Lexus RX350 vs Mazda CX-70

What's the difference?

The RX is a big SUV that doesn't always look, or drive, like one, and – in 500h guise especially – can put a smile on a driver's face, too.

Gone are the cabin quirks and the polarising design elements (well, mostly...), and in their place you'll find a solid, premium-feeling family offering without much in the way of drawbacks.

Note: CarsGuide attended this event as a guest of the manufacturer, with travel, accommodation and meals provided.

For mine, the CX-70 is the pick of Mazda's premium SUV range, and if you can survive without a third row of seats, it's significantly cheaper than its CX-90 twin, too.

Note: CarsGuide attended this event as a guest of the manufacturer, with travel, accommodation and meals provided.

Honestly, the Lexus RX looks far more powerful, and cohesive, in the metal than it does in some photos, and in the right colour (we're fond on the deep black or the copper-rose hues), it looks downright fetching.

That Predator-shaped front-end is massive, but the way the Spindle grille kind of bleeds in the body work at the nose of the vehicle is a neat trick, and the whole design ethos gives the RX a sportier, more modern, and more intimidating, energy from almost every angle.

Perhaps the most clever element though is the wave-like design piece that links the rear window with the boot, somehow managing to shrink almost-five-metre SUV (visually, at least), and leaving the RX looking more sporty than hulking.

The door handles are cool, too. They’re fixed, and you just touch them to open the door, with a similar system used once inside to get out again.

Inside, Lexus has gone for a clean, modern-feeling space, and, thankfully, there isn't a Remote Touch trackpad in sight. Instead, you can choose between two screen sizes – 9.8- or 14.0-inch – which kind of dominate the dash, while the air-con controls are digital and interactive, too.

It must be said, though, some interior treatments feel far more special than others, and while Lexus in Australia isn't spilling on specifics for our market just yet, the top-spec models will almost certainly feel more plush than the cheaper ones.

Yes, the Mazda premium SUV range can look a little same-same, but Mazda insists there are critical differences.

That said, if you can immediately spot the difference between the CX-70 and CX-90 without taking a peek inside, you're doing better than me, given it is the same exact dimensions as Mazda's three-row flagship.

Sure, Mazda talks about things like this design being a “passion pursuer” that serves up "dignified performance” – all of which sounds utterly ridiculous – but the less marketing-speak version is that it looks like a shapely large SUV that ditches the boxy dimensions of a proper 4WD for a more sleek and swooping profile.

Inside, it's a plush and premium-feeling space, with lovely cabin materials, plenty of tech, and plenty of space.

The entire RX range now rides on Lexus' GA-K platform, which is lighter (-40kg), more rigid, and offers a lower centre of gravity (-15mm) than the model it replaces.

The RX is wider (+25mm to 1920mm), lower (-10mm to 1695mm), but no longer (still 4890mm) than the outgoing model. But Lexus has lengthened the wheelbase (+60mm to 2850mm) to earn some extra backseat space for rear riders.

And it must be said, there is lots of room for backseat riders. Sitting behind my own 175cm driving position I had more than enough knee room, and enough head room, and a general feeling of airy spaciousness.

Elsewhere you get the usual practicality perks, with two cupholders up front, two more in the pull-down seat divider that splits the rear seat, and there are two ISOFIX attachment points in the back seat, too.

Charging is handled by a four USB ports, and depending on the trim/spec balance Lexus in Australia shoots for, you should at least find vents with temp controls for backseat riders, too.

Lexus is yet to confirm the luggage space specs for the new RX, but given it’s only being offered with five seats, and that there’s been no change to the vehicle’s length, you can expect a fair bit of room for bags in its auto-opening boot.

The CX-70 measures a substantial 5120mm long, 1994mm wide, and 1745mm tall, and it rides on a 3120mm wheelbase.

It will tow 2.5 tonnes no matter which engine you choose, and the expansive boot will swallow between 589 litres and 2015 litres, depending on how you configure the backseat.

All of that space translates to a hugely airy backseat experience, with the second row able to be fixed in a position that either prioritises leg room or boot space.

With the former, you've got tons of space in the second row. I'm 175cm, and my knee and leg room was ample, with only the intrusive tunnel that runs down the middle-centre of the cabin eating into leg room for the middle passenger.

There are also air vents and temp controls, twin USB charge ports, seat heating in the window seats and swathes of very nice materials.

