Before you jump in surprise after reading my headline—hear me out. Mazda has been quietly creeping up the market since 2022. It started with the CX-50 and has continued with the three-row CX-90. The company hopes to become a true BMW competitor in the next few years, and while some of its products are far from ready, the CX-70 is proof that Mazda is headed in the right direction.
Yes, I know, the CX-70 is literally The CX-90 has one fewer row. That means you get the same design, the same engine options, and the same interior. And for some reason, it costs more; the CX-70 starts at $41,900 while the CX-90 starts at $39,300. But if you ignore the very confusing packaging issues, at face value, the CX-70 is a great deal. And in many ways, it might be a better buy than the comparable BMW X5.
| Brief Specifications | 2025 Mazda CX-70 Turbo S Premium Plus |
| Machine | 3.3-liter turbocharged inline-six mild hybrid engine |
| Output | 340 Horsepower / 369 Pound-Feet |
| Speed 0-60 mph | MPH 6.0 Seconds (estimate) |
| Heavy | 4,863 pounds |
| Price / As Tested | Rp. 41,900/Rp. 57,775 |
From the get-go, you won’t find a BMW SUV that looks this good. Mazda’s design language is a natural fit for a somewhat larger SUV. The sleek headlights with LED accents blend into the five-sided grille and the horizontal taillights give the CX-70 a wide-set look at the rear. This test car even had Zircon Sand paint, one of my favorite Mazda colors.
The interior is equally beautiful. Thick suede covers the dash and door panels. Brown Nappa leather, black stitching, and aluminum accents on this Premium Plus model adorn the rest of the cabin. It all feels… nice. You won't find some of these materials in any mainstream BMW, let alone one that cost $57,775 as tested.
Then there’s the only reason you’d buy the CX-70 over the CX-90: The trunk space. Behind the second row is a generous 39.6 cubic feet of storage. The BMW X5 has 33.9 cubic feet by comparison, and the Jeep Grand Cherokee has 37.7 cubic feet.
Fold the Mazda’s second row flat and the space swells to 75.3 cubes. I managed to fit three medium-sized storage bins, a hockey bag, and a large picture frame in there with relative ease. All I had to do was move the second row up a bit.
Pros: Beautiful design, Large cargo capacity, Premium features, Comfortable to drive, Affordable price
Granted, you get a little more cargo space behind the CX-90’s second row: 40.1 cubic feet. But that requires you to fold the third row every time you need to load something, so the load floor isn’t completely flat.
With all your cargo secured, the CX-70 is as comfortable as a three-row car gets. The front seats are soft and supportive. Both driver and passenger have Nappa leather upholstery with suede inserts on this Premium Plus model, eight-way power adjustment, and heating. My only complaint—a common one in other luxury SUVs—is the lack of extended thigh support. And the bottom cushions on the front seats aren’t long enough for my slight frame.
The CX-70 has a 12.3-inch, easily configurable digital instrument cluster that changes appearance depending on the driving mode and an adjacent 12.3-inch central touchscreen. Capacitive touchscreens are new for Mazda, and they work well, but the central screen retains the more familiar rotary-button controller with quick-access buttons, making navigation easier while driving. The infotainment system itself could use a refresh. Its layout looks dated. However, standard wireless Apple CarPlay and Android Auto mean you can avoid them altogether.
Under the hood is a turbocharged 3.3-liter inline-six that makes 280 horsepower in base form, or 340 horsepower and 369 pound-feet of torque with mild-hybrid assistance if you step up to one of the Turbo S models tested here. It’s paired with an eight-speed automatic transmission, and in the case of our test car, all-wheel drive.
Cons: This is a CX-90 with two rows.
Mazda loudly and proudly calls attention to its inline-six engine with an “Inline6” badge on one of the front fenders. The average SUV buyer probably doesn’t have “Need an inline-six” on their shopping list, but then again, it’s a small detail that makes the Mazda feel more premium.
The engine is a beast, and it deserves the badge. Ample low-end torque and a smooth powerband propel Mazda’s SUV to 60 mph in about 6.0 seconds. The Turbo S has just the right amount of power to get going quickly under pressure, but the base model with the standard engine will probably be enough for most buyers.
Mazda’s focus on driver engagement is still evident behind the wheel of the CX-70. The steering is responsive and the suspension is tuned to handle bumps well. This is still a fairly large SUV (4,863 pounds and 200.8 inches), so there’s still a bit of body roll—but the ride is composed. The CX-70 is a quick-starting machine, and the suspension tuning is far from a true performance SUV.
The CX-70 also has a full suite of safety features including a 360-degree camera, adaptive cruise control, lane centering, and lane keeping assist. It all works well on the highway; braking and acceleration are smooth and the lane centering really keeps the car away from the road markings.
The criticisms surrounding the CX-70’s packaging and pricing are all valid. Why would you spend more money for one fewer row of seats? Why is the engine the same? And why doesn’t a more expensive SUV have more features? It’s a mystery.
Other than that, I’m hard-pressed to find anything I don’t like about this SUV. The CX-70 looks great, feels premium, and handles as well as a comparable X5. Assuming you’re not afraid to trade in your BMW for a Mazda—it’s a great decision. The CX-70 is far and away the class leader.
