2023 MAZDA CX-5 SIGNATURE-main

Rob Beintema is an Auto Journalist for Metroland Media

STEVENS PASS, WA. – It’s early morning, as we swing and swoop along mountain roads through the Cascades. The post-dawn sun peers over the peaks, burning off the last vestiges of ground mist and stabbing shifting rays into dark stands of Douglas Fir and Sitka Spruce, the interplay creating elusive dances of light and shadow.

Hey, something moving in there?

Nah, no sign of Bigfoot, here in his supposed home range. At least, not until we spot Sasquatch statues at Espresso Chalet, our pit stop for Americanos, also a former movie location for “Harry and the Hendersons”.

But rather than search for shadowy signs of cagey cryptids, I pace a slow circle, sip my coffee, and gaze at the very real, very sharply delineated form of our 2023 Mazda CX-5, trimmed in top-of-the-line Signature level and resplendent in a new-for-2023 brilliant shade of Rhodium White Metallic.

Yes, the CX-5 has been around for a while, making its North American debut at the 2012 L.A. Auto Show, but it is still selling strong in second-generation form. The rounded rear quarters may seem less current and edgy than the jagged styling lines of newly minted competitors but the sharp nose and overall minimalist style still resonates. The novelty might have worn off a tad but the Kodo design still catches the eye. And catches customers too, with the CX-5 still the consistent best-seller for Mazda both in Canada and globally, approaching four million worldwide sales.

<img class="aligncenter size-full wp-image-177524" src="https://wordpress.wheels.ca/wp-content/uploads/2023/08/2023-MAZDA-CX-5-SIGNATURE-badge-scaled.jpg" alt="2023 Mazda CX-5 Signature" width="2560" height="1846" />

The 2023 CX-5 offers six trim levels ranging from around $31K - $44K. The lineup starts by harnessing a 2.5-litre Skyactiv-G four-cylinder engine, now coming standard with cylinder deactivation, and making 187 hp and 186 lb-ft of torque with a 9.8L/7.9L/100km (city/hwy) fuel economy rating.

Our high-end Signature tester is the only trim to come standard with a turbocharged version of the 2.5-litre four-banger, achieving a stronger power level of 227 hp and 310 lb-ft of torque. Drivers looking for a little extra kick can tweak the output with 93-octane fuel, boosting power to 256 hp and 320 lb-ft of torque.

Both engines come mated to six-speed automatic transmissions and both offer the same 907 kg (2,000 lb) tow rating. But the turbo powertrain, even while adding 63 kg (139 lb) of extra mass to the curb weight rating, bumps up the power-to-weight ratio and seat-of-the-pants performance significantly.

There’s a minor fuel economy penalty to pay for that extra get-up-and-go with a rating of 10.8L/8.7L/100km (city/hwy). But our real-world results, including four-passenger shuttling, came in at a very respectable 8.6L/100km (comb).

All CX-5 models come with G-Vectoring Control Plus and the i-Activ AWD system and, for 2023, Mazda Intelligent Drive Select (Mi-Drive) has been added across the lineup, offering Normal, Off-Road and Sport modes selected through a rocker switch on the console.

A healthy list of engineering and safety features includes all the latest safety nannies and driver aid, and our Signature model tops that list with bigger front brakes to counter the added turbo power, i-Activsense 360 degree View Monitor with front and rear parking sensors, Smart City Brake Support Rear, Traffic Jam Assist and the nagging nanny Driver Attention Alert.

<img class="aligncenter size-full wp-image-177529" src="https://wordpress.wheels.ca/wp-content/uploads/2023/08/2023-MAZDA-CX-5-SIGNATURE-interior-scaled.jpg" alt="2023 Mazda CX-5 Signature" width="2560" height="1939" />

Inside, it’s the same premium story for our top-of-the-line Signature model - Cocoa Brown Nappa leather trim on the seats, shifter boot and armrests, Abachi wood on the doors and dash, a black headliner, silver highlights and a rocking 10-speaker Bose Audio system inside a compact but comfortable interior.

Up front are all the expected apps and amenities, with driver info on the 7-inch digital dash and infotainment displayed on a slim 10.25-inch colour display controlled by a command wheel on the console. The whole command wheel idea feels dated and more distracting than a touch screen but, thankfully, the HVAC controls are simple dials and buttons on the dash and, of course, other functions can be accessed through the steering wheel controls.

<img class="aligncenter size-full wp-image-177530" src="https://wordpress.wheels.ca/wp-content/uploads/2023/08/2023-MAZDA-CX-5-SIGNATURE-loading-scaled.jpg" alt="2023 Mazda CX-5 Signature" width="2560" height="1861" />

Our trek down the West Coast included a family visit and some shopping trips. Rear seating is doable with some seat adjustment compromise and the middle part of the 40/20/40 second row flops down, in our case to allow the pass-through of a long bird feeder pole, or to open up to cupholders, storage and USB ports.

The Signature’s power liftgate opens to an 871-litre cargo space that expands to 1,680 litres with the second row folded and includes side cubbies, tie downs, underfloor storage bins, second-row seat releases, a 12V outlet, lighting, and a tonneau cover.

Yes, the 2023 CX-5 rounds out as a pretty complete package, especially in fully-outfitted Signature form, and is still competitive in a busy market niche that includes the <a href="https://www.wheels.ca/reviews/2023-honda-cr-v-sport-review">Honda CR-V</a>, <a href="https://www.wheels.ca/reviews/2023-toyota-rav4-hybrid-woodland-review">Toyota RAV4</a>, VW Tiguan, Ford Escape/Bronco Sport, and even Mazda’s own, next-generation <a href="https://www.wheels.ca/reviews/2023-mazda-cx-50-gt-turbo">CX-50</a>.

<img class="aligncenter size-full wp-image-177522" src="https://wordpress.wheels.ca/wp-content/uploads/2023/08/2023-MAZDA-CX-5-SIGNATURE-rear-scaled.jpg" alt="2023 Mazda CX-5 Signature" width="2560" height="1920" />

Some have wondered if Mazda’s new CX-50 might be angling to replace the CX-5 but the CX-50’s slightly Subaru-ish, more off-roadish styling shows it positioned for a different market and, with the CX-5’s strong sales record, the two will probably co-exist for now.

New 2024 CX-5 models will appear soon, carrying over unchanged for the most part with an inflationary uptick in pricing (+$700 - $2,900, depending on model) and adding a uniquely coloured Suna model just beneath the Signature level.

And, looking further down the road, Mazda has affirmed that by 2030 all of their vehicles will be electrified in some way, with a new fleet including EVs, hybrids, mild hybrids and PHEVs.

But that’s all in the future. For the present, focusing on the mountain roads and the steering wheel in my hands, it was obvious that, like all Mazda vehicles, the CX-5 felt just a little more dialed-in than other SUVs, combining athletic prowess and near-lux appointments, tracking seamlessly through the esses and hairpin curves and putting a smile on my face with its driver-centric focus, ride and handling.

Yeah, we may not have found Bigfoot in the Cascades but it was plenty interesting enough to rediscover the 2023 Mazda CX-5.
<h3>2023 Mazda CX-5 Signature</h3>
BODY STYLE: four-door five-passenger compact SUV

DRIVE METHOD: 6-speed automatic, all-wheel drive

ENGINE: 2.5-litre Skyactiv-G T four-cylinder (227 hp, 310 lb-ft) (256 hp, 320 lb-ft with 93 octane)

FUEL ECONOMY: 10.8L/8.7L/100km (city/hwy). As tested 8.6L/100km (comb).

CARGO VOLUME: 871 litres, 1,680 litres behind front row.

TOW RATING: 907 kg (2,000 lb)

WEBSITE: mazda.ca

&nbsp;

2023 Mazda CX-5 Signature Review

news 8-7 (7)

Evan is an East Coast based automotive journalist and a Certified Engineering Technologist. He is an avid autocrosser, hack mechanic, and a member of AJAC. If you don't find him driving or writing about cars, you'll probably find him in the garage breaking one.

New Hyundai Kona priced

Hyundai has priced the new for 2024 Kona crossover, and the price matches the changes to the new model: both are now larger, with the '24 Kona starting from $25,999 or $3,350 more than last year. With more width and a 60 mm longer wheelbase, there is at least more interior space to help justify the price. The Kona will also offer tech that's new to the brand like a digital key and OTA updates. The engines remain the same, a 147 hp 2.0L four and a 190 hp 1.6L turbo-four. The Kona Electric will come later. A Preferred trim starts from $28,499, with N Line AWD at $35,499 and an N Line AWD Ultimate at $38,499. They'll be at dealers later this summer.

Lexus RX PHEV

<img class="aligncenter size-full wp-image-177281" src="https://wordpress.wheels.ca/wp-content/uploads/2023/08/news-8-7-6-scaled.jpg" alt="Lexus RX PHEV" width="2560" height="1612" />

Lexus has just launched the first plug-in RX. The 2024 Lexus RX 450h+ offers 60 km of electric range and 2.8 Le/100 km thanks to its twin-motor AWD driveline and 2.5L four-cylinder. The 2024 RX 450h+ starts at $86,950 in Canada and comes only in top-spec Executive grade. The trim includes semi-aniline leather, a 14-inch display, Lexus Safety System+ 3.0, a 21-speaker Mark Levinson audio system, and just about everything Lexus can throw at an RX. The 2024 RX is at dealers now.

