Reviews

2025 Mazda CX-70 Review

8.3
10
AutoTrader SCORE
This score is awarded by our team of expert reviewers after extensive testing of the car
  • STYLING
    9.0/10
  • Safety
    9.0/10
  • PRACTICALITY
    9.0/10
  • USER-FRIENDLINESS
    7.0/10
  • FEATURES
    9.0/10
  • POWER
    8.0/10
  • COMFORT
    9.0/10
  • DRIVING FEEL
    8.0/10
  • FUEL ECONOMY
    8.0/10
  • VALUE
    7.0/10

The 2025 Mazda CX-70 is the exact same vehicle as the CX-90, just with fewer seats.

That's it. Copy, paste, execute a find-and-replace on the number of seats inside, and call it a day. On the plus side, you get a little more cargo room in what's already a fairly compelling family hauler. The drawback is wondering whether Mazda might have done a little more to differentiate its flagship crossovers.

Styling 9/10

A subjective category here, but I'll argue that the CX-90's styling was sufficiently compelling not to be messed with. In overseas markets Mazda already has the CX-80, which is a little shorter in the rear — and it could have easily been rebadged as the CX-70 to fit into its odd-number nomenclature. Or designers could have chosen to give the CX-70 its own sleeker profile to create one of those coupe-roofed abominations that seem to be so popular. Instead, you won't be able to tell them apart without looking at the badges on the back.

But the long-nosed profile is a solid effort, and the choice to keep its sides free from adornment was brave. In the optional copper-coloured paint here — which, for what it’s worth, is only available on the CX-70 — this big crossover hits the upscale mark Mazda's trying to reach. 21-inch wheels and a smattering of blacked-out trim seal the deal.

Power 8/10

As mentioned, the CX-70 is mechanically identical to its three-row stablemate, which means buyers have the option of two hybridized powertrains. This example is the plug-in hybrid (PHEV), and it's not quite as silky smooth in operation as the inline six-cylinder that comes with mild-hybrid help, but the 42 km of electric-only range is handy to have for the school run.

When it comes to outright shove, the PHEV is never lacking in power. It's even punchier than the straight-six, but at the expense of some droning from the 2.5L four-cylinder that's at odds with the otherwise luxurious trimmings. Paired with a 68-kW electric motor, this setup makes peak output on premium fuel; but as you only lose four hp and no torque by running it on regular-grade gas, why bother with the expensive stuff? 

Driving Feel 8/10

Every couple of years the rumour mill starts grinding with wild-eyed speculation about Mazda bringing back the Mazda6 as a rear-wheel-drive sedan with sporting intent. Given how good the company's design concepts are, and knowing how many talented engineers it has, you know Mazda would be able to build a pretty interesting entry. Actually selling it, on the other hand, would be something else entirely.

Instead, underneath the CX-70's practical interior lurks the bones of those sport sedan dreams, clothed in the crossover appeal that rules the market. With a rear-wheel bias to the all-wheel drive system, the CX-70 offers a flowing drive experience that belies its heft and complexity. As it's based on a three-row, there's plenty of mass to get down the road here, and the hybrid four is not quite as sporting as the inline-six. Both engines are also a little hamstrung by an eight-speed automatic transmission that doesn't snap through the gears the way the best modern automatics do.

With its larger electric drive motor, the PHEV is a little smoother in regular operation than the mild-hybrid. But at a steady pace, the CX-70 drives pleasingly smaller from behind the wheel than you'd expect. But then of course it does — and so does the CX-90.

Features 9/10

The CX-70 starts off at slightly more than $4,000 more expensive than the base CX-90 model, but this isn’t like Porsche charging more for putting less in the 911. It's simply a function of the CX-70's niche appeal, with the vehicle kicking off at the GS-L mid-level trim instead of the CX-90’s GS.

An eight-speaker stereo, heated front seats, and a 10.5-inch infotainment screen are all standard. Apple CarPlay and Android Auto are also standard, but you have to move up to the GT to get the wireless version. It should be standard.

The GT also adds those 21-inch wheels, a 12-speaker stereo, surround-view cameras, and heated rear outboard seats. If you go for the six-cylinder engine, there are two more trims positioned above this, culminating in the Signature with its premium leather seats and dark wood trim. 

User-Friendliness 7/10

There's a bit of a Schrödinger's score going on here, as the CX-70's infotainment is both simple and intuitive to use, while it’s simultaneously bound to frustrate some users. Before we get to why, the rest of the controls are straightforward and simple, with plenty of hard buttons and knobs for everyday adjustment.

