Audi Q5 – Pulpaddict

Mazda CX-60 Diesel review

We get behind the wheel of an intriguing new version of Mazda’s big SUV…

I can’t remember the last time I tested a new diesel. There’s an avalanche of new hybrids and EVs, but diesels are a bit niche these days.

Diesel once accounted for more than half of UK car sales, but the market has now collapsed closer to 10%.

However, diesels are still the car of choice for commercial drivers, towing, farmers and rescue services, plus many high-mileage motorists yet to make the switch to hybrids and electric vehicles.

The latest addition to the Mazda CX-60 range (there’s already a petrol plug-in hybrid version) is powered by a big, clean and efficient all-new e-Skyactiv D diesel engine.

Apparently, the 3.3-litre in-line six-cylinder features Distribution-Controlled Partially Premixed Compression Ignition (DCPCI) Technology. Mazda claims this advanced combustion technology makes it one of the cleanest diesel engines in the world, achieving a thermal efficiency of over 40%.

The Mazda CX-60 turbo diesel is mated to an eight-speed automatic gearbox and is offered with a choice of two power outputs. The more powerful version has 251bhp and 550Nm (406lb ft) delivered through all four wheels, while the lower spec engine has 197bhp and 450Nm (332lb ft) fed through the rear axle only.

With the help of a 48-volt mild-hybrid boost set-up, the 197bhp engine has an official fuel economy of 56.5mpg with CO2 emissions as low as 129g/km, while the all-wheel drive comes in at 54.3mpg with a CO2 output of 137g/km.

Performance from the two is similar with the smaller output engine managing a 0-62mph acceleration time of 8.4 seconds (top speed 132mph), while the 251bhp unit tops out at 136mph and sprints to 62mph in 7.4 seconds.

Apart from the new engine, Mazda’s flagship SUV is much the same as its petrol and PHEV siblings, which is no bad thing, because its blend of equipment, tech, classy materials and build quality closes the gap on premium rivals from Europe, such as Audi, BMW, Jaguar, Range Rover and Volvo.

Externally, the CX-60 is very similar to the slightly smaller CX-5, but can be distinguished by its more athletic stance and bluff nose, which polarises opinion. Let’s just say that it’s not the most attractive Mazda head-on.

There’s nothing revolutionary inside the cabin. It’s still very much a Mazda, which means there’s a large centrally-located 12.3-inch infotainment screen on top of the dashboard and a rotary controller near the gear selector. So, rather than dabbing and swiping a touchscreen, much of the car’s functionality is accessed by a twist and click of the controller or via voice recognition.

If you’re not used to a touchscreen, it works well from the off (though using a ‘daisy wheel’ to input a place name in the sat nav is tiresome).

Thankfully, Mazda has also kept some buttons and dials, so the climate control can be accessed separately and there’s still an audio volume knob. Additionally, there’s extra functionality, such as cruise control via the steering wheel, while the clear head-up display is one of the best.

The cabin itself is spacious, though little different to the CX-5 in the back, so while adults can sit comfortably in the rear, there’s not class-leading legroom.

That said, the boot is a substantial 570 litres, expanding to 1,726 litres with the rear seats folded down.

The driving position is great, with plenty of adjustment available (unusually for an SUV, it is possible to sit lower if you prefer). Whichever you choose, there’s a commanding view of the road.

Mazda isn’t pretending it’s a hardcore 4×4, but the extra traction and raised ride height should help you out at festivals and on those rare extreme weather events.

I tested the all-wheel drive version of the Mazda CX-60 diesel in mid-range Homura trim.

It seemed incongruous to be driving a big new diesel like this, but once I got some serious miles under my belt, it was easy to appreciate the advantages of a diesel again.

There’s stacks of torque and I achieved more than 50mpg on a long journey, mostly consisting of A roads and motorways.

It may be cleaner and more efficient, but there’s no mistaking the fact that it’s a diesel. For the most part it’s smooth, but it clatters a bit until it’s up to temperature and under heavy acceleration.

