“The CX-60 represents Mazda’s next move in the premium space,” he explained. “I’ve seen it in person during a recent trip to the Mazda Global Headquarters, and everything from the design, the engineering, the craftsmanship—it’s all on a different level even compared to our current products.”

Tan’s comments are echoed by Hidetoshi Kudo, Mazda Managing Executive Officer in charge of Global Marketing and Brand Enhancement.

“More than a decade ago, Mazda revolutionized the way cars are made by introducing an entirely new philosophy. Instead of introducing, say, a new design language or a new engine, we rolled out Skyactiv Technology at the same time. Hand-in-hand with the Kodo Design Language, it has helped Mazda not just survive, but also to thrive. With the CX-60, I believe, this is the next chapter in our brand story.”

The CX-60 is the first product riding on the brand’s Large Product Group. It joins the current Small Product Group (Mazda3, CX-30, CX-50) and the upcoming Skyactiv Scalable EV Architecture as part of Mazda’s Multi-Solution Approach to carbon neutrality.

Though Tan isn’t ready to share specifics on the CX-60, he did confirm that it will not replace the company’s current best-seller, the CX-5. With that, it’s safe to assume that the CX-60 will occupy a higher price point—perhaps overlapping with the three-row CX-8 and CX-9 SUVs.

The CX-60, for global markets, come in both gasoline- and diesel-powered variants both having an inline-6 layout. These engines both have 3.3 liters of displacement and come with Mazda’s 48-volt M Hybrid Boost technology.

According to Kudo-san, the decision to fit a relatively large displacement inline-6 is down to improving the CX-60’s drivability. Yet, the rear- or all-wheel drive SUV does have improved fuel efficiency (even compared to the current CX-5) because of the design. This right-sized approach enables the engine to take in a higher volume of air for a more complete combustion. The engines also feature a wider lean-burn range for lower fuel use. They’re also lightweight—matching the current family of 4-cylinder Skyactiv engines.

Official Acceleration figures for the 3.3-liter e-Skyactiv-G inline-6 is faster than the current CX-5 Turbo with a 0 to 100 km/h sprint in just 6.9 seconds. Meanwhile, the e-Skyactiv-D does the century sprint in just 7.3 seconds. In both cases, they also exhibit better fuel efficiency than their 4-cylinder counterparts with the diesel achieving up to 20.40 km/L.

Mated to either engine is a proprietary Skyactiv-Drive 8-speed automatic. Instead of using a torque converter, it uses multi-plate clutch for a cleaner, more rhythmic gear changes akin to a manual gearbox. Kudo-san was quick to explain, however, that it’s neither a dual clutch or an automated manual. Instead, precise computer control allows for seamless shifting between gears. And unlike a CVT or traditional torque converter, it doesn’t require any transmission fluid.

A plug-in hybrid (PHEV) version is also available.

When asked about the market availability of the CX-60, Tan commented that while the Mazda Philippines and Mazda Global team are working closely together, the feasibility of this compact SUV boils down to the exchange rates and the global parts situation. With both of these factors currently unstable, Tan has refused to commit 100 percent to the CX-60’s local market launch next year.