.

This is paired with BMW’s smooth and sharp-shifting eight-speed torque converter automatic, which combines the best characteristics of a dual-clutch and traditional torque converter transmission.

There’s overdrive on the seventh and eighth gears to optimise fuel economy and the choice of rapid manual-shifting using the steering wheel paddles.

Power reaches its wide tyres through the xDrive intelligent all-wheel drive system, which actively varies the engine’s torque distribution between the front and rear wheels to optimise traction at all times.

BMW’s ‘Efficient Dynamics’ also includes brake energy regeneration with recuperation display and many other standard features to enhance driving safety and efficiency.

The GT P50e has a 2.5-litre, four-cylinder petrol plug-in hybrid powertrain with a maximum power output of 241kW and 500Nm of torque.

This is an all-wheel drive and has an eight-speed auto transmission.

Overall, it’s fairly gutsy and you’ll be pleased with that power when you hit the open road.

On the electric motor side of things, this also has a lithium-ion battery with a relatively small 17.8kWh capacity which gives you a driving range of up to 76km when in pure EV mode. 

It has a Type 2 AC charging port but it can’t be hooked onto a fast charger as it lacks the CCS DC connector.

On a 7.0kW system you should be able to get from 20 to 80 per cent in as little as 90 minutes. The household plug charging time is more like seven or eight hours, so best to leave overnight when at home.

BMW claims combined average (WLTP) fuel consumption of 9.9-8.5L/100km. Our 415km test comprised a mix of suburban and highway driving and when we stopped to refuel the dash display was showing 10.2L/100km which was line-ball with our own 10.6L/100km figure, calculated from fuel bowser and tripmeter readings.

So, based on our figures, you could expect a realistic driving range of around 780km from its 83-litre tank using standard 91-octane petrol.

The official combined cycle fuel figure is 2.1L/100km but after an almost 600km roadie and charging it twice, my real-world usage came to 6.4L.

That's a good result considering this car's power and size but you will get the best efficiency if you charge the battery regularly. 

Based on my usage and the 50L tank, I’d be able to get a rough driving range of 781km.

It’s supremely comfortable, with front bucket seats that offer powered-adjustment of height, reach and backrest angle along with side bolsters that can tighten their grip of your upper torso.

There’s also two-way lumbar support, that adjusts not only how far it pushes your spine forward but also allows that pressure point to be raised or lowered.

Combined with its power-adjustable leather-rimmed steering wheel, it would be hard not to find a comfortable driving position.

Eyelines to all mirrors are good and over-shoulder blind-spots are minimal. Front and rear occupants can talk without raised voices thanks to low engine, wind and tyre noise at highway speeds.

As you’d expect, it has high build quality and a tangibly solid feel as though it was machined from a single block of steel, from the satisfying thuds of its closing doors to the absence of shudders or rattles on a variety of roads.

It also has two personalities, which can be switched in an instant. In 'Comfort' mode it will happily cruise around city and suburbs as a mild-mannered family car, fulfilling daily duties like work commutes, school drop-offs and pick-ups, supermarket shopping and the like.

However, flick the drive mode to 'Sport Plus' and you awaken, well, if not ‘the ultimate driving machine’ then something close.

Its optimised drivetrain and handling settings feel more like a sports sedan than a family car, which can turn any winding mountain road into an engaging experience.

It has impressive reserves of cornering grip and braking force, combined with sparkling engine response and fast sequential manual-shifting at your fingertips.

It feels impressively agile, with all-round response that belies its 2.0-tonne-plus kerb weight, backed by a symphony of sounds from its sublime in-line six.

Well .. let’s unpack that shall we? Yes, this thing certainly has power but the biggest surprise for me was how the electric motor and combustion engine talk to one another because it doesn’t make for the smoothest driving experience in the city.

Therein lies the rub, for me. At this price point I was hoping for a smoother drive experience. In fact, it performs in the strangest of ways - when you’re accelerating, it feels like you’re in a much lower gear than you ought to be.

Almost like you’re stuck in 4WD. There is a sensation of the engine being held back and fighting you when you drive this in built up areas.

The ride comfort in the city was affected by this because it has a tendency to bunny hop/lurch when you hit corners at lower speeds. However, it has beautiful manners on the open road and that is where this model shines for comfort and handling. 

In this environment the steering feels concise and you can handle winding roads at speed without much roll. It can get a little noisy in the cabin as the electric motor wheezes a lot but otherwise, it’s alright for highway driving.

Overall, it's pretty good to park and I like the tight 10.8m turning circle. The 360-degree camera system is clear, too, but coupled with the front and rear parking sensors, you won’t have any issues.

The CX-60 has a lot of safety features I like to see on a family car and a highlight is the intelligent blind-spot monitoring system which shows the vehicles around you in a dynamic display on the instrument panel.

Other standard safety features include LED daytime running lights, lane departure alert, lane keeping aids, rear cross-traffic alert, forward collision warning, intelligent seat belt reminders, a driver fatigue monitor, front and rear parking sensors and a 360-degree view camera system.

It also has adaptive cruise control but it was a bit hit or miss. It’s quite sensitive and sometimes registers a larger vehicle, like a truck, as still being in your lane despite overtaking.

It has autonomous emergency braking with car, pedestrian, cyclist and junction assist detection that’s operational from 10–80km/h (although the car detection is operational from 4.0–160km/h).

I’m happy to say this system works well – a ‘roo jumped out in front of me this week and the car performed an emergency stop with plenty of room to spare.

It achieved a maximum five-star ANCAP safety rating from testing done in 2022 and it has eight airbags, including a driver’s knee- and a front centre airbag.

There are ISOFIX child seat mounts on the outboard seats and three top tethers and while two seats will fit best, you might get lucky with three skinny booster seats. There’s also plenty of room when a 0-4 rearward facing child seat is installed.

BMW covers the X5 with a five year/unlimited km warranty and offers several service plans to suit different budgets and requirements.

For example, the 'Service Inclusive Basic' package covers all scheduled services over five years/80,000km for a total of $3450, or an average of $690 per year.

The ongoing costs are pretty reasonable. It comes with a five-year/unlimited km warranty which is usual for the class. It also has capped-price servicing for five-years or up to 75,000km, whichever occurs first.

Services cost an average of $518, which is a little expensive for this class but servicing intervals are fine at every 12 months or 15,000km, whichever occurs first.