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Australia is falling in love with plug-in hybrid electric vehicles (PHEVs).
Despite the Fringe Benefits Tax (FBT) exemption ending on April 1 last year, we bought 53,484 PHEVs alone in 2024 and up 131 per cent.
It is clearly seen as a bridge between traditional combustion motoring and full electrification, with Aussies taking comfort from the fact that they can run errands on electric power but not fear running out of charge on ‘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.
While that’s not the case most of the time, this is a bit shocking considering how expensive are PHEV versions of CX-80 variants as high as $13,050 more than the equivalent turbo-petrol or turbo–diesel variant.
However, it does make sense when you consider that families who want 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.
What does the question become? Is a CX-80 P50e the pick of the bunch? And is it worth that PHEV?
How much does the Mazda CX-80 cost?
Despite the fact that it is probably cheaper to buy an CX-80 (P50e Touring) PHEV, this means nothing cheap at $75,250 before on-road costs.
| Model | Price before on-road costs |
| — | — |
| 2026 Mazda CX-80 G40e Pure | $55,200 |
| 2026 Mazda CX-80 G40e Touring | $62,200 |
| 2026 Mazda CX-80 D50e Touring | $64,200 |
| 2026 Mazda CX-80 G40e GT | $69,200 |
| 2026 Mazda CX-80 D50e GT | $71,200 |
| 2026 Mazda CX-80 G40e Azami | $74,400 |
| 2026 Mazda CX-80 P50e Touring | $75,250 |
| 2026 Mazda CX-80 D50e Azami | $76,400 |
| 2026 Mazda CX-80 P50e GT | $82,250 |
| 2026 Mazda CX-80 P50e Azami | $87,450 |
The Chery Tiggo 9 reportedly asks $59,990 before on-roads for context; the BYD Sealion 8 costs just under $56,990 plus on road.
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 our
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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.
It is all the basics you’d like to know here – space for seven people, lots of cabin storage and basic facilities from front to back. Mazda, meanwhile, adds luxury design and premium materials to the mix, making the CX-80 Touring more expensive than cheaper alternatives.
While the dash’s lines are sweeping and natural, it is much better for people to be served by armrests that are generously padded rather than just over-topped with thin decorative trimmings of their own choice.
The black leather-trimmed seats are also incredibly welcoming, with a thick base cushion, perforated centre panels and soft head restraint. It also has a claim for the use of’real’ leather, which feels more expensive than artificial alternatives. Touring is standard for power adjustment and lumbar support, as well as three-stage heating.
It’s a leather-trimmed steering wheel that is used in all CX-80, but it’ll be smooth and too slippery for my liking. But for cabin touch points, that’s where the negatives end – all of the physical controls have a satisfying click, toggle or spin to them and our test car was completely free of rattles.
A good usability too is that there are lots of buttons and switches, allowing the driver to adjust the cabin temperature, fan speed, air direction and seat heating without turning off their eyes to navigate through the central touchscreen.
In fact, Mazda appears intent on preventing drivers from using the infotainment system altogether – the display is too far away from driver to be used as a touchscreen and even when that wasn’t the case, touch inputs register only when smartphone mirroring is active or the car is stationary.
The infotainment system is operated without rotary controller operation, but operations of the device are dependent on an operating principle very 2015 (very 2015). It has a learning curve, especially in the case of those who haven’t used the likes of this dial before and when overloaded with rapid inputs or fast scrolling through menus, the whole system can be slow and laggy. It is hard to say if it would be better for me to have full touch capability, but I’d rather go with the option regardless.
A nice update to Mazda’s native satellite navigation service would be a welcome addition, as the current system is visually average and takes so much time to operate.
But there’s not much to be excited about other screen functions, either with or a little more. No integrated app store, no special extras – you won’t see traditionalists win but tech-headers don’T get an idea of what to do with their apps.
Service is a connected service, but standard across the CX-80 range is common. A remote MyMazda smartphone app has a number of features that can be used to remotely manage vehicle status and health, stolen vehicle assistance, remote locking (remoting), vehicle location services, geofencing, SOS emergency calling or Mazda eCare.
P50e Touring is viewed as an extensive digital instrument cluster, which looks at the business and treats the P51e touring to its expanded online instrument group. Navigation data will not be displayed on it (although won’t display navigation data).
Complementing this second screen is a large head-up display which helps to keep your focus on the road ahead.
The good storage up front is better than outstanding – the door bins can only swallow a large drink bottle, while the centre console compartment is shallower than it should be. This is offset somewhat by a deep glovebox, overhead sunglasses holder and lidded coin tray that help to counter this.
In contrast to the addition of a wireless phone charging pad at bottom in centre stack (US-C, and 12V) charges available as well. For those with thick phone cases, a wired connection is almost certainly required as the wireless charger could not penetrate my Quadlock cover.
From a practicality point of view, Mazda may have missed some trick-up front but it’s another 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.
