2025 Mazda CX-70 review: Australian first drive

Mazda’s new range of luxury-priced ‘Large Architecture’ SUVs is now complete.

The CX-70 is the brand’s flagship five-seat SUV, and is effectively the full-size, seven-seat CX-90 with minor styling changes – and no third row of seats.

It’s aimed at customers who want the size, luxury and road presence of a big Mazda SUV, but don’t need seven seats and will appreciate the bigger boot. Mazda suggests that could be an older buyer with kids still at home, but who now have their own car.

There is another reason to choose the CX-70 over the CX-90 if you don’t need the third row of seats – the price. More on that shortly.

Is the CX-70 a niche too far, or a worthwhile companion to the Japanese brand’s six other SUVs? Drive attended the local launch of the CX-70 in Queensland to test the new model and find out.

The Mazda CX-70 range starts from $75,970 plus on-road costs for the most affordable petrol model.

If you’re playing along at home, you’ll notice that’s $1420 more expensive than the cheapest version of the CX-90 – which has two more seats.

But whereas the base CX-90 is a Touring grade, the CX-70 range opens with the better-equipped GT specification, and tops out with the same flagship Azami grade as its three-row sibling.

Compare equivalent specification grades, and the CX-70 is between $7580 and $11,660 cheaper than the CX-90.

Rival five-seat large SUVs include the diesel and plug-in hybrid petrol Volkswagen Touareg ($86,790 to $129,990), petrol and plug-in hybrid Jeep Grand Cherokee ($65,450 to $110,850), and petrol and hybrid Lexus RX ($90,060 to $127,434).

Standard equipment in the GT includes 21-inch alloy wheels, adaptive LED headlights, black exterior trim, dual 12.3-inch interior screens, wireless Apple CarPlay and Android Auto, a panoramic sunroof, heated leather seats, and a full suite of advanced safety technology.

The Azami adds black and silver 21-inch wheels, body-coloured exterior accents, black or burgundy nappa leather trim, ventilated front seats, lane-centring assist, and other extras.

An SP pack is available for the Azami, adding tan nappa leather upholstery, two-tone steering wheel, and suede accents on the dashboard.

Just as big as the CX-90, as it happens. The two models share the same bodywork, and the CX-70’s unique bumpers can’t stop it measuring an identical 5120mm long, 1994mm wide, 1745mm tall and 3120mm in wheelbase as its twin.

There is, unsurprisingly, a lot in common inside. The CX-70 shares most of its interior parts with the CX-90, including the contemporary dashboard design, comfortable and reasonably supportive seats, and upmarket materials befitting of the price.

The GT has leather-look material on most important touchpoints – the dashboard, door panels, armrests, and even kneepads on the side of the centre console – though the silver trim on the top of the centre console has an odd texture that doesn’t feel as expensive as the rest of the cabin, at least to our tastes.

The Azami’s SP pack swaps in tan suede accents in certain places that feel fantastic to the touch, plus a two-tone steering wheel.

Power-adjustable front seats (10-way driver and eight-way passenger, plus two-way lumbar and memory for the driver) are standard across the range, as are heated front and outboard rear seats, a heated steering wheel, and a power-adjustable steering column.

The Azami’s nappa leather upholstery – available in black, burgundy or, with the SP pack, tan – feels even more plush than the GT’s regular leather, and adds ventilation for the front seats.

The additional width of the CX-70 and CX-90 over the CX-60 and CX-80 can be felt in the broader centre console, though storage is still limited for such a large vehicle.

The centre console box is wide but shallow, and the door pockets and glovebox are smaller than you might expect. There are two cupholders, and overhead sunglasses storage.

Traditional buttons and dials have been retained for key air conditioning and audio functions, and Mazda has resisted the temptation to fit a rotary dial gear shifter – though the lever it has used resists movement in the first few seconds after the engine is started.

Standard across the range are two USB-C ports, a 12-volt socket, keyless entry and start, tri-zone climate control, a wireless phone charger, head-up display, panoramic sunroof with a power-operated sunshade, and auto-tilting side mirrors in reverse.

Space is plentiful for rear-seat passengers, with more than enough head room, knee room and toe room for my 186cm (6ft 1in) frame to fit behind my driving position in comfort.

It must be said, that is the case when the rear seats are slid all the way back – though with no third row to impede, and a large boot no matter the configuration, we don’t see many reasons why you’d ever want to slide the rear seats forward.

The rear bench can also be reclined for even more comfort, and the car is large enough to seat three abreast, though there’s a wide centre tunnel on the floor that can get in the middle passenger’s way.

