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15-05-2025
- Automotive
- The Advertiser
2025 Mazda CX-70 G50e Azami review
Mazda CX-70 Pros Mazda CX-70 Cons Mazda's SUV lineup has certainly ballooned in the last year or so, and the latest additions round out its more upmarket model based on the Japanese automaker's rear/all-wheel drive Large Product Group platform architecture. The Mazda CX-70 large SUV is a North American-focused vehicle that's essentially a five-seat version of the 'wide-body' CX-90 seven-seater, which has been on sale locally now for two years. The two SUVs share their external footprints, and even their interiors are similar. The main difference is that the CX-70 doesn't have a third row of seating and naturally has a larger boot with all the seats upright. Slotting above the mid-size CX-60 five-seater, which forms the basis of the 'narrow-body' CX-80 seven-seater, the CX-70 is Mazda Australia's flagship two-row SUV. WATCH: Paul's video review of the 2025 Mazda CX-70 G50eAzami The Australian market is unique in getting all four of Mazda 'Large Architecture' SUVs – the CX-60, CX-70, CX-80, and CX-90. In fact, we're the only right-hand drive market to get the CX-70. It's not even available in New Zealand or Japan, where the car is made. Currently, the CX-70 is only offered in two trim levels – GT and Azami. On test here is the top-spec Azami trim with the optional SP Package and the G50e inline six-cylinder petrol engine. With four luxurious SUVs now on sale in Australia, does the Mazda CX-70 firm as the pick? Read along to find out. On test here is the flagship petrol-powered CX-70 Azami variant with optional SP Package, which costs an additional $3500. As tested, this car costs $98,075 drive-away for Victorian buyers. To see how the Mazda CX-70 lines up against the competition, check out our comparison tool There's no denying this car is properly plush inside, especially with the optional SP Package. It rivals the likes of many German luxury brands in terms of presence, equipment and fit and finish. This car feels distinctly American, however, as evidenced by the wide centre tunnel and split centre armrest. As a result, it feels like the front passenger is in a different post code. The suede sections on the dashboard in particular feel special. You're able to do that thing where you rub it in the opposite direction, and it looks different. What can I say? I'm a child at heart. There's also a bucket-load of soft-touch finishes, which further makes the car look and feel more premium, but while you need to look hard to find harder plastics, they do exist. It's easy to hop into this car due to its raised ride height, which is synonymous with crossover SUVs. Once you're in, the driving position is commanding, yet sunken into the car rather than feeling perched within it as with some rivals. The seats are deliciously clad in tan Nappa leather upholstery, though the driver's seat feels a little firm and flat. You can tell it's oriented at the US market, where they typically have larger waistlines. As standard, the seat offers 10 ways of electric adjustment, which is very generous and allows people of all different sizes and statures to dial in their desired seating position. In fact, you can even set up a profile in the car and input your height, and it'll automatically adjust the seat and steering wheel position. I particularly like how much under-thigh support you can dial in. This is great for those with longer legs, like myself. Ahead of the driver, the two-tone steering wheel is beautiful to look at and to hold. The electric steering column adjustment feels fancy for a premium-pushing mainstream car. All the buttons on the steering wheel are logically placed and have a delightfully clicky action that makes them fun to interact with. They also have a satin finish that doesn't attract fingerprints like the ones with glossy piano black buttons. Behind this is a 12.3-inch digital instrument cluster, which is large and bright. However, the user interface is rather dark, and there's lots of unoccupied space, which feels wasteful. It's also a little disappointing that there's minimal configurability. The Germans do instrument clusters much better. On top of the dashboard, there's a bright and clear head-up display that tells you all you need to know at a quick glance. Unlike some head-up displays from other brands, it shows upcoming giveway and stop signs, as well as signposted speed limits. Moving across, there's a large 12.3-inch infotainment system that runs the same Mazda Connect software as other current Mazda models. It's fine, but like the digital instrument cluster, the user interface is dark, and there's heaps of dark space. It just feels like a missed opportunity. To navigate the native user interface, you're forced to use the rotary dial on the centre console. It feels old-school in 2025, but it can allow you to keep a closer eye on the road while navigating menus. However, it does get frustrating while scrolling through lists, for example. As standard, there are wired and wireless forms of Apple CarPlay and Android Auto. With my iPhone 15 Pro Max connected wirelessly, I didn't experience any dropouts whatsoever. You're able to tick an option box on the infotainment system that allows you to utilise touch functionality during smartphone mirroring. It would be great if this was on by default, as navigating CarPlay with the rotary dial can be a big pain. Complementing the wireless smartphone mirroring is a wireless phone charger at the front of the centre console. It's tucked away nicely, though there aren't any bumpers to secure your phone in a specific spot. As a result, my phone would sometimes get hot as the charging coils weren't aligned. I appreciate the physical climate control cluster as it's very easy to change things like the temperature, fan speed, and where the air is blowing. It's a minor thing, but I also liked the fact there are no blank buttons in this flagship Azami model. Up-front storage is adequate, which feels a little like a letdown because this car is big. Highlights include two cupholders, as well as a decently sized centre console box and glovebox. Moving to the second row, the CX-70 continues to shine. Like many Mazda SUVs, the rear doors open to almost 90 degrees, which makes loading kids and stuff in much easier. Once you're in, there is so much space. At a leggy 182cm, I had oodles of room behind my own driving position, plus you can slide and recline the second-row bench to further improve comfort. You could easily go three abreast in this car due to how wide it is, however, middle-seat passengers have to contend with a big transmission hump. Second-row amenities include heated outboard seats, rear air vents with a separate climate zone, USB-C ports, and a fold-down centre armrest with cupholders. Around the back, there's a power tailgate that, naturally, has a hands-free function. This is handy if you need to open the boot with your hands full. I do wish the tailgate itself would open just a tad higher, however, because I almost hit my head on it a few times. Once the tailgate is open, you see the boot is ginormous. The main boot area itself is very large, and underneath the floor panels there are additional underfloor storage cavities. This is handy if you're needing to stow something out of view. Something you'll note in the boot in the third-row cupholders haven't been removed, which means this car really is a CX-90 without the third row. Of course this was easier for Mazda than creating a new cargo compartment design, but on the other hand it seems a bit lazy. Boot-related amenities include a retractable cargo cover, light, 12V socket, and a 150W AC power outlet. There are also bag hooks and buttons to fold down the second-row seats in a 60:40 configuration. This car has a space-saver spare wheel, which is surprising given it is a mild-hybrid. Typically, these kinds of cars have a high-voltage battery pack where the spare wheel normally resides. It's not as good as a full-size spare, but it's still great peace of mind if you frequently do long-distance travel and experience a puncture along the way. To see how the Mazda CX-70 lines up against the competition, check out our comparison tool The CX-70 G50e is powered by a 3.3-litre turbocharged inline six-cylinder petrol engine with 48V mild-hybrid assistance. It's the same tune the CX-90 G50e gets. To see how the Mazda CX-70 lines up against the competition, check out our comparison tool Pressing the starter button on the dash sees the straight-six petrol engine roar to life. Like many Mazdas, it flares the revs up to 2000rpm when cold, then settles into a gruff idle that doesn't go away until the engine warms up. It's something that you learn to love about Mazdas. Setting off, you need to acquaint yourself with the gear selector. It's fairly self-explanatory, but you need to push it across to the left before shifting into drive or reverse. This turbo-petrol inline-six is a sweet unit that's willing to rev to get this circa-2.2-tonne beast moving. In this respect, it reminds me of BMW's architecturally similar B58 engine. There's also plenty of power and torque on tap. Peak torque comes on tap from just 2000rpm, which is handy as the car doesn't need to downshift as often when more acceleration is called upon. There were many moments where I was cruising at around 50km/h, and the car was revving just above idle (~1000rpm) in a high gear, and I could accelerate away without dropping a gear. This is something you'd typically only experience in a torquey diesel-powered car. While this CX-70 is already pretty swift in its default normal mode, flicking into Sport mode makes it a formidable big beast. You'll easily be keeping up or even pulling ahead of traffic at the lights. It just leans back and pulls. Assisting with this effortless urge is a 48V mild-hybrid system. It can help contribute some additional oomph during acceleration and take some load off the engine in other situations. Additionally, the mild-hybrid system allows for a more active engine idle stop/start system. It's seamless for the most part and allows the engine to be switched off for longer, though during our testing the engine would switch back on after 15-20 seconds of being stationary. In all fairness, we did have the air-conditioner cranking. The start/stop system can also activate while you're coasting to a halt or when you've let off the throttle for periods of time. In fact, it will often shut the engine off around 50-60km/h when coasting, especially downhill, but when you accelerate again it can be jerky and take a second to deliver quicker progress. It doesn't help that the eight-speed automatic transmission can sometimes be a little stuttery. Mazda has clearly been working away with the calibration as it worked better than in previous CX-60s I've driven, though you still need to learn how to drive it. Despite the mild-hybrid intervention, urban fuel consumption in this vehicle still sits around 10L/100km. That's a lot, but you also need to keep in mind that this is a large SUV with a six-cylinder engine. Around town, the