Mazda CX-70 D50e Azami 2025 Review

So, hang on – why isn’t it just called a five-seat CX-90? Even Mazda itself debated the topic ad nauseam. Whether or not fewer pews also constituted a coupe-like body style was up for discussion.

What we’ve ended up with is a familiar product, just one with nomenclature that fits in line with its large SUV brethren. We’re testing the 2025 Mazda CX-70 D50e Azami to see how it all fits.

A big advantage from the get-go is significantly cheaper pricing. At $84,970, our turbo-diesel-powered top-spec Azami is almost $8K cheaper than the equivalent CX-90.

Similar savings flow through the rest of the range, too. A lower grade GT specification is also available, while turbo-petrol hybrid and turbo-diesel hybrid propulsion is available in both variants.

Mazda’s five-year/unlimited-kilometre warranty applies and it’s backed up with five years of included roadside assistance. It’s worth noting that the turbo-diesel has shorter servicing periods at 12 month or 10,000km compared to 15,000km for the petrol. Capped-price servicing is offered for five years.

With the step up in value, the Mazda has been subject to conjecture over its competition. Some see it as a direct swing at the BMW X5, but expectation, reality and prices don’t quite meet.

Therefore, high-end versions of the Hyundai Santa Fe and Palisade or Ford Everest Platinum are rivals, as well as the entry-level Volkswagen Touareg.

We’ll let you decide what you think of the design, but we think the big five-seat SUV looks well-proportioned and handsome – especially in Jet Black. And as you’d expect, the 2025 Mazda CX-70 D50e Azami comes loaded with standard kit.

Exterior wise, the CX-70 gains an almost identical design to the CX-90, while the Azami specification runs with body-coloured wheel arches and lower cladding. It’s also fitted with bespoke 21-inch alloys, adaptive LED headlights, LED tail-lights and a panoramic glass sunroof.

Inside, the Azami is treated to higher-grade Nappa leather in either a black or burgundy hue, tri-zone climate control, heated and ventilated seats (10-way power adjustable with memory for the driver, eight-way adjustable for passenger), heated rear seats (outboard), frameless interior mirror, extended ambient lighting, heated steering wheel, keyless entry and push-button start as well as a customisable entry and driving position guide system.

Customers with extra cash to splash can opt for the $3500 SP package, which adds quilted tan Nappa leather seat trim, suede dashboard panelling and a very Bentley-esque two-tone steering wheel. Premium paint adds $995.

The 2025 Mazda CX-70 D50e Azami has not been crash tested by either the Australasian (ANCAP) body or European (Euro NCAP) equivalent. Therefore, like the CX-90, it doesn’t carry a star rating.

That doesn’t mean the big Mazda is ill-equipped as it’s packed with eight airbags, dual ISOFIX points and a trio of top-tether anchorages.

A key new safety feature is the unresponsive driver support. It joins autonomous emergency braking (AEB) with pedestrian and cyclist detection, adaptive cruise control, lane departure warning, lane keeping assist, blind-spot monitoring, rear cross-traffic alert, road sign detection, side exit warning, ‘see through’ view 360-degree parking camera, sensors and a head-up display.

The 2025 Mazda CX-70 D50e Azami is packed with the latest technology. And while you still must enable it via a menu within the infotainment, Apple CarPlay and Android Auto can be used via touch inputs.

While Mazda is somewhat reluctantly granting this feature, which is appreciated given how clumsy the central control wheel is while mirroring your phone, you can tell this capability wasn’t originally planned for the CX-70. That’s because some of the 12.3-inch central touch-screen is more than an armlength away. And while wireless Apple CarPlay and Android Auto can be used via touch inputs, the native Mazda Connect operating system can’t – odd.

Elsewhere the Azami is fitted with a 12.3-inch digital instrument cluster, a wireless charging pad, USB-C ports, sat-nav, Bluetooth, DAB+ digital radio, a 12-speaker Bose sound system as well as Mazda’s Connected Services, which includes access to the MyMazda app.

Through the up-and-down rollercoaster of experiences that has been Mazda’s large SUV journey, one of the thrill rides has been the turbocharged 3.3-litre inline six.

Developed in-house at no doubt considerable expense, the flexible e-Skyactiv unit can be fuelled by petrol or diesel and is paired with a 48V mild-hybrid system. It’s worth noting that it isn’t a performance-hybrid application, nor can the CX-70 run in a pure EV mode. The transmission is the Skyactiv-Drive eight-speed automatic and traction is supplied by the i-Activ all-wheel drive system (AWD).

The boosted straight-six is packed with grunt, too, developing 187kW at 3750rpm and 550Nm from 1500 to 2400rpm. That Newton count is significant and endows the D50e Azami with effortless pulling power. While the petrol is no slouch, the oiler is the better fit for the 2216kg Mazda.

Driveability and refinement are impressive, with the e-Skyactiv D unit proving tractable around town and more than capable of chugging up inclines and performing overtakes with ease. On start-up you’d struggle to pick it as a diesel due to its hushed acoustics, too.

If you’re all about eking out every kilometre, then the 2025 Mazda CX-70 D50e Azami genuinely impresses. For a full-bodied SUV housing a large-capacity six-cylinder engine, it is frugal.

Mazda says the turbo-diesel will return a claimed average consumption of 5.4L/100km. We didn’t match that figure but, given our time behind the wheel included traffic-clogged city streets as well as dynamic road testing, achieving 6.4L/100km is a real win. Especially compared to the 10.4L/100km we achieved in the CX-90 petrol at its launch.