Electric Blazer

<img class="aligncenter size-full wp-image-177276" src="https://wordpress.wheels.ca/wp-content/uploads/2023/08/news-8-7-1-scaled.jpg" alt="Chevrolet Blazer EV" width="2560" height="1646" />

Chevrolet's 2024 Blazer EV will hit dealers next month and it will have a starting price of just under $60k, but not at the same time. Well, it's $63,298, but that includes freight, dealer fees, and AC tax, which is effectively under $60k. Chevy didn't detail the freight and fees, but it did say that the Blazer EV will qualify for federal and provincial EV incentives. That price gets you a 2LT trim with AWD, heated front seats and steering wheel, wireless charging, and adaptive cruise control. RS AWD models are the ones that will hit dealers first, for $73,298 with fees, and it also qualifies for incentives. 2LT models arrive in the fall and the range for the pair is expected to be 449 km on a full charge. A rear-drive RS is also expected in the fall with the same price as the AWD version but with 515 km of range. The sporty SS follows in the spring of 2024 and the 471 km range 2LT FWD trim is also coming sometime next year.

Nismo Z launches with more power, performance

<img class="aligncenter size-full wp-image-177280" src="https://wordpress.wheels.ca/wp-content/uploads/2023/08/news-8-7-5-scaled.jpg" alt="2024 Nissan Z NISMO" width="2560" height="1707" />

Nissan has launched the 2024 Z Nismo, a track-oriented version of the sports coupe. The Nissan Z Nismo's 3.0L twin-turbo V6 gets an extra 20 hp and 34 lb-ft for 420 and 384 respectively thanks to tuning by the Nismo performance arm of the automaker. The car will also get larger brakes front and rear and enhanced cooling for track use. It will also be offered only with a nine-speed automatic. Nissan says it has enhanced the box to cut shift times in half, and with the new Sport+ drive mode, it is quicker on a track than the stick. Nismo has stiffened the chassis and added aero tweaks like the extended front fascia, and fitted wider tires. Expect pricing and availability this fall.

Lightweight 911 S/T celebrates 60 years of iconic sports car

<img class="aligncenter size-full wp-image-177279" src="https://wordpress.wheels.ca/wp-content/uploads/2023/08/news-8-7-4-scaled.jpg" alt="Porsche 911 S/T" width="2560" height="1440" />

Porsche is marking 60 years of 911 with the 911 S/T. It's a new variant of the 911 that pairs the 518 hp 4.0L flat-six from the GT3 with a short-ratio six-speed stick and not much else. There are no fancy aero aids here, and Porsche even dropped the rear-axle steering to keep weight to just 1,380 kg (with help from carbon fenders, doors, roof, and more), and the car is tuned for performance road driving and not the track. The 911 S/T is the lightest car of the current 911 generation, 40 kg lighter than the 911 GT3 Touring. Only 1,963 versions of the car will be sold worldwide, and for the $343,900 Canadian sticker price you'll also get a special watch from Porsche Design.

40th Anniversary Jetta GLI

<img class="aligncenter size-full wp-image-177277" src="https://wordpress.wheels.ca/wp-content/uploads/2023/08/news-8-7-2-scaled.jpg" alt="VW Jetta GLI 40th" width="2560" height="1694" />

Volkswagen is celebrating 40 years of the Jetta GLI with a 40th Anniversary package for 2024. The 228 hp 2.0L four isn't changed, and it will offer a seven-speed dual-clutch or a six-speed stick. So what's different? A new seat upholstery created just for GLI 40 that VW says will be slightly different in each car. There will be GLI 40 badges, special wheels, and a black finish for the grille and some other bits. The cars start from $31,395 and will hit dealers later this summer.

2024 Mazda CX-5 updated

<img class="aligncenter size-full wp-image-177278" src="https://wordpress.wheels.ca/wp-content/uploads/2023/08/news-8-7-3-scaled.jpg" alt="2024 Mazda CX-5" width="2560" height="1708" />

Mazda has announced the 2024 CX-5 crossover will get slightly better fuel economy along with a slightly higher price. The GX trim starts from $32,250 with GS at $36,100, Kuro at $39,700, GT at $41,050, and Signature for $44,950. The new Suna Edition with terracotta accents is $44,200. The 2.5L NA models get auto start-stop and fuel economy improves slightly to 9.1 L/100 km city, 7.7 highway, while the 2.5T models are unchanged. AWD is standard across the CX-5 lineup.

News Roundup: 2024 Hyundai Kona and Lexus RX Plug-in, Plus Blazer EV and Lots More

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Having worked in the automotive industry in many roles for over 15 years and currently the Content Strategist for Wheels.ca - Kunal's obsession with cars goes back to his early childhood. Even now his insatiable thirst to be in the know of anything with wheels and a motor continues, and will likely never fade. His idea of bliss is the open road,  good tunes and a manual gearbox. Kunal is a member of AJAC (Automobile Journalists Association of Canada)

The Mazda CX-90 is the largest crossover in the Mazda lineup, seating up to 8, and starting at $45,900. (KUNAL D’SOUZA)

The Mazda CX-9 was an early example of a three-row crossover that now finds itself surrounded by competition in a segment that’s booming. The <a href="https://www.wheels.ca/reviews/2023-kia-telluride-x-line-review-2">Kia Telluride</a>/<a href="https://www.wheels.ca/reviews/2023-hyundai-palisade-review">Hyundai Palisade</a> have received a lot attention, recently. They’re well thought out, with roomy third rows, and are good value. Dealers can’t seem to keep them in stock. There’s also a new Honda Pilot, a refreshed VW Atlas, and even a three-row EV coming from Kia. The demand for these people movers is growing rapidly. While the CX-9 was great to drive, it lacked space, especially in that all-important third row.

Enter the CX-90, Mazda’s all-new three-row crossover that’s longer, wider, and taller than the CX-9 it replaces. This directly translates into a much more usable third row that can now accommodate adults comfortably. But there’s more to the CX-90 than its larger body. It represents Mazda’s shift upmarket and it debuts an all-new rear-wheel drive platform, and an all-new inline-6 engine, going against the grain of its major competitors, which are primarily front-wheel drive based vehicles.

<img class="aligncenter size-full wp-image-177068" src="https://wordpress.wheels.ca/wp-content/uploads/2023/07/DSC04586.jpg" alt="2024 Mazda CX-90 GT-P Signature" width="2048" height="1365" />

The new large vehicle platform represents a philosophical shift in design and performance for Mazda. A rear-wheel-drive platform is conducive to better weight balance and better steering feel and provides for a shorter turning radius, which is important in a big vehicle. They also have a longer dash-axle ratio (the distance from the base of the windshield to the centre of the front axle), which means a better-looking vehicle.

Developing a straight-six is also not the norm today when everyone is scurrying about trying to come up with the next leap in battery and electric motor technology. Most automakers ditched the straight-six long ago in favour of the packaging and space gains provided by V6s and inline-4s. But straight-sixes are renowned for their perfect balance, smoothness, and torque. It might be an uncommon powertrain but it’s an excellent choice for a luxurious and sporty vehicle like the CX-90 claims to be. It’s why BMW still uses them.

So the new larger CX-90 is as focused on driving dynamics as it is on passenger space and it would seem that Mazda was able to carve out a lot of room in all three rows despite the long engine under the hood.

<img class="aligncenter size-full wp-image-177083" src="https://wordpress.wheels.ca/wp-content/uploads/2023/07/DSC04558.jpg" alt="2024 Mazda CX-90 GT-P Signature" width="2048" height="1365" />

My tester, a range-topping GT-P Signature trim had the high-output turbocharged inline-6 augmented by a mild-hybrid system using a small electric motor sandwiched in between the engine and 8-speed automatic transmission. The electric motor provides for seamless auto start-stop as well as some mild fuel efficiency gains. The 3.3L engine makes 340 hp and 369 lb-ft of torque on premium gas. The base CX-90 gets a lower output version that makes 280 hp and 332 lb-ft of torque, which are still very respectable numbers. There’s also a plug-in hybrid version that uses a 2.5L 4-cylinder and an electric motor providing up to 42 km of electric-only driving range.

Our focus here is the most powerful GT-P. We’ve covered much of the technical details of the CX-90 <a href="https://www.wheels.ca/news/2024-mazda-cx-90-three-row-gets-new-inline-6-plug-in-drivetrain">here</a>, so I won’t go through them again but I will focus on what it’s like to drive and live with on a daily basis.

If Mazda’s goal is to capture those that would typically buy an Acura, Lexus, or an Audi, it’s got its work cut out for it, but the cabin is one place that will impress even the most discerning customers. It has really comfortable seats, supple soft-touch materials on the dash, Nappa leather, matte wood trim, and a simple and elegant layout that will be familiar to anyone that’s driven a newer Mazda.