CX-70 feels like a big American car. It seems like there is little space left between it and your lane markings either side, and parking can sometimes be a hassle as the long bonnet may hang out of small parking spots. Thankfully, there are front and rear parking sensors, as well as a surround-view camera. The latter is a godsend in a vehicle like this, so it's great that it's standard across the entire CX-70 range. While the CX-70 does feel distinctly American, its chassis isn't overly soft. In fact, it's the opposite. The steering is rather firm, like in many Mazdas, making three-point turns and even driving in tight spaces somewhat of an arm workout, which could become tiresome. The suspension is also on the firmer side, but lumps and bumps are well isolated and not transmitted into the cabin. It's much more serene and comfortable than previous CX-60s I've driven. Out on the open road, this car settles beautifully into high-speed cruising. The car slots into top gear and won't budge unless you want to do a brisk overtake or meet a steep hill. The ride remains compliant and doesn't get too busy or choppy, and the steering makes piloting this large SUV almost smile-inducing. If you solely drive on the highway, the inline-six diesel option might be the better option for you as it has more torque and feels even more effortless at speed, but it's not as sweet as the petrol six when revved out. Horses for courses. Although this car drinks petrol like there's no tomorrow around town, it achieves almost diesel-like fuel economy at higher speeds. There were many times during my time in it that I saw instant fuel consumption readouts of 5.0L/100km at 100-110km/h. On the safety front, the CX-70 Azami is fully loaded. The adaptive cruise control is good at managing a safe distance between you and the car ahead, while not getting overwhelmed and slamming on the brakes when a car travelling slightly slower than you cuts in front. The lane-keep assist is generally good and sometimes gets a bit of a workout in such a wide car. On freeway offramps, however, the system can get confused and try to steer you into a lane that doesn't exist. Many cars struggle with this, even on roads with clearly marked lanes. Then there's the lane centring function, which works in conjunction with adaptive cruise control but is best left for well-marked highways and freeways as the steering inputs were sometimes a little too hands-on for my liking. Lastly, the adaptive LED headlights are bright and great for rural driving, as you can keep your high-beams on for as long as possible. This means you'll be able to spot any obstacles quicker than you would with dipped lights. To see how the Mazda CX-70 lines up against the competition, check out our comparison tool Unlike the CX-90, there are just two trim CX-70 levels available – GT and Azami – though the latter can be had with an optional SP package. Mazda CX-70 GT equipment highlights: Azami adds: SP Package ($3500, Azami) adds: To see how the Mazda CX-70 lines up against the competition, check out our comparison tool The Mazda CX-70 hasn't been crash-tested by ANCAP yet. Standard safety equipment includes: Azami adds: All CX-70 vehicles come with Mazda Connected Services, which allow you to use the MyMazda app to remotely control the locks and lights. Other features in this suite include: To see how the Mazda CX-70 lines up against the competition, check out our comparison tool The Mazda CX-70 is covered by a five-year, unlimited-kilometre warranty. The fourth service, in particular, is expensive at $1349. Ouch… To see how the Mazda CX-70 lines up against the competition, check out our comparison tool The Mazda CX-70 is a beautiful car that truly elevates the Japanese brand in its premium push. It's a proper Audi Q8, BMW X5, Mercedes-Benz GLE, and even Volkswagen Touareg rival on a (relative) budget. This big, plush SUV is likely all the car that anyone will ever need, and then some. The interior in this Azami spec with the optional SP Package, in particular, looks and feels properly special. Minor transmission quibbles aside, the inline petrol six is a gem and so torquey. I'd personally opt for the diesel six as it's even more effortless to drive, but both find a comfortable groove out on the open road. I give Mazda credit for still developing big six-cylinder engines, which are rare now as most automakers downsize to meet stricter emissions targets. But while the CX-70 is great, it also begs the question: Why not just get the CX-90 instead? The boot space is pretty much identical with the first and second row of seats upright, and you also get the added flexibility of having third-row seats. One of the main benefits is that the CX-70 is cheaper than the equivalent CX-90, but the reality is the price difference is only around $3000. It's also worth noting that this car, as tested, costs almost $100,000 drive-away, so it's far from what you'd call cheap. Additionally, at this end of the SUV market, value is arguably less of a factor for many customers, and brand cachet means much more. This is why the German brands have such a strong hold here, even though some of their cars aren't great packages. If you're willing to give a Mazda luxury SUV a try, this one won't disappoint. If you need seven seats, the more expensive CX-90 could be for you. If not, take a CX-70 for a spin and you might be surprised at how European it feels, even if it is aimed at Americans. Interested in buying a Mazda CX-70? Get in touch with one of CarExpert's trusted dealers hereMORE: Everything Mazda CX-70 Content originally sourced from: CX-70 Pros Mazda CX-70 Cons Mazda's SUV lineup has certainly ballooned in the last year or so, and the latest additions round out its more upmarket model based on the Japanese automaker's rear/all-wheel drive Large Product Group platform architecture. The Mazda CX-70 large SUV is a North American-focused vehicle that's essentially a five-seat version of the 'wide-body' CX-90 seven-seater, which has been on sale locally now for two years. The two SUVs share their external footprints, and even their interiors are similar. The main difference is that the CX-70 doesn't have a third row of seating and naturally has a larger boot with all the seats upright. Slotting above the mid-size CX-60 five-seater, which forms the basis of the 'narrow-body' CX-80 seven-seater, the CX-70 is Mazda Australia's flagship two-row SUV. WATCH: Paul's video review of the 2025 Mazda CX-70 G50eAzami The Australian market is unique in getting all four of Mazda 'Large Architecture' SUVs – the CX-60, CX-70, CX-80, and CX-90. In fact, we're the only right-hand drive market to get the CX-70. It's not even available in New Zealand or Japan, where the car is made. Currently, the CX-70 is only offered in two trim levels – GT and Azami. On test here is the top-spec Azami trim with the optional SP Package and the G50e inline six-cylinder petrol engine. With four luxurious SUVs now on sale in Australia, does the Mazda CX-70 firm as the pick? Read along to find out. On test here is the flagship petrol-powered CX-70 Azami variant with optional SP Package, which costs an additional $3500. As tested, this car costs $98,075 drive-away for Victorian buyers. To see how the Mazda CX-70 lines up against the competition, check out our comparison tool There's no denying this car is properly plush inside, especially with the optional SP Package. It rivals the likes of many German luxury brands in terms of presence, equipment and fit and finish. This car feels distinctly American, however, as evidenced by the wide centre tunnel and split centre armrest. As a result, it feels like the front passenger is in a different post code. The suede sections on the dashboard in particular feel special. You're able to do that thing where you rub it in the opposite direction, and it looks different. What can I say? I'm a child at heart. There's also a bucket-load of soft-touch finishes, which further makes the car look and feel more premium, but while you need to look hard to find harder plastics, they do exist. It's easy to hop into this car due to its raised ride height, which is synonymous with crossover SUVs. Once you're in, the driving position is commanding, yet sunken into the car rather than feeling perched within it as with some rivals. The seats are deliciously clad in tan Nappa leather upholstery, though the driver's seat feels a little firm and flat. You can tell it's oriented at the US market, where they typically have larger waistlines. As standard, the seat offers 10 ways of electric adjustment, which is very generous and allows people of all different sizes and statures to dial in their desired seating position. In fact, you can even set up a profile in the car and input your height, and it'll automatically adjust the seat and steering wheel position. I particularly like how much under-thigh support you can dial in. This is great for those with longer legs, like myself. Ahead of the driver, the two-tone steering wheel is beautiful to look at and to hold. The electric steering column adjustment feels fancy for a premium-pushing mainstream car. All the buttons on the steering wheel are logically placed and have a delightfully clicky action that makes them fun to interact with. They also have a satin finish that doesn't attract fingerprints like the ones with glossy piano black buttons. Behind this is a 12.3-inch digital instrument cluster, which is large and bright. However, the user interface is rather dark, and there's lots of unoccupied space, which feels wasteful. It's also a little disappointing that there's minimal configurability. The Germans do instrument clusters much better. On top of the dashboard, there's a bright and clear head-up display that tells you all you need to know at a quick glance. Unlike some head-up displays from other brands, it shows upcoming giveway and stop signs, as well as signposted speed limits. Moving across, there's a large 12.3-inch infotainment system that runs the same Mazda Connect software as other current Mazda models. It's fine, but like the digital instrument cluster, the user interface is dark, and there's heaps of dark space. It just feels like a missed opportunity. To navigate the native user interface, you're forced to use the rotary dial on the centre console. It feels old-school in 2025, but it can allow you to keep a closer eye on the road while navigating menus. However, it does get frustrating while scrolling through lists, for example. As standard, there are wired and wireless forms of Apple CarPlay and Android Auto. With my iPhone 15 Pro Max connected wirelessly, I didn't experience any dropouts whatsoever. You're able to tick an option box on the infotainment system that allows you to utilise touch functionality during smartphone mirroring. It would be great if this was on by default, as navigating CarPlay with the rotary dial can be a big pain. Complementing the wireless smartphone mirroring is a wireless phone charger at the front of the centre console. It's tucked away nicely, though there aren't any bumpers to secure your phone in a specific spot. As a result, my phone