The boot is massive, too. I can't even reach the back of the rear seats when I lean into it, and Mazda says it will swallow smaller surfboard or SUPs without needing to resort to roof racks.

Under-floor storage adds a bit more security for precious items, too.

We'll drill down on this a little more in the practicality section, but it's important to note here that the CX-70 is the same size as the CX-90 – both are 5120mm long, 1994mm wide and 1745mm high — which means the only real difference between the two models is the third row of seats in the CX-90.

And, as it turns out, that's a very expensive pair of chairs. The CX-70 starts with the GT trim at $75,970 before on-road costs for the petrol or $77,970 for the diesel, and then climbs to the Azami trim, which is $82,970 or $84,970.

The CX-90, though, is $82,577 or $85,785 for the GT, or $91,461 or $93,030 for the Azami.

That makes the CX-90's third row at least a $6600 option, but as much as an $8000 upgrade. Mazda has made moves to address this, with a drive-away "plate clearance" that closes that gap, but we suspect those offers will become permanent fixtures to make the jump from 70 to 90 less ferocious.

Anyway, Mazda has thrown just about everything they've got at the CX-70. The GT kicks off with plenty of high-end gear, including 21-inch black alloy wheels, adaptive LED headlights, a panoramic sunroof and a handsfree powered tailgate.

Inside, there are twin 12.3-inch screens with Apple CarPlay and Android Auto, a 12-speaker Bose stereo, leather seats that are heated front and rear, three-zone climate control and a heated steering wheel.

The Azami then adds things like ambient lighting, black Nappa leather seats, which are now ventilated in the front, footwell lighting, body-coloured wheel arches and lower cladding and body-coloured door handles.

Let’s start with what we’re not getting at launch. Internationally, there's a new plug-in hybrid variant that pairs a 227kW hybrid system with a 18.1kWh lithium-ion battery for an EV driving range of more than 65kms, but fight though Lexus in Australia did, it couldn't secure the model for our market at launch. It wants it though, and badly. So watch this space. 

Instead we get three options, including the RX 350h, which pairs a 2.5-litre petrol engine with Lexus' existing hybrid system to produce a total 180kW and 316Nm. It's paired with a constantly variable transmission and will be offered in two- or all-wheel drive.

There’s also a turbocharged 2.4-litre petrol engine on offer in the RX 350, good for 205kW and 430Nm, and paired with an eight speed automatic and AWD.

But the powertrain I really, really like lives in the RX 500h F Performance, and pairs a 2.4-litre turbocharged petrol engine with an electric motor up front, and a second at the rear axle, for a total of 273kW and 551Nm.

The all-new hybrid system has been designed with turbocharged engines in mind, and features a single electric motor at the front, and a bigger rear motor, with the latter able to provide real driving power to the rear tyres - and contribute to a sprint to 100km/h of just 5.9secs.

Lexus calls it an 'eAxle' motor, and it can deliver some 76kW to the rear tyres. It pairs with a 'DIRECT4' all-wheel drive system which the brand says improves "handling, controllability, and feel."

Fitting, then, that it features on the RX 500h F Performance, which also introduces a new go-fast tier for the Lexus brand (though one you can expect to see more frequently in the near future), and which sits between the existing F Sport and the top-tier, full-fat F models.

The brand says things like bigger brakes, performance components and the highest power outputs will be reserved for the F Performance models. And so it is with the RX 500h F Performance, which welcomes six-piston front brakes, adaptive variable suspension, dynamic rear steering and 21-inch wheels.

You can have one of two engines in the CX-70, with the cheapest being a 3.3-litre, six-cylinder turbo-petrol, producing 254kW and 500Nm. There's also a 3.3-litre, six-cylinder turbo-diesel, making 187kW and 550Nm. Both are equipped with a 48-volt mild hybrid system to marginally reduce fuel use.

All models are AWD, and pair with an eight-speed automatic transmission.

Let’s start with the pure-petrol RX 350, which will sip a claimed 8.8 litres per hundred kilometres on the combined cycle, and will demand premium petrol. The RX 350h is more fuel efficient, demanding 6.4 to 6.7 litres per hundred kilometres on the combined cycle.

But the most impressive is the RX 500h, which Lexus says will need 8.2 to 8.5 litres per hundred kilometres — making it more efficient than the petrol-powered RX 350, despite producing an extra 68 kilowatts of power and 121 newton metres of torque.