<img class="aligncenter size-full wp-image-177078" src="https://wordpress.wheels.ca/wp-content/uploads/2023/07/DSC04569.jpg" alt="2024 Mazda CX-90 GT-P Signature" width="2048" height="1365" />

<img class="aligncenter size-full wp-image-177075" src="https://wordpress.wheels.ca/wp-content/uploads/2023/07/DSC04572.jpg" alt="2024 Mazda CX-90 GT-P Signature" width="2048" height="1365" />

Each row gets USB ports to power devices and the second-row captain’s chairs are heated and ventilated. They can also be moved out of the way quickly to access the third row, which my six-foot frame had no problem plopping down in. One sore point is the infotainment system which lags behind the competition. It doesn’t have a touchscreen and you have to use a rotary controller to access it. It’s easy to use, but simple things like radio presets and Apple Car play integration need a complete rethink.

The CX-90 drives smaller than it is for the most part. The steering is crisp and precise but is slightly heavier than it needs to be. Enter a corner at speed and the girth of the big Mazda is perfectly controlled with minimal body roll. Quick left/right transitions, heavy braking, full-throttle acceleration, nothing seems to upset the chassis. You have to remind yourself that you’re in a heavy three-row SUV. It even rides really well, absorbing most bumps and handling the war-torn roads of Toronto with the utmost ease. It also feels uncannily Teutonic, probably owing to its development in Germany.

Power delivery is impeccably smooth and refined. Like all good straight-sixes, it doesn’t matter if the engine is spinning at 2000 rpm or 6000, there are virtually no vibrations that make it into the cabin.

<img class="aligncenter size-full wp-image-177073" src="https://wordpress.wheels.ca/wp-content/uploads/2023/07/DSC04575.jpg" alt="2024 Mazda CX-90 GT-P Signature" width="2048" height="1365" />

The CX-90 is well-behaved with impeccable road manners and it seems to do everything well, but I still feel the <a href="https://www.wheels.ca/vehicle-reviews/2022-mazda-cx-5-sport-design-review">smaller CX-5</a> is Mazda’s benchmark for a fun-to-drive crossover. As good as the CX-90 is, it comes off as a bit boring and a bit clinical. It’s better to drive than many of its competitors but it seems like Mazda went to great lengths to achieve incremental gains. The reality is, many shoppers looking for a three-row SUV like this couldn’t care less about “fun-to-drive”.

It’s a good thing then that the CX-90 is much more than just a dynamic driver. It’s a really well-packaged large family crossover that also happens to be excellent value starting at just $45,900. The plug-in version starts at $54,900 and is one of the largest PHEVs on sale today. The CX-90 isn’t perfect, but it should still cause some serious concern for its many competitors.
<h3>2024 Mazda CX-90 GT-P Signature</h3>
BODY STYLE: 5-door, 6-8-passenger full-size crossover

CONFIGURATION: Front-engine/all-wheel drive

ENGINE: 3.3-L turbocharged inline-6; Power: 340 hp @ 5000-6000 rpm; Torque: 369 lb-ft @ 2000-4500 rpm

TRANSMISSION: 8-speed automatic

CARGO CAPACITY: 423-2101 litres

FUEL ECONOMY: (Premium Gasoline in L/100 km)  9.6 city; 8.3 highway

PRICE:  $63,300 + freight, taxes, and fees

WEBSITE: <a href="https://www.mazda.ca/en/">Mazda Canada</a>

2024 Mazda CX-90 GT-P Signature Review

2009 Chevrolet TrailBlazer SS

Chris D’Alessandro is a writer living in downtown Toronto. Growing up in a family of used car dealers and mechanics, he’s been immersed in car culture his entire life. A frequent contributor to VICE Canada, Chris’ screenwriting work has also won a Canadian Comedy Award. So, “hipster, wise-ass, gearhead” pretty much covers it. Follow Chris on Twitter @chrisdaless and Instagram @chrdalessandro

The 2000s as a decade can be defined by two key, tragic events.

The first is 9-11. It was the day the ‘90s truly died. When we were forced to accept that history was not over as the previous decade had predicted.

The second was the 2008 financial crash. A cataclysmic event which wiped out livelihoods and savings, and which saw some of the oldest nameplates in American automotive disappear forever.

In between were two ethically dubious wars. Some transformative cinema. The election of the first African-American U.S. president. And cars. Some, actually quite interesting, awesome and nothing if not indicative of their place in time.

The 2000s tend to get written off in the minds of automotive enthusiasts. Most will mark the return to sports performance in the early 90s… but then mentally jump to the ultra-high performance of today with nothing in between. No transitions. No evolution. No growing pains.

And true enough there was a lot of truly boring, humdrum crap from the 2000s. The bean counters and boomers still reigned supreme forcing nostalgia-bait trash like the Chrysler PT Cruiser and Chevrolet HHR into the market. The Dodge Caliber is the worst car I have ever driven.

But the ‘00s was also the dawn of the millennials and the return of engineers to the helm of development. Seeds were planted in the ‘00s for what would be the true golden age of sports cars, muscle cars, hot hatches, and even SUVs here in the ‘20s.

Still, so few vehicles can escape the time in which they were created and lived. So many ‘00s cars boomed, then busted… and then disappeared. So many on this list feel like a defiant western hoorah — cheap, loud, bold, classless — with lives abruptly cut short by a crisis triggered by shortsightedness and greed.

If ever an entire generation of cars were an allegory for capitalism, it was in the ‘00s.
<h3>Cadillac XLR-V (2006 - 2009)</h3>
<img class="aligncenter size-full wp-image-176529" src="https://wordpress.wheels.ca/wp-content/uploads/2023/06/2006-Cadillac-XLR-V-scaled.jpg" alt="Cadillac XLR-V" width="2560" height="1709" />

Gather 'round children and let me tell you about the time GM made a luxury Corvette, and incidentally, the last convertible Cadillac.

It’s not difficult to see GM’s thinking with the XLR. Since the average Corvette buyer was in their mid-50s and the ‘Vettes of the day were only getting more hardcore and back-breaky, why not make something a retired golf-ist might enjoy? Seems like a solid pitch. But the XLR was still a sales flop, failing to excite both the Cialis oldies and the Escalade newbies.

Still, there’s nothing to mock about the ultra-hot XLR-V which not only featured a supercharged variant of the 4.6-litre Northstar V8, but also an early version of GM’s magna-ride suspension. The XLR-V’s historical significance, combined with its rarity may just make it a future collector’s item.
<h3>Chevrolet Cobalt SS (2005 - 2010)</h3>
<img class="aligncenter size-full wp-image-176528" src="https://wordpress.wheels.ca/wp-content/uploads/2023/06/09-Chevy-Cobalt-SS.jpg" alt="Chevrolet Cobalt SS" width="1000" height="584" />

It cannot be overstated how integral the Cobalt SS was to my generation of car enthusiasts. Parking lot meets were simply littered with the things from the mid-2000s through to the early teens. In many ways, the Cobalt SS was like the millennial Chevelle — a cheap, two-door commuter Chevy with a “hot’ engine stuffed under the hood, mostly purchased second-hand by dazed and confused youths.

The standard SS received a 2.4-litre NA engine, which was admittedly a little asthmatic — a meager 171 horsepower was only good for 0 - 100 km/h times around 7 seconds. The supercharged 2.0-litre variant, however, boasted 205 horsepower and cut 0 - 100 times by over a second and a half.

Best of the bunch, though, was a final turbocharged version, which received high praise in 2008 for its impressive powerband and handling prowess. With its FWD layout, 260 horsepower, and 0 - 100 times around 5 seconds, the turbo SS may just be able to scratch that Type R itch for a third of the price. Or at least, a third of the itch.
<h3>Chevrolet Trailblazer SS (2006 - 2009)</h3>
<img class="aligncenter wp-image-176526 size-full" src="https://wordpress.wheels.ca/wp-content/uploads/2023/06/trailblazer-ss-scaled.jpg" alt="2009 Chevrolet TrailBlazer SS" width="2560" height="1703" />

Long before Dodge was stuffing Hellcat V8s into the Durango, Chevrolet had the bright idea to drop its Corvette-sourced LS2 V8 into a completely unassuming, grocery and hockey-practice Trailblazer, creating one of the best sleepers to come out of the mid-2000s.

The 6.0-litre V8 delivered a healthy 395 horsepower and its 20-inch chrome wheels are some of the most indicative styling choices of the decade. The whole thing seemed like something done on a whim, and that’s perhaps just one of the many reasons why Chevy decided to axe the Trailblazer SS post-financial collapse. 

Dodge Magnum SRT-8 (2006 - 2008)

<img class="aligncenter size-full wp-image-176524" src="https://wordpress.wheels.ca/wp-content/uploads/2023/06/2006-Dodge-Magnum-SRT8-scaled.jpg" alt="Dodge Magnum SRT8" width="2560" height="1475" />

For any Gen Z readers, the Magnum was a Charger station wagon. No more. No less. However, it actually beat the Charger to market by a few short years. I remember as an early teen trying to convince my mother to get this new sensible station wagon… with a HEMI.