A similar inclusion is the seating situation, with a sliding bench and ‘high roofline that maximises headroom’. Then, reclining back can make even more space overhead (not the majority of people will need it) because most people are going to have that extra space.
Both outboard pews provide plenty of cushioning and support, with the GT adding seat heating. Similarly, on the other hand, the middle seat is firmer and less sculpted (although legroom remains in strong supply), but leg room still has an intense supply of leg-work.
The centre backrest acts as a fold-down armrest with integrated cupholders when it is not used, and doubles as an arm rest. The door bins are tightly packed with large drink bottles, which fit snugly in larger drinks bottles. I got snacks too. There’s a lot of room for sweet and savoury goodies in the map pockets, as well as some snacking stuff.
There are two USB-C outlets at the rear of centre console, twin air vents and a climate control panel on both sides; also available to twin fans (and even an AC) fan.
The third row is accessed by shoulder-mounted handles to fold and slide the second row forward – a relatively simple process. For a six-one adult like myself, it’s not too hard either to squeeze through the gap and into what is called the ‘back-backed’.
Should I sit back as an adult? No one probably not, but maybe not. The issue is that headroom doesn’t have to be a problem, nor the natural light supply; legroom is limited but leg room isn’T too much. For children the third row is appropriate for as such. The bigger CX-90 seven-seater is also the case with Mind you — although its wider body liberates more shoulder and elbow space across all three rows than the Cx-80, based on narrower CEx-60.
Space aside, there’s nothing to complain about, as third row passengers are treated to USB-C outlets, cupholders, and air vents.
The CX-80, in this respects, is very generous; it’s no less accommodating than the Chery Tiggo 9 and Kia Sorento. It’s also worth remembering the Skoda Kodiaq PHEV, who is completely out on a third row.
All seven seats are set, so boot space is capped at 258 litres (including under-floor storage) – enough for the grocery run but probably not a family weekend away away. Pull Tabs – which lifts capacity to 566L – are used to easily stowed the rear seats.
It also has 12V and 220V/150W power outlets, as well as a removable cargo cover other than an configurable layout of the boot. But no spare wheel, just a tyre repair kit.
| Dimensions | Mazda CX-80 P50e Touring |
| — | — |
| Length | 4990mm |
| Width | 1890mm (mirrors folded) |
| Height | 1710mm |
| Wheelbase | 3120mm |
| Boot space | 258L (third row up, to height of seatback) 566L (third row folded) 1971L (second and third row folded, measured to roof) |
To see how the Mazda CX-80 lines up against the competition, check out our
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What’s under the bonnet?
CX-80 hybrid versions of an atmo 2 power plug-in hybrids powered by Plug-In Hybrid version. 129kW electric motor between engine and gearbox, 5-litre four-cylinder petrol engine with 5 litres of petrol. Mazda cites 241kW and 500Nm of hybrid system outputs from the Mazda quotes, while the P50e can also travel up to 65km on electric power alone with a 17-year-old. Lithium-ion battery pack 8kWh lithium-Ion.
| Specifications | Mazda CX-80 P50e Touring |
| — | — |
| Engine | 2.5L 4cyl non-turbo PHEV |
| Engine outputs | 141kW |
| Electric motor outputs | 129kW |
| System outputs | 241kW 500Nm |
| Battery | 17.8kWh lithium-ion |
| Transmission | Eight-speed auto |
| Drive type | All-wheel drive |
| Weight | 2237kg |
| Fuel economy (claimed) | 2.7L/100km |
| Fuel economy (as tested) | 4.8L/100km (EV mode) |
| Electric driving range (NEDC) | 65km |
| Fuel tank capacity | 70L |
| Fuel requirement | 95-octane premium unleaded |
| CO2 emissions | 64g/km |
| Emissions standard | Euro 5 |
| Braked towing capacity | 2500kg |
To see how the Mazda CX-80 lines up against the competition, check out our
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How does the Mazda CX-80 drive?
Despite the fact that it is best as plug-in hybrid, Mazda’s driving DNA in the CX–80 is alive and well.
P50e Azami shown
It is hulking and has a heavy kerb weight, but we’ve been expecting very aggressive handling and communicative controls from the Japanese automaker and the CX-80 to deliver on that promise.
The CX-80 is as capable of a winding back road as it is weaving in and out of city traffic, thanks to its heavy steering and taut chassis that makes the manoeuvrability and stability of this impressive manor.
Neither does it get scared off by the fact that Tighter confines don’t , either – an 11-year-old. A large glasshouse and chunky side mirrors give the CX-80 a good outward visibility, with 6-metre turning circle as is typical of other large SUVs. It’s also possible to lean on the standard surround-view camera plus front and rear parking sensors, while upgrading to the Azami adds an additional transparent chassis camera view.
P50e in particular, another feature of the P51e is that you can drive it to and from work on electric power alone – an PHEV party piece.