Occupants are treated to pull-up side window sunshades, air vents, two USB-C ports, heated outboard seats, a bank of climate controls, map pockets, a fold-down armrest with two cupholders, and large door pockets, plus two ISOFIX and three top-tether anchors for child seats.

The boot is arguably the CX-70’s biggest advantage. Mazda quotes 589L behind the rear seats – measured to the top of the seatbacks – which, interestingly, is slightly less than what a CX-90 claims with its third row folded (608L).

In the space where a CX-90’s third row would fold into is a second under-floor storage compartment in the back of the boot – good for dirty items, or anything else you’d like to keep out of sight – in addition to the main under-floor storage area closer to the tailgate.

There is a 150-watt household power outlet on the side of the cargo hold, as well as a 12-volt socket, LED illumination, tie-down points, and a temporary spare wheel under the floor. The tailgate is power-operated with a kick sensor across the range.

Standard in the CX-70 is a 12.3-inch infotainment screen with wireless and wired Apple CarPlay and Android Auto, satellite navigation, Bluetooth, and AM, FM and digital DAB+ radio.

Mazda’s native system is contemporary and reasonably quick to respond, but it must be controlled through the rotary dial and shortcut buttons ahead of the armrest.

Touch functionality is supported within Apple CarPlay and Android Auto, even when the vehicle is moving, which is good given the structure of their menus means they are clunky to operate with the dial.

The 12.3-inch instrument display is easy to read, sharp and offers a choice of two views, though it is not the most customisable in this class – a Volkswagen Touareg is a step above, for example.

A head-up display is standard, and there are plenty of parking cameras to help with low-speed manoeuvring, including a ‘transparent bonnet’ view for the 360-degree camera on the Azami.

The 12-speaker Bose stereo delivers good punch, while all models come with Mazda Connected Services support as standard equipment.

It includes a smartphone app with vehicle tracking, remote control of its lights and locks, speed limits and ‘curfew’ reminders for teen drivers, and an SOS emergency call function, among other features.

It is offered for free for the first three years, with a subscription to be charged after that date at an undisclosed price.

The Mazda CX-70 and its CX-90 sibling have not been crash-tested by ANCAP – nor its overseas counterpart Euro NCAP, as the twins are not sold in Europe.

For context, the 2025 CX-70 earned a Top Safety Pick rating from the Insurance Institute for Highway Safety – a leading independent crash-test body in the US, which has protocols different to ANCAP or Euro NCAP.

As to be expected for an SUV of its price, the Mazda CX-70 is loaded with every safety feature common on modern cars as standard across the range – with one exception.

Lane-centring assist technology – Cruising and Traffic Support in Mazda-speak – is standard on a $19,000 Kia Picanto, but it is only available on the Azami grade of the CX-70, not the GT that asks for close to $80K.

There are eight airbags – including a front-centre airbag – plus all the latest driver aids.

The adaptive cruise-control system worked well in our testing, as did the lane-keep and lane-centring functions, without being too intrusive.

The speed sign recognition technology can be set to warn when the vehicle exceeds the speed limit it has detected, but the chime can be turned off permanently without reactivating when the car is restarted.

Gripes are limited to a driver attention monitor that can be a touch too eager to beep at the driver after a moment of looking at the infotainment screen or their mirrors, and a front cross-traffic alert system that beeps before entering roundabouts to warn of oncoming cars, even if the driver can see them.

The Mazda CX-70 is covered by the same five-year, unlimited-kilometre warranty as other cars in the brand’s range, but whereas the petrol G50e calls for maintenance every 12 months or 15,000km – whichever comes first – the diesel D50e asks for a dealer visit every 12 months or 10,000km.

It is not a cheap car to service, with the petrol and diesel CX-70s costing $3436 and $3298 respectively to maintain over five years or their respective five-service distance intervals.

However, those costs are on par with or cheaper than similarly priced five-seat large SUVs, with five years/75,000km of scheduled maintenance quoted as $3475 for a Lexus RX and $4132 for a VW Touareg 170TDI – though a Jeep Grand Cherokee asks $1995 for five years/60,000km.

Mazda claims fuel consumption of 8.1 litres per 100 kilometres for the petrol CX-70, and 5.4L/100km for the diesel, based on Australian lab testing.

A test route comprised of mainly open-road driving – with some mountain switchbacks thrown in – returned 8.5L/100km in the petrol variant. For reference, Mazda claims extra-urban fuel use of 6.9L/100km for this engine.

We didn’t spend long enough in the diesel to get an accurate indication of fuel use, but our last test of a diesel CX-90 in a mix of city and highway conditions saw consumption of 6.9L/100km, against the same 5.4L/100km claim as the CX-70.

It must be noted the CX-90 G50e requires premium unleaded petrol for its 74-litre tank, which it shares with the diesel version.