She didn’t go for it and that’s probably for the best because like all Chrysler products from this era, the build quality was simply dreadful and the value plummeted like a stone.

That is, except for anything with an SRT badge. Just like the Charger SRT-8, the Magnum SRT-8 received the 6.1-litre HEMI producing 425 horsepower. Always an oddball in the lineup, it's easy to see why Dodge decided they could do without the Magnum, especially if it meant making room for the upcoming Challenger.

Still, one can’t help but imagine what a Hellcat Magnum might have been like…
<h3>Pontiac Firebird Trans Am WS6 (1996 - 2002)</h3>
<img class="aligncenter size-full wp-image-176523" src="https://wordpress.wheels.ca/wp-content/uploads/2023/06/2001-Pontiac-Firebird-Trans-Am-WS6-Convertible806646_-scaled.jpg" alt="Pontiac Firebird Trans AM" width="2560" height="1707" />

When GM killed the Camaro for the first time in ‘02, its sister car, the Firebird Trans Am went with it. However, with Pontiac’s demise in 2009, the Trans Am would not return in 2010 alongside the Camaro.

It’s a shame. Because for two-thirds the price of a Corvette, you got a back seat and the same LS1 engine producing 325 horsepower, mated to a 6-speed manual transmission. The WS6 package also added wider tires and an air-induction system from the Corvette Z06.

While the performance would be considered lackluster by today’s standards, the WS6 was so dominating in the early ‘00s that it drove the Ford SVT boss mad. Cobras consistently lagged behind the Trans Ams. So SVT Mustangs were recalled, canceled, and then finally re-engineered into the mighty supercharged “Terminator” cars in 2003.
<h3>Pontiac GTO (2004 - 2006)</h3>
<img class="aligncenter size-full wp-image-176522" src="https://wordpress.wheels.ca/wp-content/uploads/2023/06/2006-Pontiac-GTO610578_-scaled.jpg" alt="Pontiac GTO" width="2560" height="1920" />

A lot of people write off the fifth-generation GTO as not really being worthy of the name. Indeed, the last generation GTO was just a rebadge job. In Australia, the car was a Holden. In the UK, it was a Vauxhall. In other parts of the world, it was a Chevrolet Caprice.

It also didn’t do much to differentiate itself visually from the average Pontiac Grand Prix. Debuting just a few years before the Mustang and Challenger brought “future retro” styling into the muscle car revival, the GTO seemed almost instantly outdated.

But in many ways, the fifth-gen GTO is as much a GTO as Pontiac ever made. The GTO always shared a platform with rebadged GM products — first the Chevelle, the GS, the 442, then the Nova. And it barely ever differentiated itself from other Pontiacs outside of hood scoops, badges, and stickers. Don’t tell me you’ve always been able to tell a real GTO from a Tempest or LeMans from 50 feet away.

What really mattered about this GTO was a 5.7-litre, and then 6.0-litre LS-based V8 which made 400 horsepower in its final form. The GTO ultimately died to make room for the rebirthed Camaro. But to this day I still prefer the Pontiac because it was in Need for Speed Underground 2. And because it was never sold in Canada. Forbidden fruit.
<h3>Pontiac G8 GT &amp; GXP (2008 - 2009)</h3>
<img class="aligncenter size-full wp-image-176521" src="https://wordpress.wheels.ca/wp-content/uploads/2023/06/89973fde-carscoop_pontiac_g8_1001.jpeg" alt="Pontiac G8 GT" width="1200" height="800" />

Everything you can say about the GTO you can say about the G8. Perhaps most tragically, this was the last great car Pontiac ever put its name on. The car received excellent reviews just before GM folded Pontiac for good after the 2008 crash.

The GT continued to offer the 6.0-litre V8, although the hottest model, the GXP received the updated 6.2-litre V8 which would later be offered in the new Camaro SS. 415 horsepower sent the GXP to 100 km/h in around 4.5 seconds. Quick even by today’s standards.

The car was rebranded simply as the Chevrolet SS after Pontiac’s demise. However, GM called no fanfare to the car, despite consistently positive reviews, as they planned to shutter the factory in Australia which produced the platform. Perhaps this is why Chevy avoided reviving a nameplate like Chevelle, Nova, or Monte Carlo as a way for the SS to compete with Dodge’s 4-door Charger.

With only two ever model years, and some genuine muscle car cred, if you’ve got a G8, it just might be worth holding on to.
<h3>Lincoln LS V8 (2000 - 2006)</h3>
My dad got one of these back in 2005 and I remember thinking we must have won the lottery. It was, by far, the nicest car he had ever owned up until that point. I had never sat in something so luxurious or with some many trick features. It was also fast and fun to drive. A new paradigm in my world.

Sure, it seems like a humdrum grandpa-mobile. But the LS was actually based on the same platform as the Jaguar S-Type. It also featured near 50-50 weight distribution, a select-shift automatic, RWD and a 3.9-litre V8 engine — a shorter stroke version of Jag’s 4.0-litre V8.

The Lincoln LS was actually<a href="https://www.motortrend.com/reviews/2000-lincoln-ls-car-of-the-year/#:~:text=For%20these%20reasons%20and%20more,2000%20Car%20of%20the%20Year."> Motor Trend's Car of the Year in 2000</a>. “The LS not only brings a new dimension to Lincoln, but to American sport/luxury sedans as a whole,” the magazine claimed at the time.
<h3>Mazda RX-8 (2004 - 2012)</h3>
<img class="aligncenter wp-image-175844 size-full" src="https://wordpress.wheels.ca/wp-content/uploads/2023/04/Mazda_RX8_R3_273.jpg" alt="Mazda RX-8" width="2400" height="1600" />

The RX-8 made it out of the 2000s but only just. I write a lot about the RX-8 because, for starters, I really miss my silver 2004 6-speed GT. And second because the prices on these things have sunk through the floor.

While the RX-8 never did and never will live up to the timelessly beautiful and culturally iconic RX-7, it remains a wonderfully compliant and exciting driver’s car. It is every bit a rotary-powered MX-5 that the sum total of its parts would lead you to believe.

If you can find one in good knick, and don’t mind topping up the oil every third gas fill up, then I can’t recommend enough the combined joys of a rotary engine screaming to 9,000 RPM, 50-50 weight distribution and RWD enough.
<h3>Mazda Mazdaspeed3 (2007 - 2013)</h3>
<img class="aligncenter size-full wp-image-157037" src="https://wordpress.wheels.ca/wp-content/uploads/2021/02/2012_Mazdaspeed3_0036.jpg" alt="Mazda Mazdaspeed3" width="1280" height="850" />

Again the Mazdaspeed3 managed to make it out of the ‘00s but it was more of a hangover than anything else. Amidst incoming and stiff competition in the hot hatch market, and Mazda’s imminent rebrand as “budget luxury” (the loudest and longest of yawns) the Mazdaspeed3 simply couldn’t continue.

Like the Cobalt, the Mazda 3 was a staple of the late ‘00s and early teens. They were simply everywhere. If you were in your early 20s, you either had one, or your friend did.

Of course, with its 263 horsepower, turbocharged 2.3-litre engine, 6-speed manual transmission, tuned suspension, and iconic hood scoop, the Mazdaspeed3 was the coolest and most desirable of its ilk. With its FWD layout and hatchback bodystyle, the Mazdaspeed3 could also be today’s solution to a budget <a href="https://www.wheels.ca/reviews/2023-honda-civic-type-r-first-drive-review">Type R</a> or <a href="https://www.wheels.ca/reviews/why-i-love-my-vehicle-2022-volkswagen-golf-r">Golf R</a>.

10 Awesome, Forgotten Cars from the 2000s

CX-90 front

Living in rural Nova Scotia, Matthew Guy has immersed himself in car culture for over 30 years and relishes the thought of a good road trip. A certified gearhead, he enjoys professionally writing about cars and is very pleased to contribute for wheels.ca.

His work has also appeared on Car Throttle, The Truth About Cars, and in CAA Magazine. Find him on Twitter @matthewkguy

For the 2024 model year, Mazda jumps into the three-row crossover game looking to ruffle some feathers in the premium segment. Clean styling, a 3.3L inline-six engine, and a finely crafted cabin are all part of Mazda’s plan to move upmarket. As an aside, know this post only refers to the mild-hybrid CX-90; perhaps we’ll write a Base Camp about the plug-in hybrid another time.

Mazda tends to offer a yaffle of trims for each model, and they’ve continued this trend with the CX-90. The least expensive one shows up for duty in GS guise, priced at an agreeable $45,900 and packing the same 280 horsepower/332 lb.-ft of torque as the pricier GS-L and GT trims. All-wheel drive is included. Safety gear includes active helpers like emergency lane keeping, smart brake support, and radar cruise control with stop &amp; go functions.

