2024 Mazda CX-90 First Drive Review: Running With The Big Dogs

Mazda's interiors have been trending in an upscale direction, but the CX-90 elevates it to a true luxury level. This is a cabin that could shake things up at Audi and BMW; Acura and Infiniti might not even belong in this conversation. It's worth noting that we only had a chance to drive fully-loaded Premium Plus versions of the PHEV and Turbo S. Lower trim models are still premium inside, but don't have the same impressive material quality and feature content found at the upper end of the lineup.

The top-of-the-line Turbo S Premium Plus offers various stunning interior combinations, including Premium White Nappa Leather (pictured below) with light wood trim and cloth on the dash/doors with unique hanging stitches. This particular combination looks like it comes straight out of a Volvo XC90. The other option we sampled is a quilted Tan Nappa leather interior with dark maple wood that replaces the cloth accents with suede. It's equally appealing but gives warmer, cozier feel inside. The PHEV still gets Nappa leather seats in black, white, or Griege (depending on trim) paired with aluminum or wood trim. In our opinion, the Turbo S feels more upscale and gets a few more content features that aren't available on the hybrid.

The CX-90 doesn't break any new ground in terms of technology, but it's all pretty easy to use and smartly thought out. A 10.25-inch infotainment screen comes standard on lower trims, but a 12.3-inch unit with wireless Apple CarPlay and Android Auto is available and comes equipped to upper trims. Speaking of that screen, it does offer touch capability for Apple and Android, though native menus are still handled through a rotating knob on the center console. A 12-speaker premium Bose audio system is available on the Turbo Premium and above, offering clear sound quality when fed high-fidelity sources on a USB-C drive that Mazda provided for our drive.

A seven-inch TFT gauge cluster display is equipped on lower models, but the upper trims get a large 12.3-inch cluster. This larger screen looks great and organizes information in an easy-to-digest way. We particularly love how the driver assists show up on the screen and the head-up display, letting the driver know when someone is in their blind spot before they glance at either of their mirrors. The PHEV display is even more clever, packaging fuel economy in MPG and miles per kWh (our preferred measurement for EVs) with electric and gasoline range all in a single gauge.

Customers can opt for one of three drivetrains: 3.3 Turbo, 3.3 Turbo S, and PHEV. The first two options both use Mazda's new 3.3-liter turbocharged inline-six engine just with different states of tune. The former produces 280 horsepower and 332 lb-ft on any fuel, while the latter is tuned to deliver 340 hp and 369 lb-ft (319 hp on regular fuel). Even in base configuration, the Turbo punches close to other six-cylinder engines in its segment but decimates them on torque. As for the Turbo S, it's more comparable to the engines found in the German luxury space.

Both inline-six variants come mated with a new eight-speed automatic transmission that ditches the conventional torque converter in favor of a wet clutch. It provides near-seamless gear changes with shift logic that's on par with the best we've ever tested. As a trade-off, it's possible to catch the clutch engaging and disengaging with sharp throttle movements, though the phenomenon was rare and absent in the PHEV. Though they aren't true hybrids, the Turbo and Turbo S each include a 48-volt mild-hybrid system that smooths out stop/starts. Power goes out to standard all-wheel-drive with fuel economy rated at 24/28/25 mpg city/highway/combined with the Turbo and 23/28/25 mpg with the S.

The CX-90 PHEV may not have six cylinders or a turbocharger, but it's plenty potent. A familiar 2.5-liter four-cylinder engine delivers 189 hp on its own, with 173 hp coming from an electric motor. Together, the two units produce up to 323 hp 369 lb-ft. As with most PHEVs, the CX-90 can be driven on electric power for around 26 miles thanks to a 17.8 kWh battery. Mazda programmed the system so the engine kicks in when the battery reaches 20% state of charge, running the CX-90 as a normal hybrid to ensure drivers always have access to max output. A simple charge button near the shifter lets drivers use the engine to recharge the battery up to 100% on the go.

The PHEV will only average around 25 mpg with the battery fully depleted, but it can get up to 56 MPGe when running in EV mode. We noted around 1.9 mi/kWh when driving on electricity, far better than the all-electric GMC Hummer achieves. Charging from 20 - 80% can be done in 6 hours and 40 minutes on a Level 1 charger, or an hour and a half on a Level 2 setup. If the battery is depleted, you'll need to charge for around eleven hours or two hours and 20 minutes on Level 1 and 2, respectively.

Buyers who want to tow can pull up to 3,500 pounds in the base Turbo and PHEV models, while upper-trim models with Towing Mode and the correct hitch are rated for up to 5,000 lbs.

