2025 Mazda CX-70 PHEV Review + Video

On paper — or, y’know, a screen, since it’s 2025 and all — the plug-in hybrid (PHEV) version of Mazda’s CX-70 has all the makings of an outstanding SUV.

It’s big, has a rear-biased driveline, and offers a bit of all-electric range — even if it’s barely enough to cover the average one-way commute in Canada. But it’s execution that counts most and that’s where this five-seater comes up short, with an imperfect powertrain that’s prone to bouts of clunky behaviour, plus an interface that’s more frustrating than it needs to be. The other issue is the one sitting across the showroom, and it means the 2025 Mazda CX-70 PHEV isn’t as useful as it could be.

Practicality 8 / 10

Look, not everyone needs a three-row SUV — that much is obvious. But just as countless Canadians buy half-ton trucks for the few times a year they might need them, there’s a case to be made that the dimensionally identical Mazda CX-90 is simply more sensible than this one. Because unlike Honda has done with its five-passenger Passport and the Pilot it shares a platform with, the CX-70 is the same in every way as the three-row CX-90 except for the number of seats inside.

Oh, sure — the CX-70 has a spot to stash stuff under the floor its sibling does without; but it only exists to make use of the space that’s needed to bolt the CX-90’s extra set of seats in place. Otherwise, the cargo room they offer is identical, with 1,131 L behind the second-row seats (1,122 L with the available panoramic sunroof). That means the CX-90 has more passenger capacity when it’s needed without sacrificing utility when it isn’t.

Value 6 / 10

Now, if you’re thinking the CX-70 is the way to go for the budget-conscious buyer — well, apologies for the bad news, but that’s simply not the case. In fairness, the CX-90 PHEV is available in a cheaper trim that skips some of the features found here — and we’ll get to that a little later on — but it means the same electrified powertrain can be had for $3,850 less, and it has the added bonus of that third set of seats.

That might not mean much over the course of a multi-year lease or finance deal, but then neither does the difference between the two equivalent trims shared by both SUVs. Because the 2025 Mazda CX-70 PHEV GS-L starts at $60,945 before tax but including freight ($2,195), while the GT tested here rings in at $65,545 before the government’s share — exactly $1,000 less than the same CX-90 PHEV trims.

Styling 7 / 10

They look a little different (emphasis on the word “little”), with the CX-70 sporting some black exterior accents versus its sibling’s chrome stuff. Seriously — that’s it beyond the badges, as well as the colours that are exclusive to each of them, including this tester’s shade of Melting Copper Metallic paint ($300). Otherwise, the styling is a little slab-sided, while the width is disproportionate to the rest of the dimensions.

The interior is filled with its share of simple plastic, some of which is prone to scratching and smudging, although the silver stuff on this GT tester’s console and doors — with its almost chain-link pattern — helps to hide that unsightly stuff that collects over time. Meanwhile, the various shapes and contrast stitching on the dash, doors, seats, and centre console add some visual interest, as do the stripes on the seats.

Comfort 8 / 10

The driver’s seat features 10-way power adjustability — plus two programmable memory settings in the GT trim — and offers reasonable support during long-distance outings. Likewise, the dual-zone climate control system keeps the cabin comfortable, while the ride quality is reasonably smooth. As is often the case with oversized wheels like the 21-inch alloys pictured here, the issue is the unforgiving nature of the low-profile tires they’re wrapped in, which send shockwaves through the cabin across pressure cracks and potholes.

Driving Feel 9 / 10

With its so-called Kinematic Posture Control (KPC), along with a rear-biased all-wheel-drive system, the CX-70 is a model of composure in spite of the occasionally rough ride. Instead, it’s the on-road dynamism that impresses, with premium driving characteristics that are more like what you’d expect from Audi or BMW than a mainstream brand like this. Yes, Mazda has long emphasized the joy of driving, including in its SUVs, but it’s different with the CX-70 and CX-90.