The CX-70 drives much the same as the CX-90, which in some areas is no bad thing – but in others, there remains room for improvement.

The six-cylinder engines deliver muscular performance at all speeds, but each has its own character.

The petrol feels sportier, with a flexible power band that enjoys being driven in a spirited manner, backed by a pleasant note – but the diesel’s stronger low-down torque means it does not need to be worked as hard to extract performance, and its laid-back nature is a better fit for the CX-70’s mass and footprint.

The eight-speed automatic transmission is Mazda’s own 'multi-clutch' design, and does not use a torque converter – as you’d find in a Volkswagen Touareg, BMW X5 or Lexus RX350 petrol – nor a dual-clutch (DCT) layout similar to a smaller VW Tiguan.

But it can exhibit the negative traits of both – the hesitation from a standstill common to DCTs, but without the advantage of quick, crisp shifts, instead slurring its gear changes in a smooth manner similar to a torque-converter gearbox.

Mazda has worked on the tuning of the gearbox since it debuted in the CX-60 in Australia last year, but it can still lurch at lower speeds.

It’s not always the smoothest companion to the 48-volt mild-hybrid system, which is designed to trim fuel use by switching the engine off when coasting to save fuel, with some occasional vibrations through the car as the six-cylinder fires back into life.

The CX-70 is not as supple over bumps as you might expect for a large luxury SUV, reacting sharply to speed humps at slow speeds, and transmitting imperfections and ripples on the road surface – small and large – into the cabin, rather than ironing them out.

On the flip side, it is composed at higher speeds over undulations in the road, and some drivers may like the firmer feel, rather than soft suspension that would see the body pitch and dive over bumps like a boat in rough seas.

We would strongly advise taking the CX-70 for a long test drive over familiar roads before buying.

It can’t hide its weight – nor its sheer size in the lane – in corners, but the heft of the steering, and well-managed body roll translate to confident handling, without making twirls of the wheel in car parks feel too cumbersome.

The brake pedal could be more sensitive, requiring a strong push of the pedal before the car begins to wash off speed with any urgency. Visibility is good, and the cabin is well insulated from the outside world, though the car we tested had a rattle behind its dashboard.

The Mazda CX-70 claims a braked towing capacity of 2500kg for the petrol, and 2000kg for the diesel, both quoting a 750kg unbraked rating.

On other Large Architecture diesel models with the same limitation, Mazda has attributed the discrepancy to a need for additional cooling before the diesel can tow 2500kg like its range-mates.

However, all models are limited to a maximum towball downweight of 150kg – which may not be particularly useful if adhering to a rule of a downweight no less than 10 per cent of the trailer’s mass.

The vehicle’s payload – the maximum mass of passengers, cargo and accessories the car is legally allowed to carry – sits around half a tonne across the range, and is sufficient for carrying five 95kg occupants plus some luggage.

If a vehicle is proven to be overweight – and has exceeded its gross vehicle mass – it can be fined by police, and insurers may deny a claim in the event of a crash.

If you’re struggling to understand the point of the Mazda CX-70, we wouldn’t blame you.

In a world where US pick-ups on Australian city streets generate internet uproar – and car makers are rolling out electric cars en masse – a big, 5.1-metre-long, luxury-priced SUV with a six-cylinder engine and only five seats may seem out of place.

Mazda acknowledges the CX-70 won’t be a volume seller, and expects to sell about as many of these as it does MX-5 sports cars.

But for buyers who want and can afford a large, well-appointed Mazda SUV, but don’t need – or can’t bring themselves to drive – a seven-seater, the CX-70 is worth considering.

While there remain some rough edges in the tuning of its suspension and transmission, it offers muscular petrol and diesel engines, a luxurious and spacious cabin, and a long list of equipment.

Combine those attributes with a substantially lower price tag than its seven-seat CX-90 twin, and the CX-70 has a niche but worthwhile place in Mazda’s sprawling SUV line-up.

The CX-70 is arriving in Australia now, with stock levels expected to be strong – though we’d advise contacting your nearest Mazda dealer at this link to determine if the colour, engine and trim grade you’re after is in stock near you.

We feel the diesel GT offers the best value for money, combining the most frugal engine with a long list of equipment.

If you want to stay updated with everything that's happened to this car since our review, you'll find all the latest news here.

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Alex Misoyannis has been writing about cars since 2017, when he started his own website, Redline. He contributed for Drive in 2018, before joining CarAdvice in 2019, becoming a regular contributing journalist within the news team in 2020. Cars have played a central role throughout Alex’s life, from flicking through car magazines at a young age, to growing up around performance vehicles in a car-loving family.

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