The 2025 Mazda CX-70 PHEV is the 2nd new model from the Japanese brand which follows the same design philosophy as the Mazda CX-90. With this new car, Mazda continues to shift towards becoming a premium brand. But is the CX-70 just a 2-row version of the CX-90 or is there more to this new car?
Performance
Engine – When it comes to the powertrain, the 2025 CX-70 PHEV utilizes the same powertrain as the CX-90 PHEV. Under the hood is a 2.5L naturally aspirated 4-cylinder engine that has been in production for a long time now. This engine has two power outputs depending on what grade of fuel you put in the tank. This will also dictate what the total system output will be when combined with the 173 hp & 199 lb-ft (129 kW & 270 Nm) electric motor. Below are all of the power figures.
2.5L engine w/ 93 octane fuel: 189 hp & 192 lb-ft of torque (141 kW & 260 Nm)
2.5L engine w/ 87 octane fuel: 185 hp & 184 lb-ft of torque (138 kW & 249 Nm)
Total system output w/ 93 octane fuel: 323 hp & 369 lb-ft of torque (241 kW & 500 Nm)
Total system output w/ 87 octane fuel: 319 hp & 369 lb-ft of torque (238 kW & 500 Nm)
With a power output that is broadly similar to that of the optional inline-6 engine, the CX-70 PHEV has more than enough Oomph for most SUV owner’s needs. Throttle response is also immediate thanks to the naturally aspirated engine and the instant response from the electric motor. But the CX-70 PHEV is not any faster than the CX-90 PHEV as there’s only a 21 kg (46 lbs) difference between the two. Basically a week’s grocery. This new CX-70 PHEV can also tow the same as the CX-90 PHEV at 3,500 lbs.
Battery & Charging – Providing the energy is a 17.8 kWh battery pack. Mazda estimates the all-electric range is 42 km (26 miles). Unlike the CX-90 PHEV that I reviewed in October of last year, I managed to squeeze a bit more all-electric driving range from this CX-70 PHEV. On two occasions, I got 47 km (29 miles) out of a single charge. Why the discrepancy? If I had to guess, it’s probably due to the warmer temperatures this time around. I also averaged 26.1 kWh/100km of energy efficiency.
On the move under electric propulsion only, the electric motor has plenty of power for the 2,357 kg (5,196 lbs) SUV. Whether it’s in rush hour traffic or at highway speeds, it never felt as though it was struggling. Should you need more power, the engine will turn on in EV mode if you press the kick-down on the throttle pedal.
Recharging the battery can be done through a level 2 charger which will take approximately 2.5 hours from 0% to 100%. From a home wall outlet, it will take around 11 hours. The battery can also be recharged by the engine though this type of charging will consume a bit more fuel. Under the Mi-Drive mode selector, you’ll find a button that will enable the engine to recharge the battery and provide motion for the car. You’ll be prompted on the infotainment system if you’d like to change the maximum battery charge state and to what percentage. This will range from 20% to 100% in 10% intervals. This is also the only way to maintain a battery charge for later use.
If the charge target you selected is below the current state of battery charge, the car will continue to run in EV mode until the battery is depleted to your set parameter. After which, the engine will turn on and the car will drive like a self-charging hybrid vehicle. If the current battery charge is below the set maximum target that you set, the engine will turn on and continue to provide a bit of energy to the battery and to move the CX-70. But again, this will use more fuel so it’s best to set the max recharge setting to below the current state of battery charge.
Fuel Economy – Surprise, surprise, the 2025 Mazda CX-70 PHEV receives the exact same fuel consumption figures as the CX-90 PHEV. It is rated for 9.9 L/100km (23.7 MPG) in a city and 8.7 L/100km (27 MPG) on a highway. Depending on how often you plug in the CX-70 and how long your commutes are, the real-world fuel economy can drastically differ. During my time with the car, I averaged 4.3 L/100km (54.7 MPG). While driving the car on the engine alone, I averaged around 9.3 L/100km (25.3 MPG) during a couple of trips.
Transmission – The plug-in hybrid version of the CX-70 receives the same 8-speed automatic of the CX-90. In the previous CX-90 PHEV that I drove, I found this transmission to be smooth at changing gears while at highway speeds but a bit jerky at slower, city speeds. This was particularly evident when setting off from a stop. However, Mazda has tuned the transmission a bit and it is now smooth at all speeds. These software updates have also been added to the CX-90 PHEV.
The response of this transmission is decent should you want to use the paddle shifters. But there’s a noticeable delay if you take the rpms right up to the redline. Shift up a bit sooner and it’ll respond a bit more quickly.
Braking – The CX-70 PHEV recuperates some energy back into the battery through regenerative braking. It has Low and High regen braking modes. It’s not a massive difference between the two and regardless of which mode you choose, the physical brakes are still required to slow down the big SUV. The physical brakes are strong and they provide a good pedal feel.
Handling – Dynamics wise, the 2025 Mazda CX-70 PHEV has taken a turn more towards the comfort & luxury side of things rather than outright sporty driving. The rear-drive biased AWD system gives the big & heavy SUV a planted feeling around corners. Mid-corner bumps hardly do anything to unsettle the car. But you will still feel the heft of this SUV through twisties. It is not as much fun to drive as something like a BMW X5 but it is more enjoyable than something like a Hyundai Palisade or Honda Pilot. In a way, the sure-footed feeling will be to more driver’s preference than one that is twitchy and like on a knife’s edge. It also has a pretty good turning circle for such a large SUV.