The smooth and responsive automatic gearbox works nicely, and is only hesitant when you put your foot down after the mild-hybrid system has shut off the engine for brief periods when coasting.

For instance, when using adaptive cruise control set at 70mph on the motorway, it’s usually possible to indicate and move out to the fast lane to overtake, but the CX-60 diesel seemed reluctant to kick down.

Initially, the CX-60 feels big and heavy, but you soon settle in, and it feels surprisingly agile and controlled in more challenging corners.

There’s plenty of grip and traction, while the steering is light and precise, and the brakes are reassuringly effective.

The ride is on the firm side though, and it’s at its most relaxed and refined best cruising along. My test car came with big 20-inch wheels, which probably didn’t help in the comfort stakes, so it might be worth trying an entry-level Exclusive-Line which sits on 18-inch rubber.

It’s also worth noting that the CX-60 has a decent towing capacity of 2,500kg.

The Mazda CX-60 e-Skyactiv D range is priced from £43,010 (the 251bhp costs £45,655) and its rivals (in terms of size) include the Volvo XC60, Lexus NX, Audi Q5, BMW X3 and Genesis GV70.

Verdict: The mild-hybrid diesel version of the classy, boldly-styled Mazda CX-60 is a powerful, frugal and surprisingly engaging big SUV. A car that proves there’s still mileage in diesels, but it is a shrinking market.

Mazda UK

Handling Upgrade: How to Make an Audi Q5 Handle More Like an SQ5

Audi Q5 SQ5 is the model for you. However, as good as the SQ5 is, it does carry a 25 percent price premium compared to the regular Audi Q5. Of course, the SQ5 comes with more power and features that help to justify the price. But maybe you don’t want to spend that much. Or you simply don’t feel that you need the extra power. Maybe you just wish your regular Q5 could handle more like the SQ5. Well, the good news is that you can achieve that without breaking the bank.

A recent thread in the Audi World forums was posted on this very subject. Member stash64 started the thread titled: Rear Sway Bar Upgrade. The goal was simple. How do you improve the handling and reduce understeer on the Audi Q5? The goal is not to build an SQ5 killer on the cheap or a mid-size SUV that would set blistering lap times on the Nürburgring. And the goal is certainly not to ruin the ride. Here are the steps you will want to take if you want your Q5 to handle better in the order that you should proceed.

Tire Pressures

Tires Click HERE to join the AudiWorld forums!

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Insane RS 7, Audi TT Turns 25, RS 3 vs Huracan STO & More! | AudiWorld Driven

Audi TT AudiWorld Driven series. Once again, we rounded up the hottest Audi news, reviews, videos, and AudiWorld forum discussions from the past week just for you. This week incudes a look back at the game changing Audi TT that turns 25-years old this year. Speaking of milestones, how about a 1973 Audi 100 that has been with the same owner since new? It is up for sale right now. The folks over a Consumer Reports do not think too highly of the Audi Q5. And Audi may have just revealed what EV charging will be like in the future. There is a lot to cover this week so let’s jump in with all four wheels.

Happy Birthday Audi TT!

Audi TT HERE.

Must Watch Video: Custom Audi RS 7 is a Matte Black Masterpiece

The Audi RS 7 is a great looking car. And this is the best-looking RS 7 you will ever see. And with the Akrapovic exhaust, it is the best-sounding as well. We know your time is precious and in the digital world of today there are a million things competing for your attention. But trust us, set aside eight minutes and thirty-nine seconds, and watch this video.

Forum Thread of the Week: Consumer Reports Ranks Q5 Nearly Dead Last

Audi Q5 HERE.

Original-Owner 1973 Audi 100 LS 4-Speed Being Sold at Auction

Audi 100 HERE.

