Mazda CX-70 2025 launch review

Fancy a game of Guess The Mazda?

As the new CX-70 large SUV arrives, Mazda’s released lovely photography of its luxury Large Product platform range: the CX-60, CX-70, CX-80 and CX-90.

The quartet have minor aesthetic variations, but good grief they’re tough to spot. Perhaps at Mazda HQ’s Christmas party they could show a random CX- slide for two seconds, and if you get the model wrong it’s a punishment drink. The hangovers would be legendary.

All four of the above SUVs have been introduced in the last 18 months, serving as “Mazda Premium” replacements for the now-retired CX-8 and CX-9 large SUVs.

This new CX-70 is the most confounding yet, as it’s basically a CX-90 but with only two rows of seats rather than three. Mazda could have made life easier for itself (and customers) by just offering a CX-90 grade with five seats and sportier styling. Simplification has its place.

Pictured: the Azami SP grade

The CX-70’s destined to be the most niche and slowest selling because, in general, Aussies like their large high-riders with the versatility of three-row seating. But here’s the thing: it’s the best to drive of all Mazda’s new biggies, has cavernous roominess, and does the premium-feeling interior bit rather well.

You’d also pick Mazda’s flagship two-row SUV because it looks decent value next to the seven-seat CX-90. There are just two high-spec grades: the GT from $75,970 and Azami from $82,970, both before on-roads.

Grade-for-grade, that’s around $10,000 under the CX-90, which now looks even more challengingly expensive than before (although Mazda’s currently offering discounted “plate clearance bonus” prices to boost CX-90 sales).

So, to the CX-70. It’s an imposingly big unit: at 5120mm it’s longer than a Toyota LandCruiser.

In profile its long rear overhang and quite slabby sides take some getting used to, but appears handsome and even a dash sporty from most – if not all – angles. It shares the CX-90’s slightly flared wheel arches, but has its own style of bumpers, less body chrome, and ditches the roof bars. Sportier, you see.

There’s a real old-school feel to the two powertrains. Both are turbocharged 3.3-litre inline six-cylinders, either as petrol or diesel.

Which to choose? Going diesel adds $2000 to the bill, but it’s a more efficient donk. Its impressive 5.4L/100km claim makes the petrol’s 8.1L/100km look thirsty, and in most instances the diesel hides its rattles well.

Both engines are mated to an eight-speed torque converter auto, have all-wheel drive with a rear-drive bias, and can tow up to 2500kg. Numbers-wise the petrol brings 254kW/500Nm and the diesel 187kW/550Nm. Big torque figures, so despite a 2.2-tonne kerb weight these CX-70s are sprightly off the mark, especially the oil-burner.

Unlike Mazda’s CX-60 and CX-80 SUVs, there’s no plug-in hybrid option, but we’re assured it’ll land for the CX-70 in future.

Those who’ve previously bought or considered buying a Mazda CX-8 or CX-9 are no doubt spluttering over the dollars asked for a big CX-70. You could drive away entry-level CX-8s and CX-9s for around $50K, but Mazda’s courting a different crowd with the CX-70. With only high-spec grades, all are over $80K on the road.

Pictured: the GT grade

But the upgrade is marked. The GT is a prestige-feeling opening salvo, from the 21-inch black metallic alloys and adaptive LED lights to a panoramic sunroof and hands-free remote operated power tailgate.

The dash features a brace of 12.3-inch screens, there’s a 360-degree monitor, Bose audio, wireless CarPlay/Android Auto, and power and heated memory seats coated in a mix of real leather and Maztex (leather-like) material. Steering wheel’s heated too, as are the rear seats.

Hop in the driver’s seat and there’s a tangible challenge to prestige German cars. Seriously spacious with a lofty view, good visibility, a plushness to the seats and mostly soft plastic touchpoints. The digital instrument display is sensible rather than flashy (good), and the head-up display is huge.

Negatively, the gear selector is clunky, while centre console buttons and rotary dial feel are lifted from lesser Mazdas. Front storage isn’t generous, and to really boost the premium feel, a CX-70 would benefit from metal rather than plastic paddle shifters, and some real wood trim wouldn’t go amiss.

The dash layout is otherwise superb from a usability standpoint. It’s well laid out with proper physical buttons for climate control, rather than stupidly sending such key controls through a touchscreen.

Move into the second row and there’s a decent sense of business class.

Head and legroom can be measured in hectares with seats slid fully back and reclined, while there are sunblinds, USB-C charging ports beside vents, quality feeling carpeting, and even a 150W AC power outlet in the boot to charge an e-bike or power a little fridge.