Comfort
Ride Comfort – Like many other Mazda models, the 2025 CX-70’s ride is a tad on the stiff side when compared to some other brands but it’s by no means uncomfortable. Sharp city bumps or deep potholes can feel a bit jarry but on the whole, the ride is no worse than most of its competitors. The ride of this SUV really shines while driving on highways. It is rock steady and at times, feeling like a German car down the autobahn.
Interior Space – As stated in the first paragraph, the 2025 Mazda CX-70 is a 2-row version of the CX-90 which means it carries 5 passengers. Mazda decided to leave the reclining and sliding 2nd row seats. Legroom & headroom in the second row are identical as in the CX-90.
It’s the same story in the front seats. There is plenty of space, even for taller individuals, with a high driving position. Visibility all around is good.
It’s in the trunk where the CX-70 and CX-90 differ a little bit more. The CX-70 GT has 1,122 L (39.6 cu-ft) of cargo space which is 11L less than the CX-90 GT. With the 2nd row seats folded, cargo capacity increases to 2,132 L (75.3 cu-ft), a 31 L increase over the CX-90. Under the floor, there is a spare wheel.
Noise, Vibration, Harshness – Like in the Mazda CX-90 PHEV, the one noise that I will not be able to get out of my head is that of the electric motor. It is incredibly loud inside the cabin and it is the motor that you’re hearing as it changes pitch when the transmission shifts from 1st to 2nd. Thankfully, the noise does get drowned out by tire noise at higher speeds but when setting off from a stop or when the car is stopped on an incline, you will always hear the electric motor. It’s not a great sound for something that is aiming to be a premium product.
Otherwise, there is some road noise on highways but it’s not too bad. Additionally, the 4-cylinder engine makes good noises when revved hard.
Odds and Ends
Pricing – With one less row of seats, the 2025 Mazda CX-70 PHEV is less expensive than the CX-90 PHEV. But don’t expect major savings. The CX-70 PHEV GS-L starts at $58,750 CAD ($54,400 USD, Premium) while this GT trim starts at $63,350 CAD ($57,450 USD, Premium Plus). Those prices are about $1,000 CAD less than the equivalent CX-90 PHEV. However, the CX-90 PHEV is available in one lower trim which starts at $54,900 CAD ($49,945 USD, Preferred). In the United States, the CX-90 PHEV and the CX-70 PHEV have the same pricing.
Gadgets – This 2025 Mazda CX-70 PHEV GT is fully loaded with all available convenience features on the plug-in hybrid variant. However, it is missing a couple of features that are only available on the top spec trim of the inline-6 version. These include a larger infotainment screen. It is 10.25” in this PHEV while the CX-70 Signature is equipped with a 12.3” screen. Additionally, the larger screen is a touchscreen which makes using Apple CarPlay or Android Auto much more convenient rather than using the rotary dial on the center console. One thing to note about CarPlay & Android Auto is that on this GT trim, they are both connected wirelessly. On the GS-L trim, they are wired. The Inline-6 version also receives a power adjustable steering wheel on the Signature trim and a very lovely Windsor Tan suede trim on the dashboard & door panels.
Apart from those convenience features, this GT trim of the CX-70 PHEV has everything else. Nappa leather upholstery with heated seats in all four corners, ventilated front seats which are a little weak to be honest, a heated steering wheel (but only at the 9 & 3 positions), a panoramic sunroof, a power liftgate, 3-zone automatic climate controls, surround view cameras, a 12.3” digital driver display, and a head-up display.
Interior Design – The Mazda CX-70 GT has the same interior design as the CX-90. It is a blend of physical buttons & knobs which control various different functions from the climate to the infotainment system. One minor complaint is the use of the climate temperature controls. You have to push down on the blue, down arrow to lower the temperature but you push down as well for the red, up arrow to raise the temperature. Logic would dictate that you pull up on the button but it operates the same way as the lower temperature button. Not a big deal but it’s a bit counterintuitive.
The materials are good on this top spec GT trim but if the GS-L trim is anything like the CX-90 PHEV that I previously reviewed, the materials in that are not quite on the same level as this demo car. There’s more use of plastics instead of leather or other premium materials in the lower trims.
Exterior Design – If you take a good look at the 2025 Mazda CX-70 PHEV, you’d be forgiven for thinking it’s a CX-90. They are remarkably similar. It’s only when parking them side by side do you notice the subtle differences such as the unique bumpers and dark trim around the grille. But the overall shape and dimensions are identical.
Safety – The standard CX-70 comes equipped with the majority of safety & driver aids that are offered by Mazda. Moving up to this GT trim will add features such as safe exit warning, front cross traffic alert, smart brake support rear, front & rear parking sensors, and the aforementioned surround view cameras.
Warranty – Here in Canada, the 2025 Mazda CX-70 PHEV is covered by a 3 year / unlimited km basic warranty and a 5 year / unlimited powertrain warranty. The hybrid battery is covered for 8 years or 160,000 km. In the United States, the warranty is 3 year / 36,000 mile basic & 5 year / 60,000 mile powertrain. For more info on Canadian warranty, click here. For more info on U.S.A. warranty, click here.
Conclusion – Essentially, the 2025 Mazda CX-70 PHEV is just a 2-row version of the CX-90 PHEV. There are very, very few differences between the two. This PHEV version of the CX-70 still needs a little bit of refinement here and there but Mazda is on the right track compared to the CX-90 PHEV I drove last year. This PHEV also sits in a price bubble all its own. The BMW, Mercedes, Lexus, & Jeep rivals are much more expensive while the more direct competitors don’t offer a plug-in hybrid powertrain. For the time being, this is your one choice at a premium plug-in hybrid SUV.
Thank you to Mazda Canada for providing the vehicle. www.Mazda.ca
2025 Mazda CX-70 PHEV Gallery
