2027 Mazda CX-6e review

Our verdict

The CX-6e is for families who want a big, quiet, well-finished electric SUV with a familiar badge and a dealer down the road. It does design, space and value better than almost anything near its price. The catch is a cabin that routes nearly everything through one enormous screen and a drive that never quite feels like a Mazda.

What does the CX-6e cost in Australia?

The CX-6e range is short and simple with two grades and one drivetrain. The GT is $56,990 driveaway and the Azami is $59,990 driveaway in every state except Western Australia, against list prices of $53,990 and $56,990 before on-roads.

That's seriously competitive pricing. On list price the GT sits under the BYD Sealion 7, Zeekr 7X and Tesla Model Y, and it doesn't feel like a stripped-out base model to get there.

Standard gear includes 19-inch alloys, LED lights, a power tailgate, a 26.45-inch touchscreen, a head-up display, wireless Apple CarPlay and Android Auto, a 23-speaker stereo, heated and ventilated front seats, a heated steering wheel, tri-zone climate control, a glass roof with an electric sunshade and a 360-degree camera.

The Azami adds 21-inch wheels on Michelin Pilot Sport tyres, a camera-based rear-view mirror and camera side mirrors. That's the whole list, and it makes the car worse to live with, so keep the $3000 and buy the GT.

The only options are premium paint ($995) and a Warm Beige interior ($1000). The beige lifts the cabin enough to be worth ticking.

View Mazda CX-6e driveaway pricing and specifications →

What does the CX-6e look like?

Mazda's designers are on a serious roll and I think the CX-6e is one of their best yet. The long bonnet, low roofline and sculpted sides give it proportions that few rivals manage.

At 4850mm long it's about 60mm longer than a Model Y, but the proportions hide the bulk well. There are some clever aerodynamic details too including air channels in the bonnet, front bumper and C-pillars.

Underneath sits the same Changan platform as the Deepal S07 and Mazda 6e, but the CX-6e shares no body panels or glass with its Deepal cousin. Frameless doors add a premium touch, and while the Azami's 21-inch wheels fill the arches nicely, the GT's 19s hardly look undernourished.

What is the CX-6e like inside?

Thankfully Mazda has put just as much effort into the interior.

The dash sweeps into the door tops in one smooth curve, nearly everything you touch is soft, and the Warm Beige trim adds a knitted fabric that brings genuine warmth. For the money, I think this is one of the nicest interiors you'll find in an electric SUV.

Then you notice the screen. All 26.45 inches of it stretch from the centre of the dash across to the passenger and it runs almost everything: climate, mirror adjustment, the sunroof blind, drive modes and regen.

The display itself is quick and sharp, and pinned shortcuts along the bottom help. But burying the basics in menus is a strange move from a brand that used to champion physical controls, and adjusting the temperature on the move takes more taps, and more time looking away from the road, than it should.

The passenger's slice of the screen is largely wasted, offering media, navigation and a few cabin modes but no video or games. There's no instrument cluster either, with speed and key data projected onto a large, bright head-up display that works well.

Some sensible calls survive. The wipers live on a stalk, unlike in the 6e sedan, and two customisable star buttons on the wheel can be set to silence the overspeed warning.

The bigger catch is the seating position. You sit high, which gives good forward visibility and plenty of foot room for rear passengers, but the seat lacks support. If you're over about 185cm (6ft 1in), try it before you sign, as that height can leave you feeling perched on the car rather than part of it.

Storage is generous, led by a deep split-lid bin under the armrest. There's also an external speaker that broadcasts your voice outside the car, which will be enormous fun for about a week.

How practical is the CX-6e?

Rear-seat space is one of the CX-6e's biggest strengths. A 2902mm wheelbase and a flat floor give adults serious leg, knee and toe room, and the glass roof doesn't steal much headroom.

Rear passengers get air vents but only a single USB-C port between three. The seat doesn't slide or recline, and child seats go on outboard ISOFIX points with three top tethers.

Mazda quotes just 363L of boot space to the cargo cover, but the long, square load area feels considerably bigger than that figure suggests. Folding the 60:40 rear seats opens up 956L.

Disappointingly there's no spare wheel, only a repair kit, but the 83L frunk is the perfect home for charging cables. The tailgate button hides in the base of the rear wiper, and braked towing is rated at 1500kg.

