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Mazda CX-70 | Places and a few kilos less

Let's call a spade a spade. The CX-70 is – let’s cut it short here – a CX-90 with two rows of seats instead of three. This formula, a little complicated, should please, assure Mazda strategists, but we remain deeply skeptical. Especially since the latest addition has in no way erased the flaws of the model from which it so closely derives.

The CX-70 was expected last fall, a few months after the release of the CX-90. To explain this “delivery” delay, the managers of the Japanese brand cite the success so far achieved by the CX-90. This shares its assembly line with the CX-70.

We knew from the start that the CX-70 was going to be less versatile than the CX-90. Little did we know at the time that this was going to be the main difference between these two models. They occupy the same space on the street. Therefore, we wonder what new this CX-70 brings. Needless to say, we are left hungry.

The interior is just as original as that of the CX-90 and, as always, dressed to the nines. The driving position is excellent and Mazda has a good idea of ​​minimizing distractions. Here, you navigate the infotainment screen using a wheel and not your fingertips. The rear seats are spacious and the trunk is just as spacious. We only regret that the backrests do not fall perfectly flat when folded.

  • The Mazda CX-70

    PHOTO PROVIDED BY MAZDA

    The Mazda CX-70

  • The dashboard of the Mazda CX-70

    PHOTO PROVIDED BY MAZDA

    The dashboard of the Mazda CX-70

  • The Mazda CX-70

    PHOTO PROVIDED BY MAZDA

    The Mazda CX-70

  • The interior of the Mazda CX-70

    PHOTO PROVIDED BY MAZDA

    The interior of the Mazda CX-70

  • The Mazda CX-70

    PHOTO PROVIDED BY MAZDA

    The Mazda CX-70

1/5

Let's start with the hybrid engine, which combines a 2.5L four-cylinder engine with an electric power unit. This mechanism developed internally – read without the contribution of Toyota, its minority shareholder – has already begun a career aboard the CX-90. This is powered by a 17.8 kWh battery capable of giving it a presumed range of… 42 km. This is very little, but still eligible for government subsidies. That said, this thruster remains rather noisy under heavy loads and does not break any consumption records, far from it (see technical sheet). The only consolation is CO emissions.2 are significantly lower than those of the other proposed mechanics. You still have to make sure to refuel the battery on a regular basis. In this regard, the CX-70 requires a little over an hour at a level 2 terminal to refuel (20%-80%).

Mazda combines this hybrid powertrain with an automatic transmission lacking a torque converter. With eight gears, this transmission, entirely designed by Mazda, remains insufficiently developed. This is especially noticeable in the downshift phases where this gearbox shows an unpleasant dryness.

This irritation is also felt with the other engine, an in-line six-cylinder supercharged by turbocharger. That said, this 3.3 L demonstrates frugality thanks to the presence of a microhybridization system. A small electric motor (a 48 V battery recovers energy during deceleration) helps smooth out revs and helps to contain the quantity of fuel consumed. However, emissions remain considerable. We like the smoothness of this engine as much as its ability to tow an even more substantial load than the 2.5 L hybrid. The high output version (HO for High Output) is by far the most characterful, but to get the best out of it, it is important to fill it with Super gasoline.

The originality of this model also lies in its architecture. Although it, in Canada at least, benefits from a four-wheel drive mode, this platform was initially designed to drive the rear wheels (propulsion). It also has the particularity of installing the mechanics in a longitudinal position in order to obtain an ideal distribution of masses, and to contain the movements of the body. All the necessary ingredients to preserve the cult – unfortunately disappearing – of driving. The qualities of this chassis are however obscured by the weight of this model which is hardly lighter than the CX-90 and by the very low grip of the original tires.

Triangulated suspension at the front and multi-link at the rear, the CX-70 has nothing to envy of those designed by the elite manufacturers that Mazda intends to join in the future. The steering is precise and not too heavy, except in low-speed maneuvers.

If the CX-90's sales success is anything to go by, it's not a bad thing for the CX-70. However, the CX-90 can seat more people and offers its keys at roughly the same price. In fact, the smart purchase is to get a CX-90 GS (a variant not available in the CX-70's catalog) and benefit from increased versatility for a lower cost than the CX-70.


Visit the Mazda website

Mazda CX-70

  • Price range: $49,750 to $62,300
  • Consumption: 9.4 L/100 km (PHEV), 9.3 L/100 km (L6), 9.5 L/100 km (L6 HO)
  • CO emissions2 : 105 g/km (PHEV), 216 g/km (L6), 222 g/km

WE love

  • Neat interior presentation
  • Dynamic behavior
  • Ergonomics

We like less

  • Hesitant automatic transmission
  • Disappointing electric range (PHEV)
  • Annoying weight

Our verdict

Where is the interest ?

Share your experience

The Press will soon publish the test of the following vehicles: GMC Acadia, Infiniti QX80, Nissan Kicks, Subaru Forester and Toyota Camry. If you own one of these vehicles or are awaiting delivery, we would love to hear from you.

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See also:   First image of GMC Sierra electric released
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