The middle-weight middleground
The Honda Passport recently underwent a massive change, donning a unique design, simplifying the lineup, and creating an extremely capable off-road variant. The Mazda CX-70 is also a new player, but it has a few powertrain options (including a PHEV model) and a more luxurious look. Both vehicles have six-cylinder engines, all-wheel drive (AWD), and are five-seat, mid-size crossovers. That’s about all they have in common, as the way they go about their technical prowess is completely different.
Kyle Edward
This is a growing class, one that’s often based on cutting down the rear section and seating of three-row crossovers that they are based on. Vehicles like the Volkswagen Atlas and Jeep Grand Cherokee L, among others, also live in this sphere of shortened versions of larger 3-row crossovers. This usually results in a lot of cargo space as the third row delete opens things up, a smaller exterior, and generally lower pricing. It also means better performance as these vehicles weigh a bit less than their larger platform-mates.
I was fortunate enough to test two compelling yet remarkably different vehicles in this class that both have strengths and weaknesses. Which one is the better choice? Read on.
Mazda CX-70: A technical tour de force
Kyle Edward
The Mazda CX-70 is a fairly new player in this field, and its introduction has come with a bit of controversy. The front half of the vehicle is essentially the three-row CX-90 with a shortened rear. The base mild hybrid system nets you 280 hp and 332 lb-ft of torque, while the Turbo S model makes a peppier 340 hp and 369 lb-ft of torque. The PHEV model is the middle-of-the-ground choice, with a combined 323 hp and 369 lb-ft of torque. That PHEV setup has a 17.8 kWh battery that can provide up to 26 miles of all-electric range. The base and Turbo S powertrains return 24 mpg city, 28 mpg highway, and 25 mpg combined. The PHEV has similar numbers in gas-only mode; however, when used like a proper PHEV, you’ll get an EPA-estimated 56 MPGe.
Dave McQuilling/AutoBlog
Like the CX-90, the CX-70 has a 48V mild hybrid system dubbed M Hybrid Boost unless you opt for the PHEV. All these vehicles come paired with an 8-speed automatic transmission. What makes many struggle, however, is the base prices. The base CX-70 starts at $40,445 while the three-row CX-90 starts at $38,045. The same goes for the plug-in hybrid electric (PHEV) version of the CX-70, which starts at $54,400, while the CX-90 PHEV starts at $49,945. I believe part of that has to do with the CX-70 starting off on a higher trim and the added options therein.
Mazda’s design puts others to shame
Kyle Edward
The interior is downright luxurious, and one of the best-looking in the class. I would compare it to something from Lexus or Genesis over Honda and Volkswagen. What might irk some is Mazda’s reluctance to offer a touchscreen infotainment screen. Sure, they offer a well-positioned 12.3-inch screen, but it has to be controlled with a rotary dial and buttons. The rest of the interior feels premium, and both the front and rear seats offer good comfort and excellent overall space.
The CX-70 has 39.6 cubic feet of cargo space behind the second row and 75.3 cubic feet with the second row folded down. This is the same amount of space as the CX-90, but without that third row, the CX-70 provides more under-floor storage. Depending on the trim, it tows between 3,500 and 5,000 lbs when properly equipped.
Dave McQuilling/AutoBlog
Externally, things begin to go sideways. Where Honda opted to give their Passport a completely unique exterior over its brethren, the Mazda CX-70 looks a lot like its brethren, so much so that many people confuse one for the other. Its overall design looks nearly identical to the CX-90, which, in my estimation, makes it feel less special. That’s a shame because it’s a great machine to drive.
The Honda Passport: Swagger and substance
Kirk Bell
Unlike the Mazda, the Honda Passport offers only one powertrain: a 285 horsepower, 3.5-liter V6 engine that makes 262 lb-ft of torque through a 10-speed automatic transmission and Honda’s torque-vectoring i-VTM4 AWD system. The big deal about the i-VTM 4 system is that it can send up to 70 percent of the power aft, and 100 percent of that can be sent side-to-side via mechanical torque-vectoring. It works remarkably well, even on complicated off-road trails. The Passport is EPA rated at 19 mpg city, 24 mpg highway, and 21 mpg combined. Â
Much like the CX-70 gets compared to the larger CX-90, the Honda Passport has a higher starting price than the three-row Honda Pilot. A base model Passport starts at $44,740, whereas a Pilot starts at $40,200. I believe that also has to do with trim and features offered. A fully loaded, top-of-the-line Pilot TrailSport Elite Blackout edition comes in at $53,650. While there are various editions of the Passport, there are only two trims: RTL and TrailSport.
Honda
A more rugged and playful design
Honda completely redesigned the interior and exterior of the Passport to look completely different from its sibling, and they succeeded. Not only does the interior design feel different, but it also has a more playful theme that imparts a rugged aesthetic. It’s not luxurious, but it’s functional and comfortable, and the 12.3-inch infotainment touchscreen is easy to use and well-positioned. Some of the interior bits feel less premium than the Mazda, but the space and comfort are quite good.
The Passport has more cargo space than the CX-70, with up to 100.8 cubic feet with the second row folded. The cargo space behind the second row totals 50.5 cubic feet and there is a secondary cargo area under the floor, which can be configured to hold a full-size spare with a strap. The Honda Passport can tow up to 5,000-lbs, when properly configured.
By combining off-road ruggedness into their design aesthetic, Honda managed to make something that truly feels adventurous in spirit, which is not an easy task (ask Jeep). That being said, it’s not the street monster the CX-70 is, nor is it as comfortable or luxurious.
The driving experience
Honda
The CX-70 is set up with a turbocharged 3.3-liter inline-six cylinder engine that sends power to the rear wheels via i-ACTIV AWD. Even the PHEV has the feel of a European sportswagon, with ample power to propel you forward. It’s not aggressive, but it is very well balanced, and every version corners well. My pick would be the Turbo S, which is powerful, playful, and less expensive than the PHEV.
Honda’s front-wheel-drive biased V6 is a bit less playful, but it is more than adequate for good acceleration. What it lacks in tarmac athleticism, it more than makes up for in its off-road potential. It’s not as quiet or planted as the Mazda, but it’s comfortable and performs well as a commuter.
Final thoughts
Dave McQuilling/AutoBlog
I’m impressed with the Mazda CX-70 in all of its powertrain layouts. It provides a wonderful driving experience, and a sure-footed one at that. It is more powerful than the Honda, but it’s also more expensive, especially the PHEV. As much as I love what’s under the skin, I am still compelled by the Honda Passport.
Not only does the Passport offer a great package, but it also has a fun presence. It’s utilitarian and easy to live with, it’s more affordable, and it has the potential to work well in the rough. Even if you never go adventuring, it’s nice to have something that imparts that feeling. However, if you’re looking for something that offers more refinement, better on-road driving dynamics, and a splash of luxury, then the CX-70 is an excellent choice.