The brand’s signature Soul Red Metallic paint is not available on this entry-level CX-90, but the tasty Deep Crystal Blue Mica shown here can be selected at no charge and looks good with those 18-inch gunmetal alloy wheels. LED lamps are present front and rear, while colour-keyed door handles and heated side mirrors don’t give away the fact you’re rolling in the GS trim. We feel there’s more than a bit of BMW in those slick taillamps, by the way.

<img class="aligncenter size-full wp-image-175739" src="https://wordpress.wheels.ca/wp-content/uploads/2023/04/CX-90-interior.png" alt="Mazda CX-90 GS" width="2682" height="1800" />

Three-zone climate control does a good job of quelling complaints from the peanut gallery – even third-row riders get a set of air-conditioning vents. Keyless entry and push-button start are expected and present at this price, as are enough power points and USB ports to keep all devices fully charged. Cloth upholstery is equipped on the GS (the “L” stands for leather-type seats on the next-rung trim), though the front perches are heated and the second row can recline like an airliner for extra comfort. Infotainment shows up as a 10.25-inch colour centre display with wired Apple CarPlay and Android Auto but no satellite radio capabilities.

What We'd Choose

It is always easy to spend someone else’s money – just ask Queen’s Park – which is why we are looking heavily at the GS-L and its extra kit. Real leather on touch points like the gear selector and (heated) steering wheel, leatherette on the seats, power-operated access to the third row, and a power rear liftgate are all features most families would appreciate in their next all-wheel drive kid hauler.

An extra $3,400 isn’t exactly chump change, especially in this age of Galen Weston putting his hands in our pockets and inflation remaining stubbornly high, but a few of those extra items add tangible benefits to one’s daily travels. Adding in few extra USB-C ports and zoom-zoom paddle shifters seal the deal for a GS-L in our book.

However, if you’re even thinking about the $55,350 GT and its Bose audio system, you might as well blow sixty grand on a GT-P. Recall how the “-L” suffix denoted leather-type seats? The “-P” stands for performance, cranking the 3.3L inline-six wick to 340 horsepower and 369 lb.-ft of torque when fed a steady diet of premium fuel. Nappa leather, wireless device tools, 360-degree cameras, ventilated seats – all are part and parcel of the GT-P.

But for less than $50,000, we’ll gladly stand the comfortable and good-looking GS-L.

Every week, wheels.ca selects a new vehicle and takes a good look at its entry-level trim. If we find it worthy of your consideration, we'll let you know. If not, we'll recommend one - or the required options - which earns a passing grade.

Base Camp: 2024 Mazda CX-90

cx90 (14 of 22)

Clearly the second-best driving experience of any eight-passenger vehicle. That's how Mazda vehicle dynamics engineer Dave Coleman described the Mazda CX-90 to us in his presentation ahead of the drive. Bold claims, though the bar isn't exactly set high. We're here to find out if the claims are true, but more importantly to try and find out if you should care.

Mazda's CX-90 is based on a brand-new platform. In a time when other automakers are going all-in on EV, Mazda has designed a new one for gas power. One that puts the priority on driving the rear wheels, putting it even more askew from the mainstream market.

We need to explain why, but it's going to take a few paragraphs. If you want to know the effect of how it works instead of why, skip down to the next subheading.

Why Rear Drive Matters

Moving to rear-drive is good for handling. Nearly all AWD crossovers are front-drive based.

Front-drive-based means even when the AWD system is in operation, most of the power goes to the front tires. Which is fine, except that they're also trying to steer. There's only so much grip to go around and so you can be left hanging when you want more steering grip. Both when you're having fun and in an emergency.

<img class="aligncenter size-full wp-image-175421" src="https://wordpress.wheels.ca/wp-content/uploads/2023/03/cx90-1-of-22-scaled.jpg" alt="2024 Mazda CX-90" width="2560" height="1925" />

An RWD-based system sends most of the power to the rear tires, so there is more grip for evasive maneuvers. It's also better for towing (CX-90 can tow up to 5,000 lbs) because trailer weight means more rear tire grip. The same suspension settings that are good for handling increase trailer stability, Mazda says.

Rear-drive means an engine that points north-south in the CX-90, not sideways. This lets Mazda put the power steering assist motor on the steering rack which gives you more steering feel and a more direct connection. It also lets Mazda use front steer instead of rear steer (the tie rods attach in front of the axle instead of behind) which makes for better steering feel.

Yes, this means there is actual steering feel. It's not an MX-5, but the CX-90 lets you know exactly what is happening where rubber meets asphalt. It is wonderfully confidence-inspiring.

Lastly, it offers more space for Mazda to fit the suspension design it wanted. A double-wishbone design that keeps the rubber against the road in corners. And let Mazda max out the turning circle. The CX-90's turning circle is about 223 mm tighter than a CX-90.

Finally, A Three-Row That Zigs

Ok, so does it all work? Absolutely. There hasn't been a three-row intermediate crossover that can handle like this before. Turn-in is laser precise, focused, and reassuring.

The Mazda CX-90 embraces being thrown into corners and asks you for more. Reducing radius corners are the enemy of this segment. When an off-ramp suddenly tightens, most crossovers feel like they're about to tip over in protest. Not even a rollover, but tipping up and over around the outside front tire. A tire that is screaming in protest.

Not the Mazda. The Mazda CX-90 just laughs and lets you dive in harder. Tap the brakes mid-corner because of that tightening ramp, traffic ahead, or even a sudden obstacle, animal, or kid that has jumped out in front of you, and the CX-90 stays absolutely stable.

<img class="aligncenter size-full wp-image-175433" src="https://wordpress.wheels.ca/wp-content/uploads/2023/03/cx90-13-of-22-scaled.jpg" alt="2024 Mazda CX-90" width="2560" height="1707" />

That confidence is thanks to Mazda's kinematic posture control system. When you're in a turn it brakes the inside rear tire a little harder. Mazda's anti-dive suspension geometry pulls that rear corner down instead of letting it naturally tip up and that keeps the CX-90's rear end planted firmly behind you.

Winding through the coastal roads north of San Francisco, the CX-90 was, dare I say it, fun. More fun than any eight-seater I've driven. It's quick enough that a V8 Camaro driver moved over for me in one of the many turnouts that line CA's best twisty roads.

The CX-90 somehow feels smaller, lighter, and more agile than even a CX-5.

Handling is About More Than Just Having Fun

That handling is great for the driver in the family who wasn't ready to move up from their Mazda3 to something bigger. It's also perfect for the driver who doesn't like driving.

Mazda emphasizes it, but it's something we don't say enough. A more stable vehicle is more predictable. It's easier to drive, and that makes it easier when you have to make evasive maneuvers.

<img class="aligncenter size-full wp-image-175436" src="https://wordpress.wheels.ca/wp-content/uploads/2023/03/cx90-16-of-22-scaled.jpg" alt="2024 Mazda CX-90" width="2560" height="1707" />

But the fun must ruin the ride, right? The emphasis on handling is there, but Mazda says it worked to make sure that the ride wasn't ignored. The CX-90 is a bit stiffer than your typical crossover, and that might cause some juice spills, but it is still a comfortable vehicle to be in.

It turns out that what's good for the handling is also good for the ride. The same kinematic posture system that helps in corners also stops heave on the highway. Heave is that big up and down motion, and it plays a big part in car sickness. Advantage, Mazda.

City Friendly Big Ute

Then there's city driving. The tighter turning circle lets the CX-90 spin around in a parking lot. I took it for the ultimate test down San Franciso's Lombard street. The twistiest street in the world, where longer vehicles aren't even allowed. The Mazda CX-90 had no problems in the tight corners. Hill descent control kept the speed down, and the available 360 camera was a lifesaver on the steep intersections in the city.

New Engine, New PHEV

The new chassis gets new powertrains. There are two versions of the same 3.3L inline-six and there is a 2.5L four-cylinder powering a plug-in hybrid.

Mazda thinks most buyers will go for the lower-powered of the two six-cylinder engines, which makes 280 hp and 332 lb-ft of torque on regular. That's more torque than anything in the segment and more power than most. Naturally, they didn't bring any on the drive.

Instead, our testers were the 340 hp, 369 lb-ft high output version. That's on 93 octane, but if you don't want to pay for the expensive stuff it still makes 319 hp and the same torque on regular. Unless you're at full throttle, the two variants should feel more or less the same.

Sublime Six

That feeling is smoothness. There's a reason BMW and Mercedes use I6 engines, it's because they're inherently balanced. Forget about engine vibration coming through, even at max power the engine bellows but doesn't shake.

<img class="aligncenter size-full wp-image-175432" src="https://wordpress.wheels.ca/wp-content/uploads/2023/03/cx90-12-of-22-scaled.jpg" alt="2024 Mazda CX-90" width="2560" height="1707" />

Directly behind that I6 is an electric motor. It's a 48V motor, so it isn't applying much in the way of power. The point is to give you smoother start-stop operation and more of it. Though it didn't seem to be able to keep the engine off for more than about 20 seconds at a light in my afternoon traffic drive.

Then there's the eight-speed automatic. An all-new design for Mazda, it uses multi-plate clutches instead of a torque converter. The design had none of the harshness dual-clutch boxes are prone to and felt much more direct than any other auto. Mazda's previous six-speed auto was a delight and this one is more of the same.

