2025 Mazda CX-70 G50e Azami review

It seems as though every time we try to explain Mazda’s new range of ‘Large Architecture’ vehicles, more questions are raised than answered.

Undoubtedly, there is a lot of overlap between the four SUVs. But the devil is in the detail, says Mazda, and the brand has continually harped on about providing Australian families with ‘choice’ in their SUV-buying phase.

The Mazda CX-70’s footprint is as large as a Toyota LandCruiser 300, but it seats the same amount of people as you could sneak into a Mazda 2 – five occupants. It’s a left-field combination but signals long-distance comfort for small-ish families.

Coming into a week with the flagship variant – the CX-70 G50e (petrol) Azami – I was keen to discern whether the new Mazda CX-70 does enough on its own to stand aside from the other closely related stablemates.

To explain more about the Mazda CX-70 range, it’s probably best that you read up on the other three Mazda SUVs to see how they differ.

But, in a nutshell, the CX-70 is a high-spec offering in Mazda’s SUV line-up because it is only available in two high-specification variants: GT and Azami.

It’s also simple in that you can only have it with either diesel or petrol power – Mazda’s new plug-in hybrid technology has not made it to the CX-70.

The range begins at $75,970 before on-road costs for the petrol-powered GT variant, though I was behind the wheel of the $82,970 (plus ORCs) Mazda CX-70 Azami petrol.

It is disappointing to me that there remain additional options on top of a flagship variant – because the Azami specification can be upgraded with an SP package ($3500) that brings niceties such as tan-coloured nappa leather upholstery with quilted stitching, plus a suede dashboard covering.

I would have loved to have seen that as part of the standard Azami specification, but more on that in a moment.

The good news is that the model is substantially more affordable than the Mazda CX-90. Ostensibly the same car with two fewer seats, the Mazda CX-70 is $11,660 less than a CX-90 G50e Azami.

Similar alternatives from rival brands include the Volkswagen Touareg ($86,790 to $129,990) or the petrol and hybrid Lexus RX ($90,060 to $127,434).

One thing its rivals can’t match, though, is the engine's output.

Whether you pick petrol or diesel, the CX-70 is motivated by a 3.3-litre inline six-cylinder engine that sends power to an all-wheel-drive system. Both cars also utilise an eight-speed multi-clutch automatic transmission.

The petrol car is more powerful, though, producing a total of 254kW and 500Nm.

The engine is aided by a 48-volt mild-hybrid system that helps carry some of the burden of powering the car during start-up, acceleration, or ancillary systems such as the infotainment system.

The main reasons why you’d spend up on the Azami include the black and silver 21-inch wheels, body-coloured exterior accents, black or burgundy nappa leather trim, ventilated front seats, and lane-centring assistance.

It wasn’t the best start for the Mazda CX-70 and me. As I popped open the driver’s door and slid inside the cabin, my knee struck the protruding dashboard edge that houses the right-side air vents. Ouch!

Sadly, this is something you need to be mindful of with all Large Architecture cars, and it’s not the first time I’ve done it either (you’d think I’d have remembered…).

But once you’re inside, sitting in the driver’s seat, the cabin experience is very nice. It’s big – big enough that even my tall 194cm frame could move about with freedom and big enough that my legs could stretch out in the footwell.

I love that Mazda placed plush panels on the transmission tunnel so that you can lean on them in comfort during cornering. There’s also great adjustment from the electric seat controls, plus memory recall each time you jump inside the car.

The seat is pliant and plush – perfect for long journeys – while the nappa leather not only feels nice in hand, but also seems resistant to scuffs and stains. However, a longer test is required for a definitive evaluation on the latter.

It’s awesome to see front seat heating and ventilation included at this spec level too.

Abundant light is let in from the panoramic sunroof, despite the dark-trim interior and black headlining.

There are contrasting elements to the leather such as brown stitching, as well as patterned trim panels that cover the door panels and centre console. The trim panels could have used some texture to them to enhance the premium positioning.

Storage options include a double-door centre console compartment twin USB-C ports inside, twin cupholders, a slot underneath the dashboard for wireless phone charging (though it didn’t function with my iPhone 14), a sunglasses holder in the roof lining, and a large glovebox for documentation.

The door panels have space for bottles and snacks and the like.

Considering how large the CX-70 is, there could have been more stowage points to the front row especially. The centre console compartment is shallow and a lack of storage spots in the centre console itself is frustrating.

