Essentially a two-row CX-90, the CX-70 went on sale last summer. With the success of vehicles like the Chevrolet Blazer, Ford Edge and Volkswagen Atlas Cross Sport, there seems to be a market for two-row variants of three-row vehicles which are a bit bigger than the compact, two-row crossovers, like the Mazda CX-5, that dominate the new vehicle market. Offering the CX-70, with its unique front fascia, seems very odd as the key difference is the lack of a third row seat. Mazda could have saved a lot of development and marketing money by just offering a two-row version of the CX-90.

Like the CX-90 and other current Mazdas, the CX-70 is a paragon of restrained elegance. The spare, pared-back lines of the CX-70 somehow manage to impart a feel of visual tension. What ornamentation exists is jewel-like and artistically rendered.

The CX-70 shares its cabin with that of the CX-90, and as such is visually calm and generally chic, especially on higher trim models. Base trims can appear a bit stark as there are a lot of hard plastic surfaces for what, even in base form, is a very expensive vehicle. Built on the same wheelbase as the CX-90, the CX-70’s rear seat legroom is the same.

The CX-90’s powertrain choices are carried over to the CX-70. A mild hybrid, 48 volt model, hooked up to a 3.3L inline turbo six, puts out 280 horsepower in lower trims and 340 horsepower in premium models. Buyers can also choose a PHEV model that combines a normally-aspirated 2.5L four and an electric motor to create 323 total system horsepower. The PHEV model can travel up to 42 kilometers in full electric power under ideal conditions.

The PHEV powertrain mates a normally-aspirated 2.5L four-cylinder engine, a hybrid drive system and a 17.8 kWh battery pack. Combined horsepower is rated at 319 horsepower on regular fuel and 369 lb.ft. of torque. Using a level 2 charger, the battery pack can be charged from 20 to 80 percent in 1.3 hours. Mazda claim an all-electric range of 42 kilometers. Power reaches all wheels via an eight-speed automatic transmission with no torque converter. The electric motor for the hybrid system is mounted between the engine and the transmission.

In terms of refinement, the CX-70 PHEV is two cars, depending on whether it is running in it PHEV mode or in regular hybrid mode. With the PHEV battery pack engaged, the CX-70 is impressively refined. However, once the battery pack is expended and the vehicle is operating in its regular hybrid (HEV) mode, the situation changes. The 2.5L four cylinder engine and HEV system deliver strong performance but the noise from the engine without the battery pack engaged is too intrusive for what is a very expensive vehicle. If test driving the CX-70, it is recommended to burn through the PHEV battery pack to experience what will be the sound track heard during the majority of driving.

While noise is an issue, there are no reservations about performance, which is impressive. The CX-70 accelerates with vigour whether the battery pack is engaged or not. Linking a hybrid powertrain with a conventional transmission is rare but the two work harmoniously.

Using the PHEV battery pack as much as possible, the observed fuel economy of 6.9L/100 kilometers is astonishing considering the performance and sheer girth of the CX-70 PHEV.

Steering is nicely weighted, precise and very quick, perhaps too quick. There is little free play at its centre position, making the vehicle seem a bit nervous on the highway.

The ride of the CX-70 PHEV is, for a large vehicle built on a long wheelbase, distressingly turbulent. Passengers universally expressed negative comments on how stiff the CX-70’s ride is. No doubt the ride is undermined by 275/45/R21 tires, which are more suited to a high performance car than a luxury family bus. Altered suspension settings and more suitable tires would no doubt improve ride quality.

Handling, however, is very steady but the vehicle feels heavy and cumbersome at all times. Certainly the handling does not compensate for the poor ride.

Braking is strong enough but but they feel grabby and hard to modulate.

The eight-speed automatic transmission in the six-cylinder CX-90 last year could be jerky in some conditions. The operation of the same transmission in the CX-70 PHEV cannot be criticized.

The well-equipped $58,750 GS-L is the base model of the CX-70 PHEV lineup. Moving up to the GT adds a dual-panel sunroof, Nappa-processed leather seating, a leather covered dashboard, hands free tailgate operation, ventilated front seats, heated rear seats, a head up display system, Bose-branded audio, a power front passenger seat, rear door sunshades, adaptive headlamps, a wireless iOS-Android cellphone interface, the Alexa audio concierge, an auto-dim driver’s door mirror, power-fold door mirrors, navigation, garage door opener, 21 inch wheels (a negative feature for ride quality) and a number of minor features, at a bargain price. The CX-70 GT PHEV is priced only $1000 less than the CX-90 GT PHEV. The PHEV variant is priced $9000 higher than the equivalent MHEV. The price gap is vast and without any government subsidies, PHEV sales may decline.