Must Watch Video: Lamborghini Supercar Struggles to Stay Ahead of RS 3

The Audi RS 3 is a terrific machine. And this video is just the latest proof. This time the mighty RS 3 is up against a fire breathing Lamborghini Huracan STO. The Lambo is not just a little bit more expensive than the Audi. It is not double the price. It is not triple the price. That Huracan STO is more than five times more expensive than the RS 3. It is a two-seat full bore supercar. Against a tiny Audi performance sedan? Well, look away Lambo fans. Yes, at the end of the day the expensive Italian put down a quicker lap time. But it was less than 1 second faster than the Audi. And you can complain about different tires and drivers and other factors making a difference. But the RS 3 hung right in there, and it punches far above its weight class.

Audi Cubes Offer Glimpse into Future of EV Charging

EV Cubes HERE.

Images: Audi; Bring a Trailer; Autoweek

Click HERE to join the AudiWorld forums!

Mazda CX-60 review

We road test the plug-in hybrid version of the classy new Mazda CX-60 mid-sized SUV…

Slotting in above the slightly smaller CX-5, the all-new CX-60 is Mazda’s new flagship SUV.

Not only does it close the gap on premium rivals from Europe, such as Audi, BMW, Jaguar, Range Rover and Volvo, but it’s available as Mazda’s first ever plug-in hybrid.

The Japanese company still hasn’t given up on the internal combustion engine and the PHEV version is a natural progression.

What’s more, plug-in hybrids look like they will get a stay of execution for five years after the sales of new petrol and diesel cars are banned in 2030, so there’s life in the technology yet.

The CX-60 PHEV combines a normally aspirated 2.5-litre four-cylinder petrol engine with a 100kW electric motor and a 17.8kWh battery.

The result is a total output of 323bhp and 369lb ft of torque, making it the most powerful road car Mazda has ever produced, capable of sprinting from standstill to 62mph in just 5.8 seconds.

What’s more, on paper, fuel economy could be as high as 188mpg with CO2 emissions as low as 33g/km.

Offering up to 39 miles of pure electric driving from a full charge, your visits to a petrol station could be few and far between if you have a modest daily commute. And if you’re a business user, considerable tax advantages come with that meagre CO2 figure.

Further down the line, Mazda will also be offering the CX-60 with 3.3-litre diesel and 3.0-litre petrol engines – both six-cylinders paired with a 48V mild hybrid system.

Priced from £43,950, there’s a choice of three plush trim levels – Exclusive-Line, Homura and Takumi.

You can also choose from two option packs across all grades (Convenience Pack and Driver Assistance Pack), while a Comfort Pack is available on Exclusive-Line.

Highlights of the £1,000 Convenience Pack include privacy glass, a 360 view monitor and wireless phone charging, while the Driver Assistance Pack adds extra active safety technology for £1,100.

The £1,400 Comfort Pack includes goodies such as 20-inch alloy wheels, electric front seats, front seat ventilation and heated rear seats.

Not only is the CX-60 PHEV well equipped, it’s superbly put together and the quality of the materials used inside the cabin is excellent.

Externally, the CX-60 is very similar to the CX-5, but can be distinguished by its bold nose, which polarises opinion. Let’s just say that it’s not the most attractive Mazda head-on.

And at just 190mm longer, 50mm wider and about the same height, there’s not much between them in size, though the CX-60’s more athletic stance hides its height a little better.

There’s nothing revolutionary inside the cabin. It’s still very much a Mazda, which is no bad thing.

There’s a large centrally-located 12.3-inch infotainment screen on top of the dashboard, while Mazda’s sticking with its rotary controller near the gear selector. It’s not a touchscreen, and much of the car’s functionality is accessed by a twist and click.

If you’re not used to a touchscreen, it works well from the off, and even if you are, it becomes second nature after a few hours.

Thankfully, Mazda has kept some buttons and dials, so the climate control can be accessed separately and there’s still an audio volume knob. Additionally, there’s extra functionality, such as cruise control via the steering wheel, while the clear head-up display is one of the best.

