Fast Facts | 2026 Mazda CX-70 Turbo S Premium Plus
⚙️ Output: 340 horsepower and 369 lb-ft from a turbo 3.3-liter inline-six with mild-hybrid assist
⛽ Efficiency: EPA-estimated 25 mpg combined (23 mpg observed in testing)
🧰 Tech: 12.3-inch touchscreen, head-up display, wireless charging pad, wireless CarPlay and Android Auto
🛞 Drivetrain: All-wheel drive with an eight-speed automatic and configurable drive modes
💰 As-Tested MSRP: $58,795 including destination
🛋️ Cabin Highlight: Nappa leather and upscale finishes that punch above the price
A Luxury-Lite SUV With Real Personality
Straddling the fence between mainstream and luxury is no easy task for an automaker. For a vehicle to be luxurious, then it must be loaded with upscale materials and deliver a quiet, refined experience. But you can't price yourself into Lexus or Mercedes territory.
Mazda has figured out how to pull it off. The brand dresses up its vehicles with snazzy, Euro-style looks and, especially toward the top of its trim level hierarchy, high-end touches. The 2026 Mazda CX-70 3.3 Turbo S Premium Plus that I drove is as well-equipped as its mouthful of a name suggests, and in most respects it seems to fulfill its near-luxury mission. Here’s what I found.
For Small Families or Empty Nesters
Mazda sells two large SUVs: the CX-70 tested here and the CX-90. The two are essentially identical, except for one (or is it two?) notable difference: the CX-70 seats five passengers in two rows, while the CX-90 adds a pair of third-row seats. Mazda asks $700 more for a CX-90 than for an equivalent CX-70. That works out to $350 per seat, which is actually quite a deal if you need the extra capacity.
The CX-70 lineup is broad, starting at an MSRP of $43,780 for the base 3.3 Turbo Preferred trim. Spend another $10,000 or so and you’ll work your way up to the 3.3 Turbo S Premium Plus; in addition to more features, you'll get a healthy power bump. Base models pack a turbocharged 3.3-liter inline-six engine (with mild-hybrid tech) that delivers a somewhat modest 280 horsepower and 332 pound-feet of torque. Add the S, and Mazda ups the ante to 340 horsepower and 369 lb-ft of torque — with the notable caveat that the base engine runs on cheaper regular unleaded, while you’ll need premium fuel to unlock all 340 ponies in S guise.
There’s also a plug-in hybrid version of the CX-70 with a $45,780 MSRP. It has 323 horsepower and can go an EPA test-estimated 26 miles on all-electric power before the gas engine kicks on. The non-plug versions of the CX-70 are both rated at 25 mpg combined.
If you want to compare trims and pricing across near-luxury SUVs fast, start with the GreenCars Buyer’s Guide ➜
The CX-70 puts power to all four wheels through an eight-speed automatic transmission. Though there’s an Off-Road mode, the CX-70 isn't built for more than the occasional dirt road. It sits low and rides on wheels as big as 21 inches in diameter.
In top S Premium Plus trim, $58,795 MSRP, the CX-70 is loaded with soft nappa leather upholstery with synthetic suede accents, ambient lighting, and puddle lamps that project a Mazda logo onto the ground when you open the front door at night.
That said, you can get much of its goodness by sticking with the $3,400 cheaper S Premium trim, which still has a gigantic moonroof, heated and cooled front seats, leather trim, a head-up display, a 12.3-inch touchscreen, wireless Apple CarPlay and Android Auto, Amazon Alexa compatibility, and a dozen Bose speakers. It’s fairly lavish, especially with soft-touch, low-sheen surfaces that would be appropriate in a Mercedes-Benz or BMW.
Tech-wise, the CX-70 is a mixed bag. The touchscreen is bright and crisp, if a bit of a stretch to reach. The control knob and buttons on the center console are more convenient, though you’ll do plenty of spinning and clicking through menus just to change your radio presets. Once configured, you won’t have to dig too deep into menus again. Also, Alexa seemed overly eager to interpret things that sounded like, “Hey, Alexa!”
Does It Need to Be Sporty?
Mazda has a deserved reputation for nimble handling — the company likes to say that its zippy, mere 2,400-pound MX-5 Miata sports car inspires the rest of its lineup. Translating sportiness into a nearly 4,900-pound SUV is a tricky task.
The CX-70 has a fairly taut ride, though even with 21-inch wheels it won't crash hard over bumps. If you live where potholes are the norm, consider 20-inch wheels that add a bit more sidewall.
Steering is light at low speeds, but quite precise for such a large vehicle. That helps the CX-70 feel nimble on curvy roads or in tight parking lots. It leans into corners when hustled, but has a more confident feel than most of its rivals.
Then again, the CX-70 doesn’t have to be sporty. At speed, it lets in just a little road and wind noise and tracks exceptionally well. Engage its driver-assist tech and it'll nudge itself toward the center of a lane, so long as your hands remain on the steering wheel. There’s no hands-off tech here.
Unfortunately, the six-cylinder engine makes plenty of underhood rumble, and you’ll hear every bit of it inside. Crank up the Bose audio system and the engine fades to the background, though that can’t mask the occasionally confused low-speed shifting. Pulling away from a stop sometimes induces some head toss as the eight-speed automatic decides between first, second, or third gear. It’s better at speed, where it won't hesitate to downshift for zippy passing. Car and Driver says it’ll hit 60 mph from a stop in a hair over six seconds.
Given its heft, the CX-70 is reasonably fuel-efficient. My test vehicle was rated at an EPA-estimated 25 mpg combined, and I saw just a bit below that in mostly city driving.
I didn’t have the opportunity to tow with my test CX-70, which is rated at up to 5,000 pounds.
Form Above Function Inside
Inside, the CX-70 is gorgeous; it’s an art statement, leaving many competitors feeling utilitarian by comparison. It’s particularly lovely in the warm nutmeg hue exclusively available at the top of the range.
Mazda grouped most controls into two places: a wide swath of nearly identical buttons for the climate control system and the infotainment knob just behind the gear lever. As a result, the cabin has a sparse but elegant feel, like a high-end hotel room.
The front seats have a decent amount of adjustment, but they’re somewhat hard and light on support. Rear-seat riders have 39.4 inches of legroom, and the bench can move fore and aft in two different sections at the tug of an under-knee lever. In reality, the CX-70 lacks the stretch-out space of nearly every competitor. Behind the rear seats, there's 39.6 cubic feet of cargo room, expanding to 75.3 cubes with the second row folded. These figures are more like compact crossover SUV measurements than those for a large vehicle like the CX-70.
The CX-70 mirrors luxury brands with nice materials and daring design. Roominess isn’t necessarily those models’ top priority. Viewed as a luxury SUV rival, the CX-70 scores quite well, all with a price tag that suddenly seems quite reasonable.
💎 Upscale Alternatives to Compare
2024 Mazda CX-90 Plug-In Hybrid Road Test
A direct family-tree comparison if you want more space and plug-in capability instead of two-row style
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2025 BMW X5 Midsize Luxury SUV
A true luxury benchmark for refinement, space, and power if you’re considering spending more
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2025 Lexus RX F Sport Review
A premium two-row alternative that leans comfort-first with a more traditional luxury brand feel
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