would sometimes get hot as the charging coils weren't aligned. I appreciate the physical climate control cluster as it's very easy to change things like the temperature, fan speed, and where the air is blowing. It's a minor thing, but I also liked the fact there are no blank buttons in this flagship Azami model. Up-front storage is adequate, which feels a little like a letdown because this car is big. Highlights include two cupholders, as well as a decently sized centre console box and glovebox. Moving to the second row, the CX-70 continues to shine. Like many Mazda SUVs, the rear doors open to almost 90 degrees, which makes loading kids and stuff in much easier. Once you're in, there is so much space. At a leggy 182cm, I had oodles of room behind my own driving position, plus you can slide and recline the second-row bench to further improve comfort. You could easily go three abreast in this car due to how wide it is, however, middle-seat passengers have to contend with a big transmission hump. Second-row amenities include heated outboard seats, rear air vents with a separate climate zone, USB-C ports, and a fold-down centre armrest with cupholders. Around the back, there's a power tailgate that, naturally, has a hands-free function. This is handy if you need to open the boot with your hands full. I do wish the tailgate itself would open just a tad higher, however, because I almost hit my head on it a few times. Once the tailgate is open, you see the boot is ginormous. The main boot area itself is very large, and underneath the floor panels there are additional underfloor storage cavities. This is handy if you're needing to stow something out of view. Something you'll note in the boot in the third-row cupholders haven't been removed, which means this car really is a CX-90 without the third row. Of course this was easier for Mazda than creating a new cargo compartment design, but on the other hand it seems a bit lazy. Boot-related amenities include a retractable cargo cover, light, 12V socket, and a 150W AC power outlet. There are also bag hooks and buttons to fold down the second-row seats in a 60:40 configuration. This car has a space-saver spare wheel, which is surprising given it is a mild-hybrid. Typically, these kinds of cars have a high-voltage battery pack where the spare wheel normally resides. It's not as good as a full-size spare, but it's still great peace of mind if you frequently do long-distance travel and experience a puncture along the way. To see how the Mazda CX-70 lines up against the competition, check out our comparison tool The CX-70 G50e is powered by a 3.3-litre turbocharged inline six-cylinder petrol engine with 48V mild-hybrid assistance. It's the same tune the CX-90 G50e gets. To see how the Mazda CX-70 lines up against the competition, check out our comparison tool Pressing the starter button on the dash sees the straight-six petrol engine roar to life. Like many Mazdas, it flares the revs up to 2000rpm when cold, then settles into a gruff idle that doesn't go away until the engine warms up. It's something that you learn to love about Mazdas. Setting off, you need to acquaint yourself with the gear selector. It's fairly self-explanatory, but you need to push it across to the left before shifting into drive or reverse. This turbo-petrol inline-six is a sweet unit that's willing to rev to get this circa-2.2-tonne beast moving. In this respect, it reminds me of BMW's architecturally similar B58 engine. There's also plenty of power and torque on tap. Peak torque comes on tap from just 2000rpm, which is handy as the car doesn't need to downshift as often when more acceleration is called upon. There were many moments where I was cruising at around 50km/h, and the car was revving just above idle (~1000rpm) in a high gear, and I could accelerate away without dropping a gear. This is something you'd typically only experience in a torquey diesel-powered car. While this CX-70 is already pretty swift in its default normal mode, flicking into Sport mode makes it a formidable big beast. You'll easily be keeping up or even pulling ahead of traffic at the lights. It just leans back and pulls. Assisting with this effortless urge is a 48V mild-hybrid system. It can help contribute some additional oomph during acceleration and take some load off the engine in other situations. Additionally, the mild-hybrid system allows for a more active engine idle stop/start system. It's seamless for the most part and allows the engine to be switched off for longer, though during our testing the engine would switch back on after 15-20 seconds of being stationary. In all fairness, we did have the air-conditioner cranking. The start/stop system can also activate while you're coasting to a halt or when you've let off the throttle for periods of time. In fact, it will often shut the engine off around 50-60km/h when coasting, especially downhill, but when you accelerate again it can be jerky and take a second to deliver quicker progress. It doesn't help that the eight-speed automatic transmission can sometimes be a little stuttery. Mazda has clearly been working away with the calibration as it worked better than in previous CX-60s I've driven, though you still need to learn how to drive it. Despite the mild-hybrid intervention, urban fuel consumption in this vehicle still sits around 10L/100km. That's a lot, but you also need to keep in mind that this is a large SUV with a six-cylinder engine. Around town, the CX-70 feels like a big American car. It seems like there is little space left between it and your lane markings either side, and parking can sometimes be a hassle as the long bonnet may hang out of small parking spots. Thankfully, there are front and rear parking sensors, as well as a surround-view camera. The latter is a godsend in a vehicle like this, so it's great that it's standard across the entire CX-70 range. While the CX-70 does feel distinctly American, its chassis isn't overly soft. In fact, it's the opposite. The steering is rather firm, like in many Mazdas, making three-point turns and even driving in tight spaces somewhat of an arm workout, which could become tiresome. The suspension is also on the firmer side, but lumps and bumps are well isolated and not transmitted into the cabin. It's much more serene and comfortable than previous CX-60s I've driven. Out on the open road, this car settles beautifully into high-speed cruising. The car slots into top gear and won't budge unless you want to do a brisk overtake or meet a steep hill. The ride remains compliant and doesn't get too busy or choppy, and the steering makes piloting this large SUV almost smile-inducing. If you solely drive on the highway, the inline-six diesel option might be the better option for you as it has more torque and feels even more effortless at speed, but it's not as sweet as the petrol six when revved out. Horses for courses. Although this car drinks petrol like there's no tomorrow around town, it achieves almost diesel-like fuel economy at higher speeds. There were many times during my time in it that I saw instant fuel consumption readouts of 5.0L/100km at 100-110km/h. On the safety front, the CX-70 Azami is fully loaded. The adaptive cruise control is good at managing a safe distance between you and the car ahead, while not getting overwhelmed and slamming on the brakes when a car travelling slightly slower than you cuts in front. The lane-keep assist is generally good and sometimes gets a bit of a workout in such a wide car. On freeway offramps, however, the system can get confused and try to steer you into a lane that doesn't exist. Many cars struggle with this, even on roads with clearly marked lanes. Then there's the lane centring function, which works in conjunction with adaptive cruise control but is best left for well-marked highways and freeways as the steering inputs were sometimes a little too hands-on for my liking. Lastly, the adaptive LED headlights are bright and great for rural driving, as you can keep your high-beams on for as long as possible. This means you'll be able to spot any obstacles quicker than you would with dipped lights. To see how the Mazda CX-70 lines up against the competition, check out our comparison tool Unlike the CX-90, there are just two trim CX-70 levels available – GT and Azami – though the latter can be had with an optional SP package. Mazda CX-70 GT equipment highlights: Azami adds: SP Package ($3500, Azami) adds: To see how the Mazda CX-70 lines up against the competition, check out our comparison tool The Mazda CX-70 hasn't been crash-tested by ANCAP yet. Standard safety equipment includes: Azami adds: All CX-70 vehicles come with Mazda Connected Services, which allow you to use the MyMazda app to remotely control the locks and lights. Other features in this suite include: To see how the Mazda CX-70 lines up against the competition, check out our comparison tool The Mazda CX-70 is covered by a five-year, unlimited-kilometre warranty. The fourth service, in particular, is expensive at $1349. Ouch… To see how the Mazda CX-70 lines up against the competition, check out our comparison tool The Mazda CX-70 is a beautiful car that truly elevates the Japanese brand in its premium push. It's a proper Audi Q8, BMW X5, Mercedes-Benz GLE, and even Volkswagen Touareg rival on a (relative) budget. This big, plush SUV is likely all the car that anyone will ever need, and then some. The interior in this Azami spec with the optional SP Package, in particular, looks and feels properly special. Minor transmission quibbles aside, the inline petrol six is a gem and so torquey. I'd personally opt for the diesel six as it's even more effortless to drive, but both find a comfortable groove out on the open road. I give Mazda credit for still developing big six-cylinder engines, which are rare now as most automakers downsize to meet stricter emissions targets. But while the CX-70 is great, it also begs the question: Why not just get the CX-90 instead? The boot space is pretty much identical with the first and second row of seats upright, and you also get the added flexibility of having third-row seats. One of the main benefits is that the CX-70 is cheaper than the equivalent CX-90, but the reality is the price difference is only around $3000. It's also worth noting that this car, as tested, costs almost $100,000 drive-away, so it's far from what you'd call cheap. Additionally, at this end of the SUV market, value is arguably less of a factor for many customers, and brand cachet means much more. This is why the German brands have such a strong hold here, even though some of their cars aren't great packages. If you're willing to give a Mazda luxury SUV a try, this one won't disappoint. If you need seven seats, the more expensive CX-90 could be for you. If not, take a CX-70 for a spin and you might be surprised at how European it feels, even if it is aimed at Americans. Interested in buying a Mazda CX-70? Get in touch with one of CarExpert's trusted dealers hereMORE: Everything Mazda CX-70 Content originally sourced from: CX-70 Pros Mazda CX-70 Cons Mazda's SUV lineup has certainly ballooned in the