2026 MAZDA CX-70

Launched in 2025 to go toe to toe with luxury midsize SUVs, the CX-70 steers into the premium class even more in 2026. Standard features now include a heated steering wheel as well as heated and ventilated front seats. Mazda swapped out larger 21-inch wheels for 19-inch wheels on the 2026 CX-70 plug-in hybrid (PHEV), boosting its all-electric range from 26 miles to 32 miles this year. Good handling and a refined interior belie the SUV’s sometimes indecisive transmission at low speeds. The stylish 5-seat SUV competes with 2-row midsize SUVs like the Honda Passport and Jeep Grand Cherokee, and even luxury models such as the Volvo XC60 and Audi Q8.

We’ve logged hundreds of hours driving and evaluating this generation of midsize SUVs, including the Mazda CX-70.

Sold in seven trims and three engine options, including the CX-70 PHEV version, the 2026 CX-70 carves out a competitive space in the premium segment. With standard all-wheel drive (AWD) and a starting price of $43,780 for the Turbo Preferred, it’s at least $7,000 cheaper than the Volvo XC60 and Lincoln Nautilus, but $2,000 more than the Jeep Grand Cherokee. It’s a relative value, especially when considering the Honda Passport costs more than $46,000.

The CX-70 PHEV SC starts at $45,780, but, oddly, it’s not as well-equipped as the base CX-70 Turbo Preferred. The $48,780 PHEV SC Plus matches up with the Turbo Preferred trimmings, so it’s $5,000 more for a similarly-equipped CX-70 PHEV.

Before buying a Mazda CX-70, check the Kelley Blue Book Fair Purchase Price to know what you should really pay. Recouping more money when selling a vehicle can mean a bigger down payment and lower monthly payments on the next one.

The first thing to note is that all output figures are based on Mazda’s recommendation of using premium fuel on all three powertrain types.

We tested the more potent of the two turbocharged 3.3-liter inline-6 engines, which both use a 48-volt mild-hybrid system to assist off-the-line acceleration and to help power electronics. The 340-horsepower Turbo S models outperform the 280-hp Turbo models, but they also cost several thousand dollars more. The Turbo S hits 60 mph in the mid-6-second range, and shoppers paying for that impressive performance are advised to keep it in Sport mode. We’ve found that the 8-speed automatic transmission can be a bit twitchy when you’re on and off the throttle in Auto mode. If you lay off approaching a turn, the transmission takes a beat to respond when you get back on it. This can be the case in passing moves as well. Flick the Sport toggle and it responds more alertly.

CX-70 PHEV Driving Impressions

Mazda refined the balance between electric and gas power in the CX-70 PHEV, which uses a smaller 2.5-liter 4-cylinder engine and a large electric motor to generate 323 hp. It’s quick off the line for its size thanks to the electric boost, and otherwise it reflects the driver’s inputs. If you’re smooth or easy on the throttle, it feels smooth. If you jab your foot or are more erratic, it responds in kind, as if scolding you.

Sized the same as the 3-row CX-90, the CX-70 can’t escape physics. The handling might not feel as deft as the CX-5 or CX-30, Mazda’s smaller SUVs, but it feels more planted when pushed than other midsize SUVs. The CX-70 PHEV now rides on 19- instead of 21-inch wheels, which softens the ride quality and increases the electric range from 26 to 32 miles. It’s possible to complete most around-town errands without using gas. The CX-70 benefits from another Mazda trademark with well-weighted steering that’s neither too light nor too resistant.

In everyday driving, the ride quality delivers on its premium promise, with good isolation from road and wind noise unless pushed, and the engine groans before the transmission placates it.

Overall, it’s pleasant to drive and won’t make the ‘rents yearn too much for a weekend away from the kids in the Miata roadster.

Like the exterior, the interior of the CX-70 leans into an uncluttered, spartan dash covered in premium materials, such as standard leather upholstery. Metallic trim contrasts soft-touch dash materials, and it’s not overwhelmed by massive screens.

One knock on the CX-70 and Mazda in general is its insistence on a console-mounted controller dial to control the 12.3-inch display screen interface. That is, unless you tap into wireless Apple CarPlay and Android Auto, which turns the screen into a touchscreen. If you default to the smartphone interface, it’s fine. If you don’t, just set your favorite stations and get used to voice commands.

Stylish exterior: Mazda seems to buck the boxy trend of big, burly SUV proportions. The CX-70 embraces elegant curves, smooth body sides, round wheel arches, and a nice smattering of black accents. It looks stately and refined, which is an alluring counter to beefier SUVs.

Great standard features: In addition to standard AWD, every CX-70 has a sunroof, heated and ventilated front seats wrapped in leather upholstery, power front seats, a heated steering wheel, and heated rear seats, power-folding rear seats, and a power tailgate. Add the wealth of standard driver-assist features, and that amounts to an exceptional value, even if cross-shopping luxury vehicles.

Large cargo area: Because the CX-70 lacks a third row, it has tons of cargo space instead. With the rear seats power-folded down, there’s 75.3 cubic feet of space, which nearly tops the class behind the Honda Passport (83.8 cubic feet). The CX-70 PHEV has the same roominess and specs. With passengers seated in the second row, there’s nearly 40 cubic feet of space in back, with a sub-floor storage unit to hide charge cables or valuables. It’s big enough for a family of four to take a road trip without needing a roof rack. It’s worth noting that the rear seats not only slide and recline to optimize comfort, but they offer up nearly 40 inches of legroom, so it’s easy to stay comfy in back.