Where some car makers have opted to put air-con controls inside the infotainment screen, Mazda has gone the other way and has numerous dedicated buttons to alter the airflow.

The second row of the CX-70 is equally as comfortable as the front. The materials quality is not diminished, and the level of space on offer is fantastic.

Seated behind my own driving position, I was well catered for in terms of leg, head and foot room. Another major plus is the fact that the seat base slides on rails and the backrest can recline too.

There are heating elements on both outer seats, plus twin USB-C ports for charging devices. Of course, the tri-zone climate-control system has adjustment just behind the centre console.

Other nice amenity inclusions extend to rear sun shades, a fold-down centre armrest with twin cupholders, map pockets, and the backrest that folds flat in a 60/40 fashion.

At the rearmost, the CX-70’s boot contains 598 litres to the top of the seatbacks. But, more impressively, it’s 923L to the roof. That’s a huge amount of stowage that came in handy while I was moving house.

The boot also opens electrically with a kick sensor. Other amenities include a 150-watt household power outlet on the side of the cargo hold, as well as a 12-volt socket, LED illumination, tie-down points, and a temporary spare wheel under the floor.

There’s a big cargo blind to hide items from prying eyes, as well as buttons to remotely fold down the rear seatbacks.

The Mazda Connect infotainment software is fronted by a 12.3-inch touchscreen that comes with wireless Android Auto and Apple CarPlay, plus AM/FM/DAB+ digital radio bands and native satellite navigation.

Unfortunately, Mazda has not included touch capabilities for its own native infotainment software – just for when you’ve got smartphone mirroring on the screen.

There’s a rotary controller to sift through Mazda menus otherwise. Thankfully, these are well laid out and are quick to navigate through.

The 360-degree camera quality is sharp, and comes with a see-through bonnet function to monitor low obstacles that might get in the way.

The digital instrument cluster is a high-definition unit that – in addition to regular information such as a speedo, fuel information, and temperatures – shows a cool cruise-control graphic that bends with the road ahead and displays other cars on the screen.

The 12.3-inch instrument cluster comes with two distinct graphics displays. However, it lacks the customisation that you’d find in rival SUVs such as the Toyota LandCruiser Prado.

A head-up display shows navigation information, speed limits, and cruise-control status.

Mazda’s new Connected Services portal can be accessed through a smartphone to monitor vehicle tracking, remotely lock the vehicle, enforce speed limits, and has an SOS emergency call function. This is free for the first three years, before reverting to a paid service.

The 12-speaker Bose sound system is customisable within the infotainment system, but has a great clarity of sound from the get-go.

The Mazda CX-70 has not been tested by ANCAP (our affiliate, Euro NCAP) for its safety credentials at the time of writing. It is currently unrated as a result. While their size and structure differ slightly the CX-60 and CX-80 received five-star scores hinting at a potential similar result for the CX-70, though final results may differ.

A welcome suite of active safety measures is included on the Mazda CX-70 Azami, as should be expected of a flagship vehicle in a model range.

All the basics are covered – autonomous emergency braking, lane-keep assistance, lane-centring, rear cross-traffic alert and brake, front cross-traffic alert and brake, and adaptive cruise control. A full list is seen below.

It’s great that you can dive into the car’s settings to adjust the sensitivity of these systems.

There are eight airbags throughout the car, including a front-centre airbag.

Most systems functioned without fault, though the Driver Attention Monitor was quick to criticise a glance away from the road as I tried to adjust something on the infotainment screen.

Mazdas delivered within Australia are covered by a five-year/unlimited-kilometre warranty. It’s not the longest in the segment, but sits equal with rivals’ offerings such as Jeep, Toyota, and Hyundai.

The warranty is accompanied by five years of roadside assistance.

Maintenance is recommended every 12 months or 15,000km – whichever comes first – and costs $1663 over the first three years or $3436 over five years.

This is roughly equivalent with what you’d pay for the Volkswagen Touareg 170TDI ($4132 over five years) and Lexus RX ($3475 over five years).

With regard to insurance premiums, the CX-70 Azami petrol was quoted at $2180 per year, putting the petrol model almost neck and neck with the diesel ($2298). Those estimates use a comparative quote for a 35-year-old male living in Chatswood, NSW. Insurance estimates may vary based on your location, driving history, and personal circumstances.