The cabin itself is spacious, though little different to the CX-5 in the back, so while adults can sit comfortably in the rear, there’s not class-leading legroom.

The CX-60’s substantial 570-litre boot is about 50 litres bigger than the CX-5’s, expanding to 1,726 litres with the rear seats folded down.

The driving position is great, with plenty of adjustment available (unusually for an SUV, it is possible to sit lower if you prefer). Whichever you choose, there’s a commanding view of the road.

If you’ve had your CX-60 on charge (it takes 2hr 20 min via a 7kW home charger), or you have some charge left, it will start off in EV mode.

Unlike some PHEVs, there is a vague whine from the off, but it’s smooth going and, in theory, if you take it easy the petrol engine won’t kick in until you hit 62mph.

The transition from EV to petrol and vice versa is seamless if you’re not in a hurry. However, if you’re heavy with your right foot there’s a little hesitation and the petrol engine becomes more vocal.

There are four drive modes accessed by a selector (Mi-Drive) near the rotary controller – Normal, Sport, Off-Road and EV.

Frankly, Normal is just fine. The driver’s display turns an angry red if you select Sport and the engine can get a little harsh, but it does firm up the throttle response and handling.

Obviously EV will keep you driving in electric mode until the battery runs out, while Off-Road will help you along if the going gets tough.

Mazda isn’t pretending it’s a hardcore 4×4, but the extra traction and raised ride height should help you out on those rare extreme weather occasions.

The petrol engine is mated to a new eight-speed automatic transmission, and for the most part it works perfectly well. However, it can be hesitant on kickdown and hold onto a gear for a little longer on hills. Should that happen, it is possible to manually hurry things along via the steering wheel paddle shifters.

Initially, the CX-60 feels big and heavy, but thanks to that excellent driving position and Mazda’s “Kinetic Posture Control” technology, you soon settle in, and it feels surprisingly agile and controlled in more challenging corners.

There’s plenty of grip and traction, while the steering is light and precise. As with most hybrids, the brakes aren’t the most progressive, but they are effective, and you soon get used to them.

The ride is on the firm side, and even though there’s plenty of power on tap, it is at its most relaxed and refined best cruising along.

As with any PHEV, fuel economy will depend on whether you keep the battery charged up, journey length, speed and driving style. So, while 100mpg is quite possible on shorter runs where the petrol engine is hardly used, your MPG can dip into the 30s on longer trips when the battery charge is used up and the 2.5-litre petrol engine does the heavy lifting.

It’s also worth noting that the CX-60 is one of the few PHEVs able to pull a caravan or trailer with a decent towing capacity of 2,500kg.

The CX-60 is a welcome addition to the plug-in hybrid club that includes some formidable opposition in the shape of the Toyota RAV4, Volvo XC60, Lexus NX, Audi Q5 and BMW X3.

Verdict: The boldly styled new Mazda CX-60 is a class act. Practical, powerful, engaging to drive, generously equipped and well put together with quality materials, it’s very much a premium SUV.

Mazda UK

Lexus NX Plug-in Hybrid review

We test drive the first plug-in hybrid vehicle from premium Japanese brand, Lexus. Has it been worth the wait?

The Lexus NX 450h is not to be confused with the NX 350h – the former is a plug-in-hybrid, while the latter is a self-charging hybrid, which means there are no leads or plugs.

Both share a 2.5-litre petrol engine working in tandem with an 18.1kWh lithium-ion battery and an electric motor (or motors).

The 350h can manage a very respectable 47.9mpg with CO2 emissions of 129g/km.

However, the 450h is – in theory – capable of travelling in pure electric mode for 40 miles at speeds of up to 83mph and can return up to 313.9mpg, while CO2 emissions are as low as 21g/km.

Low emissions means a low Benefit-in-Kind (BiK) tax rate, making the PHEV an appealing choice for company car drivers looking to cut running costs.