It’s an extra $7000 to jump into the Azami grade, but this brings next-level luxe. Seats are now quilted nappa with a soft, expensive feel (smells expensive, too), while there’s ambient lighting and seat ventilation. Outside, wheel arches now look more street-smart painted in body colour.

The interior can be rather austere black or livelier burgundy, or you can drop $3500 extra on an SP package for tan leather, a tan suede dashboard and two-tone steering wheel.

It looks magnificent, but grubby kids’ hands must be kept away. Oh, and the price is now really getting up there. In top grade and with optioned metallic paint (new Melting Copper metallic is striking), you’re nudging almost $100K to drive-away.

With no third row of seats to fold, the boot’s a sizeable 589L. Drop the second row and it’s a van-like 2015L. There’s clever underfloor storage compartments, ideal for valuables or muddy/wet sports equipment.

Elephant in the room has been teething troubles with the driving experience of the CX-60 and CX-90 SUVs launched last year. Ride comfort, unresolved suspension and stuttering gearboxes have plagued both, bringing criticism from car reviewers and owners alike.

They felt rushed to market, and Mazda’s had to act quickly (CX-60 suspension revisions were implemented after only a few months) to try to mitigate the damage.

Good news, therefore, this CX-70 is much better behaved, and overall a more sorted drive in all circumstances. But if you’re seeking pillowy ride quality from your luxury large SUV, this Mazda’s not for you.

The suspension feels firmer than it needs to be, especially through town. City road imperfections end up being transmitted through your backside, not helped by rather skinny tyres over 21-inch rims. The gearbox also displayed the occasional low-speed stutter during our test.

Show it a smooth highway and it becomes a salubrious big cruiser, but the real surprise comes on a flowing back road. For its size there’s impressive balance, the steering is light but offers reasonable feel, and the handling is superb. There’s lovely poise with not much body roll, and the car seems to get better the harder you push.

As the CX-70’s supposed to be the sportiest in the large CX- line-up, you can just about forgive its overly-stiff ride in return for its fun-bringing corner carving in such a giant lump of an SUV.

The straight-six engines have the muscle and smoothness to tick the premium box. They aren’t quite in the realms of the buttery goodness of BMW’s genius inline six-cylinders, but aren’t far off. Their large displacement suits the character of the CX-70 better than a stretched turbo four-cylinder.

The diesel’s got serious urge off the mark, and settles into a barely-there whisper at highway speeds. The responsive petrol is no poor cousin – and is the more rewarding when slicing over twisty roads with revs high – but the diesel’s the pick for general duties: most CX-70 work will be done in cities and highways, after all.

Economy is the diesel’s trump card. On our test the petrol returned in the low 10L/100km, while the diesel stayed in the 6-7L/100km range.

Each engine uses a 48-volt (very) mild hybrid system, so there’s no EV-only travelling as you’ll find in a Toyota or Hyundai hybrid. Rather, the little electric boost supports the engine when idling or in low-speed ranges, so economy gains are minimal.

Active safety’s nannying is kept well at bay, with only the lane keep system at times being overly fussy. The kit you really want is there – traffic sign recognition, adaptive cruise control, blind spot monitor, and front and rear cross traffic alert. But it’s a shame the handy cruising and traffic support’s only fitted to the Azami.

The top model also gets a superb See-Through-View feature with the standard 360-degree camera, showing the view ahead and the sides of the vehicle around the wheels. Very handy to see your edges in the likes of multi-storey car parks.

It’s buyer-beware with servicing costs. With Mazda’s premium push, it’s brought high charges to match.

For five years you’re staring down the barrel of $3433 the petrol and $3296 the diesel. A Toyota Kluger, for comparison, is $1325 over the same period. Mazda’s warranty’s the standard five-years and unlimited kilometres.

On first taste, there’s much to appreciate in the CX-70, along with negatives to prevent it being a nailed-on winner. It’s expensive, the ride’s firm, some cabin controls are too cheap feeling, and I still believe this car – to prevent confusion – should just be called a CX-90 (with five-seat option).

But it’s a charmer. It looks striking, bold and imposing, the cabin luxury is top notch and on the right bit of road is a composed joy to pilot. If you’ve a soft spot for inline six-cylinders (all car enthusiasts should), the engines are rewarding units, too, and overall this CX-70 seems like the best of Mazda’s large CX models to drive and live with.

If only it looked just a little bit more different to its stablemates…