23
280 - 340
8 speed, Automatic w/OD
Intercooled Turbo Gas/Electric I-6
All Wheel Drive
Mazda slots the new 2025 CX-70 between the smaller CX-50 and the nearly identical CX-90, filling a gap in its SUV lineup. Aside from design details, paint colors, and upholstery selections, the 2025 Mazda CX-70 is the same SUV as the CX-90. However, instead of three rows of seats and an eight-passenger capacity, the CX-70 has just two rows and carries no more than five people.Â
Photo: Christian Wardlaw
Any other differences between the CX-70 and CX-90 relate to technology, and when the 2025 CX-90 goes on sale, it's a good bet it will get the same new features you'll find on the CX-70. Examples include Alexa Built-in, which improves the Mazda Connect infotainment system's voice recognition capability, and the new Unresponsive Driver Support automatic emergency stop assistance system.
So, why bother if the CX-70 and CX-90 are nearly the same? Mazda believes the sportier two-row CX-70 will appeal to empty nesters seeking value compared to luxury models like the BMW X5 and Lexus RX, while the CX-90 is family-oriented. That's a small needle to thread, but with little more effort than an investment in marketing the new model, the CX-70 gives Mazda a new lifestyle vehicle to sell while fleshing out its SUV lineup.
The 2025 Mazda CX-70 comes in 3.3 Turbo, 3.3 Turbo S, and PHEV model series. The Turbos have a turbocharged 3.3-liter inline six-cylinder gas engine, while the PHEVs combine a 2.5-liter four-cylinder, an electric motor, and a battery pack to create a plug-in hybrid electric vehicle powertrain. All-wheel drive (AWD) is standard on every CX-70.
In addition, depending on the model, you can choose Preferred, Premium, and Premium Plus trim levels. As the CX-70 goes on sale in May 2024, prices range from $40,445 to $57,450, not including the $1,455 destination charge to ship the SUV from Japan to your local dealership.
Our independent expert analyzed two versions of the new CX-70 in the following sections. The first was a 3.3 Turbo S Premium Plus with Soul Red paint ($58,000 including destination), and the other was a PHEV Premium Plus with Polymetal Gray paint ($59,355 including destination). As of this writing, Mazda is offering a $7,500 incentive to help lower lease payments on the CX-70 PHEV models.
Photo: Christian Wardlaw
As with most crossover SUVs, stepping into the Mazda CX-70 is relatively easy, though you'll want to watch your head on the intrusive windshield pillars. The SUV's rear doors are longer and open wider, making it effortless to enter and exit.
Once aboard, you'll find firm and supportive seats with proper leg support. Both test vehicles had premium leather upholstery, heated and ventilated front seats, heated rear seats, and a heated steering wheel. The only missing feature the empty-nester target market will likely want is a massage function for the front seats. The back seat slides and reclines, and the triple-zone automatic climate control system gives passengers added control over their comfort.
Mazda crafts the CX-70's cabin with quality materials, particularly in the Premium Plus trim level. However, they only make the hard plastic covering the lower portions of the cabin more obvious. Despite that, the interior looks and mostly feels upscale through design, color, and trim selections.
Minimalism is the rule regarding the controls and displays. Most CX-70 models have a 12.3-inch digital instrumentation panel that provides a classic three-gauge design, retaining the appearance and clarity of Mazda's traditional analog gauges. It pairs with a 12.3-inch Mazda Connect infotainment display nestled into the top of the dashboard, and it features touch control for Apple CarPlay and Android Auto as well as an Alexa Built-in digital voice assistant.Â
You'll use the knob and main menu buttons on the center console to access other Mazda Connect features. Mazda locates them next to a frustrating electronic transmission shifter that is slow to function after starting the CX-70 and often proves cumbersome.Â
At one point, distracted by a sharp impact with a pothole, I pulled over to inspect CX-70's front right tire for damage. I moved the shifter from Drive to Reverse, forgetting to then move it left to secure the SUV in Park. I opened the door, released my foot from the brake pedal, and the CX-70 assumed that I'd made a mistake by putting the SUV in Park by itself and warning me on the digital instrumentation panel.
Storage space is stingy, limited to door panel bins, a wireless smartphone charging shelf, and cupholders. Everything else must go into the storage compartment under the center armrest or glove compartment.Â
Photo: Christian Wardlaw
The Mazda Connect infotainment system in the 2025 CX-70 is the best yet. Featuring a 12.3-inch display with touch-sensing capability for the standard wireless Apple CarPlay and Android Auto platforms, this version of Mazda Connect also features Alexa Built-in.Â
Thanks to Mazda's incorporation of Alexa, the tech now has a digital voice assistant that is more natural, responsive, and pleasing to use. During my evaluation, the assistant quickly and accurately responded to testing queries and commands, though it could not activate the seat ventilation system by voice. The test vehicle's SiriusXM satellite radio subscription was inactive, so I could not determine whether the assistant would change to Bob Marley's Tuff Gong Radio channel with the command: "I want to listen to reggae music."