First Plug-In Eight Seater

The PHEV is Mazda's first. It's also the only PHEV that has seating for eight passengers. The only thing with a plug in this size class. A big advantage for the CX-90, but that doesn't mean it doesn't need to be good.

Mazda parks the electric motor in between the engine and transmission. Putting it there, instead of alone on the rear axle or some of the other usual solutions, is a masterstroke.

In most PHEV models, no matter the quoted power and torque figure, the vehicle feels slow. It's true for the Toyota RAV4 Prime and the Ford Escape PHEV, though not the Mitsubishi Outlander PHEV as that one uses only the motors to drive the wheels.

CX-90's electric motor makes 173 hp and 199 lb-ft of torque, which is plenty to maintain highway speeds and make short merges. If you need more power, mash the accelerator through the (firm) detent and the gas engine comes on even if you've selected EV mode. In either case, CX-90 never feels slow.

Ask for the system's full output and you get 323 hp. On 93, at least. 87 drops it a touch to 319 along with 369 lb-ft of torque either way. We'd probably use the cheap stuff but appreciate Mazda measuring and tuning for both.

<img class="aligncenter size-full wp-image-175437" src="https://wordpress.wheels.ca/wp-content/uploads/2023/03/cx90-17-of-22-scaled.jpg" alt="2024 Mazda CX-90" width="2560" height="1707" />

A 17.8 kWh lithium battery means the PHEV weighs a few hundred kilos more than the I6. Which I'm sure slows it down but to no appreciable amount. Even the PHEV is more fun to drive than anything else in the segment. Quick, responsive, and a delight.

Driving purists will probably want the I6, but the PHEV is probably the more sensible choice. Though at 9.5 L/100 km combined (9.3 for the base six) this is the most fuel-efficient gas engine in the segment.

PHEV integration is excellent, with only some odd noises at odd times showing that this is Mazda's first plug-in hybrid. The noises aren't the kind that make the experience unpleasant, they're just different. So they might take some getting used to for any new buyers.

Ignore them and enjoy the estimated 42 km range. Sadly not enough to get the full federal incentive, but still very usable. I saw 50 km in high-speed freeway driving, so maybe Mazda should get that re-tested.

Mazda's Best Cabin Yet

This is Mazda's largest cabin yet, and it will seat my XXXL self in any of the eight available seats. Though not in more than six of them at a time.

It's also Mazda's nicest cabin yet. The level of build quality and refinement the company has managed is exceptional. Every material matches and it punches above its class. Everything above GS-L, for example, gets available contrast stitching.

<img class="aligncenter size-full wp-image-175438" src="https://wordpress.wheels.ca/wp-content/uploads/2023/03/cx90-18-of-22-scaled.jpg" alt="2024 Mazda CX-90" width="2560" height="1707" />

<img class="aligncenter size-full wp-image-175435" src="https://wordpress.wheels.ca/wp-content/uploads/2023/03/cx90-15-of-22-scaled.jpg" alt="2024 Mazda CX-90" width="2560" height="1707" />

On Signature you can even pick Mazda's Kumihimo Japanese-inspired drop stitches. Combined with the white quilted leather it truly is exquisite. You'll need to spend six figures elsewhere to get something that looks this good.

I'll admit that, so far, I've been gushing over the CX-90. It's the first fun to drive big three-row, so you'll have to excuse me.

There's more to a good vehicle than handling and the engine, and on some of those bits Mazda has dropped the ball.

Gearchange, Audio, Other Misses

Take the new electronic gear selector. Electronic gear changes are nothing new, but usually they serve to increase center console space. You get side-by-side cup holders instead of inline ones and a larger cubby under the armrest.

The Mazda CX-90 still has in-line cupholders. And a center console cubby that won't hold much more than a phone and the key fob. Good luck putting sunglasses in there, and that empty pop bottle doesn't have a chance.

Plus the shifter itself feels, well, cheap. It's the same one as the Mazda MX-30 EV, and it is floppy. Against the dark tan suede of this particular tester, it is frankly egregious.

It also draws my attention to the hazard light switch. Mazda chose to cover below it in suede, but left the top side bare. It looks a bit unfinished.

<img class="aligncenter size-full wp-image-175441" src="https://wordpress.wheels.ca/wp-content/uploads/2023/03/cx90-21-of-22-scaled.jpg" alt="2024 Mazda CX-90" width="2560" height="1707" />

Then there's Mazda's insistence to continue with Bose for its top-end audio systems. Mazda isn't the only premium automaker to use the brand, but none of them sound particularly good.

The 12-speaker system is probably fine when you're listening to the Paw Patrol theme or whatever this summer's Disney animated jam is for what feels like the millionth time. But the rest of the CX-90 demands better when it is time for mom or dad's jams.

Perhaps it is time for a new partnership if Mazda wants to be truly upscale.

There's also the matter of the Mazda infotainment system. It's not a touchscreen, you rely on the knob on the console. Which is fine for most functions once you get used to it. It also forces Mazda to keep using real buttons and controls for the climate system, which is great.

But when it comes to tasks like navigating Apple CarPlay and Android Auto, it becomes infuriating. Even changing radio stations, beyond your presets, is many button presses and dial scrolls. You'll give up before you try to pick SiriusXM 301 again after you picked 309 by mistake.

Mazda Adds New Safety Features

The safety suite is good. Mazda CX-90 gets smart brake support front, blind spot monitoring, rear cross-traffic alert, adaptive cruise with stop and go, lane keep assist, and road departure protection standard across the board.

GS-L and up get a rear seat occupant alert, GT adds a head-up display, 360-camera, adaptive front lights, smart brake support rear, and a blind spot warning that alerts you of pedestrians or cyclists when you're parked. Signature adds collision prevention when turning at intersections. It will also let you see "through" the hood on the centre display view. Lastly, it will apply the brakes to help stop a second collision in the event of a first one.

Other available goodies include ventilated seats for the second row and a nifty centre console that makes the middle as nice as the front. Mazda has also introduced a new Driver Personalization System that uses cameras to ID your face and switch dozens of functions to your setting. Great for a family ride that sees multiple drivers.

Great Drive, Competitively Priced

Mazda has managed to price the CX-90 highly competitively. The base price of $45,900 with AWD for a 3.3L GS puts it well under Telluride, Explorer, and Palisade. Though it is higher than the Subaru Ascent.

A PHEV starts from $54,900. You're paying around $9000 for the driveline, but that's before any incentives which can be significant depending on your province. Plus, again, it is the only way to get electric drive in this segment. The top trim for PHEV is GT, which comes in at $64,350.

The more powerful version of the 3.3 arrives with the GT-P at $59,300, and it is also in the Signature at $63,300. Again not cheap, but a solid value for what it delivers.

<img class="aligncenter size-full wp-image-175427" src="https://wordpress.wheels.ca/wp-content/uploads/2023/03/cx90-7-of-22-scaled.jpg" alt="2024 Mazda CX-90" width="2560" height="1707" />

Mazda expects the GT I6 to be the volume seller. It comes well-equipped with black or grey leather, captains chairs in row two, heated everything, and most of the good safety stuff all for $55,350.

Mazda promised that it would deliver a large crossover that could handle and it has done it. The question is, does anyone care? It's a question that clearly had some company officials nervous, but they shouldn't be.

A vehicle that handles like this is great for drivers. But it is also excellent for people who don't like driving. Because it is more intuitive, it is easier to drive. Reassuring and confidence-inspiring. Even when you're not pretending you're actually behind the wheel of an MX-5.

Mazda had best get that message out, because between that experience, the new drivelines, and the cabin experience, they have built one hell of a family vehicle.

Oh, four Miatas. That's the best eight-passenger driving experience, at least according to Coleman. It's hard to argue with that logic.
<h3>2024 Mazda CX-90</h3>
BODY STYLE: full-size premium SUV
DRIVE METHOD: Front-engine, all-wheel drive, 8-speed automatic transmission
ENGINE: 3.3L turbocharged I6 48v mild hybrid , 2.5 L + electric motor PHEV
3.3L 280 hp @ 5,000-6,000 rpm, 332 lb-ft @ 2,000-3,500 rpm (87 octane)
3.3L GT-P/Signature 340 hp @ 5,000-6,000 rpm, 369 lb-ft 2,000-4,500 rpm (93 octane)
319 hp @ 5,500-6,000 rpm, 369 lb-ft 2,000-4,500 rpm (87 octane)

2.5 PHEV 319 hp @ 6,000 rpm, 369 lb-ft @ 4,000 rpm (87 octane)
FUEL ECONOMY: 3.3L 9.9 L/100 km city, 8.4 highway. 3.3 HO 10.3/8.5
2.5L PHEV 42 km EV range, 4.2 Le/100 km combined
CARGO VOLUME: 423L behind third row, 1,133 behind second row, 2,101L all seats folded / 527 litres (64.2 / 18.6 cu ft.) (behind first / second row)
MAXIMUM TOWING: 5,000 pounds
PRICE: $45,900 base, excl. freight, taxes and fees. $54,900 GS PHEV, $59,300 GT-P

2024 Mazda CX-90 First Drive Review

IMG_8357

For over half a decade, Dan Heyman has written professionally about cars and car culture, specializing in luxury/performance vehicles, 4 x 4s and pickup trucks, with a micro city car or two thrown in for good measure. If he's not striking a spacebar, he's likely out photographing cars on the twists and turns of the Coast Mountain roads outside his hometown of Vancouver, BC, or cutting a line on a racetrack.

