Mazda CX-70 vs Lotus Emeya

What's the difference?

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.

As both the conclusion to this Lotus trilogy, but also a car in its own right, the Emeya earns a positive review. It was fitting that I happened to drive the brand’s three newest models in the order I did - Emira, Eletre, Emeya - because it turned out to be the most interesting way to experience them.

The Emira is the swansong for Lotus as we knew it, while also giving a hint of what is to come, while the Eletre rockets into a dramatically different realm. But the Emeya manages to combine elements of both - the dynamic edge from the Emira with the luxurious and electric influence of the Eletre - resulting in a very likeable modern sports sedan.

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.

It may be a contemporary electric sedan, but the latest Lotus design language does have a clear visual connection to the brand’s most iconic model - the Esprit. The angular lines create a wedge-like silhouette that harks back to the 1980s Esprit, albeit with a more modern appearance.

It does also have some less glamorous angles, especially around the rear three-quarter but it certainly doesn’t fall into the trap of having the non-descript, aerodynamic shape that some EVs can.

Inside the cabin is very luxurious and premium, taking the same styling from the Eletre and carrying it over. That means a very slim instrument display and a very large central screen for the multimedia systems. 

The overall level of fit and finish is impressive and gives the Emeya an unmistakably high-end feeling.

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.

Even though the Emeya carries over much of the same interior design as the Eletre SUV, it’s still not the most practical sedan.

There are two cupholders in the centre console, a small shelf underneath the wireless smartphone charging pad and a centre console box, but aside from that, there’s no other significant storage space in the front.

The door pockets are quite narrow and while very plush, the cabin feels more like a sports car than a luxury limo.

The multimedia system, which runs through a 15.1-inch HD OLED screen looks very slick and is fairly easy to use, but does take a couple of days to get comfortable with it completely.

Where the Emeya impresses inside is with its space, the front seats are comfortable and offer good support, but in the back there’s a generous amount of room.

This is thanks to the length of the Emeya, which is why it looks a little awkward from some angles externally but it has allowed Lotus to create more internal room.

The Emeya is nearly 200mm longer than the Taycan overall and in its wheelbase, creating more legroom in the rear for passengers.

Those in the back also get access to a small screen to control the air-conditioning, recline their seats and even adjust the glass roof between opaque and clear. There’s also two USB-C ports and a pair of cupholders in the central armrest.

There are three models in the sedan’s line-up - Emeya, Emeya S and Emeya R. We tested the middle of the range model, which is priced from $209,990 (plus on-road costs). The range begins at $189,990, while the Emeya R crowns the line-up at nearly $259,990.

For comparison, the Porsche Taycan RWD is priced from $175,100 and the Taycan 4S from $216,300, while Audi’s e-tron GT is priced from $181,784 and the RS model from just over $250,484. Which means the Emeya is certainly in the same ballpark as its key rivals, giving the brand a good chance to compete against the more established pair. 

Befitting Lotus’ new premium era, standard equipment is a long list of luxuries and technology, including matrix LED headlights, 20-inch alloy wheels, air suspension, keyless entry and start, a key card with NFC (Near Field Communication) function, four-zone climate control, eight-way power adjustable front seats and heated front seats.

There’s also a KEF 1380-watt premium sound system with 15 speakers plus a wireless charging pad as well as a 12.6-inch digital instrument panel and a 15.10-inch OLED central multimedia screen.

Stepping up to the Emeya S adds 21-inch wheels, lightweight brake discs with six-piston calipers, ambient light and sports pedals. While the Emeya R gets a unique powertrain, its own 21-inch alloys, 'Track Mode', active roll bar and rear-wheel steering. 

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.

The switch to electrification means Lotus has been able to share the same powertrains from the Eletre with the Emeya. Not that it’s a bad thing from a performance perspective, with the Emeya and Emeya S dual motors making 450kW and 710Nm.

The Emeya R gets more powerful motors - producing a seriously impressive 675kW and 985Nm - and a two-speed transmission for faster acceleration.

Lotus claims the Emeya and Emeya S can run 0-100km/h in a rapid 4.1 seconds, while the Emeya R takes just 2.7 seconds. Top speed for the Emeya is 250km/h, while the R is slightly faster at 256km/h.

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.

All three Emeya variants share the same 102kWh lithium-ion battery and 800-volt architecture. Lotus claims the entry-grade and Emeya S models have a WLTP range of between 500-610km, while the more powerful R can manage between 435-485km. Thanks to its lower, sleeker body that’s approximately 75km and 35km more than the equivalent Eletre.

Lotus also claims the Emeya is one of the fastest charging EVs on the market today, capable of going from  10 to 80 per cent capacity in just 14 minutes when using a 400kW DC fast charger. 

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.

When I drove the Eletre I was struck by the challenges of making modern electric vehicles feel unique and special across each brand. There is a ‘generic’ level of performance that makes it hard to tell the difference between a Lotus or BMW or another EV. 

That’s noticeably less of an issue with the Emeya, which may be bigger and heavier than the brand’s former sports cars, but it does have a surprisingly agile and responsive chassis when you get it out on the open road.

Lotus may be leaning on Geely for its EV knowledge, but when it comes to ride and handling, the British brand has a deep well of talent and experience to draw from.

Does it feel as agile and dynamic as the Emira or an Exige? Of course not, but it is a genuinely enjoyable and engaging car to drive. Certainly compared to its direct rivals, the Emeya has no trouble holding its own on a challenging section of winding road.

Safety is another area where Lotus has made dramatic changes as part of its luxurious makeover, adding a huge amount of the latest technology. As such, all Australian Emeyas are equipped with 'Lotus Pilot Pack' which includes adaptive cruise control, autonomous emergency braking, rear cross-traffic alert, blind-spot monitoring, driver monitoring and traffic sign information, as well as front park assist and rear park assist, to help you get into your spot.

There’s also the optional Highway Assist Pack, which includes four LIDAR while also using cameras and other sensors to allow for mild-autonomous driving capability; which is a dramatic change for a brand that was once only focused on making the driver feel fully engaged.

Neither ANCAP nor Euro NCAP have tested the Emeya, as the safety authority rarely tests such expensive and niche models.

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.

Lotus Australia doesn’t offer capped price servicing, so you’ll need to discuss the on-going maintenance costs for your Emeya with your local dealer. The recommended service interval is 24 months or 30,000km.

However, every new Lotus model is covered by a five-year/150,000km warranty for the car, with eight-year/200,000km cover for the drive battery.