If you’ve ever thought, “I wish there was an SUV with the capacity of a three-row but with only two rows of seats.” Here’s your answer: the 2026 Mazda CX-70.
It may seem unusual, but there must be a segment of car buyers seeking more cargo space than a Ford Explorer or Jeep Grand Cherokee while having no need for a third row. Although some might argue that the third row could simply be left folded down all the time, there is indeed a vehicle that meets this need.
The CX-70 offers the size, layout, packaging compromises, and driving dynamics of its CX-90 counterpart, without the third row. I’m still not completely convinced that this model is essential in the marketplace, but I somewhat understand why Mazda is presenting it after spending a week immersed in family life with one.
Fundamentals
The CX-70 made its debut in 2025 and enters the 2026 model year with a few minor yet impactful updates. The plug-in hybrid version has a slight increase in range, although that was not the powertrain evaluated here. Base models, known as Preferred, now come with standard heated and cooled front seats as well as a heated steering wheel. Additionally, in line with the blackout trend, all CX-70s receive glossy black Mazda emblems for 2026, so I hope you weren’t attached to the chrome badges.
At a glance, the CX-70 doesn’t easily differentiate itself from its three-row CX-90 sibling. That’s not necessarily a bad thing considering how stunning the CX-90 is, characterized by a long dash-to-axle ratio, a neat rear end, and a short front overhang. It has an upscale appearance.
The cockpit mirrors that of the CX-90, utilizing premium materials ranging from suede and leather to soft-touch components, with toggles or knobs that operate with precision, providing a satisfying click. The CX-90’s standard 12.3-inch infotainment system is controlled via a scroll wheel and some physical buttons, although it can function as a touchscreen when using Apple CarPlay under certain conditions. A 7-inch digital gauge cluster comes standard, while a 12.3-inch digital cluster is available for Turbo Premium trims and higher.
A key distinction between the CX-70 and CX-90 is that the two-row seating arrangement accommodates five individuals in every configuration. A standard second-row bench seat is included, and captain’s chairs are not an option. The highest trim of the CX-90 cannot be selected with a bench seat and only offers second-row captain’s chairs. The two rows of seats in the CX-70 are directly from the CX-90, which makes them comfortable and supportive, although the seat bottoms are slightly short. The rear seats maintain a stadium-style layout, allowing passengers to see over those in the front. My children and I found this arrangement displeasing, making one feel like a perched bird.
What’s more frustrating is that, even without the third row of the CX-90, the “flat load floor” still slopes toward the hatch. An item could easily roll out of the back. A soccer ball might find itself on the right incline. This is a compromised packaging remnant from the three-row CX-90 due to the location of the available plug-in hybrid powertrain’s battery. Nonetheless, the CX-70 does offer some underfloor storage since there’s no third row.
Operating the CX-70
The powertrain options mirror those of the CX-90, allowing buyers to select between a turbocharged inline-six or a plug-in hybrid inline-four. The former was evaluated here with the higher output version of 340 horsepower and 369 lb-ft of torque directed to all four wheels through an eight-speed automatic transmission. A lower-output variant of this engine with 280 hp and 332 lb-ft of torque is found in the base trim models, while the plug-in hybrid powertrain produces a combined output of 323 hp and 369 lb-ft of torque.
Unsurprisingly, the CX-70 drives similarly to a CX-90. This is largely positive. The steering is well-weighted, providing quick turn-in and a steady feel on the highway, even in crosswinds. However, the suspension feels a bit firm and lacks a small amount of travel over the broken, heaving, frozen roads of the Midwest.
The turbo-six does not possess the refinement of a straight-six from BMW or even Stellantis, producing a growl that sounds rougher and deeper than higher-pitched inline-sixes. While it’s still impressive compared to many V6s, Stellantis has possibly executed it better. The in-house designed eight-speed automatic transmission is not as smooth during 1-2 or 2-3 shifts compared to a ZF unit in the Jeep Grand Cherokee. Occasionally, there’s a stutter as the torque converter engages, particularly when cold.
Remarkably, the turbo-six is surprisingly fuel-efficient. Despite winter temperatures, the CX-70 achieved an average of 23.2 mpg over 398 miles of mixed suburban driving. That falls within the range of EPA ratings of 23 mpg city, 28 highway, and 25 combined.
For anyone considering that the CX-70 carries a weight advantage over the three-row CX-90, you’d be right, but only by a small margin. Depending on the trim level, the CX-70 is anywhere from 27 to 51 pounds lighter than the CX-90. This is less than the weight of my 10- or 12-year-old. In other words, you won’t feel the weight difference behind the wheel. In fact, a base three-row CX-90 is actually 154 pounds lighter than the CX-70 because it lacks a sunroof, has smaller wheels, and fewer power features.
Concise Verdict
The CX-70 is priced at $43,780, including a $1,530 destination charge. This amounts to about a $2,000 premium over a CX-90, but in reality, it is only $250 more. The CX-90 offers a base Select trim that the CX-70 does not, and the base Preferred trim for the two-row variant is merely $250 more than the CX-90 Preferred. It’s still somewhat perplexing to understand that, in any context—whether $250 or not—the CX-70 with two rows of seats is more expensive than the same vehicle with three rows of seats. That dynamic changes as the trim levels ascend, as every other CX-90 model is priced about $2,000 to $3,000 higher than the CX-70. The 3.3 Turbo S Premium Plus CX-70, as tested, came in at $56,670, approximately $2,000 less than a comparably outfitted CX-90, though it featured a second-row bench seat.
The primary reason for selecting the CX-70 is straightforward: you don’t wish to spend money on a third row that you won’t utilize and don’t want to carry around. If you fit into that group, Mazda is aiming for that market segment. Regardless, you’ll end up with an aesthetically pleasing crossover SUV that outperforms most of the mundane competition and provides a more premium cabin. Just remember not to load anything heavy that rolls around in the rear cargo area without consideration when opening the tailgate.
Mazda provided The Drive with a seven-day loan of this vehicle for the purpose of crafting this review.
Specifications for 2026 Mazda CX-70 3.3 Turbo S Premium Plus
| Base Price (3.3 Turbo S Premium Plus) | $43,780 ($56,670) |
| Powertrain | 3.3-liter twin-turbo inline-six | 8-speed automatic | all-wheel drive |
| Horsepower | 340 |
| Torque | 369 lb-ft |
| Seating Capacity | 5 |
| Curb Weight | 4,863 pounds |
| Towing Capacity | 5,000 pounds |
| Cargo Volume | 39.6 cubic feet behind second row | 75.3 cubic feet behind first row |
| Ground Clearance | 8.1 inches |
| EPA Fuel Economy | 23 mpg city | 28 highway | 25 combined |
| Score | 7/10 |
Brief Overview
The 2026 Mazda CX-70 will only appeal to a limited group, but those consumers are likely grateful.