Petrol-powered cars will sip 8.1L/100km on the combined cycle, while the diesel drops that to 5.4 litres.

Both models get a 74-litre tank, meaning a theoretical driving range of around 900kms in the petrol, and almost 1400kms in the diesel.

Right, let’s cut to the chase here. I like the way the all-new RX family drives, pretty much across the board. If that’s all the information you want or need, feel free to check out here and move on to the next sub-heading.

Still here? Ok, then let’s go a little deeper.

None of the powertrains on offer feel under-powered in the RX range, which is a good start, but they all do their jobs a little differently. 

The RX 350 is probably the most familiar, with a traditional automatic and that well-known petrol-powered punch. It’s not the most powerful engine on offer here, but it’s more than enough to get the RX up and moving — but, for mine, it can feel a little thrashy (or like it’s straining a little too hard), when you really start to push it, but such is the price you pay for a four-cylinder engine pushing a large SUV.

Next up is the RX 350h, which Lexus reckons will be the best-selling model in Australia. Lexus and Toyota have been doing hybrid powertrains for some time now, and the system fitted to the new RX is predictably solid-feeling, though it too has its drawbacks – namely that the constantly variable transmission can drone on and on under constant acceleration, and even the commendably insulated cabin can’t block it out completely.

So if this is a Goldilocks’ scenario, then the just right has to be the RX 500h, which blends its powerful powertrain with a traditional-feeling automatic to deliver plenty of performance and a tight, engaging drive experience that makes it feel as though the big SUV is somehow shrinking around you from behind the wheel, courtesy of the best performance kit (brakes, adaptive suspension, etc).

But to be honest, no matter the RX, the thing that really stands out here is its on-road dynamics. The car doesn’t really wobble about, there’s not much in the way of body roll, and it feels tight and confidence inspiring, no matter the model - but especially the rear-wheel-steering equipped 500h.

The RX also does a commendable job of locking the outside world outside of the cabin. Where you want it to be a calm and sedate family hauler, it can be that. But it can also put a smile on your face on the right road, too.

And that, I think, is something to be celebrated. And also not something we’ve come to associate with Lexus over the years. But that’s now beginning to change. Long live F Sport Performance, then.

Interestingly, the CX-70 has been tagged as the expected smallest seller of Mazda's premium SUV range, but I reckon it just might be the pick of the bunch.

Every one of the CX-0 models (60, 70, 80 and 90) all get slightly different suspension tunes, and while you can find harsh edges in the other models, the CX-70 feels utterly composed and refined, at least on the smooth-ish roads of our launch test route.

Perhaps most surprising, though, is the CX-70's ability to hold its own on a properly twisting road. We expected lots of weight transfer and the high-pitched sounds of tyres screaming out in pain, but instead found Mazda's massive SUV served up grip, composure, and very little in the way of sea-swell-style body roll.

The two big six-cylinder engines also feel perfectly suited to a vehicle in this space. There's tons of power whenever you need it, and solid levels of refinement in terms of engine noise or diesel rattles.

For mine, the petrol engine is the pick though, feeing just a little smoother than the diesel option. The latter can feel a bit jerky at slower speeds, whether that's the power delivery or the gearbox, and it doesn't seem to happen with the petrol engine.

The biggest caveat, though, is that we haven't driven the CX-70 in its natural environment, the city and suburbs, so while it largely shone on flowing country roads, how it performs on roads like the ones near your place remains a bit of a mystery.

The CX-70 hasn’t been ANCAP tested, but it does arrive with a pretty stacked safety offering, including a 360-degree-view camera, blind-spot monitoring, front and rear cross-traffic alert, and a total of eight airbags, including a knee airbag for the driver.

The Lexus family is covered by a five-year, unlimited-kilometre warranty, which is about bang-on in the premium-vehicle space. 

While servicing details are yet to be confirmed, the previous RX required a trip to the service centre every 12 months or 15,000kms, and it will fall under the brand’s capped-price servicing program, and the Lexus Encore program, which offers all sorts of perks to owners.

Servicing is not particularly cheap in the CX-70, and the service intervals, at least in the diesel, feel a little short, too.

Buy that one, and you’ll be visiting the dealership every 12 months or 10,000kms, and the first five years of ownership will cost you $3298.

Petrol cars require servicing every 12 months or 15,000kms, and five years will set you back $3436.

The CX-70 is also covered by Mazda's five-year, unlimited-kilometre warranty.