While news of the upcoming CX-90 crossover is just breaking, let’s not forget that vehicle owes much of what it’s made of to the Mazda CX-9; after all, it was the CX-9 that represented Mazda’s first foray – way back in 2007 -- into what has become one of the busiest sectors in the passenger vehicle world.

While matte exterior paint – especially grey tints -- have become quite popular in the car and light truck world these days, it remains a somewhat specialized shade and I’m not sure it works on the massive body panels of a three-row SUV. Yes, it makes perfect sense and looks fantastic on, say, the Mazda3 Sport hatchback but it just seems like they’re trying a little too hard slapping it on the CX-9. Which is why the Soul Red Crystal Metallic tint on my tester is a unique and incredibly classy look. Mazda has been refining the tint for a while, to the point where they now lay it on even thicker than before and it looks incredibly rich and upmarket as a result. I love it, and I wouldn’t have my CX-9 – or, for that matter, my <a href="https://www.wheels.ca/reviews/2023-mazda-cx-50-gt-turbo">CX-50</a>, my <a href="https://www.wheels.ca/vehicle-reviews/review-2022-mazda3-sport-gt-turbo-hatchback">Mazda3</a>, my MX-5 etc. – any other way.

<img class="aligncenter size-full wp-image-174938" src="https://wordpress.wheels.ca/wp-content/uploads/2023/03/IMG_8396.jpg" alt="2023 Mazda CX-9 Signature" width="2000" height="1333" />

The Pure White interior on my tester is just the right amount of classy and cool. There is a darker Deep Chestnut brown option, but that’s the extent of it; it seems that the Nappa leather that comes standard on the Signature trim is a pricey piece of kit, and adding too many variations of it probably wouldn’t have been great business, although not having a black or charcoal of any kind is a strange choice. If you want something a little flashier, you actually have to go downmarket to the Kuro version which comes standard with a Garnet Red interior as its only choice.

So the cabin looks nice and even with the flowing lines and somewhat aggressive roofline that punctuates the exterior styling, it’s roomy inside the CX-9. Front passengers get 1,041 millimetres of legroom and 1,019 mm of headroom with the moonroof, while second-row passengers get a generous 1,001 mm of legroom and 978 mm of headroom. The door openings are such that it’s pretty easy to get in and out of the CX-9 though I did strike my knee on the centre console a few times during my test. Once in, though, I found the driver’s seating position to be right on, and the 10-way power adjustable seat to be comfortable.

<img class="aligncenter size-full wp-image-174936" src="https://wordpress.wheels.ca/wp-content/uploads/2023/03/IMG_8384.jpg" alt="2023 Mazda CX-9 Signature" width="2000" height="1333" />

I think I was even more impressed with the third row of seating, though. There’s room for two in the third row and since the second row is made up of two captain’s chairs, getting back there is doable even for taller folk. Once in, meanwhile, the seating area suits adults just fine for shorter drives and it’s perfect for the kids. There are cupholders and storage bins on either side, too, as well as two of the six USB ports found inside. All this points to a third row that’s meant to be used pretty regularly. Dropping those seats to the floor, meanwhile, provides 1,082 litres of cargo space while folding all the seats allows for 2,017 L.

Being the Signature trim, my tester came fully equipped with heated front and second-row seats, ventilated front seats, Android Auto and Apple CarPlay as well as wireless charging – it should be noted, however, that the CX-9 now gets Mazda’s latest infotainment system but has lost wireless Apple CarPlay and Android Auto in the transition.

Otherwise, you get a larger 10.25” display, a faster OS and a new interface. It’s still not the flashiest piece of kit you’ll find in this sector, however, as Mazda continues to lag behind when it comes to their native infotainment interface. In addition to the somewhat tame graphics, the fact that every time you want to change a radio station you have to press a number of buttons is annoying and even then, it always ends up dumping you to the top of the list, which is especially challenging when it comes satellite radio. Getting to your favourites list, however, only takes a single press of a traditional hard button so that’s a workaround I made regular use of. You do get good 12-speaker Bose audio, though, as well as three-zone climate control and a heated steering wheel. There is very little more that I’d ask for from my three-row SUV.

Power comes from Mazda’s very good turbocharged four-cylinder that puts out 227 horsepower and 310 pound-feet of torque, fed to the wheels via a six-speed automatic transmission with paddle shifters.

<img class="aligncenter size-full wp-image-174937" src="https://wordpress.wheels.ca/wp-content/uploads/2023/03/IMG_8389.jpg" alt="2023 Mazda CX-9 Signature" width="2000" height="1333" />

Even though the CX-9 weighs in at just a hair under 2,000 kilos, this powerplant makes short work of highway entry ramps and passing manoeuvres as it is a great balance between engine and transmission and I didn’t miss having a larger, naturally-aspirated V6 as is so often the case with vehicles of this type. Not the most frugal of runners, though; we saw 11.2 L/100 km in the combined cycle, which is a little more than what NRCan found during their testing. Blame an icy few days in late February, perhaps, for the discrepancy.

It took Mazda a little while to get on the turbo train, but obviously they weren’t twiddling their thumbs and they’ve managed to deliver a smooth powertrain with low turbo lag and a pleasingly flat torque curve; peak torque arrives at just 2,000 RPM so there’s always power on-tap.

Acceleration and highway speeds are nice and all, but the CX-9 remains a Mazda and the manufacturer’s “zoom zoom” tagline isn’t lost on it, even though it’s a sizeable three-row SUV. Turn in once you add some lock to the (surprisingly small) steering wheel is responsive and immediate, and well-tuned dampers mean body roll is minimal. It all combines to make for a large three-row SUV that drives more like its smaller CX-5 two-row sibling – I should know, having spent time in every iteration of the CX-5 over the years.

Perhaps I shouldn’t be spending so much time discussing the drive characteristics of a non-performance three-row SUV. but the CX-9 really does have the goods to justify that angle. It has the space and interior features that most SUV buyers need, too, so you’ve got a great mix of two worlds here.
<h3>2023 Mazda CX-9 Signature</h3>
BODY STYLE: five-door three-row crossover

DRIVE METHOD: front-engine, all-wheel drive
ENGINE: 2.5-litre inline-4 turbo, 227 hp, 310 lb-ft of torque

FUEL ECONOMY CITY/HIGHWAY/COMBINED: 11.6/9.1/10.5 L/100 KM
TRANSMISSION: six-speed automatic

CARGO CAPACITY: 407-2,017 L

TOWING CAPACITY: 1,588 kg (3,500 lbs.)

Base MSRP: $54,050

WEBSITE:  <a href="https://www.mazda.ca/en/vehicles/cx-9/">Mazda CX-9</a>

2023 Mazda CX-9 Signature Review

cx-90 (16 of 36)

Mazda is finally entering the era of electrification. The Mazda CX-90 will be the first PHEV model from the company to go on sale in Canada when it arrives later this year, and it is a big deal for the company. Not just big in importance, but in size since it's also going to be Mazda's largest vehicle sold here. New engines and a new chassis with the next advance in the brand's design language, we're in Malibu to get up close and personal.

New from the ground up, the Mazda CX-90 doesn't use the Skyactive architecture that's under everything the company sells now from the CX-3 to the CX-9. Instead of making a next generation of that chassis for the -90, Mazda has created <a href="https://www.wheels.ca/news/mazda-goes-long-with-new-large-vehicle-platform">a brand new one</a> that does something none of its competitors have done in decades: It has a longitudinally-mounted engine that gives the CX-90 a rear-drive bias, excellent weight distribution, and has the potential to give it a level of ride quality, quick responses, and sharp handling unheard of in its class.

While we didn't get to drive the CX-90 at this reveal event, we do have some experience with these bones. We took a deep dive into the brand new platform last year - including Mazda's fitting of the Kinematic Posture System from the MX-5 - and <a href="https://www.wheels.ca/reviews/2023-mazda-cx-60-first-drive">drove the two-row European version</a> that's called the CX-60. Mazda's slogan might not be Zoom Zoom anymore, but the epithet certainly fit on that one. This gives us high hopes for drivers that need seating for eight but want to enjoy driving.

<img class="aligncenter size-full wp-image-174375" src="https://wordpress.wheels.ca/wp-content/uploads/2023/01/cx-90-27-of-36-scaled.jpg" alt="Mazda CX-90" width="2560" height="1707" />

The new platform gives the CX-90 a unique look. The long hood and set-back cabin - Mazda calls it "traditional rear-drive proportions" - add athleticism and gives it a great stance. Especially on the available 21-inch wheels.

