Mazda CX-60: common faults & what to check

Which Mazda CX-60 are you looking at?

2 generation variants documented. Pick the shape you recognise: the faults, the servicing and the timeline below all narrow to it. Free, no account needed.

Diesel

1 variant documented

2023–nowKH2023–nowKH3.3 inline-6 diesel 48VDieselDocumented issues7 knownSee faults & what to checkPhoto: Ethan Llamas via Wikimedia Commons, CC BY-SA 4.0.

Hybrid

1 variant documented

2023–nowKH2023–nowKH2.5 plug-in hybridHybridDocumented issues7 knownSee faults & what to checkPhoto: Ethan Llamas via Wikimedia Commons, CC BY-SA 4.0.

Now narrow it to the engine

A 1.8 and a 2.4 of the same car do not fail the same way, so the faults below narrow to the engine as well as the year. Free, no account needed.

Start your free check on this Mazda CX-60

No plate needed. You get the risk score, the buyer's checklist and the guided inspection for the exact car you picked above — not the whole nameplate.

The checks worth doing on a Mazda CX-60 before you hand over any money. Every documented fault is listed below, each with its own page.

• Costly issue

  Test drive covering low-speed take-off in traffic, motorway on-ramp acceleration, and steady 90-100 km/h cruise.

  See why

  SkyActiv-D 3.3L Six-Cylinder and Eight-Speed Automatic Drivetrain Shudder

  The CX-60's inline-six 3.3L SkyActiv-D diesel paired with the new 8-speed automatic transmission exhibited significant drivetrain shudder, judder during low-speed acceleration, and harsh gear changes from launch. The issue was noted in Australian press launch reviews and subsequently confirmed widely by owners. Mazda Australia acknowledged the fault and issued multiple sequential software calibration updates targeting torque converter lock-up strategy and shift mapping. Some vehicles required physical torque converter replacement after software updates failed to fully resolve the symptom.

  What you would notice

  • Shudder or judder during acceleration at low to mid speeds
  • Harsh or jerky downshifts, particularly 2nd to 1st at low speed
  • Vibration through floor and seats during highway cruise in lock-up
  • Clunky take-off feel from rest

  Typically $0–$4,500 to put right.

• Costly issue

  Check for rough idle at operating temperature.

  See why

  T3-VPTS 3.3D EGR Valve and Inlet Manifold Carbon Fouling

  Early production T3-VPTS 3.3-litre diesel units (primarily 2022-early 2023 build dates) accumulated heavy carbon deposits on the EGR valve and intake manifold ports at low mileage relative to comparable diesel engines. The root cause is the high-pressure EGR calibration used on these engines combined with the stop-start duty cycles common in Australasian urban markets. Affected vehicles exhibited rough idle and loss of power at low RPM. Mazda acknowledged the issue and adjusted EGR duty maps via ECU updates on later production, but pre-update vehicles retain the aggressive recirculation strategy.

  What you would notice

  • Rough or lumpy idle when fully warmed up, particularly after urban driving
  • Hesitation or flat spot between 1,500 and 2,500 RPM under light throttle
  • Stored P0400-range EGR flow fault codes at first service
  • Slight blue-grey smoke during cold start that does not clear

  Typically $900–$3,500 to put right.

• Costly issue

  Charge the vehicle to 100% at a Type 2 AC charger and note the displayed EV range.

  See why

  G25E-C PHEV High-Voltage Battery Management Software Mismatch

  The CX-60 PHEV uses a 17.8 kWh lithium-ion traction battery managed by a Mazda-proprietary BMS. Early production vehicles (2022-early 2023) had a software mismatch between the BMS calibration and the inverter control module, causing the displayed state-of-charge to diverge from the actual cell capacity over charge-discharge cycles. Affected vehicles showed the EV range indicator reading 5-12 km higher than achievable range, and in some cases the BMS triggered a protective capacity limit reducing usable battery to approximately 60% of rated capacity. Mazda issued TSB PHEV-BMS-2023-01 covering a BMS and inverter co-update, which is applied free of charge at any Mazda dealer.

  What you would notice

  • Displayed EV range is consistently 8-15 km higher than actual driving range in real conditions
  • High-voltage battery warning light illuminates during or after fast charging
  • Vehicle unexpectedly switches from EV mode to engine-only mode before the state-of-charge reaches zero
  • Maximum usable EV range has decreased noticeably since delivery without high-mileage explanation

  Typically $0–$600 to put right.

• Costly issue

  Confirm by VIN that the transmission software recall and any goodwill transmission tune have been applied.

  See why

  Clunky / jerky 8-speed auto and TCM software recall

  The CX-60's in-house 8-speed automatic (a clutch-pack design rather than a torque converter) was widely criticised as jerky and clunky at low speed, too keen to kick down, and rarely in the right gear. Mazda issued a recall for a transmission control-module software fault on 2023-2024 diesel CX-60/CX-90s and later offered a transmission tune that improved things markedly. Make sure any car you buy has had the updates.

  What you would notice

  • Clunk or jerk when setting off or slowing
  • Harsh, hunting gear changes at low speed
  • Feels like it's in the wrong gear

  Typically $0–$500 to put right.

• Costly issue

  In slow traffic, lift off the throttle and listen/feel for grinding or shunting from underneath.

  See why

  Driveline grinding / shunt on throttle lift-off at low speed

  Beyond the shift harshness, testers reported a pronounced grinding or shunting from the driveline at low speed when lifting off the throttle, described as feeling like a partially engaged clutch or a dragging bearing - a by-product of the clutch-pack automatic. It can feel alarming even when nothing is broken. Any car that has not had the transmission updates is more likely to show it strongly.

  What you would notice

  • Grinding or graunching when lifting off at low speed
  • Shunt or lurch in stop-start traffic
  • Driveline feels like it's dragging

  Typically $0–$500 to put right.

• Costly issue

  Drive the vehicle in EV-only mode at low speed between 15 and 35 km/h in a quiet environment with windows down.

  See why

  PHEV Rear Electric Motor Bearing Noise at Low Speed

  The e-SKYACTIV PHEV variant of the CX-60 uses a rear-mounted electric motor to drive the rear axle independently as part of the AWD system. The rear motor rotor bearing has exhibited premature wear and associated noise in early production units. The bearing produces a low-frequency hum or grinding sound at speeds below 40 km/h when the rear motor is engaged under light regenerative or drive loads. The fault is exacerbated by the rear motor operating at high slip frequencies during EV-dominant low-speed city driving. Mazda Australia acknowledged the fault and covered replacements under warranty. Post-warranty repair requires rear motor assembly replacement due to the integrated bearing design.

  What you would notice

  • Low hum or grinding noise from the rear of the vehicle at 10-40 km/h
  • Noise present in EV mode or under light electric AWD engagement
  • Noise varies with vehicle speed rather than engine speed
  • Noise may disappear at highway speeds when rear motor is lightly loaded
  • Vibration through rear floor in more severe cases

  Typically $2,200–$6,800 to put right.

What these repairs cost on other cars

Some of the Mazda CX-60’s documented faults are repairs other models share. Each page lists the documented NZ cost for every model it affects.

• EGR Valve and Cooler Repair Cost

Other Mazda models