Mazda CX-60 vs Skoda Kodiaq

What's the difference?

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 new Skoda Kodiaq is an impressive, family friendly machine with a sharp design, loads of standard fruit, top-shelf safety and heaps of thoughtful touches throughout. It’s comfortable and refined, but thirsty relative to key competitors, and could do with a little more oomph, plus there are some niggles related to things like lane keeping refinement and the reversing camera. But there’s no doubt this so far low-key contender deserves a bigger share of the large, three-row SUV spotlight.

Note: CarsGuide attended this event as a guest of the manufacturer, with travel, accommodation and meals provided.

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.

The new Kodiaq’s overall proportions are similar to the out-going version, but it’s around 60mm longer, with a new headlight arrangement and octagonal grille treatment at the front.

Squared-off wheel arches are a design signature, as is the ‘dark chrome’ D-pillar with silver roof rails. The turret slopes markedly towards the rear, no doubt a contributor to the car’s slippery 0.28 drag coefficient.

At the rear, sharp C-shape LED tail-lights are split into three and the dark chrome finish is also applied to the Skoda logo type.

Aside from specific badges on the front guards, car-spotters looking out for the Sportline should tick off 20-inch rims and metallic black finish on the grille, wing mirrors, roof rails, D-pillar and diffuser as well as a horizontal light strip on the grille.

In classic Skoda fashion there are numerous thoughtful details that make life that little bit easier, including pop-out door protectors, bins in both front doors, an umbrella slotted into the driver’s door, and even a media screen wiping tool (dubbed ‘Dry display cleaner’) to keep the inevitable fingerprints under control.

The interior is dominated by a 13-inch multi-media screen and 10.25-inch ‘Virtual Cockpit’ instrument display with ventilated wireless charging pads for two phones on top of the broad centre console. And that console is broad because gear selection is via a stalk on the steering column rather than a traditional centre shifter.

But the standout feature is a trio of press and turn configurable ‘Smart Dials’ for heating and ventilation control.

The current function for each dial is shown on a digital display in its centre. Press the dial to select the chosen function and adjust by turning it. The middle dial can be customised to control up to four user-selected functions including audio volume, fan speed, air direction, map zoom and driving modes (on the Sportline).

The dials are chunky and easy to use. A super neat ergonomic master class.

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.

At 4758mm long the new Kodiaq is around 60mm longer overall than its predecessor, but the wheelbase (2791mm) has only grown by 1.0mm. Yet Skoda claims the interior, including the third row space, is more generous.

And that stacks up in the front which is roomy, functional and visually interesting with lots of room and plenty of storage. That includes big door bins, a box between the seats,with a padded, adjustable lid that doubles as a centre armrest, a lower (large) and upper (medium) glovebox, a hinged compartment near the base of the steering column, and multiple cupholders in the centre console.

Move to the second row and sitting behind the driver’s seat set to my 183cm position and there’s tons of leg and headroom, and enough shoulder room for three grown-ups to sit together with too much grumbling for medium-length journeys.

And Skoda’s helpful, common-sense approach is there in abundance with, for example, map pockets on the back of the front seats, which have a phone-sized slot stitched into them. -There are pull up shades for each window, big bins in the doors with plenty of room for bottles and more, a pull-down centre armrest with two cupholders, tablet holders in the back of the front headrests, adjustable climate controlled vents plus a ‘Jumbo Box’ on the floor for extra bottles and ‘stuff’ (removable if you need foot room for a centre passenger). Nice.

As for the more spacious third row, it’s still best to think of the two positions back there as occasional spots for up to mid-teenage kids. It’s too tight for adults on anything other than a painful and brief emergency trip.

That said, there’s oddments storage and a cupholder back there. But the second row seat doesn’t roll and fold for rear row access. It’s more a matter of slide (forward) and tilt (the backrest) to provide enough space to scramble in.

No power outlet back there, either, but there are three USB-Cs in the front (one near the rear view mirror for a dashcam), plus another two USB-Cs and a 12-volt socket in the centre row.

Boot capacity is generous and class competitive at 289 litres (VDA) with seven seats up, 749L with five seats up and a whopping 2035L with the second and third rows folded.

In the boot there are numerous thoughtful touches like extra storage wells, bag hooks, a 12-volt power outlet, a luggage net, and of course, the power tailgate.

There’s a space-saver spare under the boot floor, and you’ll be able to tow a 2.3-tonne braked trailer (750kg unbraked).

On the way to making an impact on the category big guns, Skoda will hope to steal sales from large SUV middle-order players like the Hyundai Santa Fe (from $53,000), Kia Sorento (from $50,680) and Mazda CX-80 (from $54,950).

Offered in three grades from launch, the Select kicks off the range at $54,990 before on-road costs, with new standard equipment highlights including 19-inch alloy wheels, heated seats, a 13-inch media display, nine-speaker audio, digital radio and metallic paint.

That comes on top of upgraded three-zone climate control, a power-adjustable front driver’s seat (with memory), leather trim, a power tailgate, keyless entry and start, a 10-inch digital instrument cluster, wired and wireless Apple CarPlay and Android Auto, privacy glass, rain-sensing wipers, LED head- and tail-lights, LED ambient lighting and heaps more.

The Sportline ($58,990 before on-roads) adds dynamic indicators, 20-inch rims, sports front seats, synthetic leather and synthetic suede trim (with grey contrast stitching), Sportline glossy black exterior elements, aluminium finish pedals and a heated steering wheel.