last year or so, and the latest additions round out its more upmarket model based on the Japanese automaker's rear/all-wheel drive Large Product Group platform architecture. The Mazda CX-70 large SUV is a North American-focused vehicle that's essentially a five-seat version of the 'wide-body' CX-90 seven-seater, which has been on sale locally now for two years. The two SUVs share their external footprints, and even their interiors are similar. The main difference is that the CX-70 doesn't have a third row of seating and naturally has a larger boot with all the seats upright. Slotting above the mid-size CX-60 five-seater, which forms the basis of the 'narrow-body' CX-80 seven-seater, the CX-70 is Mazda Australia's flagship two-row SUV. WATCH: Paul's video review of the 2025 Mazda CX-70 G50eAzami The Australian market is unique in getting all four of Mazda 'Large Architecture' SUVs – the CX-60, CX-70, CX-80, and CX-90. In fact, we're the only right-hand drive market to get the CX-70. It's not even available in New Zealand or Japan, where the car is made. Currently, the CX-70 is only offered in two trim levels – GT and Azami. On test here is the top-spec Azami trim with the optional SP Package and the G50e inline six-cylinder petrol engine. With four luxurious SUVs now on sale in Australia, does the Mazda CX-70 firm as the pick? Read along to find out. On test here is the flagship petrol-powered CX-70 Azami variant with optional SP Package, which costs an additional $3500. As tested, this car costs $98,075 drive-away for Victorian buyers. To see how the Mazda CX-70 lines up against the competition, check out our comparison tool There's no denying this car is properly plush inside, especially with the optional SP Package. It rivals the likes of many German luxury brands in terms of presence, equipment and fit and finish. This car feels distinctly American, however, as evidenced by the wide centre tunnel and split centre armrest. As a result, it feels like the front passenger is in a different post code. The suede sections on the dashboard in particular feel special. You're able to do that thing where you rub it in the opposite direction, and it looks different. What can I say? I'm a child at heart. There's also a bucket-load of soft-touch finishes, which further makes the car look and feel more premium, but while you need to look hard to find harder plastics, they do exist. It's easy to hop into this car due to its raised ride height, which is synonymous with crossover SUVs. Once you're in, the driving position is commanding, yet sunken into the car rather than feeling perched within it as with some rivals. The seats are deliciously clad in tan Nappa leather upholstery, though the driver's seat feels a little firm and flat. You can tell it's oriented at the US market, where they typically have larger waistlines. As standard, the seat offers 10 ways of electric adjustment, which is very generous and allows people of all different sizes and statures to dial in their desired seating position. In fact, you can even set up a profile in the car and input your height, and it'll automatically adjust the seat and steering wheel position. I particularly like how much under-thigh support you can dial in. This is great for those with longer legs, like myself. Ahead of the driver, the two-tone steering wheel is beautiful to look at and to hold. The electric steering column adjustment feels fancy for a premium-pushing mainstream car. All the buttons on the steering wheel are logically placed and have a delightfully clicky action that makes them fun to interact with. They also have a satin finish that doesn't attract fingerprints like the ones with glossy piano black buttons. Behind this is a 12.3-inch digital instrument cluster, which is large and bright. However, the user interface is rather dark, and there's lots of unoccupied space, which feels wasteful. It's also a little disappointing that there's minimal configurability. The Germans do instrument clusters much better. On top of the dashboard, there's a bright and clear head-up display that tells you all you need to know at a quick glance. Unlike some head-up displays from other brands, it shows upcoming giveway and stop signs, as well as signposted speed limits. Moving across, there's a large 12.3-inch infotainment system that runs the same Mazda Connect software as other current Mazda models. It's fine, but like the digital instrument cluster, the user interface is dark, and there's heaps of dark space. It just feels like a missed opportunity. To navigate the native user interface, you're forced to use the rotary dial on the centre console. It feels old-school in 2025, but it can allow you to keep a closer eye on the road while navigating menus. However, it does get frustrating while scrolling through lists, for example. As standard, there are wired and wireless forms of Apple CarPlay and Android Auto. With my iPhone 15 Pro Max connected wirelessly, I didn't experience any dropouts whatsoever. You're able to tick an option box on the infotainment system that allows you to utilise touch functionality during smartphone mirroring. It would be great if this was on by default, as navigating CarPlay with the rotary dial can be a big pain. Complementing the wireless smartphone mirroring is a wireless phone charger at the front of the centre console. It's tucked away nicely, though there aren't any bumpers to secure your phone in a specific spot. As a result, my phone would sometimes get hot as the charging coils weren't aligned. I appreciate the physical climate control cluster as it's very easy to change things like the temperature, fan speed, and where the air is blowing. It's a minor thing, but I also liked the fact there are no blank buttons in this flagship Azami model. Up-front storage is adequate, which feels a little like a letdown because this car is big. Highlights include two cupholders, as well as a decently sized centre console box and glovebox. Moving to the second row, the CX-70 continues to shine. Like many Mazda SUVs, the rear doors open to almost 90 degrees, which makes loading kids and stuff in much easier. Once you're in, there is so much space. At a leggy 182cm, I had oodles of room behind my own driving position, plus you can slide and recline the second-row bench to further improve comfort. You could easily go three abreast in this car due to how wide it is, however, middle-seat passengers have to contend with a big transmission hump. Second-row amenities include heated outboard seats, rear air vents with a separate climate zone, USB-C ports, and a fold-down centre armrest with cupholders. Around the back, there's a power tailgate that, naturally, has a hands-free function. This is handy if you need to open the boot with your hands full. I do wish the tailgate itself would open just a tad higher, however, because I almost hit my head on it a few times. Once the tailgate is open, you see the boot is ginormous. The main boot area itself is very large, and underneath the floor panels there are additional underfloor storage cavities. This is handy if you're needing to stow something out of view. Something you'll note in the boot in the third-row cupholders haven't been removed, which means this car really is a CX-90 without the third row. Of course this was easier for Mazda than creating a new cargo compartment design, but on the other hand it seems a bit lazy. Boot-related amenities include a retractable cargo cover, light, 12V socket, and a 150W AC power outlet. There are also bag hooks and buttons to fold down the second-row seats in a 60:40 configuration. This car has a space-saver spare wheel, which is surprising given it is a mild-hybrid. Typically, these kinds of cars have a high-voltage battery pack where the spare wheel normally resides. It's not as good as a full-size spare, but it's still great peace of mind if you frequently do long-distance travel and experience a puncture along the way. To see how the Mazda CX-70 lines up against the competition, check out our comparison tool The CX-70 G50e is powered by a 3.3-litre turbocharged inline six-cylinder petrol engine with 48V mild-hybrid assistance. It's the same tune the CX-90 G50e gets. To see how the Mazda CX-70 lines up against the competition, check out our comparison tool Pressing the starter button on the dash sees the straight-six petrol engine roar to life. Like many Mazdas, it flares the revs up to 2000rpm when cold, then settles into a gruff idle that doesn't go away until the engine warms up. It's something that you learn to love about Mazdas. Setting off, you need to acquaint yourself with the gear selector. It's fairly self-explanatory, but you need to push it across to the left before shifting into drive or reverse. This turbo-petrol inline-six is a sweet unit that's willing to rev to get this circa-2.2-tonne beast moving. In this respect, it reminds me of BMW's architecturally similar B58 engine. There's also plenty of power and torque on tap. Peak torque comes on tap from just 2000rpm, which is handy as the car doesn't need to downshift as often when more acceleration is called upon. There were many moments where I was cruising at around 50km/h, and the car was revving just above idle (~1000rpm) in a high gear, and I could accelerate away without dropping a gear. This is something you'd typically only experience in a torquey diesel-powered car. While this CX-70 is already pretty swift in its default normal mode, flicking into Sport mode makes it a formidable big beast. You'll easily be keeping up or even pulling ahead of traffic at the lights. It just leans back and pulls. Assisting with this effortless urge is a 48V mild-hybrid system. It can help contribute some additional oomph during acceleration and take some load off the engine in other situations. Additionally, the mild-hybrid system allows for a more active engine idle stop/start system. It's seamless for the most part and allows the engine to be switched off for longer, though during our testing the engine would switch back on after 15-20 seconds of being stationary. In all fairness, we did have the air-conditioner cranking. The start/stop system can also activate while you're coasting to a halt or when you've let off the throttle for periods of time. In fact, it will often shut the engine off around 50-60km/h when coasting, especially downhill, but when you accelerate again it can be jerky and take a second to deliver quicker progress. It doesn't help that the eight-speed automatic transmission can sometimes be a little stuttery. Mazda has clearly been working away with the calibration as it worked better than in previous CX-60s I've driven, though you still need to learn how to drive it. Despite the mild-hybrid intervention, urban fuel consumption in this vehicle still sits around 10L/100km. That's a lot, but you also need to keep in mind that this is a large SUV with a six-cylinder engine. Around town, the CX-70 feels like a big American car. It seems like there is little space left between it and your lane markings either side, and parking can sometimes be a hassle as the long bonnet may hang out of small parking