What is the CX-6e like to drive?

Here's where I think Mazda has missed an opportunity.

Mazda has reworked the suspension, steering and brakes for Australian roads, but I expected more. It's comfortable and perfectly capable, yet there's little of the driving enjoyment I associate with Mazda.

The single 190kW motor drives the rear wheels smoothly and quietly, but it's not quick. It gets from 0-100km/h in about 8 seconds, but with 2155kg to shift, overtakes need some planning and it feels only marginally livelier than the 6e sedan.

The GT rides better on its smaller 19-inch wheels, particularly over rough city streets. The Azami's 21s add a sharper edge over potholes and expansion joints without enough extra grip to justify them.

The steering is accurate but offers little real feedback. Sitting so high doesn't help either and you never feel particularly connected to the car. It handles corners well enough, but there's very little enjoyment to be had driving it quickly.

Most buyers probably won't care and I can understand why. Refinement is a genuine strength, with wind and tyre noise well hushed at highway speed, and the brake pedal is firm and natural in a way most Chinese EVs still can't manage.

Regen has four levels but can only be changed in Custom mode and there's no true one-pedal setting.

Then there are the Azami's camera mirrors. Every lane change means glancing down at a screen in the door instead of out the window. You'd probably adapt within a week, but you'd still be looking away from the road, and it's technology for technology's sake.

How efficient is the CX-6e?

Both grades use a 78kWh lithium iron phosphate battery. Mazda claims 484km of WLTP range for the GT and 468km for the Azami, with consumption of 18.9kWh/100km and 19.4kWh/100km respectively.

Efficiency isn't a particular strength. The Tesla Model Y uses considerably less energy to travel the same distance. The upside of LFP chemistry is that you can charge to 100% regularly without worrying about long-term battery health.

DC charging peaks at 194kW, and Mazda claims 10 to 80% in around 24 minutes. At home, 11kW AC charging will refill it overnight on a wallbox, and vehicle-to-load at up to 3.5kW is standard.

Mazda's 150-plus dealers are a genuine advantage over newer brands when it comes to servicing and support.

Is the CX-6e safe?

The CX-6e hasn't been tested by ANCAP yet, though the related 6e sedan scored five stars in 2025. Standard safety kit includes nine airbags, autonomous emergency braking, adaptive cruise with traffic support, blind-spot monitoring, rear cross-traffic alert with braking, safe exit warning and a 360-degree camera.

The safety equipment is comprehensive, but some of the driver assistance systems are frustrating to live with. The overspeed warning switches itself back on every time you start the car, the driver attention monitor is far too sensitive, and a steady stream of chimes and voice announcements soon wears thin.

None of this is beyond a software update and Mazda should prioritise one.

What are the main competitors to the CX-6e?

The Tesla Model Y is the benchmark from around $58,900 plus on-roads. It's more efficient, has the best fast-charging network in the country and simpler software, but its cabin feels plain next to the Mazda and its ride is firmer.

The BYD Sealion 7 starts at around $54,990 before on-roads and offers plenty of standard equipment, along with the option of much stronger dual-motor performance. The CX-6e rides and steers with more composure.

The Zeekr 7X starts at around $57,900 before on-roads. It's quicker, charges faster and has an even more luxurious interior, but the Mazda counters with a lower price and a far larger dealer network.

The Hyundai Elexio starts at around $55,990 driveaway and follows a similar formula to the Mazda. Both are Chinese-built electric SUVs from established Japanese or Korean brands, but the CX-6e is better finished, better looking and nicer to drive.

I'd still recommend the Model Y or Zeekr 7X to most buyers, particularly for their efficiency, performance and technology. But there's plenty about the CX-6e that I prefer, especially its design and interior.

Should I buy the CX-6e?

Yes and I'd have no hesitation recommending the GT. The CX-6e is a gorgeous, spacious, quiet family EV that wears a badge Australians trust and costs less than the cars it's chasing.

What it isn't is a Mazda in the way a CX-5 is a Mazda. The drive is anonymous, the screen tries to do too much and the driver aids need a firm software fix.

Buy the GT, skip the Azami and its camera mirrors, and check the driving position before you commit. It's an impressive first effort from Mazda, and one of the better-value electric SUVs available. I just wish it was a little more enjoyable to drive.