The CX-80 is a very quiet and smooth Cx-70 in EV mode, but performance is clearly limited. Getting a 2 moved by some grunt is sometimes taken as if it’s not easy to move. It’s 129kW that doesn’t cut it, especially when you drive out of the suburbs and onto the highway.
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But in fairness, you shouldn’t buy a PHEV expecting it to complete long road trips on electric power alone.
65km of claimed EV range won’t even cover the daily commute for some, with that quoted figure is based on the morelenient NEDC testing cycle. The Chery Tiggo 9 compared to 170km of fuel-free travel is the most expensive, while the Sealion 8, Kodiaq and Sorento PHEVs also have better EV ranges.
You’ll have to stay on top of charging if you want to use the dual power sources in P50e, otherwise save some coin and buy a petrol or diesel version.
that conclude, we have consumption data to support that conclusion. average of 4 we saw s. Fuel use 8L/100km and 26L. Electric energy consumption 3kWh/100km for a week of mixed driving (not one that is disappointing in isolation) But when the diesel sips 5 it doesn’t make sense to be paying for both. A is 2L/100km, and does not require charging.
But treating P50e as an extra-punchy hybrid doesn’t save its case, either because of the fact that it is a . Despite the powertrain providing plenty of combined power and torque on paper, the numbers don’t really translate to real-world performance.
There’s a lot of throttle delay in hybrid mode – I’m talking with ‘two second wait for meaningful acceleration. Quite literally, it’s all very theatrical.’ A firm press of the right pedal causes the power system to build thrust like a Star Wars spacecraft before sending the car forward. All the while, an orchestra of electric whirring and artificial engine sound plays through the cabin.
The CX-80’s all-or-nothing power delivery makes it hard to trust, so you have to plan overtaking and on-ramp manoeuvres in advance. It also detracts from the steering and other inputs’ responsiveness.
The powertrain is far more unified, driven gently by driven gentle, the power train is much more cohesive. It’s a bit of pooping around, and the transmission takes efficiency as its principle without attention to shifts.
It was a bit annoying, I’ve said that the auto-hold option turns itself off between drives (reactivation) if you want to take your foot off the brake at. red light and then turn it off?
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.
The CX-80 is a decent job, however, and this Touring gets off of the fitment of conservative 18-inch wheels. I don’t envy the modern chassis engineers, but it is hard to develop a suspension system for an SUV that will be designed to carry seven people and heavy battery onboard without riding like ‘cars.
Similarly, credit must also go to Mazda’s advanced driver assist systems (ADAS) department as none of the safety systems are too intrusive. A driver monitoring system and collision avoidance systems only intervene when necessary; any alerts or chimes that do sound are soft in nature.
Hence, the CX-80’s adaptive cruise control is less convincing than its predecessor, with that in mind. But when it comes to traffic changes, sometimes a leading car that isn’t actually there is not really there and so unnecessary braking or hesitation.
To see how the Mazda CX-80 lines up against the competition, check out our
comparison 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
The Mazda Connected Services, which allows you to remotely control the locks and lights using MyMazda app for all CX-80 vehicles. 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 our
comparison 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.
| Category | Mazda CX-80 |
| — | — |
| Adult occupant protection | 92 per cent |
| Child occupant protection | 87 per cent |
| Vulnerable road user protection | 84 per cent |
| Safety assist | 83 per cent |
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 our
comparison 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.
| Servicing and Warranty | Mazda CX-80 P50e |
| — | — |
| Warranty | 5 years, unlimited kilometres |
| Roadside assistance | 5 years |
| Service intervals | 12 months or 15,000km |
| Capped-price servicing | 7 years |
| Average annual service cost | $559 |
| Total capped-price service cost | $3912 |
Besides that, Mazda Australia provides seven years of capped-price service at an average of $559 per year for s. 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.
The Hyundai Santa Fe and Toyota Kluger are also cheaper to service, but similar conventional hybrid SUVs such as the Hyundai SLE and a comparable model of an electric vehicle (PHEV) don’t offer the fuel savings that can be achieved with phv.
To see how the Mazda CX-80 lines up against the competition, check out our
comparison tool
childcareman.xyz’s Take on the Mazda CX-80 P50e Touring
The CX-80 is a solid seven-seater – functional and familiar, with no visible red flags. However, plug-in hybrid variants are the least logical sense of paraphrarm.
Even this ‘base’ Touring is expensive, as are the increasingly impressive Chinese challengers like the Sealion 8 and Tiggo 9, both of which can be used for under $60k even though they have much longer equipment lists and larger batteries.
Prefer to place your stock under a well established brand? The Sorento, Kodiaq and Outlander PHEVs all cut the CX-80 on price even though they have similar standard equipment with better EV range.
Certainly, the CX-80 is better than any of the cars listed above but it also suffers from throttle lag that makes its driver appeal less attractive.
But as for the case, we’d either look elsewhere or turn to the turbo-petrol G40e Touring – $13,050 cheaper and sweeter to drive.
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