spots. Thankfully, there are front and rear parking sensors, as well as a surround-view camera. The latter is a godsend in a vehicle like this, so it's great that it's standard across the entire CX-70 range. While the CX-70 does feel distinctly American, its chassis isn't overly soft. In fact, it's the opposite. The steering is rather firm, like in many Mazdas, making three-point turns and even driving in tight spaces somewhat of an arm workout, which could become tiresome. The suspension is also on the firmer side, but lumps and bumps are well isolated and not transmitted into the cabin. It's much more serene and comfortable than previous CX-60s I've driven. Out on the open road, this car settles beautifully into high-speed cruising. The car slots into top gear and won't budge unless you want to do a brisk overtake or meet a steep hill. The ride remains compliant and doesn't get too busy or choppy, and the steering makes piloting this large SUV almost smile-inducing. If you solely drive on the highway, the inline-six diesel option might be the better option for you as it has more torque and feels even more effortless at speed, but it's not as sweet as the petrol six when revved out. Horses for courses. Although this car drinks petrol like there's no tomorrow around town, it achieves almost diesel-like fuel economy at higher speeds. There were many times during my time in it that I saw instant fuel consumption readouts of 5.0L/100km at 100-110km/h. On the safety front, the CX-70 Azami is fully loaded. The adaptive cruise control is good at managing a safe distance between you and the car ahead, while not getting overwhelmed and slamming on the brakes when a car travelling slightly slower than you cuts in front. The lane-keep assist is generally good and sometimes gets a bit of a workout in such a wide car. On freeway offramps, however, the system can get confused and try to steer you into a lane that doesn't exist. Many cars struggle with this, even on roads with clearly marked lanes. Then there's the lane centring function, which works in conjunction with adaptive cruise control but is best left for well-marked highways and freeways as the steering inputs were sometimes a little too hands-on for my liking. Lastly, the adaptive LED headlights are bright and great for rural driving, as you can keep your high-beams on for as long as possible. This means you'll be able to spot any obstacles quicker than you would with dipped lights. To see how the Mazda CX-70 lines up against the competition, check out our comparison tool Unlike the CX-90, there are just two trim CX-70 levels available – GT and Azami – though the latter can be had with an optional SP package. Mazda CX-70 GT equipment highlights: Azami adds: SP Package ($3500, Azami) adds: To see how the Mazda CX-70 lines up against the competition, check out our comparison tool The Mazda CX-70 hasn't been crash-tested by ANCAP yet. Standard safety equipment includes: Azami adds: All CX-70 vehicles come with Mazda Connected Services, which allow you to use the MyMazda app to remotely control the locks and lights. Other features in this suite include: To see how the Mazda CX-70 lines up against the competition, check out our comparison tool The Mazda CX-70 is covered by a five-year, unlimited-kilometre warranty. The fourth service, in particular, is expensive at $1349. Ouch… To see how the Mazda CX-70 lines up against the competition, check out our comparison tool The Mazda CX-70 is a beautiful car that truly elevates the Japanese brand in its premium push. It's a proper Audi Q8, BMW X5, Mercedes-Benz GLE, and even Volkswagen Touareg rival on a (relative) budget. This big, plush SUV is likely all the car that anyone will ever need, and then some. The interior in this Azami spec with the optional SP Package, in particular, looks and feels properly special. Minor transmission quibbles aside, the inline petrol six is a gem and so torquey. I'd personally opt for the diesel six as it's even more effortless to drive, but both find a comfortable groove out on the open road. I give Mazda credit for still developing big six-cylinder engines, which are rare now as most automakers downsize to meet stricter emissions targets. But while the CX-70 is great, it also begs the question: Why not just get the CX-90 instead? The boot space is pretty much identical with the first and second row of seats upright, and you also get the added flexibility of having third-row seats. One of the main benefits is that the CX-70 is cheaper than the equivalent CX-90, but the reality is the price difference is only around $3000. It's also worth noting that this car, as tested, costs almost $100,000 drive-away, so it's far from what you'd call cheap. Additionally, at this end of the SUV market, value is arguably less of a factor for many customers, and brand cachet means much more. This is why the German brands have such a strong hold here, even though some of their cars aren't great packages. If you're willing to give a Mazda luxury SUV a try, this one won't disappoint. If you need seven seats, the more expensive CX-90 could be for you. If not, take a CX-70 for a spin and you might be surprised at how European it feels, even if it is aimed at Americans. Interested in buying a Mazda CX-70? Get in touch with one of CarExpert's trusted dealers hereMORE: Everything Mazda CX-70 Content originally sourced from: CX-70 Pros Mazda CX-70 Cons Mazda's SUV lineup has certainly ballooned in the last year or so, and the latest additions round out its more upmarket model based on the Japanese automaker's rear/all-wheel drive Large Product Group platform architecture. The Mazda CX-70 large SUV is a North American-focused vehicle that's essentially a five-seat version of the 'wide-body' CX-90 seven-seater, which has been on sale locally now for two years. The two SUVs share their external footprints, and even their interiors are similar. The main difference is that the CX-70 doesn't have a third row of seating and naturally has a larger boot with all the seats upright. Slotting above the mid-size CX-60 five-seater, which forms the basis of the 'narrow-body' CX-80 seven-seater, the CX-70 is Mazda Australia's flagship two-row SUV. WATCH: Paul's video review of the 2025 Mazda CX-70 G50eAzami The Australian market is unique in getting all four of Mazda 'Large Architecture' SUVs – the CX-60, CX-70, CX-80, and CX-90. In fact, we're the only right-hand drive market to get the CX-70. It's not even available in New Zealand or Japan, where the car is made. Currently, the CX-70 is only offered in two trim levels – GT and Azami. On test here is the top-spec Azami trim with the optional SP Package and the G50e inline six-cylinder petrol engine. With four luxurious SUVs now on sale in Australia, does the Mazda CX-70 firm as the pick? Read along to find out. On test here is the flagship petrol-powered CX-70 Azami variant with optional SP Package, which costs an additional $3500. As tested, this car costs $98,075 drive-away for Victorian buyers. To see how the Mazda CX-70 lines up against the competition, check out our comparison tool There's no denying this car is properly plush inside, especially with the optional SP Package. It rivals the likes of many German luxury brands in terms of presence, equipment and fit and finish. This car feels distinctly American, however, as evidenced by the wide centre tunnel and split centre armrest. As a result, it feels like the front passenger is in a different post code. The suede sections on the dashboard in particular feel special. You're able to do that thing where you rub it in the opposite direction, and it looks different. What can I say? I'm a child at heart. There's also a bucket-load of soft-touch finishes, which further makes the car look and feel more premium, but while you need to look hard to find harder plastics, they do exist. It's easy to hop into this car due to its raised ride height, which is synonymous with crossover SUVs. Once you're in, the driving position is commanding, yet sunken into the car rather than feeling perched within it as with some rivals. The seats are deliciously clad in tan Nappa leather upholstery, though the driver's seat feels a little firm and flat. You can tell it's oriented at the US market, where they typically have larger waistlines. As standard, the seat offers 10 ways of electric adjustment, which is very generous and allows people of all different sizes and statures to dial in their desired seating position. In fact, you can even set up a profile in the car and input your height, and it'll automatically adjust the seat and steering wheel position. I particularly like how much under-thigh support you can dial in. This is great for those with longer legs, like myself. Ahead of the driver, the two-tone steering wheel is beautiful to look at and to hold. The electric steering column adjustment feels fancy for a premium-pushing mainstream car. All the buttons on the steering wheel are logically placed and have a delightfully clicky action that makes them fun to interact with. They also have a satin finish that doesn't attract fingerprints like the ones with glossy piano black buttons. Behind this is a 12.3-inch digital instrument cluster, which is large and bright. However, the user interface is rather dark, and there's lots of unoccupied space, which feels wasteful. It's also a little disappointing that there's minimal configurability. The Germans do instrument clusters much better. On top of the dashboard, there's a bright and clear head-up display that tells you all you need to know at a quick glance. Unlike some head-up displays from other brands, it shows upcoming giveway and stop signs, as well as signposted speed limits. Moving across, there's a large 12.3-inch infotainment system that runs the same Mazda Connect software as other current Mazda models. It's fine, but like the digital instrument cluster, the user interface is dark, and there's heaps of dark space. It just feels like a missed opportunity. To navigate the native user interface, you're forced to use the rotary dial on the centre console. It feels old-school in 2025, but it can allow you to keep a closer eye on the road while navigating menus. However, it does get frustrating while scrolling through lists, for example. As standard, there are wired and wireless forms of Apple CarPlay and Android Auto. With my iPhone 15 Pro Max connected wirelessly, I didn't experience any dropouts whatsoever. You're able to tick an option box on the infotainment system that allows you to utilise touch functionality during smartphone mirroring. It would be great if this was on by default, as navigating CarPlay with the rotary dial can be a big pain. Complementing the wireless smartphone mirroring is a wireless phone charger at the front of the centre console. It's tucked away nicely, though there aren't any bumpers to secure your phone in a specific spot. As a result, my phone would sometimes get hot as the charging coils weren't aligned. I appreciate the physical climate control cluster as it's very easy to change things like the temperature, fan speed, and where the air is blowing. It's