Even this PHEV’s four-cylinder is mounted longitudinally — that is, pointed front to back — rather than across the engine bay, as is typically the case with SUVs like this. That helps provide an inherent balance, while the KPC setup is designed to help reduce body motion when cornering and braking. The result is a balanced on-road feel that’s more engaging than anything else on the mainstream market.

Power 7 / 10

As with the CX-90, there’s an inline six-cylinder version of this sport utility that has some mild-hybrid help, or there’s this PHEV that’s about as stout, it just goes about it a different way. It uses a 2.5L four-cylinder along with a single electric motor that’s fed by — or feeds — a 17.8-kWh battery pack. Peak output is an impressive 319 hp (323 hp with 93-octane fuel), and the powertrain provides swift acceleration.

Instead, it’s the eight-speed automatic transmission that fails the assignment, firing off the occasional awkward shift or sometimes getting caught between gears. Coupled with a pronounced transition between power sources from time to time — it’s almost as if the computer can’t decide whether it wants to use gas or electric motivation — and there’s plenty of room for improvement under the hood.

Fuel Economy 7 / 10

The same is true of the CX-70 PHEV’s all-electric range of just 42 km, which matches the Jeep Grand Cherokee 4xe, but is quite a bit less than the 61 km the Mitsubishi Outlander PHEV is rated for. Likewise, the Toyota RAV4 PHEV is rated for 64 km of all-electric driving (the redesigned version that’s on its way is supposed to be good for 80 km). Once that’s used up, the combined fuel consumption rating of 9.4 L/100 km is about the same as the six-cylinder-powered CX-70.

Features 8 / 10

The CX-70 PHEV GS-L comes with dual-zone automatic climate control, a heated steering wheel and front seats, wired Android Auto and Apple CarPlay, a height-programmable power tailgate, push-button start, proximity door locks, and a conventionally sized sunroof. But if you can forgo some of those creature comforts — the power tailgate, proximity locks, and sunroof stand out among the absences — the CX-90 PHEV GS is a quick way to save nearly $4,000.

Meanwhile, the GT trim tested here has all that stuff and more, including ventilated front seats, heated rear ones, second-row window sunshades, wireless phone mirroring, a 12-speaker stereo (up from eight), and subscription-based satellite radio. The sunroof is also upgraded to a bigger panoramic one, plus the tailgate has hands-free access. In an odd twist, the CX-70 PHEV GT has the same 10.25-inch infotainment screen as the GS-L versus a larger 12.3-inch display in the CX-90 PHEV GT.

User-Friendliness 7 / 10

That screen is a point of contention not just for its size but the touch capability it offers with either Android Auto and Apple CarPlay in use. Instead, both of those connections — as well as the rest of the interface — rely on a confounding console-mounted controller that ostensibly exists to reduce instances of distracted driving, but there are plenty of circumstances where the opposite is true. Zooming in or out of Google Maps, for instance, requires a series of turns and presses of the dial rather than a few quick taps of the screen.

Otherwise, there’s plenty of sensible switchgear inside, including a full complement of climate controls — and a dedicated display to go with them — and buttons and rockers on the steering wheel that are plainly labelled. The gear selector isn’t as simple as others, but it isn’t the worst culprit out there, either. There’s also a drive mode toggle, plus a button behind it for choosing between electric or gas power; it can also be used to charge the battery while driving.

Safety 8.5 / 10

Forward collision warning with pedestrian detection, automatic emergency braking, lane departure warning and keeping, blind-spot monitoring with rear cross-traffic alert, and adaptive cruise control that works in stop-and-go traffic are included in both trims. The GT trim adds surround-view cameras, front parking sensors (to go with the standard ones in the back), reverse automatic braking, traffic sign recognition, and a head-up display.

The Verdict

Rather than recycle an old analogy, here’s a new one: the 2025 Mazda CX-70 PHEV is a bit like a fridge without a freezer. And in fairness, some of the problems with it — namely the powertrain imperfections — also apply to the CX-90. But where that one comes out ahead is the way it uses the space inside. Whether the in-laws are in town or a couple extra kids need a ride to soccer practice, there are enough instances when another set of seats will come in handy that it simply doesn’t make sense to skip them in a sport utility this size.