An optional $4000 Ultimate Package adds Dynamic Chassis Control (including adaptive dampers), Canton 12-speaker audio, a head-up display, heated rear seats, park assist, surround-view cameras, hands-free tailgate opening, progressive steering, hill-descent control and a power-adjustable front passenger seat.

Then an initial batch of 100 Launch Edition cars ($63,490, BOC) is based on the Select, adding power-adjustable and massaging front seats, a heated steering wheel and rear seats, Dynamic Chassis Control, auto parking, a surround camera view, matrix LED headlights, Canton audio, a head-up display and a panoramic glass sunroof.

Well and truly in the right price ballpark with an impressive standard features list at every level. It’s also worth noting a sporty 195kW Kodiaq RS will be arriving in September.

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.

All new Kodiaq launch variants are powered by the same 140kW/320Nm ‘140TSI’ 2.0-litre turbo-petrol four-cylinder engine driving all four wheels through a seven-speed dual-clutch auto transmission and two coaxial (wet) multi-disc clutch packs.

It’s the same direct-injection unit used in numerous other Volkswagen Group products such as the Audi A4 and Q5.

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.

Skoda’s official fuel consumption figure for the Kodiaq 140TSI, on the combined (urban/extra-urban) cycle is 9.2L/100km, emitting 209g/km of CO2 in the process, which is a reminder we’re dealing with a roughly 1.8-tonne, three-row, seven-seat SUV powered by a 2.0-litre engine.

Minimum fuel requirement is 95 RON premium unleaded and with a 58-litre tank theoretical range is around 630km.

Start-stop is standard and on test over several hundred kilometres in the Select and Sportline, we saw an average of around 8.5L/100km, but that was majority highway and B-road running. Expect low 10s and above in the city. Not horrendous but not spectacular.

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.

Skoda claims the Kodiaq will accelerate from 0-100km/h in 7.9 seconds and while there’s enough power for overtaking and easy cruising, it’s no powerhouse.

Peak power of 140kW arrived high up in the rev range (4200–6500rpm) but maximum pulling power (320Nm) sits in a broad band from 1400–4100rpm, which is just where you want it around town and on the highway.

The seven-speed dual clutch auto delivers quick, smooth shifts and steering wheel paddles (standard on the Sportline) add extra involvement if you want or need to shift ratios yourself.

Suspension is by MacPherson-type struts at the front and multi-links at the rear, and ride comfort is good, with B-road imperfections and high-frequency bumps not upsetting the car unduly.

The combination of the Select’s 19-inch rims, shod with 235/50 Hankook Ventus S1 evo rubber, is comfy, although the Sportline on 20-inch alloys, wearing 235/45 Hankook Ventus evo SUV tyres, is much the same.

We drove a Sportline fitted with Dynamic Chassis Control (as part of the optional Ultimate Package) and in ‘Comfort’ the adaptive damping set-up is overly soft, to the point where the car lopes and feels floaty over undulating sections.

Switch to ‘Sport’ and it’s too firm on anything other than a billiard table smooth surface. Surprise, surprise, ‘Normal’ is the just-right Goldilocks setting.

Pushing a little harder through some back road corners, the AWD system with automatic torque distribution does its thing seamlessly, while the electrically assisted rack and pinion steering is nicely weighted and accurate with good feel.

What doesn’t always feel so good is the lane-keeping assist system making abrupt, intrusive corrections. Not all the time, but often enough to furrow your brow.

Braking is by discs all around, ventilated and clamped by dual-piston callipers at the front, and solid with single-piston sliding callipers at the rear. They proved progressive and strong over several hundred kilometres on the launch drive program.

Under the heading of miscellaneous observations, this car’s ergonomics are top-notch. All buttons, switches and controls are intuitive and easy to use.

The twisting column-mounted gear shift stalk, an increasingly popular placement, takes a bit of getting used to, but once you’re familiar it’s great.

A 12.0m turning circle is sizeable, even for a car of this size, and we noticed a distorted view from the reversing camera, especially when manoeuvring close to other cars. 

The Kodiaq is impressively refined and quiet in terms of engine, tyre and wind noise.

The standard ‘Comfort’ seats are great, as are the Sportline’s grippier sports seats (and they’re still easy to get in and out of), while soft-touch materials around the dash and doors enhances the cabin’s premium feel.

The second-gen Kodiaq has been given a maximum five-star ANCAP assessment and there’s a swag of new or upgraded crash-avoidance tech on board, including a head-up display with traffic sign recognition, predictive adaptive cruise control, upgraded lane assist with adaptive lane guidance, improved AEB with pedestrian and cyclist detection, turn assist, traffic sign recognition, recalibrated driver fatigue detection and traffic jam assist.

If, despite all that, a crash is unavoidable, there are nine airbags fitted, including a front centre bag to minimise head clash injuries between driver and co-pilot. And standard multi-collision brake helps reduce the chance of secondary impacts after an initial crash.

There are three top-tether points for child seats across the middle row, with ISOFIX anchors on the two outer positions.

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.

The Kodiaq is covered by Skoda’s seven-year/unlimited-km warranty, which is ahead of the mainstream five-year warranty pack, although a little short of some, like MG and Mitsubishi at 10 years.

Scheduled servicing is every 12 months/15,000km, which is the expected norm for the category, and costs are still being fine-turned.

That said, you can expect pre-paid service pack pricing of around $2750 for seven years, or an average of roughly $393 per service, which is on the money for the category.