2024 Mazda CX-90 | First Drive
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For the latest Mazda CX-90
For the latest Mazda CX-90 pricing and information:
https://www.kbb.com/mazda/cx-90/
To start, the CX-90 is a 3-row midsize SUV with premium aspirations. It’s built on Mazda’s new large vehicle platform and yes, the CX-90 will replace the current CX-9.
As always, I’m not here to dictate your opinion on style, but personally I appreciate the CX-90’s elegant body surfaces, upscale proportions, and long powerful hood. Underneath that hood hides a point of interest. Mazda has imparted the CX-90 with an inline turbocharged 3.3-liter 6-cylinder engine that’s longitudinally arranged.
The inline-6 is offered in 2 states of tune. Turbo trims make 280 horsepower (280hp, 332 lb-ft) even with cheap fuel. The fancier Turbo S lineup makes 340 horsepower…assuming you’ve filled with premium (340hp 369 lb-ft). And both versions feature a 48-volt mild hybrid system called M-Hybrid Boost.
The I6 produces prompt, refined, and strong pull. I like it.
The CX-90 employs an 8-speed automatic transmission that’s built in-house by Mazda and uses a wet clutch instead of a torque converter. That technical distinctions will likely escape most CX-90 buyers. Just know that a torque converter’s torque multiplication abilities can aid off-the-line acceleration. In this case, the mild hybrid’s electric motor helps pick up the torque slack. As for the wet-clutch, it has its advantages.
There is a directness when I apply the accelerator that is often lost with a torque converter. It has some of the manual like powertrain precision of a dual-clutch minus the low-speed clunkiness.
I like the CX-90’s prompt powertrain reactions but I can also imagine the same behavior feeling “jumpy” for some drivers. As for the 8-speed, it shifts gracefully in normal mode and operates with sporting conviction in sport mode.
Meanwhile, CX-90 corners with extreme predictability, thanks in part to kinematic posture control, a system that applies a tiny amount of braking to the inside rear tire when turning to reduce body roll and improve vehicle stability.
And the steering ratio is a comparatively slow (Overal Steering Ratio: 17.13 : 1). That’s fine for stability but, to my mind, speedier steering would heighten the CX-90’s fun potential. Ratio aside, the steering has a heft and stability that aligns with the vehicle’s on-road demeanor.
Before bursting into an explosion of self-congratulation for accurately predicting the CX-90’s road manners, I’ll add that all trims come with a rear-biased all-wheel drive system whose clever tuning helps improve both traction and stability in turns.
The infotainment system is smartly arranged. It’s also primarily controlled with this knob. If you own a smartphone, and you definitely do, using a touchscreen is hyper-normalized. I find this interface easy to use and CX-90 buyers will get used to it. But it’s also swimming upstream against the technological expectations of all humanity.
Inside I’ll praise the CX-90’s simple and elegant interior, plus the inclusion of physical buttons for critical controls. Higher trims, like we have on this launch event, indulge with Nappa leather, real wood trim, and such. I’d love to see if the charm persists in more affordable trims.
8 seats come standard, while the priciest Turbo S trims only seat 6. Then, strangely, there are two different 7 seat layouts. One has a 3-seat bench in the 2nd row, the other a 3-seat bench the 3rd row.
For cargo space, there are 15 to 16 cu-ft behind the 3rd row depending on trim. That’s not best in category but it’s decent. If you need more space the 3rd row seats drop easily.
The standard safety roster includes automatic emergency braking, blind spot warning, cross traffic alert, lane keeping assist, and 8 airbags. Also, standard are full-speed radar cruise and vehicle exit warning, which alerts you about vehicles and bicycles approaching from the rear.
Right now, you’re wondering if I’m going to gloss over the plug-in hybrid version of the CX-90. No, I’m not. On paper the PHEV looks promising in that it makes nearly the same total horsepower as the inline 6-cylinder Turbo S. (PHEV: 323 hp, 369 lb-ft) And the torque figure is identical. Again, you need premium fuel to get that power.
The base Select trim costs $39,595 and includes a 10.25” infotainment screen, keyless access, 3-zone automatic climate control, and all the other essentials most buyers need. At the top end, the Turbo S Premium Plus nearly hits $60k ($59,950) but, you know, nappa leather and real wood don’t come cheap.
Whatever category you slot the Mazda CX-90 into, it is a graceful and usable SUV that’s lovely to drive. Now, if you don’t mind, there’s a spreadsheet calling my name.