Alexa makes it less of an issue that Mazda Connect still doesn't offer touchscreen functionality outside of Apple CarPlay and Android Auto. Instead, you use a large knob on the center console surrounded by main-menu shortcut buttons. The point of this design is to reduce driver distraction, but I still find myself looking down and well away from the road too frequently, negating the safety benefit of Mazda's approach. However, it is easy to live with after you've memorized the setup.
I paired my iPhone 15 to Apple CarPlay without trouble and streamed "Hush" by The Marias via Pandora to the 12-speaker Bose Centerpoint premium sound system. It sounded good, but lacked the clarity of the digital music files Mazda provided on a thumb drive plugged into the port under the center armrest. Apple CarPlay is much easier to use via touch compared to futzing with the center console control knob.
Overall, from the size of the display and the wireless smartphone mirroring tech to the available touchscreen capability and Alexa Built-in, Mazda Connect is what it should have been all along. Mission accomplished.
Photo: Christian Wardlaw
I drove two versions of the new CX-70 in the Palm Springs, California, region. Both had the top-shelf Premium Plus trim.
Mazda bolts a turbocharged 3.3-liter inline six-cylinder engine under the hoods of Turbo and Turbo S models. Turbo models make 280 horsepower at 5,000 rpm and 332 pound-feet of torque at 2,000 rpm, running on regular gas. Turbo S models provide 340 hp and 369 lb-ft at the same power peaks but require premium gas. Mazda's fuel economy estimate for both versions is 25 mpg in combined driving, helped by the standard 48-volt mild-hybrid system.
The CX-70 PHEV has a plug-in hybrid powertrain. It marries a 2.5-liter four-cylinder engine with a 68-kilowatt electric motor and a 17.8-kilowatt-hour battery pack to provide an estimated 26 miles of electric range. When the battery reaches its minimum state of charge, the gas engine fires up to continue the journey. Mazda claims the PHEV offers 490 miles of total range. Together, these components deliver 323 hp at 6,000 rpm and 369 lb-ft of torque at 4,000 rpm, and Mazda says to expect 25 mpg when driving the CX-70 PHEV solely as a hybrid.
Neither of the CX-70's gasoline engines is quiet. The 3.3-liter turbo six has a distinctive and pleasing note, but the drivetrain often feels unrefined. There is a gruffness to how the engine, eight-speed automatic transmission, and standard all-wheel-drive (AWD) system work together. Perhaps that impression would fade after living with a Turbo or Turbo S for an extended period.
As expected, the PHEV is nearly silent in electric mode, but after the 2.5-liter four-cylinder engine turns on, it grumbles loudly when accelerating. Fortunately, Mazda skips using a continuously variable transmission (CVT) in the PHEV, so it sounds natural as the eight-speed automatic runs through the gears. Still, it's unpleasant and causes cognitive dissonance, considering how upscale and sophisticated the cabin is with Premium Plus trim.
Photo: Christian Wardlaw
Mazdas are known to be fun to drive, and that's true of both versions of the CX-70. They're quick enough that you'll rarely want for more power, and despite their significant curb weights, each feels responsive to driver inputs.
However, Mazda might wish to consider an adaptive damping suspension upgrade for the top trim levels. Most CX-70s have 21-inch wheels and P275/45R21 tires, and the ride is firm. It can even be harsh on imperfect pavement or when off-roading on trails. Also, the CX-70 allows more road noise into the cabin than you might expect.Â
On the flip side, however, is excellent handling with impressive body motion control, even with the portly 5,198-pound PHEV. I drove the PHEV up the Palms to Pines Highway outside of Palm Springs, and it proved to be an enjoyable corner carver while supplying plenty of oomph to climb beyond 4,200 feet in elevation effortlessly.
In addition, Mazda fits most CX-70 models with sizable brakes. While you can discern a difference in pedal feel and response when using the PHEV's regenerative braking system, you acclimate quickly. The steering is excellent, offering quick and sharp response off-center without feeling darty on the freeway.
I ventured off-road in the CX-70 PHEV and discovered several things. First, it can easily go places a car cannot, but it would struggle on anything more technical than moderate terrain. Second, you must take care when traversing ruts, dips, and other irregularities. Third, the AWD system's power delivery bias to the rear wheels makes for plenty of fun when rounding and exiting bends in the road or trail.
Photo: Christian Wardlaw
Mazda equips every CX-70 with a comprehensive collection of advanced driving assistance systems (ADAS). It includes all the technology you expect in a modern SUV at the price, plus a safe exit warning system and front and rear parking sensors.
Upgrading to a CX-70 Premium brings even more tech to the table:
In addition, all versions of the CX-70 except the base Turbo Preferred include Cruising & Traffic Support, which is Mazda's hands-on Level 2 semi-autonomous driving assistance system. It pairs the SUV's standard adaptive cruise control with lane-centering assistance, and the technology worked beautifully on two-lane desert highways and Interstate 10.