a minor thing, but I also liked the fact there are no blank buttons in this flagship Azami model. Up-front storage is adequate, which feels a little like a letdown because this car is big. Highlights include two cupholders, as well as a decently sized centre console box and glovebox. Moving to the second row, the CX-70 continues to shine. Like many Mazda SUVs, the rear doors open to almost 90 degrees, which makes loading kids and stuff in much easier. Once you're in, there is so much space. At a leggy 182cm, I had oodles of room behind my own driving position, plus you can slide and recline the second-row bench to further improve comfort. You could easily go three abreast in this car due to how wide it is, however, middle-seat passengers have to contend with a big transmission hump. Second-row amenities include heated outboard seats, rear air vents with a separate climate zone, USB-C ports, and a fold-down centre armrest with cupholders. Around the back, there's a power tailgate that, naturally, has a hands-free function. This is handy if you need to open the boot with your hands full. I do wish the tailgate itself would open just a tad higher, however, because I almost hit my head on it a few times. Once the tailgate is open, you see the boot is ginormous. The main boot area itself is very large, and underneath the floor panels there are additional underfloor storage cavities. This is handy if you're needing to stow something out of view. Something you'll note in the boot in the third-row cupholders haven't been removed, which means this car really is a CX-90 without the third row. Of course this was easier for Mazda than creating a new cargo compartment design, but on the other hand it seems a bit lazy. Boot-related amenities include a retractable cargo cover, light, 12V socket, and a 150W AC power outlet. There are also bag hooks and buttons to fold down the second-row seats in a 60:40 configuration. This car has a space-saver spare wheel, which is surprising given it is a mild-hybrid. Typically, these kinds of cars have a high-voltage battery pack where the spare wheel normally resides. It's not as good as a full-size spare, but it's still great peace of mind if you frequently do long-distance travel and experience a puncture along the way. To see how the Mazda CX-70 lines up against the competition, check out our comparison tool The CX-70 G50e is powered by a 3.3-litre turbocharged inline six-cylinder petrol engine with 48V mild-hybrid assistance. It's the same tune the CX-90 G50e gets. To see how the Mazda CX-70 lines up against the competition, check out our comparison tool Pressing the starter button on the dash sees the straight-six petrol engine roar to life. Like many Mazdas, it flares the revs up to 2000rpm when cold, then settles into a gruff idle that doesn't go away until the engine warms up. It's something that you learn to love about Mazdas. Setting off, you need to acquaint yourself with the gear selector. It's fairly self-explanatory, but you need to push it across to the left before shifting into drive or reverse. This turbo-petrol inline-six is a sweet unit that's willing to rev to get this circa-2.2-tonne beast moving. In this respect, it reminds me of BMW's architecturally similar B58 engine. There's also plenty of power and torque on tap. Peak torque comes on tap from just 2000rpm, which is handy as the car doesn't need to downshift as often when more acceleration is called upon. There were many moments where I was cruising at around 50km/h, and the car was revving just above idle (~1000rpm) in a high gear, and I could accelerate away without dropping a gear. This is something you'd typically only experience in a torquey diesel-powered car. While this CX-70 is already pretty swift in its default normal mode, flicking into Sport mode makes it a formidable big beast. You'll easily be keeping up or even pulling ahead of traffic at the lights. It just leans back and pulls. Assisting with this effortless urge is a 48V mild-hybrid system. It can help contribute some additional oomph during acceleration and take some load off the engine in other situations. Additionally, the mild-hybrid system allows for a more active engine idle stop/start system. It's seamless for the most part and allows the engine to be switched off for longer, though during our testing the engine would switch back on after 15-20 seconds of being stationary. In all fairness, we did have the air-conditioner cranking. The start/stop system can also activate while you're coasting to a halt or when you've let off the throttle for periods of time. In fact, it will often shut the engine off around 50-60km/h when coasting, especially downhill, but when you accelerate again it can be jerky and take a second to deliver quicker progress. It doesn't help that the eight-speed automatic transmission can sometimes be a little stuttery. Mazda has clearly been working away with the calibration as it worked better than in previous CX-60s I've driven, though you still need to learn how to drive it. Despite the mild-hybrid intervention, urban fuel consumption in this vehicle still sits around 10L/100km. That's a lot, but you also need to keep in mind that this is a large SUV with a six-cylinder engine. Around town, the CX-70 feels like a big American car. It seems like there is little space left between it and your lane markings either side, and parking can sometimes be a hassle as the long bonnet may hang out of small parking spots. Thankfully, there are front and rear parking sensors, as well as a surround-view camera. The latter is a godsend in a vehicle like this, so it's great that it's standard across the entire CX-70 range. While the CX-70 does feel distinctly American, its chassis isn't overly soft. In fact, it's the opposite. The steering is rather firm, like in many Mazdas, making three-point turns and even driving in tight spaces somewhat of an arm workout, which could become tiresome. The suspension is also on the firmer side, but lumps and bumps are well isolated and not transmitted into the cabin. It's much more serene and comfortable than previous CX-60s I've driven. Out on the open road, this car settles beautifully into high-speed cruising. The car slots into top gear and won't budge unless you want to do a brisk overtake or meet a steep hill. The ride remains compliant and doesn't get too busy or choppy, and the steering makes piloting this large SUV almost smile-inducing. If you solely drive on the highway, the inline-six diesel option might be the better option for you as it has more torque and feels even more effortless at speed, but it's not as sweet as the petrol six when revved out. Horses for courses. Although this car drinks petrol like there's no tomorrow around town, it achieves almost diesel-like fuel economy at higher speeds. There were many times during my time in it that I saw instant fuel consumption readouts of 5.0L/100km at 100-110km/h. On the safety front, the CX-70 Azami is fully loaded. The adaptive cruise control is good at managing a safe distance between you and the car ahead, while not getting overwhelmed and slamming on the brakes when a car travelling slightly slower than you cuts in front. The lane-keep assist is generally good and sometimes gets a bit of a workout in such a wide car. On freeway offramps, however, the system can get confused and try to steer you into a lane that doesn't exist. Many cars struggle with this, even on roads with clearly marked lanes. Then there's the lane centring function, which works in conjunction with adaptive cruise control but is best left for well-marked highways and freeways as the steering inputs were sometimes a little too hands-on for my liking. Lastly, the adaptive LED headlights are bright and great for rural driving, as you can keep your high-beams on for as long as possible. This means you'll be able to spot any obstacles quicker than you would with dipped lights. To see how the Mazda CX-70 lines up against the competition, check out our comparison tool Unlike the CX-90, there are just two trim CX-70 levels available – GT and Azami – though the latter can be had with an optional SP package. Mazda CX-70 GT equipment highlights: Azami adds: SP Package ($3500, Azami) adds: To see how the Mazda CX-70 lines up against the competition, check out our comparison tool The Mazda CX-70 hasn't been crash-tested by ANCAP yet. Standard safety equipment includes: Azami adds: All CX-70 vehicles come with Mazda Connected Services, which allow you to use the MyMazda app to remotely control the locks and lights. Other features in this suite include: To see how the Mazda CX-70 lines up against the competition, check out our comparison tool The Mazda CX-70 is covered by a five-year, unlimited-kilometre warranty. The fourth service, in particular, is expensive at $1349. Ouch… To see how the Mazda CX-70 lines up against the competition, check out our comparison tool The Mazda CX-70 is a beautiful car that truly elevates the Japanese brand in its premium push. It's a proper Audi Q8, BMW X5, Mercedes-Benz GLE, and even Volkswagen Touareg rival on a (relative) budget. This big, plush SUV is likely all the car that anyone will ever need, and then some. The interior in this Azami spec with the optional SP Package, in particular, looks and feels properly special. Minor transmission quibbles aside, the inline petrol six is a gem and so torquey. I'd personally opt for the diesel six as it's even more effortless to drive, but both find a comfortable groove out on the open road. I give Mazda credit for still developing big six-cylinder engines, which are rare now as most automakers downsize to meet stricter emissions targets. But while the CX-70 is great, it also begs the question: Why not just get the CX-90 instead? The boot space is pretty much identical with the first and second row of seats upright, and you also get the added flexibility of having third-row seats. One of the main benefits is that the CX-70 is cheaper than the equivalent CX-90, but the reality is the price difference is only around $3000. It's also worth noting that this car, as tested, costs almost $100,000 drive-away, so it's far from what you'd call cheap. Additionally, at this end of the SUV market, value is arguably less of a factor for many customers, and brand cachet means much more. This is why the German brands have such a strong hold here, even though some of their cars aren't great packages. If you're willing to give a Mazda luxury SUV a try, this one won't disappoint. If you need seven seats, the more expensive CX-90 could be for you. If not, take a CX-70 for a spin and you might be surprised at how European it feels, even if it is aimed at Americans. Interested in buying a Mazda CX-70? Get in touch with one of CarExpert's trusted dealers hereMORE: Everything Mazda CX-70 Content originally sourced from:
Yahoo
01-04-2025
- Automotive
- Yahoo
Nissan's new Murano gave up the thing I loved most — but finally solved its biggest problem