00:00 2024 Mazda CX-90
0:20 Exterior
0:55 Engine
1:22 Driving Impressions
5:30 Interior
9:03 Fuel Economy
10:57 Price
11:20 Competitors
https://www.kbb.com/mazda/cx-90/
To start, the CX-90 is a 3-row midsize SUV with premium aspirations. It’s built on Mazda’s new large vehicle platform and yes, the CX-90 will replace the current CX-9.
As always, I’m not here to dictate your opinion on style, but personally I appreciate the CX-90’s elegant body surfaces, upscale proportions, and long powerful hood. Underneath that hood hides a point of interest. Mazda has imparted the CX-90 with an inline turbocharged 3.3-liter 6-cylinder engine that’s longitudinally arranged.
The inline-6 is offered in 2 states of tune. Turbo trims make 280 horsepower (280hp, 332 lb-ft) even with cheap fuel. The fancier Turbo S lineup makes 340 horsepower…assuming you’ve filled with premium (340hp 369 lb-ft). And both versions feature a 48-volt mild hybrid system called M-Hybrid Boost.
The I6 produces prompt, refined, and strong pull. I like it.
The CX-90 employs an 8-speed automatic transmission that’s built in-house by Mazda and uses a wet clutch instead of a torque converter. That technical distinctions will likely escape most CX-90 buyers. Just know that a torque converter’s torque multiplication abilities can aid off-the-line acceleration. In this case, the mild hybrid’s electric motor helps pick up the torque slack. As for the wet-clutch, it has its advantages.
There is a directness when I apply the accelerator that is often lost with a torque converter. It has some of the manual like powertrain precision of a dual-clutch minus the low-speed clunkiness.
I like the CX-90’s prompt powertrain reactions but I can also imagine the same behavior feeling “jumpy” for some drivers. As for the 8-speed, it shifts gracefully in normal mode and operates with sporting conviction in sport mode.
Meanwhile, CX-90 corners with extreme predictability, thanks in part to kinematic posture control, a system that applies a tiny amount of braking to the inside rear tire when turning to reduce body roll and improve vehicle stability.
And the steering ratio is a comparatively slow (Overal Steering Ratio: 17.13 : 1). That’s fine for stability but, to my mind, speedier steering would heighten the CX-90’s fun potential. Ratio aside, the steering has a heft and stability that aligns with the vehicle’s on-road demeanor.
Before bursting into an explosion of self-congratulation for accurately predicting the CX-90’s road manners, I’ll add that all trims come with a rear-biased all-wheel drive system whose clever tuning helps improve both traction and stability in turns.
The infotainment system is smartly arranged. It’s also primarily controlled with this knob. If you own a smartphone, and you definitely do, using a touchscreen is hyper-normalized. I find this interface easy to use and CX-90 buyers will get used to it. But it’s also swimming upstream against the technological expectations of all humanity.
Inside I’ll praise the CX-90’s simple and elegant interior, plus the inclusion of physical buttons for critical controls. Higher trims, like we have on this launch event, indulge with Nappa leather, real wood trim, and such. I’d love to see if the charm persists in more affordable trims.
8 seats come standard, while the priciest Turbo S trims only seat 6. Then, strangely, there are two different 7 seat layouts. One has a 3-seat bench in the 2nd row, the other a 3-seat bench the 3rd row.
For cargo space, there are 15 to 16 cu-ft behind the 3rd row depending on trim. That’s not best in category but it’s decent. If you need more space the 3rd row seats drop easily.
The standard safety roster includes automatic emergency braking, blind spot warning, cross traffic alert, lane keeping assist, and 8 airbags. Also, standard are full-speed radar cruise and vehicle exit warning, which alerts you about vehicles and bicycles approaching from the rear.
Right now, you’re wondering if I’m going to gloss over the plug-in hybrid version of the CX-90. No, I’m not. On paper the PHEV looks promising in that it makes nearly the same total horsepower as the inline 6-cylinder Turbo S. (PHEV: 323 hp, 369 lb-ft) And the torque figure is identical. Again, you need premium fuel to get that power.
The base Select trim costs $39,595 and includes a 10.25” infotainment screen, keyless access, 3-zone automatic climate control, and all the other essentials most buyers need. At the top end, the Turbo S Premium Plus nearly hits $60k ($59,950) but, you know, nappa leather and real wood don’t come cheap.
Whatever category you slot the Mazda CX-90 into, it is a graceful and usable SUV that’s lovely to drive. Now, if you don’t mind, there’s a spreadsheet calling my name.
00:00 2024 Mazda CX-90
0:20 Exterior
0:55 Engine
1:22 Driving Impressions
5:30 Interior
9:03 Fuel Economy
10:57 Price
11:20 Competitors
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