As part of Cruising & Traffic Support, the CX-70 provides Unresponsive Driver Support. That is an automatic emergency stop assistance system that can detect when a driver is no longer holding the steering wheel and is unresponsive to warnings to retake control. Typically, this will happen if a driver falls asleep or suffers a medical emergency. If the driver remains unresponsive in these situations, the CX-70 will come to a safe stop to prevent a collision.
Move up to the top trims to get:
The CX-70 has a new Trailer Hitch View technology when equipped with the surround-view camera system. As you reverse to connect a trailer to the SUV, a top-down view showing the hitch and the trailer helps you to align the CX-70 for an easier connection. The CX-70's maximum towing capacity is 5,000 pounds.
Photo: Christian Wardlaw
According to Mazda, the CX-70 has 39.6 cubic feet of cargo space behind its back seat. If you fold the back seat down, the CX-70 provides 75.3 cu-ft of volume.
Notably, since the CX-70 doesn't have a third-row seat like the CX-90, a storage well is underneath the cargo floor. Mazda locates it directly behind the back seat, though, where it is hard to reach. Mazda sells an accessory organizer for that space to make it more practical.
According to Mazda, the CX-70 3.3 Turbo and 3.3 Turbo S models will average 25 mpg in combined driving. During my testing, the Turbo S returned 23.5 mpg. Based on my observed average and the Turbo S model's slightly larger 19.6-gallon fuel tank (vs. 18.5-gal. for the Turbo), the range should be 460 miles, though you'll stop around the 400-mile mark to refuel.
Mazda claims the CX-70 PHEV will travel 26 miles on electricity alone and then average 25 mpg in combined driving as a gas-electric hybrid. The SUV traveled 32 miles on a full battery during my range test, but that included a 1,000-foot elevation drop, so I would expect a lower result on level land. During the range test, it consumed electricity at a rate of 2.5 miles per kilowatt-hour.
After the battery reached its minimum state of charge, I continued my 133-mile drive. At the end, the CX-70 PHEV had averaged 30.8 mpg.
Photo: Christian Wardlaw
As of this writing, neither the National Highway Traffic Safety Administration (NHTSA) nor the Insurance Institute for Highway Safety (IIHS) has performed crash tests on the CX-70.Â
However, to answer this question, it is worth looking at the structurally identical Mazda CX-90, where the IIHS has given the three-row model high marks. The Turbo/Turbo S models earn a Top Safety Pick+ rating for the 2024 calendar year, while the PHEV notches a Top Safety Pick rating without the plus. The IIHS hasn't performed its newest small overlap frontal-impact evaluation on the PHEV model.
Also, apart from the untested MX-5 Miata, Mazda is known for building cars and SUVs that excel in crash tests. There's no reason to believe the automaker engineered the CX-70 with less care.
In May 2024, Mazda CX-70 prices range from $40,445 to $57,450, not including the $1,455 destination charge.
Mazda positions the midsize two-row CX-70 between traditional mass-market and premium brands.
In the JD Power 2023 Initial Quality Study (IQS), the Nissan Murano ranks highest in the Midsize SUV segment, and the previous-generation Lexus GX ranks highest in the Premium Midsize SUV segment. Other high-ranking models include the Cadillac XT5, Chevrolet Blazer, Honda Passport, and previous-generation Lincoln Nautilus.
In the JD Power 2023 Automotive Performance, Execution and Layout (APEAL) Study, the Chevrolet Blazer ranks highest in the Midsize SUV segment, and the Lexus RX ranks highest in the Premium Midsize SUV segment. Other high-ranking models include the previous-generation Hyundai Santa Fe, Land Rover Defender, previous-generation Lincoln Nautilus, and Nissan Murano.
Mazda says other competitors to the 2025 CX-70 include the BMW X5 and the Jeep Grand Cherokee.
Photo: Christian Wardlaw
Mazda has steadily worked to position itself as a more upscale brand for years. In a gutsy move, the automaker identifies the BMW X5 and Lexus RX as two of the CX-70's prime competitors, in addition to the Jeep Grand Cherokee.Â
Based on my time driving the Mazda, the CX-70 is a great alternative to the Jeep if you have no plans to head into parts unpaved. However, compared to the BMW and Lexus, the CX-70 leans heavily on its value proposition because it simply cannot match the refinement of the X5 and RX.
When considered apart from those rivals, I like most things about the new 2025 Mazda CX-70. It looks terrific inside and out, is roomy and comfortable, offers agreeable technology, and is likely safe based on Mazda's track record. I prefer a firm, connected ride and athletic handling, and I'm not an off-roading enthusiast, so the suspension tuning and lack of serious off-roading capabilities are fine by me.Â
However, I think the CX-70 deserves more refinement regarding powertrain sound and feel and additional quieting of road noise at highway speeds. Also, by switching to full touchscreen operation, Mazda could eliminate the center console controls and add more small-item storage space.Â
Christian Wardlaw is a veteran automotive journalist with 30 years of experience in the field and has held automotive editorial leadership positions at Edmunds, JD Power, and The New York Daily News. Today, Chris owns a content agency called Speedy Daddy Media, and in addition to JDPower.com, his work appears on Capital One Auto Navigator, CarGurus, and Edmunds.