Nissan completely redesigned the Murano for 2025. I was impressed by the midsize SUV's punchy performance and updated tech. But its new turbo engine and cheap-feeling plastic trim detract from its premium feel. Nissan gave its popular midsize SUV a big refresh for 2025, including upgraded tech and fresh styling inside and out, but its the powertrain updates that stand out more than anything else. The new Murano has a downsized four-cylinder turbo engine and a traditional automatic transmission instead of a continuously variable one, or CVT. I recently spent a week driving the near-luxury Murano in Platinum trim around suburban Atlanta to see how it compares to rivals like the Hyundai Santa Fe or Mazda CX-70. I found the new engine to be peppier — even if it could be loud, but not necessarily any faster — with smooth shifting that helped to keep the driving experience refined. My Tennessee-made test car retails for just over $55,000. The base front-wheel-drive Murano SV starts at $40,470, while my range-topping Murano Platinum AWD starts at $49,600. Freight fees and a handful of accessories and options pushed the as-tested price for my Tennesee-made loaner to $55,030. Bold styling has always been one of Murano's calling cards, which continues to be the case. The Murano, named after the Italian island where handcrafted Venetian glassware is made, is known for its bold, sleek styling. The new version's front end trades the old model's large chrome V-Motion grille for a more subtle version with thin LED running lights on the side of the grille, making up the "V." The long hood and thin headlights at the top of the grille remind me of the Ferrari Daytona grand tourers of the early 1970s. My platinum trim test car came with 21-inch aluminum alloy wheels with ornately designed black aero covers. In the Nissan lineup, the Murano is positioned between the more family-oriented three-row Pathfinder and the full-size Armada, which is also brand new for 2025. The Murano is now powered by Nissan's VC-Turbo engine. From the very beginning, the Murano has been powered by some version of Nissan's award-winning VQ V6 engine paired with a continuously variant transmission. That partnership ends with the new Murano. The sole engine option is now a 2.0-liter, VC-Turbo inline-four-cylinder producing 241 horsepower and 260 lb-ft of torque, 19 fewer horsepower than the outgoing V6 but 20 lb-ft more torque. At the same time, the CVT has been replaced by a traditional 9-speed automatic transmission. The "VC" part of the VC-Turbo moniker refers to Nissan's unique variable compression technology that can vary the compression ratio within the engine from 8:1 under hard acceleration up to 14:1 for more efficient operation while cruising along. My all-wheel-drive test car boasts EPA fuel economy ratings of 21 mpg city, 27 mpg highway, and 23 mpg combined. Overall, the turbo four-cylinder is more efficient in the city but thirstier on the highway than the old V6, while the combined mpg remains identical. On the road, the Murano is peppier to drive but not necessarily faster. Doing away with the Murano's CVT is a classic case of addition by subtraction. Its tendency during hard acceleration to hold the engine at high revs, resulting in prolonged periods of uncomfortable droning noises, compromises the driving experience. Fortunately, the new nine-speed automatic shifts quickly and crisply. So much so that I wish Nissan had paired it with the V6. Although the VC-Turbo engine is a bit rough around the edges compared to the six banger, it delivers strong power, especially lower in the rev range, resulting in a more fulfilling driving experience. Interestingly, the new Murano is about half a second slower from 0 to 60 mph than the 7.3 second-time the old V6 model produced in Motor Trend testing. Nissan put together a luxury-car-worthy interior that fell just short of true excellence. The front dash draws heavily from Nissan's Ariya EV SUV, including one of my favorite pieces of cabin design, the capacitive touch controls embedded into the wood accent piece on the center stack. Overall build and material quality are excellent, with a great mix of materials and smart use of soft leather padding in key touch points. However, a few of the plastic trim pieces, especially the large accent piece immediately below the infotainment screen, felt thin and cheap. The Murano's suite of tech features took a massive step forward. The outgoing Murano's analog gauges and dated eight-inch infotainment screens have been replaced by dual 12.3-inch displays, which look clean and thoroughly modern. Both screens run the latest version of the NissanConnect infotainment system, which features built-in Google software. The system not only looks great but is also easy to navigate. I was a big fan of the integrated Google Maps function in the digital instrument display. The Murano's Intelligent Around View Monitor 360-degree camera system also worked well. Its new invisible hood view feature, which allows the driver to see through the front of the vehicle, proved to be really helpful in navigating tight spaces. The Platinum trim's quilted blue leather seats look amazing and were incredibly comfortable. Nissan says the "zero graity" seats are engineered to reduce stress on the driver's bones and joints by encouraging the occupant to hold a neutral body position like a person in a weightless environment. The heated rear bench seat offered a solid 36 inches legroom. For the first time, the Murano's rear cabin also has Zero Gravity seats. Open the motion-activated liftgate, and you'll find a generous 33 cubic feet of cargo space behind the rear seats. Fold the rear seats down to expand cargo capacity to 63.5 cubic feet. There's also a bit of additional storage under the cargo floor where the spare tire and Bose subwoofer are located. My Verdict: The Nissan Murano is an excellent, stylish, near-luxury SUV with much-improved tech and peppy acceleration. The more things change, the more they stay the same with the Nissan Murano. Despite a complete redesign, an all-new drivetrain, and an updated suite of tech features, the overall Murano experience remains consistent. It's still smooth and refined with a luxurious cabin and looks that stand out from the crowd. So, if you loved the old Murano, you're definitely going to like this new one. Read the original article on Business Insider
Yahoo
11-03-2025
- Automotive
- Yahoo
U.S. News Unveils the 2025 Best Cars for Families
The Mazda CX-70, Kia EV9 and Jeep Wagoneer L each capture first-time wins. WASHINGTON, March 11, 2025 /PRNewswire/ — U.S. News & World Report, the global authority in rankings and consumer advice, today announced its 2025 Best Cars for Families awards. U.S. News evaluated 100 vehicles and named winners across nine categories. "When it comes to shopping for the right car, those with families have an array of considerations that will play a vital role in their decision-making," said Alex Kwanten, U.S. News managing editor, Autos. "Whether a family's needs call for a midsize sedan, a large three-row SUV or something in between, the 2025 Best Cars for Families offer something for everyone. The awards recognize new models from nine automotive segments, and each winner offers an outstanding blend of space, safety, reliability, convenience and connectivity." Honda and Kia tied for the most awards this year, with two each. A standout for its combination of comfort, fuel efficiency, solid safety tech and family-friendly features, the Toyota Highlander Hybrid was awarded the Best Hybrid SUV for Families for the sixth-consecutive year and the 12th time overall. Also continuing winning streaks, the Hyundai Tucson is the Best Compact SUV for Families for the fourth time, while the Chrysler Pacifica is the Best Minivan for Families for the second consecutive year. Both of the winning Honda vehicles took home trophies in their respective categories for the first time since 2022. The Honda Accord captured Best Midsize Car for Families, while high marks in safety and fuel efficiency helped the Honda Accord Hybrid win the Best Hybrid Car for Families honor. Among Kia's wins, the Kia Telluride secured its sixth consecutive Best 3-Row Midsize SUV for Families award. A first-time winner, the three-row Kia EV9 SUV was recognized as Best Electric Vehicle for Families due in part to its spacious, comfortable and nicely equipped cabin. Other first-time winners include the Jeep Wagoneer L for Best Large SUV for Families and the Mazda CX-70 for Best 2-Row Midsize SUV for Families. The Wagoneer L, a stretched version of the standard Wagoneer, boasts a vast amount of room for people and cargo, while the CX-70 has strong fuel economy, a high-end interior and excellent safety scores. Winner Category 2025 Mazda CX-70 Best 2-Row Midsize SUV for Families 2025 Kia Telluride Best 3-Row Midsize SUV for Families 2025 Hyundai Tucson Best Compact SUV for Families 2025 Honda Accord Hybrid Best Hybrid Car for Families 2025 Toyota Highlander Hybrid Best Hybrid SUV for Families 2025 Kia EV9 Best Electric Vehicle for Families 2025 Jeep Wagoneer L Best Large SUV for Families 2025 Honda Accord Best Midsize Car for Families 2025 Chrysler Pacifica Best Minivan for Families The 2025 Best Cars for Families award criteria looks at each vehicle's overall rating from the U.S. News Best Car Rankings to determine quality, incorporating elements like safety data, predicted reliability ratings, passenger and cargo space and the consensus opinion of the automotive press. The award methodology also considers the availability of family-friendly features such as in-car wireless internet, teen driver controls, automatic emergency braking, rear cross-traffic alert and hands-free cargo area access. The winners were selected based on the highest composite score in each of the nine vehicle categories. Read more about our methodology here. For more information on the Best Cars for Families awards, explore Instagram, TikTok, X (formerly Twitter) and Facebook using #BestCars. About U.S. News Best Cars Since 2007, U.S. News Best Cars, the automotive channel of U.S. News & World Report, has published rankings and reviews of the majority of new vehicles sold in America. Each year, U.S. News also publishes the Best Cars Awards, including Best Vehicle Brands, Best Cars for the Money and Best Cars for Families. U.S. News Best Cars supports car shoppers throughout the entire car buying journey, offering industry-leading advice for researching cars and finding cars for sale, as well as its U.S. News Best Price Program. About U.S. News & World Report U.S. News & World Report is the global leader for journalism that empowers consumers, citizens, business leaders and policy officials to make confident decisions in all aspects of their lives and communities. A multifaceted media company, U.S. News provides unbiased rankings, independent reporting and analysis, and consumer advice to millions of people on each month. A pillar in Washington for more than 90 years, U.S. News is the trusted home for in-depth and exclusive insights on education, health, politics, the economy, personal finance, travel, automobiles, real estate, careers and consumer products and services. View original content to download multimedia: SOURCE U.S. News & World Report, L.P.