With a 74-litre tank, the theoretical range of the e-Skyactiv D powertrain is a whopping 1396km. Although, we’d suggest anything north of 1000km for an SUV of this size is decent going.

Aiding the economy is the 48V mild-hybrid system – the key word being mild. Yet, it’s effective. The main purpose of the application is to assist the i-stop technology, essentially ditching the traditional belt-driven starter motor for an integrated starter generator to smoothly fire the engine back to life. Additionally, it runs the auxiliaries while at a standstill and allows the turbo-diesel unit to switch off, or coast, at cruising speeds.

There’s no need to plug in, either, with the lithium-ion battery pack largely kept in a positive state of charge due to regenerative braking.

CX-30 aside, there’s no beating around the bush. Adding a zero to the end of the Hiroshima-based outfit’s SUVs hasn’t been a runaway success on two dynamic fronts – namely the Mazda-developed eight-speed automatic and the suspension/damper tuning.

While the 2025 Mazda CX-70 D50e Azami doesn’t cure all ills in one fell swoop, we’re pleased to report that the big five-seater offers greater resolve. The suspension remains firm and you’re aware of the road beneath you, especially traversing broken city surfaces. Leave the tram tracks, bumps and potholes of the CBD behind and the CX-70 has a chance to breathe, feeling much more composed and compliant at highway speeds.

Ironically, the eight-speed automatic behaves in slightly the same way as it prefers shifting on the run instead of during stop-start conditions. Software updates have no doubt improved it imperceptibly, but it still isn’t seamless. There are steering wheel-mounted paddles for manual shifting.

BMW has ‘the ultimate driving machine’ to live up to, while Mazda has the ‘Jinba ittai’ ethos at its core, which loosely translates to the intuitive connection between car and driver. Aiding this is the all-wheel drive platform that favours the rear axle. It turns in eagerly, has plenty of grip and the damping keeps body movements and roll to a minimum.

The Mi-Drive selector offers Sport, Normal and Off-road modes. Normal is the go-to mode given the steering already leans toward the heavy side of weighting. It’s not an overtly quick rack, yet this ties in well with the solid, planted and confidence-inspiring open-road driving experience. As far as regenerative braking systems go, Mazda’s is decently calibrated and doesn’t interfere too much in terms of a natural feel through the pedal.

The D50e Azami is a big unit and you certainly feel that within the white lines of your lane. Thankfully, the CX-70 comes with myriad cameras to help you out in city carparks. Overall, it isn’t daunting once you become familiar with its dimensions. Although this is a large SUV that prefers stretching its legs.

Yes. However, the 2025 Mazda CX-70 D50e Azami runs on large 21-inch alloy wheels wrapped in tarmac-focussed tyres, so it isn’t really meant to be an off-road warrior. Maybe look at a BT-50 if that’s your jam.

Ground clearance is 203mm, which isn’t conducive to off-road tracks. Neither is the space-saver spare tyre.

If you have a requirement to tow, the CX-70 turbo-diesel has a 2500kg braked towing capacity (and you can option electric trailer brakes as an accessory for $1079). However, keep in mind the payload is only 506kg.

Given its status atop the model tree, you’d expect the 2025 Mazda CX-70 D50e Azami to be luxe inside – and it lives up to the billing. Although, if you really want your CX-70 to feel like a Euro (or Lexus) rival, ticking the box for the SP package is a must.

General noise, vibration and harshness (NVH) levels are appreciably low, with some tyre roar at speed being the only acoustic criticism. The cabin is a very pleasing place to be with myriad soft-touch materials and a general solid feeling. Storage solutions are well thought out and it’s nice to see a host of physical buttons instead of a reliance on screens.

Ergonomically, the new gear selector is a bit of a miss as it can’t be engaged quickly upon start-up. The temperature functions within the climate control are also counterintuitive in their operation and the system itself struggled to cool the cabin effectively on a hot day (35 degrees Celsius).

Space for rear-seat occupants is generous for toes, legs, shoulders and heads. There should be no complaints. Like the CX-90, the 70 retains the sliding pews. They also recline and employ a 40/20/40-split folding arrangement.

The trump card for the CX-70 is its boot capacity. In five-seat mode there’s a commodious 598 litres to fill. Yet, stow the back seats and that swells to 2015 litres. Interestingly, the third-row cup holders from the CX-90 remain, but you also get handy hooks and lighting, as well as a 150W AC power outlet.

There’s little need to, but you can also add a 470-litre roof carry pod ($1275). Whether or not buyers need all this room is questionable and certainly reignites the conversation surrounding its formfactor.

The latest large SUV from the famed Japanese marque could be the greatest of its current crop. The 2025 Mazda CX-70 D50e Azami meshes the company’s premium push while maintaining a traditional dynamic focus.

However, the ride quality remains firm and the gearbox requires further refinement – the CX-70 isn’t perfect. And while fewer seats lowers the price, it’s still far from a bargain – especially in Azami guise.

If you require cavernous cargo capacity, opting for the CX-70 is easier to justify. The talented turbo-diesel sweetens the deal, but you’d likely be more than happy with the cheaper GT.

2025 Mazda CX-70 D50e Azami at a glance:
Price: $88,970 before on-road costs
Available: Now
Engine: 3.3-litre inline six-cylinder turbo-diesel mild-hybrid
Output: 187kW/550Nm
Transmission: Eight-speed automatic
Fuel: 5.4L/100km (ADR Combined)
CO2: 143g/km (ADR Combined)
Safety rating: Unrated by ANCAP

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