We have a chance to try out Mazda’s top trim of the new plug-in hybrid-electric CX-70 SUV. Does it have the Zoom Zoom vibe?
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Mazda’s SUV lineup continues to evolve. The three-row CX-90 replaced the outgoing CX-9 and ushered in a new generation of Mazda’s largest SUVs. Now, Mazda has added the CX-70 to round out its SUV stable.
The CX-70 is simply a two-row version of the CX-90. It has five seats and a very large cargo area. Otherwise, it is almost identical to the CX-90. Mazda even left the vestigial third-row cupholders in the back.
Our Premium Plus trim had a cost of $59,420. That includes Mazda’s $1,375 Delivery Processing and Handling fee, but does not include dealer Doc fees or added dealer content.
2025 Mazda CX-70 PHEV Premium Plus - What Powers It?
Mazda uses a very unusual combination of bits to power the CX-70. The liquid fuel engine is a four-cylinder (non-turbo). An electric motor also provides propulsion, and it acts as a generator to recapture braking energy and return it to the vehicle's 17.8 kWh traction battery. The result is 323 hp and 369 lb-ft of torque. Unlike many PHEVs, this Mazda uses an eight-speed automatic transmission rather than some sort of variable transmission. The vehicle is equipped with all-wheel drive.
2025 Mazda CX-70 PHEV Premium Plus - How’s It Drive?
According to Mazda, the vehicle weighs 5,200 pounds, and we believe it. The CX-70 feels “substantial” in all situations. Mazda made a mistake with the heavy steering weighting. More boost could have helped mask the vehicle’s heft.
Because of its length and its heft, the CX-70 is strictly a cruiser. It’s not fun to throw into corners, it is not zippy in city traffic, and one needs to be mindful of the slow turning when entering a corner or even negotiating a parking lot. No Zoom Zoom, to say it one way. The suspension is firm.
Your author is a two-time Mazda owner (Miata and CX-5). And I’m a fan of Mazda for many reasons. I like the CX-70, but honestly, it does not have the same vibe as the Mazda3, CX-30, and CX-5. It isn’t a vehicle that you will take it out to the country on a Sunday just to enjoy it.
The CX-70 PHEV is more enjoyable in all-electric mode. Its power is not really impressive for a $60K hybrid, but it feels good on the road. There were a few herky-jerky moments during our week of testing that didn’t feel premium. By contrast, Mazda’s excellent 2.5L turbo with six-speed, which is found in Mazda’s other five-passenger crossover SUVs, feels premium.
Like all PHEVs, this one can charge on Level 1 (115V) or Level 2 (230 V) setups. It accepts the outgoing J-Plug style of connector, not the soon-to-be universal NACS connector. From empty to full takes about two and a half hours on a Level 2 charger with 40 amps available. That works fine for its mission. There is no DCFC capability, which is unnecessary in a PHEV. The charging door is manual, it is not like Tesla’s, which automagically opens, and it has an interior cap you need to remove.
During our week with the CX-70 PHEV, we charged it every day that we drove it. All of our trips were partially or fully all-electric. Some trips we took were longer than the car’s approximately 26 miles of all-electric range, so we drove it as a hybrid during that remaining period. Plug-in hybrid-electric vehicles never operate without electric assist. Just like all hybrids, their batteries continue to retain enough power to do a lot of the work, and they recoup electric power from braking as you drive along.
The CX-70 earns a 56 MPGe combined EPA estimate overall, and its estimate when operating as a hybrid is 25 MPG. Its all-electric range under ideal circumstances is about 26 miles. We observed 29 electric miles in our driving a few times. The total range when fully energized with liquid fuel and electricity is an outstanding 490 miles.
We were glad that the infotainment system can now accept touch inputs. We think it is always touch-capable, but we were not certain of that. Other Mazdas lock out the touch capability when underway. The rotary mouse is not our favorite way to do simple things. Turn-aim-push is a lot more distracting than simply “tap.” The screen is far away and pushed into the dash, so touching it is not easy.
We used Android Auto on every trip. Enabling it was simple, and after the first pairing, you no longer need the cord. However, there is a setting in Android Auto that allows it to automatically start when you turn the vehicle on. Ours was set to on, but the CX-70 still requires a nudge of the rotary mouse to start Android Auto. No big deal.
The screen is large and clear. The Bose audio was good. The head-up display is outstanding. Mazda is at the top of the market with head-up displays, and it always has been.
We loved the large glass roof, which does open. We also loved seeing the spare tire under the cargo floor. Very few vehicles with a plug have a spare. The interior is modern Mazda, and we feel it is easy to classify as premium. It is as good as what Lexus and Acura offer.
2025 Mazda CX-70 PHEV Premium Plus - Our Conclusion
We love the looks and styling of the CX-70. It is decidedly premium in many ways. We also love that Mazda is moving in the direction of electrification. We hope it continues and that Toyota will help Mazda with powertrains more going forward. The CX-70 is an upscale alternative to Honda’s Passport and Ford’s Edge. We suggest a long test drive to ensure the feel of the vehicle meets your expectations, particularly if you are moving up from a CX-30 or CX-5 Turbo.
Images of 2025 Mazda CX-70 PHEV by John Goreham
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