On the Road
Hybrids are an excellent option and perhaps the ideal gateway to all things electric. The benefit here is that a gas engine works with or without an electric motor to send power to the wheels.
With a plug-in hybrid electric vehicle (PHEV), there are some distinct advantages not available with a conventional hybrid. To begin, PHEVs have larger battery packs and can, therefore, store more electricity. This means they’re also designed to run on electric power only for many miles. With the CX-70, you can travel about 26 miles on electric only before the gas engine takes over.
While 26 miles is negligible range compared to full electric models, it can prove just enough for people who drive mostly locally. For our review, we charged this model three times, hitting the road twice with a fully “topped” electric battery. The last charge was for handing off the vehicle to our distributor.
With several trips, we traveled more than 35 miles, but still had not fully expended the battery. What happened during those excursions was that the gas engine kicked on several times and became the dominant “driver” for long stretches. This experience occurs when extra power is needed, such as when accessing a highway or when passing. Thus, under full throttle, the entire propulsion system kicks in with power dominated by the gas engine. As a result, very little electricity is used, consequently conserving what is still available.
We found the PHEV propulsion system suitable for the task at hand. Although offering an efficiency side – we averaged 25 mpg – there are copious amounts of power available. Indeed, this model delivers an estimated 323 horsepower and 369 pound-feet of torque, which is better than the 280-horsepower offered by the inline-six in the gas-only model. Again, those power numbers are achieved under full throttle, where the engine sometimes whines, but never seems overwhelmed.
Sitting high with broad front and side views, the CX-70 offers a comfortable and commanding presence. As with most crossovers, the side rear area has the most significant obstacles, but mirrors and side warning tech offsets much of that. The rear view is open, that is, until the second row is filled.
We found this Mazda’s steering sufficiently weighted, offering a good connection to the road. It handles as well as any competing model, with a double-wishbone suspension up front and a multi-link suspension in the rear. The ride is comfortable, with road abrasions absorbed with ease.
Competitive Set
Mazda could have named this model the CX-90 Sport and people would have understood that it is the two-row version of its largest crossover. That’s the naming convention Volkswagen chose when naming the Volkswagen Atlas Sport, another model in the segment that we like.
Other competitors include the Honda Passport, Ford Edge, Nissan Murano, and Chevrolet Blazer. We’ll add the Jeep Grand Cherokee, Subaru Outback, Toyota Venza, and Hyundai Santa Fe to the mix.
Mazda CX-70 Recommendation
With just two trims to pull from, the decision to upgrade may simply come down to whether consumers are willing to pay the $3,050 price difference for the Premium Plus model. The upgrades include full Nappa leathering, ventilated front seats, a heated steering wheel, and the usual driver-assist tech add-ons. We drove the Premium Plus, enjoyed the cooled seats during a recent heatwave, and found the seats very comfortable. If your cash position is strong and the upgrades appealing, you’ll opt for the Premium Plus.
We made scant reference to the gas-only models. These start at $42,550 or about $12,000 less than the base PHEV model. Here, shoppers will find a model powered by a turbocharged inline-six-cylinder engine, a 48-volt hybrid system, and an 8-speed automatic transmission. With standard all-wheel drive, this model has a 5,000-pound towing capacity. More power. Much less money. And worth considering for those not desiring a PHEV.