When Apple CarPlay or Android Auto are connected, the CX-70's central display functions like a touchscreen. Without it, the default control is a rotary knob between the seats, one that functions quite a lot like BMW's old iDrive system. If you give the rotary control a chance and actually allow yourself to get used to using it, it provides a no-look adjustment that's actually less disruptive to taking your eyes off the road and stretching out to press on a non-haptic touchscreen. On a brief test-drive, it might seem counterintuitive. After a little longer use, it can become second nature.

Practicality 9/10

By not trying to turn the CX-70 into a space-compromised sportback crossover, shoppers get all the cargo-hauling space of the CX-90. However, you don't really get any more area than you do with the three-row, and the second row of seats hasn't been pushed back or reconfigured for added legroom. There's a hidden cargo space in the rear, which might be handy for stuff you always want to have on board (tiedowns, for example), but there's a minimum of change done here.

Comfort 9/10

Over properly broken pavement, the GT version of the CX-70 does show a certain stiff-legged response. Blame those 21-inch wheels more than the heft of the car, since a CX-90 on 19-inch alloys floats quite nicely. In all other respects, however, this is a comfortable and quiet ride, and does a good job keeping wind noise down on the highway. Also, the third row in the CX-90 was always a tight prospect, so removing it is no great loss for overall comfort.

Fuel Economy 8/10

With PHEV capability and almost all of the available power on hand even on lower octane fuel, the CX-70 is a fairly thrifty prospect given its size. Rated at 42 kms of electric range, daily driving regularly saw mid-thirties range before the gas engine kicked in, and with the ability to charge to over 80 per cent overnight even on a regular outlet, the PHEV will cut down those weekly fuel bills.

However, unlike even a Jeep Wrangler 4xe, the Mazda doesn't offer the ability to conserve charge for later, or set your own mix of battery usage. Hybrids don't do their best work on the highway, so it'd be preferable to hang on to a fuller battery if you’re driving from the suburbs into the city, where more stop-and-go traffic would be a better use for that plug-in power.

Safety 9/10

Mazda has included all of its driver-assistance systems here, including forward collision warning, blind-spot monitoring, lane-keeping assist, and adaptive cruise control. The CX-70 missed out on top marks from the not-for-profit Insurance Institute for Highway Safety (IIHS) if only for the “Acceptable” rating earned by the base headlights. Still, the Top Safety Pick award — the organization second-highest honour — was given out for top scores in all other tests, including crashworthiness and crash avoidance.

Value 7/10

Probably the biggest competitor to the CX-70 is sitting right there in the Mazda showroom. No, you may not have enough kids yourself to fill up all three rows of a CX-90, but doing without that temporary jumpseat ability is going to put you on your back foot for the soccer/gymnastics/school carpool. They're handy to have in a pinch.

Without them, this CX-70 PHEV GT's $66,000 price tag before tax might have shoppers looking at the likes of the BMW X3 or Audi Q5 — premium offerings with badge-snob appeal. In more conventional offerings, Toyota's Grand Highlander Hybrid Max tops out at about the same pricing, though it doesn't offer plug-in capability.

The Verdict

For good and for bad, nearly every feature or drawback about the 2025 Mazda CX-70 can be found in the CX-90. With the latter, you have a third row of seats that you can deploy when needed. With the CX-70, you exchange that flexibility for some underfloor storage and a few unique exterior colours, but that’s about it.

On the plus side, if you're looking for a large crossover that drives well and has a polished feel to its interior — and you're absolutely positive you're never going to need that third row — well then here you go. In all other cases, the CX-70 is a bit like a 911 in that it takes away from the CX-90's platform rather than adding to it.

Competitors
Specifications
Engine Displacement 2.5L
Engine Cylinders I4 hybrid
Peak Horsepower 323 @ 6,000 rpm
Peak Torque 369 lb-ft @ 4,000 rpm
Fuel Economy 9.9 / 8.7 / 9.4 L/100 km cty/hwy/cmb (hybrid); 4.2 Le/100 km, 36.0 kWh/100 km combined, 42 km est. range (electric only)
Cargo Space 1,122 / 2,138 L seats up/down
Model Tested 2025 Mazda CX-70 PHEV GT
Base Price $63,350
A/C Tax $100
Destination Fee $2,195
Price as Tested $65,945
Optional Equipment
$300 — Melting Copper metallic paint, $300