2024 Mazda CX-90

With a bigger and bolder take on Mazda’s current design language, the CX-90 sports prominent chrome trim that traces around the broad and vertical grille, accenting the lower lip. The trim runs down the sides on the rocker panels as well as above, arcing over the greenhouse. “Inline6” or “PHEV” badges sit on the front fenders where they emphasize the long dash-to-axle ratio created by the rear-wheel-drive architecture. Vertical air intakes up front and large 19- or 21-inch wheels complete the muscular look. As in other Mazdas, smoothness defines the body, giving it a more sophisticated look than all the cuts and creases favored by some rival crossover SUVs.

Inside, the dash sports a new 12.3-inch display screen on most models, and the center stack waterfalls into a horizontal band of climate controls before ending in a recess to stow phones and other items. The center console can be covered in wood, and a mechanical gear shifter sits above the familiar controller dial for infotainment. The long, low uncluttered dash has a premium feel.

How fast is the Mazda CX-90?

It’s reasonably quick with all of its three engines. The 3.3 Turbo models’ turbocharged inline-6 produces 280 hp and 332 lb-ft of torque. It pairs with a 48-volt mild-hybrid system that can add 17 hp and 113 lb-ft. We haven’t driven this variant yet.

The 3.3 Turbo S increases the turbo-6’s output to 340 hp and 369 lb-ft. It’s a smooth engine with a satisfying and subdued growl. Mazda isn’t quoting a 0-60 mph time, but we’d estimate 6.5-7.0 seconds.

The PHEV models pair a 189-hp 2.5-liter inline-4 with a 173-hp electric motor powered by a 17.8-kwh lithium-ion battery pack located below the second-row seat. The duo teams up to make 323 hp and 369 lb-ft. 

All engines are mated to a new 8-speed automatic transmission. The Turbo S has strong power off the line, and there’s plenty in reserve for highway passing. While this engine doesn’t pin occupants back in their seats, Sport mode makes the power easier to access by holding onto lower gears.

The PHEV is almost as strong but not as refined. It has an EV mode that allows it to run with the motor’s 173 hp for up to 26 miles. A charge mode uses the engine as a generator for the motor to charge it to anywhere from 20-100%. When about 30 miles of spirited driving in Sport mode sapped the battery charge, Charge mode recovered about a third of the charge over 20 miles of highway driving during our test.

How does the CX-90 handle?

The CX-90’s rear-wheel-drive-based platform and narrow, longitudinally mounted inline-4 and inline-6 engines allowed plenty of room to fit a double-wishbone front suspension to team with a multi-link suspension in the rear. It’s a premium configuration used by BMW and Mercedes, and it gives the CX-90 lively handling, a smooth ride, and a substantial feel. It doesn’t act like a sport sedan, though, as it’s heavy at roughly 4,700-5,200 pounds and it sits 8.1 inches off the ground.

The CX-90 leans into corners in a controlled manner. Its steering has a relatively slow 17.1:1 ratio, but it’s direct and predictable with a feel that might be too heavy for those who will use the CX-90 for suburban chauffeur service. The ride, however, irons out most road imperfections, even with the available 21-inch wheels. BMW and Mercedes would control the lean and improve handling even more with features like adaptive dampers, air springs, active anti-roll bars, and rear-wheel steering, but Mazda forgoes those features for a less complicated, well-tuned suspension.

The only over-and-above feature the company does employ to control body motions is software-based. It’s a brake-based torque-vectoring system Mazda calls Kinematic Posture Control (KPC) that applies braking force in turns to limit body roll and improve grip and stability.

The third row offers two- or three-passenger configurations, but it’s too narrow for three to ever be comfortable. Two adults fit back there, but they’d have to negotiate with second-row passengers for viable legroom. The low seat bottoms also require third-row passengers to sit with knees up.

Cargo capacity is a smallish 15.9 cubic feet behind the third row, a more useful 40.1 cubes behind the second row, and a spacious 75.2 cubic feet behind the first row. The third-row seats fold easily from the rear via pull straps, and the second row folds down with a handle on the top of each seat. While the load floor is flat, there is a gap between the second and third rows. For comparison, the Honda Pilot has a minimum of 18.6, 48.5, and 87.0 cubic feet of cargo space behind the third, second, and first rows, respectively.

We’ve only experienced higher-end versions of the CX-90, and their interior materials match the big SUV’s upscale ambitions. The dash, center console, and door panels are covered with soft-touch surfaces, and the center of the dash is synthetic leather. Maple wood is available, and it’s all topped off with contrast stitching that’s available with an attractive hanging stitch.

Buyers can also get blind-spot monitors with steering support, traffic sign recognition, front and rear parking sensors, front cross-traffic alerts with brake support to avoid turning into oncoming traffic, rear automatic braking, and a surround-view camera system with a see-through view.

Every CX-90 comes with an average 3-year/36,000-mile warranty with roadside assistance but no included maintenance.

The $40,970 3.3 Turbo (including $1,375 for destination) comes standard with synthetic leather upholstery, an 8-way power-adjustable driver seat, LED headlights and taillights, a 7.0-inch digital instrument cluster, a 10.3-inch center screen, keyless entry, Apple CarPlay and Android Auto, a power tailgate, and 19-inch wheels.

Which Mazda CX-90 should I buy?

We like the extra equipment of the $47,275 3.3 Turbo Preferred Plus model. It gets a sunroof, leather upholstery, heated front seats, a 4-way power front passenger seat, wireless smartphone charging, wireless Apple CarPlay and Android Auto, a head-up display, and a towing mode that improves towing capacity from 3,500 to 5,000 pounds. 

How much is a fully loaded Mazda CX-90?

The $61,325 3.3 Turbo S Premium Plus is loaded with quilted nappa leather upholstery, cooled front seats, an 8-way power front passenger seat, second-row captain’s chairs, heated and cooled second-row seats, a second-row center console, a heated steering wheel, Mazda’s Driver Personalization System that tailors the seating position to the driver and saves preferences, a power tilt/telescoping steering wheel, driver seat memory, a 12.3-inch digital instrument cluster, a 12.3-inch center screen, a panoramic sunroof, a hands-free power tailgate, navigation, a 12-speaker Bose audio system, and 21-inch wheels.

CX-90 infotainment

The CX-90 keeps the brand’s rotary dial-based infotainment system, which isn’t a bad thing in itself. The standard screen is 10.3 inches and high-line models get a 12.3-inch screen that adds touch capability for wireless Apple CarPlay and Android Auto. Overall, the system is neither a plus nor a minus. We recognize that as an improvement because some of the control menus have been flattened out and no longer require as many turns and clicks. 

The CX-90 PHEV model gets a 2.5-liter inline-4 aided by an electric motor that’s powered by a 17.8-kwh battery. It has 26 miles of electric range and gets an EPA-rated 56 MPGe.