Considering the help provided by the 48-volt mild-hybrid system, I thought the Mazda CX-70 G50e’s claimed fuel consumption of 8.1 litres per 100 kilometres should have been lower.

But the important point was that it did stick to the claim. In my testing, which encompassed freeway drives, country touring, and suburban running, I returned an 8.2L/100km rating. This is impressive given its size and 3.3-litre engine.

The fuel tank is 74L in capacity and requires 95-octane premium unleaded as a minimum.

It’s novel in 2025 to fire up an SUV and be rewarded with a gruff, gravelly six-cylinder engine noise. Whereas most rivals are firmly happy with four-cylinder power, Mazda’s switch back to six cylinders is a point of difference that should be praised.

At the very least, the benefits in outputs are hard to ignore. A whopping 254kW is provided by the 3.3-litre engine paired with 500Nm of torque. This is more than enough shove to ensure a flex of the right foot is met with a strong surge of forward momentum.

In saying that, it’s not delivered very smoothly. Large Architecture Mazdas have been plagued with transmission foibles ever since the Mazda CX-60 was introduced more than 18 months ago. Sadly, the CX-70 is no different.

The eight-speed multi-clutch transmission in the CX-70 is jerky at low speeds and can clunk as it swaps cogs. There are also hesitations as the car is manoeuvred at low speeds.

It’s not a great sensation and doesn’t bode well with this car’s premium positioning. Mazda has said that it’s attempting to fix these issues, but now problems remain two years down the line (for the CX-60), and I’m surprised substantial revisions weren’t made for the CX-70.

To get the CX-70 moving with vigour, you have to depress the throttle with a surprising amount of force, and note that the petrol’s top end is where it does its gruntiest work.

Likewise, the firm-sprung suspension is not geared for comfort, which should be this car’s primary purpose. The CX-70 rattles over small joins in the road and small imperfections are felt inside the cabin to a surprising degree.

It’s a shame because the CX-70 contains all the other high notes expected of a luxurious car. The ride is just too firm to absorb speed humps smoothly too.

The trade-off is that the body is composed around fast corners, despite the car’s size, and there is no bouncing sensation over undulations on freeway stretches.

It’s quiet inside the cabin on all but coarse-chip surfaces. While you can feel vibrations from the powertrain, actual noise levels are subdued to a hushed level.

The steering quality sits on the firm side, befitting of a large vehicle, and while this is appreciated in an extra-urban sense, it can make the CX-70 a tricky thing to slot into a perpendicular parking spot.

Vision is largely good thanks to a tall glasshouse and lofty driving position, though the driver’s mirror lacks a wide angle, which means you can’t see as much as the passenger-side mirror. This is a common Mazda trait that regularly draws criticism.

If you want to go towing, the CX-70 G50e is rated to tow 2500kg braked. The diesel version is also rated to the same level.

Both cars are limited to 750kg without a braked trailer.

The CX-70’s payload capacity stands at 505kg – more than enough for five adults (weighing the national average of 87kg each) plus luggage.

The CX-70 experience, by and large, is a good one. It’s a huge car that will almost overdeliver to a family of four, plus all the requisite luggage that follows.

It’s a nice, adaptable space too. Adjustments are easily made in both rows to ensure optimum comfort, while the interior fit and finish are done to a high standard – and feels built to last.

Considering it’s a high-specification offering (just the two top-grade model variants only), it was disappointing to see additional option packages to enhance the cabin space. I think Mazda would be wise to add some additional storage options in the facelifted model too.

But, it’s the driving experience that lets down this premium car somewhat. It has all the right things going for it to ensure a luxurious experience, but the ride quality and transmission tuning don’t match what should be a high-end purchase – especially for the price you pay.

It’s worth cross-shopping this one against rivals such as the Volkswagen Touareg 170TDI or the Lexus RX, because these push the envelope a little further when it comes to premium motoring.

The best buying in the new Mazda CX-70 range is had at the entry level, in my opinion. Sure, you might miss out on the nappa leather, seat ventilation, and fancy machine-edge wheels, but you’d save a lot of money and I don’t think I’d miss these items.

Be sure to test-drive a Mazda CX-70 before signing on the dotted line, and definitely take a VW Touareg or Lexus RX for a spin for a back-to-back comparison.

If you want to stay updated with everything that's happened to this car since our review, you'll find all the latest Mazda news here.