The CX-70 is Mazda’s all-new for 2025, two-row midsized SUV. Interestingly, much of the CX-70 is borrowed from its larger three-row sibling, the CX-90. The two not only share a platform and the same powertrain; they even have the same exterior dimensions. As is the case with the CX-90, a plug-in hybrid model is also offered for the CX-70 which will be the focus of this road test. We rented a CX-70 from Mazda and after our experts spent some time with the car, determined it was too similar to our previously-tested CX-90 plug-in hybrid to justify purchasing one. This road test is based on our impressions of the rented CX-70 combined with test results from the CX-90 plug-in hybrid (which will be noted as such). If you’re considering buying a CX-70, know that you’re buying a two-row SUV that is really the size of a midsized three-row.
Plug-in hybrid electric vehicles (PHEVs) function like a hybrid, except that they have a larger battery and can be plugged into a wall outlet or an EV charger. When the battery is fully charged, they can run on mostly electric power (typically for about 20 to 40 miles, depending on the vehicle) until the battery is drained, at which point they switch to regular hybrid operation.
For buyers who are nervous about going all-in for an electric vehicle, a plug-in hybrid could be a logical and cautious step toward electrification. PHEVs make especially good sense if you have a short commute to work, rarely drive long distances, and have the ability to plug in your vehicle at home to charge overnight—it’s bound to save you money at the gas pump. Plus, unlike regular hybrids, a PHEV may be eligible for federal tax credits. Also consider that the average American drives less than 40 miles per day, which means many people will be able to do most of their daily commute on electric power while reserving the gas engine for longer trips.
The CX-70 PHEV’s powertrain consists of a 2.5-liter four-cylinder gasoline engine, an electric motor, a 17.8-kilowatt-hour battery, and an eight-speed automatic transmission. Total system output is a plentiful 323 horsepower, with standard all-wheel drive.
The electric-only driving range is an EPA-estimated 25 miles, which is on the shorter side among PHEVs. After the electric range is used up, the gas engine kicks on and the CX-70 PHEV acts as a regular hybrid. The CX-90 PHEV got 23 mpg overall in our testing. That’s 1-mpg less than the gas-only version we tested, so you’ll only benefit from the PHEV’s efficiency if you plan to plug in often. We would expect similar fuel economy for the CX-70 PHEV.
As with other PHEVs, even during electric-drive sessions the gas engine will kick on occasionally, depending on the driver’s power demands as well as the outside temperature. But when it does so, we found the CX-90 PHEV falls short on refinement. The powertrain exhibits some noticeable shudders and hiccups, and switching between gas and electric is loud and feels clunky—you can hear the gas engine turn on. Most newer hybrids are quieter and smoother. It also may come across as odd to feel the automatic transmission upshift through its gears, even when it’s in electric mode. Given the shared powertrain, expect similar results from the CX-70 PHEV.
Still, there’s no denying the power that these Mazdas have on hand. It makes quick work of getting around slower traffic in a two-lane passing zone, giving a healthy shove down the road. That is, after a bit of a delay from the time you floor the accelerator pedal to when you feel the full might of the powertrain pieces all working in conjunction. The CX-90 PHEV certainly proved quick by our numbers, sprinting from 0 to 60 mph in 6.8 seconds, which is about a half-second to the good over the regular CX-90 we tested. We would expect a similar result for the CX-70 PHEV.
It takes a little more than two and a half hours to charge the PHEV’s battery on a 240-volt connection. Owners can also get a full charge in about 12 hours if they plug in with a regular 120-volt household outlet. As with many PHEVs, the CX-70 can’t be charged at public DC fast-charging stations.
Mazda did a great job with the CX-90 PHEV’s brakes. Hybrids, PHEVs, and EVs use regenerative braking to help slow the vehicle when coasting or braking, while recouping energy to the battery. But regenerative brakes often have an unnatural feel, due to the nonlinear way that it ramps up braking force. Not so here. Our drivers found the CX-90’s brake pedal easy to modulate at all speeds, and come to a smooth stop where intended. Similar impressions would be expected of the CX-70 PHEV’s braking system.
Like the regular CX-90, the PHEV stands out for its handling agility, which resembles a sports sedan more than a substantial three-row SUV. It’s a big vehicle, but tight body control blended with good steering feedback makes for a sporty edge. On our test track, the big Mazda not only felt secure through our tough avoidance-maneuver test, but was also enjoyable to fling around our twisty road course. That said, drivers will notice a somewhat slow steering response through tight corners at low speeds, as well as while parking.
Mazda would like potential customers to view the CX-90 and CX-70 as bargain luxury vehicles, as competitors to Lexus or BMW, but they aren’t quite there yet in terms of ride comfort and noise isolation. Big wheels and tires can make for a stiff ride, and our midlevel CX-90 PHEV Premium trim’s 21-inch setup allowed bumps to punch through in a serious way. Unfortunately, the CX-70 PHEV can only be had with the larger 21-inch wheels.
The cabin of the CX-90 PHEV also isn’t up to luxury standards when it comes to noise suppression. The electric motor has more of a whine than many PHEVs, and wind noise at highway speeds is noticeable. Further, the four-cylinder engine isn’t the most pleasant-sounding, especially when called upon for an extra burst of speed. Again, expect a similar experience here for the CX-70 PHEV.
The front seats are comfortable with just enough lateral support to hold you in place when taking corners with some tenacity. The driving position is nicely sorted, with lots of headroom, an excellent view of the gauges, and well-placed armrests. The wide center console tends to hem in the driver’s right knee, but we appreciate that it’s padded there.
The cabin adheres to Mazda’s uncluttered elegance design work, with lots of padded surfaces, high-quality switchgear, and contrasting stitching. Top-end trims look even more impressive, thanks to an abundance of suede and higher-quality leather. Small-item storage up front is lacking compared to similar SUVs, with an oddly shallow bin underneath the center armrests. Cargo space is decent for the segment, though—similar to the Honda Pilot and Toyota Highlander—and we’re happy to report that the PHEV’s maximum cargo volume is unchanged from the regular CX-90. We measured the CX-70’s cargo space and found that it was approximately the same as the CX-90.
The most serious knock against any CX-70—PHEV or gas-only—is the odd design of some of its controls. Interacting with the center controller knob and on-screen menus is complicated due to the multiple layers you have to wade through. The electronic gear selector is also frustrating, thanks to its illogical upside-down L-shaped pattern—shifting the CX-70 into Park requires an extra flick of the wrist to the left.
All CX-70s come standard with automatic emergency braking with pedestrian and bicyclist detection, automatic emergency braking that operates at highway speeds, blind spot warning, rear cross traffic warning, lane departure warning, lane keeping assistance, adaptive cruise control, and automatic high beams.