We always gave the CX-9 credit for being one of the most enjoyable three-row crossovers to drive, and the CX-90 takes that praise even further. Mazda's engineers created a true family driver's car here with impressive body control and handling. On the winding roads north of San Fransisco, the CX-90 came alive with a playful chassis that urges its driver to brake late and power out of corners. The CX-90 even borrows Kinematic Posture Control from the Miata, braking the inside wheel to help it around turns.

There's a slight dead spot on-center in the steering, likely to make the CX-90 less twitchy on the highway, but it comes alive off-center. Mazda doesn't mess around with different steering weights or ratios in its sport mode, instead opting for one perfect setting. This is a rare occasion where the steering actually talks back to the driver, communicating road imperfections.

If we had one complaint with the CX-90, it would be the suspension tuning. On back roads, it's incredibly fun, but if you live somewhere with pothole-ridden pavement, it will beat you up on the 21-inch wheels. We'd love to try a lesser model with the 19-inch wheels to see if it's any more comfortable.

Acceleration in both the Turbo S and PHEV models is prodigious, making many naturally aspirated V6 competitors feel sluggish in comparison. We love the low hum of the new inline-six, though the natural sound enhancement in the PHEV was surprisingly throaty. Acceleration in EV mode isn't brisk, but the CX-90 can easily keep up with traffic. Running without the engine proved interesting, because you can hear the electric motor quietly whining in the background, shifting with the eight-speed automatic. It's actually a pretty neat sound, and unlike some other PHEVs we've driven, you can't feel the shifts in EV mode even though they are audible.

You can't go wrong with either powertrain, though we might give a slight edge to the inline-six because the base Turbo configuration is cheaper while the Turbo S offers more available equipment.

Customers have a choice of four seating configurations in the CX-90, but it would be a dissertation to accurately explain them all, so we'll summarize as best as we can. An eight-seater setup with two seats in the front, three in the second row, and three in the third row is only available in the three lowest Turbo trims and the lowest PHEV trim. There are two seven-seat configurations, one with captain's chairs and a three-seat third row, and another with a bench seat and a two-seat third row. These two are broadly available in the middle of the lineup. A six-seat variant (with and without a second-row center console) is reserved for the Turbo S, and adds heated and ventilated seats in the second row. Mazda says customers spending on the Turbo S likely prioritize luxury and comfort over maximum practicality.

Space in all three rows is more generous than the outgoing CX-9, though families will need to make a choice between second-row or third-row comfort. Mazda quotes 39.4 inches of legroom in the second row and 30.4 inches in the third row. With the captain's chair set to a comfortable position, we could barely squeeze into the third row. There are certainly more spacious options in this segment.

As for the trunk space, this is largely dependent on your seating setup. Worst-case-scenario figures are 14.9 cubic feet behind the third row, although buyers will get 15.9 cubes if they opt for the two-seater third row. Folding down the back row opens up around 40 cubes. Maximum space comes in at 75.2 cubes - quite a bit more than the CX-9 had to offer. This is about the same amount of storage as the Infiniti QX60 but less than the Acura MDX. We also wish Mazda offered a powered third row at this price point and a way to fold the second-row seats from the trunk area.

With the 2024 CX-90, Mazda is entering uncharted territory in terms of pricing. The base 3.3 Turbo Select starts at $39,595 (before $1,375 destination), putting it well within the round of mid-trim mainstream options like the Kia Telluride and Toyota Highlander. But the pricing goes way up from there. There are 11 ways to configure this SUV, ranging well into the luxury space. The Turbo offers 5 trims, including the aforementioned Select, the Preferred at $43,335, the Preferred Plus for $45,900, the Premium at $48,900 Premium, and the Premium Plus, which costs $52,950.

The PHEV Preferred starts at $47,445, going up to $52,900 for the Premium and $56,950 for the Premium Plus. Then there's the Turbo S, which costs $51,750 while the Turbo S Premium goes for $56,450. The top-end Turbo S Premium Plus goes on sale for 59,950. Those are luxury prices, but the CX-90 backs them up with incredible interior materials, sporty rear-biased handling, and potent engines. Ride comfort isn't on-par with true luxury vehicles from Audi, BMW, and Volvo, but Mazda doesn't quite punch up to that price level.

Mazda has entered a new era with the CX-90, one that bridges the gap between a mainstream and luxury automaker. Though it isn't faultless, this is the most premium Mazda we've ever driven, and we hope it leads to more impressive models built using this platform.