Whether you are a business user or private owner, if you keep the battery charged up (0-100% takes less than three hours using a 7kW chargepoint) your trips to the petrol station could be few and far between (especially if you’re a low mileage driver), because most of your journeys will be completed in near-silent EV mode.

The second generation NX luxury SUV was launched in 2021 and boasts serious road presence and badge appeal.

Bigger and more aggressive looking than the best-selling Mk 1, the new NX sports a massive version of the trademark Lexus “spindle grille”, flanked by slim new LEDs and daylight running lights.

A sculpted profile, short overhangs and distinctive rear haunches result in an SUV that stands out from the crowd, and its competitors, which include PHEV versions of the Audi Q5, BMW X3, Volvo XC60 and Range Rover Evoque.

It’s a class act inside too. Attractive and driver-focused up front, there’s a wrap-around dashboard and centre console with a huge 14-inch touchscreen.

Thankfully, Lexus hasn’t gone full-on minimalist so there are still some buttons. And naturally, there’s Android Auto and Apple CarPlay connectivity.

The whole cabin feels super spacious. It’s also plush and beautifully put together, while the driving position is commanding.

Meanwhile, the boot can handle a useful 545 litres of luggage, extending to 1,436 litres with the rear seats flipped down.

On the road the Lexus NX 450h is smooth and relaxed. The combined 305hp from the big petrol engine, paired of electric motors and battery gives the car plenty of torque.

Acceleration is brisk when needed, and the 0-62mph time of 6.3 seconds makes it one of the fastest crossovers of its kind.

We’re no great fans of CVT gearboxes because they can create a din during sharp acceleration, but the sound insulation works wonders in the NX, so it’s rarely an issue and the power is delivered smoothly. Anyway, this is a car that’s best enjoyed cruising along in luxury.

Additionally, the transition from electric to petrol (and vice-versa) is superbly smooth.

Soaking up the lumps and bumps of the roads with ease, it offers a refined and relaxing ride, too.

It feels substantial, yet corners surprisingly well with controlled body lean, while the NX’s steering is precise, giving you the confidence to push on in more challenging corners.

Grip and traction are great, partly down to the all-wheel drive system (there’s a second electric motor on the rear axle).

You can choose from three driving modes (Eco, Sport and Normal) which are accessed via a knob in front of the gear lever. Eco is fine for long motorway runs, but Normal will do just fine.

There are three other basic choices too – EV for zero-emissions driving, Auto EV/HV (where the car chooses the perfect mode for the conditions) and HV (which maintains the battery’s state of charge).

Real-world fuel economy will depend on whether you keep the battery charged up and the length of your journeys, but even when it’s running in regular hybrid mode (ie when the battery is depleted) you’re looking at close on 50mpg.

The only disappointment was the EV range which seemed closer to 30 than 40 miles on my test car.

Priced from £50,950 to £59,700, the NX is offered in three trim levels (Premium Pack, F-Sport and Takumi) and like all Lexus cars, it benefits from ‘Lexus Relax’, which extends your car’s manufacturer warranty for up to 10 years or 100,000 miles, whichever comes first.

Add Lexus’ reputation for reliability and superb customer service and the NX PHEV can hold its own against the best on offer from Europe’s top premium brands.

The NX was awarded a maximum five stars for safety by Euro NCAP – and it’s bursting with kit to help you avoid an accident, including Autonomous Emergency Braking (AEB), lane-keeping assistance and traffic-sign recognition, plus driver assistance aids such as blind spot monitoring and rear-cross traffic alert.

Verdict: The Lexus NX Plug-in Hybrid is a practical, premium-quality SUV that’s comfortable, relaxing to drive, economical and beautifully finished. Choose the plug-in version of the NX and you won’t just stand out from the crowd, you’re buying into Lexus’s reputation for reliability and award-winning customer service. And yes, it has been worth the wait – the NX is one of the best PHEV crossovers on the market.

Lexus UK