Mazda’s CX-70 3.3 Turbo S – THE TWOFER

Mazda’s CX-70 3.3 Turbo S

THE TWOFER

If considering social innovation over the last 60 years, I’d guess three are arguably the most significant: The Pill, Viagra…and the modern 3-row Crossover. If you think about it long enough (I’m less busy than you are), you would surmise that the pill’s postponement of pregnancy allowed parents to better afford the 3-row crossover, costing – in today’s dollars – typically $50K (and up), while Viagra gives guys a late-in-life shot, behind the wheel of a 3-row crossover, in the carpool lane. In retirement. As you’d know, Mazda recently introduced its CX-90 3-row and, most recently, a 2-row variant, the CX-70. As empty nesters with three young grandkids, my wife and I are well-qualified to evaluate both a 2-row and 3-row; and whether on or off the pill, taking Viagra or not, you can consider both, also. 

Mazda’s CX-70, of course, isn’t the first 2-row derivative of a 3-row SUV or crossover. Chevy’s Suburban begat the Tahoe, Lincoln’s Navigator comes in two lengths, and more recently VW offers its Atlas with either a third row or a ‘sportier’ 2-row variant. And closer to home (as we have one in our driveway) Jeep offers its Grand Cherokee in both 2-row and extended 3-row form, which the company tags as its Grand Cherokee L. All of this provides context for Mazda’s decision to give its 2-row derivative its own nameplate, despite no differences from the CX-90 except the number of seats and variations in trim.

Identical in all exterior dimensions, and with only a minor uptick in its interior volume, Mazda’s CX-70 delivers a slight difference in perception, almost no differential in pricing, and (again) virtually no difference in performance. Like its 3-row stablemate, two drivetrains are offered – a turbocharged inline six (identified by ‘Turbo S’ in the lineup) and a plug-in hybrid built from the electrified entrails of a Toyota PHEV. I’ve not yet driven the PHEV, and while the horsepower is similar – 340 for the turbo six and 323 combined horsepower with the plug-in – there’s but a slight improvement in efficiency…unless, of course, you’re plugged in. That PHEV aspect provides 25 miles of all-electric driving, and if that’s the extent of your daily commute you’ll never buy gas. But based on my own experience, nothing beats the emotional reward of a competent inline six; although – of course! – you’ll be buying gas. 

Behind the CX-70’s 340 horsepower is a conventional 8-speed automatic. In Car and Driver’s testing, the Mazda 2-row reached 60 in 6.2 seconds, while passing through the timing lights in the ¼ mile in less than 15 seconds and just under 100 miles per hour. In short, fast enough. And its governor-limited top speed of 129 promises a relaxed 80 mile-per-hour cruise…if, of course, you have a traffic attorney on speed dial.

Inside, our Turbo S Premium Plus, with Nappa perforated leather and luxe appointments, looked like a million dollar$. The gauge display is traditionally round (not unlike my Miata) while infotainment controls require way too much attention if new to the format, also just like my Miata. Obviously, if you actually own a CX-70 you’ll adapt – but I’d prefer the learning curve to be a bit less steep.

The CX-70 supplies generous room for five, and without the 3^rd-row seat you’ll not subject family or friends to its tight confines. And like many other crossovers with no real pretense of offroad capability (although it does offer an offroad mode), the CX-70 delivers that just-right accessibility in combination with the ability to survive today’s broken infrastructure. 

The reason, of course, for opting for a Mazda – any Mazda – instead of a Toyota is its platform; Mazda comes far closer to delivering the European ideal on the road than most other Japanese or Korean OEMs. And those benefits certainly show themselves in the CX-70, which offers an almost delicious level of composure at virtually any road speed. If you enjoy refinement, but don’t wish to tie yourself to the ownership requirements of BMW’s X5 or the Mercedes GLE, the CX-70 is a financial Plan B that will soon feel (with every payment) like Plan A.

With all of that, I’d spend the few extra bucks required for the 3-row CX-90, or go down a notch and secure a hard-loaded CX-50. The CX-90 is more practical, while that CX-50 – with an available turbocharged four – is more fun.