Associated Press
11-03-2025
- Automotive
- Associated Press
U.S. News Unveils the 2025 Best Cars for Families
The Mazda CX-70, Kia EV9 and Jeep Wagoneer L each capture first-time wins. WASHINGTON, March 11, 2025 /PRNewswire/ -- U.S. News & World Report, the global authority in rankings and consumer advice, today announced its 2025 Best Cars for Families awards. U.S. News evaluated 100 vehicles and named winners across nine categories. 'When it comes to shopping for the right car, those with families have an array of considerations that will play a vital role in their decision-making,' said Alex Kwanten, U.S. News managing editor, Autos. 'Whether a family's needs call for a midsize sedan, a large three-row SUV or something in between, the 2025 Best Cars for Families offer something for everyone. The awards recognize new models from nine automotive segments, and each winner offers an outstanding blend of space, safety, reliability, convenience and connectivity.' Honda and Kia tied for the most awards this year, with two each. A standout for its combination of comfort, fuel efficiency, solid safety tech and family-friendly features, the Toyota Highlander Hybrid was awarded the Best Hybrid SUV for Families for the sixth-consecutive year and the 12th time overall. Also continuing winning streaks, the Hyundai Tucson is the Best Compact SUV for Families for the fourth time, while the Chrysler Pacifica is the Best Minivan for Families for the second consecutive year. Both of the winning Honda vehicles took home trophies in their respective categories for the first time since 2022. The Honda Accord captured Best Midsize Car for Families, while high marks in safety and fuel efficiency helped the Honda Accord Hybrid win the Best Hybrid Car for Families honor. Among Kia's wins, the Kia Telluride secured its sixth consecutive Best 3-Row Midsize SUV for Families award. A first-time winner, the three-row Kia EV9 SUV was recognized as Best Electric Vehicle for Families due in part to its spacious, comfortable and nicely equipped cabin. Other first-time winners include the Jeep Wagoneer L for Best Large SUV for Families and the Mazda CX-70 for Best 2-Row Midsize SUV for Families. The Wagoneer L, a stretched version of the standard Wagoneer, boasts a vast amount of room for people and cargo, while the CX-70 has strong fuel economy, a high-end interior and excellent safety scores. The 2025 Best Cars for Families award criteria looks at each vehicle's overall rating from the U.S. News Best Car Rankings to determine quality, incorporating elements like safety data, predicted reliability ratings, passenger and cargo space and the consensus opinion of the automotive press. The award methodology also considers the availability of family-friendly features such as in-car wireless internet, teen driver controls, automatic emergency braking, rear cross-traffic alert and hands-free cargo area access. The winners were selected based on the highest composite score in each of the nine vehicle categories. Read more about our methodology here. For more information on the Best Cars for Families awards, explore Instagram, TikTok, X (formerly Twitter) and Facebook using #BestCars. About U.S. News Best Cars Since 2007, U.S. News Best Cars, the automotive channel of U.S. News & World Report, has published rankings and reviews of the majority of new vehicles sold in America. Each year, U.S. News also publishes the Best Cars Awards, including Best Vehicle Brands, Best Cars for the Money and Best Cars for Families. U.S. News Best Cars supports car shoppers throughout the entire car buying journey, offering industry-leading advice for researching cars and finding cars for sale, as well as its U.S. News Best Price Program. each month. A pillar in Washington for more than 90 years, U.S. News is the trusted home for in-depth and exclusive insights on education, health, politics, the economy, personal finance, travel, automobiles, real estate, careers and consumer products and services.
Yahoo
11-03-2025
- Automotive
- Yahoo
U.S. News Unveils the 2025 Best Cars for Families
The Mazda CX-70, Kia EV9 and Jeep Wagoneer L each capture first-time wins. WASHINGTON, March 11, 2025 /PRNewswire/ -- U.S. News & World Report, the global authority in rankings and consumer advice, today announced its 2025 Best Cars for Families awards. U.S. News evaluated 100 vehicles and named winners across nine categories. "When it comes to shopping for the right car, those with families have an array of considerations that will play a vital role in their decision-making," said Alex Kwanten, U.S. News managing editor, Autos. "Whether a family's needs call for a midsize sedan, a large three-row SUV or something in between, the 2025 Best Cars for Families offer something for everyone. The awards recognize new models from nine automotive segments, and each winner offers an outstanding blend of space, safety, reliability, convenience and connectivity." Honda and Kia tied for the most awards this year, with two each. A standout for its combination of comfort, fuel efficiency, solid safety tech and family-friendly features, the Toyota Highlander Hybrid was awarded the Best Hybrid SUV for Families for the sixth-consecutive year and the 12th time overall. Also continuing winning streaks, the Hyundai Tucson is the Best Compact SUV for Families for the fourth time, while the Chrysler Pacifica is the Best Minivan for Families for the second consecutive year. Both of the winning Honda vehicles took home trophies in their respective categories for the first time since 2022. The Honda Accord captured Best Midsize Car for Families, while high marks in safety and fuel efficiency helped the Honda Accord Hybrid win the Best Hybrid Car for Families honor. Among Kia's wins, the Kia Telluride secured its sixth consecutive Best 3-Row Midsize SUV for Families award. A first-time winner, the three-row Kia EV9 SUV was recognized as Best Electric Vehicle for Families due in part to its spacious, comfortable and nicely equipped cabin. Other first-time winners include the Jeep Wagoneer L for Best Large SUV for Families and the Mazda CX-70 for Best 2-Row Midsize SUV for Families. The Wagoneer L, a stretched version of the standard Wagoneer, boasts a vast amount of room for people and cargo, while the CX-70 has strong fuel economy, a high-end interior and excellent safety scores. Winner Category 2025 Mazda CX-70 Best 2-Row Midsize SUV for Families 2025 Kia Telluride Best 3-Row Midsize SUV for Families 2025 Hyundai Tucson Best Compact SUV for Families 2025 Honda Accord Hybrid Best Hybrid Car for Families 2025 Toyota Highlander Hybrid Best Hybrid SUV for Families 2025 Kia EV9 Best Electric Vehicle for Families 2025 Jeep Wagoneer L Best Large SUV for Families 2025 Honda Accord Best Midsize Car for Families 2025 Chrysler Pacifica Best Minivan for Families The 2025 Best Cars for Families award criteria looks at each vehicle's overall rating from the U.S. News Best Car Rankings to determine quality, incorporating elements like safety data, predicted reliability ratings, passenger and cargo space and the consensus opinion of the automotive press. The award methodology also considers the availability of family-friendly features such as in-car wireless internet, teen driver controls, automatic emergency braking, rear cross-traffic alert and hands-free cargo area access. The winners were selected based on the highest composite score in each of the nine vehicle categories. Read more about our methodology here. For more information on the Best Cars for Families awards, explore Instagram, TikTok, X (formerly Twitter) and Facebook using #BestCars. About U.S. News Best CarsSince 2007, U.S. News Best Cars, the automotive channel of U.S. News & World Report, has published rankings and reviews of the majority of new vehicles sold in America. Each year, U.S. News also publishes the Best Cars Awards, including Best Vehicle Brands, Best Cars for the Money and Best Cars for Families. U.S. News Best Cars supports car shoppers throughout the entire car buying journey, offering industry-leading advice for researching cars and finding cars for sale, as well as its U.S. News Best Price Program. About U.S. News & World ReportU.S. News & World Report is the global leader for journalism that empowers consumers, citizens, business leaders and policy officials to make confident decisions in all aspects of their lives and communities. A multifaceted media company, U.S. News provides unbiased rankings, independent reporting and analysis, and consumer advice to millions of people on each month. A pillar in Washington for more than 90 years, U.S. News is the trusted home for in-depth and exclusive insights on education, health, politics, the economy, personal finance, travel, automobiles, real estate, careers and consumer products and services. View original content to download multimedia: SOURCE U.S. News & World Report, L.P.
