2026 Mazda CX-70 Turbo Premium Plus – Review by David Colman

Everything about the latest CX-70 Mazda looks first class,
except the price.

David Colman

Photos and Story by David Colman
Special Correspondent
THE AUTO CHANNEL

Climbing into its luscious Red Nappa Leather interior, I was dumbfounded when I checked the bottom line of the Monroney (window) sticker. I expected mid-$60K range. Even a low $70K number wouldn't have seemed out of line. But this Mazda's out-the-door tag read $51,795. I'm usually not more than a couple of grand off when predicting window stickers before I see them. But this one had me flummoxed from the get-go. An MSRP of $49,570? You're kidding me, right?

The sea of red leather goes a long way toward assuaging any reservations you might have about investing fifty grand in this Mazda. Diligently stitched with contrasting black thread, the deep red front buckets and matching rear bench afford spacious and gracious living for 5 adults. The CX-70 is identical to the CX-90 save for the lack of a third seating row. So if you anticipate toting the whole soccer team, go for the CX-90. If space for five will suffice, pass on the 90 and opt for the 70. Both models offer identical price points ranging from entry level ("Preferred" in Mazda-speak) to all the bells and whistles (AKA "Premium Plus"). If you want that red leather, select the Premium Plus model, which also adds 21-inch alloy rims, hands-free tailgate, panoramic sunroof, digital gauge cluster, 12-speaker Bose stereo, and head-up information display.

In addition to trim level, the CX-70 is also offered with your choice of powerplant. The all-alloy 3.3-liter, inline 6-cylinder turbo makes noise like a sweet Jaguar six. Augmented by a mild hybrid boost this engine provides enough surge to crack the 0-60mph run in 7 seconds flat. If you need more speed, opt for the uprated 340hp turbo, which vaults the 4,849lb. CX-70 to 60mph in just 5.9 seconds. Even the less powerful engine makes 332lb.-ft. of torque. Note that for 2026, Premium and Premium Plus versions receive a new Towing Drive Mode that allows you to tailor your CX-70's performance to trailering requirements. The CX-70 is good for 5,000 pounds of trailer weight, and provides a trailer hitch view camera as part of the Premium Plus 360-degree view monitor.

You'll enjoy putting the CX-70's "Sport" Drive Mode to use, since it has a marked impact on both handling and engine performance. I did a hot lap of the California coast, a curvaceous run of 20 miles in each direction. The out run was done in "Normal" Drive Mode. The steering felt surprisingly nimble with the kind of excellent feedback we've come to expect from all Mazda products. Throttle response was also direct and compelling, and the big chassis never felt like it was going to run out of road before I ran out of talent. But the real eye opener was the return lap when I switched to Sport Drive Mode. That's when the CX-70 really came to life. Assisting in the endeavor was a set of Toyo Open Country A50 M+ S radials (275/45R21) with a helpfully sticky treadwear rating of TW 300. Most manufacturers offering Sport Drive Mode change the lighting of the tach and speedo to red and call it a day. For them, Sport Modes are suggestive rather than operational. Not so with this big Mazda. In addition to the obligatory red instrument halo, CX-70 style Sport Mode really did tighten steering response, stiffen shock absorber jounce and rebound, and best of all, dropped a few baffles in the exhaust system, which enabled that Jag-like straight six to sing an aria worthy of an XKE. Lots of unanticipated extra fun, all available at the press of the MI-DRIVE selection switch.

So the Kinematic Posture Control seats are sweet, and the engine comes alive in Sport Mode. But since you're not buying a sports car here, be advised that the CX-70 offers enormous storage space inside the cabin. Unlike the CX-90, the CX-70 has no third row bench to complicate storage. Consequently, the CX-70 offers a huge flat loading platform that will pack 40 cubic feet behind the second row, and 75 cubic feet when the second row seats are flattened. If you're planning on moving stuff, you'll want to own this Mazda.

There are also a couple of reasons why you might not want to own the CX-70. The first problem lies in the design of the shift lever for the 8-speed automatic transmission. Instead of utilizing the tried-and-true PRND shift pattern, Mazda rearranged the conventional order by placing PARK over to the left, in a gate of its own. This requires an annoying jog forward and left to secure PARK. Starting the car demands a reverse jog maneuver to disengage PARK and locate DRIVE. The whole charade is unnecessary, confusing and further impeded by the lever's balky reluctance to glide from the PARK gate to the DRIVE gate. The second drawback is the overly complicated infotainment delivery system. I test drive at least 4 different Mazda products every year, and after a decade of experience, I still don't understand the operation of their dial-and-slide pinwheel. But if you can ignore those two nuisances, the CX-70 makes a great driving SUV.

2026 MAZDA CX-70 3.3 TURBO PREMIUM PLUS

• ENGINE: 3.3 liter inline-6, turbocharged and intercooled, DOHC 24-valve
• HORSEPOWER: 280hp@5000rpm
• TORQUE: 332lb.-ft.@2000rpm
• FUEL CONSUMPTION: 24MPG City/28MPG Highway
• PRICE AS TESTED: $51,795

HYPES: Lots of Luxe for the Bucks

GRIPES: Bizarre Shift Pattern

STAR RATING: 9 Stars out of 10

©2025 David E Colman