The trade-off comes in overall length versus cabin space. It's easy to spot in the side view just how far back the windshield (and driver's seat) is. This is still a big cabin, certainly larger than the CX-9's with a third row that is usable for average-sized adults on actual drives, but it could be larger. If you care more about styling and driving than eking out every last cubic centimetre, then this is the one for you.

Artisan Red is the latest in Mazda's line of special Takuminuri paint colours, and the new shade makes its debut on the CX-90. The colour's depth and saturation accentuate CX-90's lines and will make sure the crossover stands out. Mazda's exterior design team has been absolutely nailing it with all of the company's recent models; with other details like the new grille badge with more facets in the corporate logo this is another home run.

<img class="aligncenter size-full wp-image-174380" src="https://wordpress.wheels.ca/wp-content/uploads/2023/01/cx-90-35-of-36-scaled.jpg" alt="Mazda CX-90" width="2560" height="1707" />

With the possible exception of the rear three-quarter angle, that is, where the D-Pillar has just a bit too much of the awkwardness of the Mazda3 hatchback. Mazda made it tough for us to get a photo from this angle, so the company's higher-ups might be feeling the same way about that one view.

There must be a serious rivalry between the automaker's inside and outside design teams, because the cabin is exquisite as well. Soft leathers and loads of detailing in the layout and contrast stitching on the PHEV model, while the top-trim versions get one of the best interior treatments around.

A fabric dash, instead of the usual leather, is the highlight of that cabin. The hanging stitch is inspired by an intricate Japanese weaving technique called Kumihimo ( meaning "gathered threads") and the hand binding of books. You won't find anything like it anywhere else, and it's a cool way to highlight the brand's heritage.

<img class="aligncenter size-full wp-image-174365" src="https://wordpress.wheels.ca/wp-content/uploads/2023/01/cx-90-3-of-3-scaled.jpg" alt="Mazda CX-90" width="2560" height="1707" />

<img class="aligncenter size-full wp-image-174364" src="https://wordpress.wheels.ca/wp-content/uploads/2023/01/cx-90-2-of-3-scaled.jpg" alt="Mazda CX-90" width="2560" height="1707" />

The cabin is more than just aesthetics, of course. It has big displays including a digital dash that has special PHEV information and a 12.3-inch center screen. Mazda says the buttons are bigger, because the vehicle is bigger. The back rows have USB-C charge ports and plenty of cupholders. Heated seats are available, but we didn't see a button for the ventilated mid-row chairs the Koreans offer.

Mazda didn't get into driver assistance tech (we're told that information is being held until closer to launch), but it will have Mazda's i-Activesense suite. That includes front braking support, adaptive cruise, blind spot monitoring, "and other new features."

Last, but certainly not least, are the drivelines. The go-fast option is a <a href="https://www.wheels.ca/news/mazdas-is-using-an-inline-six-for-the-first-time-in-their-80-year-motor-vehicle-history">brand-new 3.3L inline-six</a> fitted with a turbocharger and 48V mild-hybrid system. We've taken a deep dive into the reasons for the inline-six already, but they include smoother running and lower production costs as well as fewer big parts.

The 3.3 makes 340 hp and 369 lb-ft of torque on premium gas, making it Mazda's most powerful production engine yet. It will get a brand-new eight-speed automatic that uses clutches instead of a traditional torque converter to help make it more efficient and responsive. As well as narrower to stop it from cutting into the driver's space. The 48V electric motor between the engine and transmission helps smooth launches and lets the CX-90 spend more time with the engine off.

<img class="aligncenter size-full wp-image-174368" src="https://wordpress.wheels.ca/wp-content/uploads/2023/01/cx-90-1-of-36-scaled.jpg" alt="Mazda CX-90" width="2560" height="1707" />

Then there's the PHEV. A 2.5L four-cylinder and more powerful electric motor deliver 322 hp and 368 lb-ft of torque. This would be Mazda's second-most powerful engine, so both versions should be a fair bit quicker than the CX-9.

We didn't get a range estimate at launch, but the 17.8 kWh battery should give it at least the 50 km range needed to qualify for the full PHEV federal incentive. The PHEV variant uses the same eight-speed auto as the gas-only version, and we're waiting to learn which trim grades will offer which driveline.

Mazda wasn't ready to talk pricing either, but that won't stop us from making an educated guess. Slightly bigger than the 5,065mm-long CX-9 and with a much more premium driveline and design, we expect that to come with a price slightly larger than the $41,550 of the CX-9 GS and climbing to more than the $53,550 of the CX-9 Signature. But maybe not a lot higher. Compare that with Kia Telluride and Hyundai Palisade, which start from $50,195 and $50,706 respectively and Mazda should have plenty of room to make this crossover offer a strong value.

Expect the 2024 Mazda CX-90 to hit dealers this spring.

2024 Mazda CX-90 three-row gets new inline-6, plug-in drivetrain

2023 Mazda CX-50 The CX-50 gets two powertrains, one of that is turbocharged and one that is not. A hybrid model developed in partnership with Toyota

23-mazda-cx50-main-header

The 2023 <a href="https://www.wheels.ca/weekly-news-roundup-ranger-raptor-mazda-cx-50-ontario-battery-news-more/">Mazda</a> CX-50 has arrived, and from what I can see, it faces a couple of challenges. One, Mazda is embarking on the path that many others have: the path towards electrification, which it says means a fully electrified lineup by 2030.

The CX-50 gets two powertrains, one that is turbocharged and one that is not. A hybrid model developed in partnership with Toyota (the CX-50 is the first Mazda to roll off the line at the new Huntsville, AL manufacturing plant shared with the Japanese giant) is on the way, but we’re going to have to wait.

Two, it shares a spot in the C-segment crossover portion of Mazda’s line-up with the CX-5, an absolutely massive seller for the brand and one the newcomer will surely be cross-shopped with for likely the first few years of its existence.

For its part, Mazda insists that while the two are similar in size, they appeal to different audiences: the CX-5 to more urbanized families and the 2023 Mazda CX-50 to more outdoorsy or lifestyle-centric folks – so there’s plenty of room in the showroom for both.

Not to mention that when placed side by each, the stylistic differences are quite marked. The CX-50 is longer and lower, its curves – especially around the wheels – are chunkier and squarer.

With its blacked-out grille, wing mirrors and body cladding, fender flares, and its larger 20-inch unique wheels, the CX-50 looks the more purposeful (or more playful, depending on your perspective) vehicle and manages to convey a surprisingly divergent message from the CX-5. The customary Mazda styling cues are still present: five-point grille, squinting headlights (LED on all trims, matched by LED taillights on the top-spec GT Turbo trim seen here), taillights that appear to blister out from the CX-50’s body and roof spoiler. I remember at one point during my test seeing the CX-50’s nose section popping out from behind a parked car it looked properly menacing, and if I didn’t already know what the rest of it looked like, I sure as heck would have walked over there and checked.

Inside, save for two major details, the stylistic differences are less marked. The door pulls are a little chunkier, the central storage bin sees its traditional lid swapped with a dual-lid that Mazda says, “recalls a toolbox” and there’s some cool contrast-colour stitching. The major details? The panoramic sunroof option (a Mazda first – yes, surprised us, too), and the Terracotta interior colour choice, which is top drawer. Brown hues don’t always work; this one does. Black is your only other interior colour choice at the GT trim level.

<img class="alignnone size-full wp-image-166795" src="https://wordpress.wheels.ca/wp-content/uploads/2022/03/23-mazda-cx50-interior.jpeg" alt="2023 Mazda CX-50 Interior" width="2000" height="1333" />

Otherwise, you have the same partially digitized gauge cluster, heads-up display, shift lever, infotainment control, and steering wheel.

What you don’t have, however, is the same infotainment system as the CX-5. Since the 2023 Mazda CX-50 is part of Mazda’s “seventh generation” of vehicles along with the <a href="https://www.wheels.ca/review-2022-mazda3-sport-gt-turbo-hatchback/">Mazda3</a> and <a href="https://www.wheels.ca/review-2022-mazda-cx-30-turbo/">CX-30</a>, it also gets the latest in Mazda infotainment. It’s faster than previous, has a larger screen and has native support for Apple CarPlay and Android Auto. That’s all great, but it isn’t a “tiled” set-up like so much of the competition, so there’s a lot of scrolling in order to navigate the menus. You still get a volume control knob beside the main control knob, though, which is great as it makes adjusting the volume easy when at speed on the road.

The front seating positions are right on, though there is a little less headroom here and what feels like less room overall in the back seat. A lot of that has to do with the fact that the storage floor in the rear cargo area is one of the longest in the segment, so shaped to pack the types of items Mazda envisions CX-50 owners like to pack: coolers, tents and sleeping bags – long, thin items best packed lengthwise.

<img class="alignnone size-full wp-image-166796" src="https://wordpress.wheels.ca/wp-content/uploads/2022/03/23-mazda-cx50-cargo.jpeg" alt="2023 Mazda CX-50 Rear Cargo Space" width="2000" height="1333" />

The turbocharged 2.5-litre four-cylinder is good for a CX-5-equalling 227 horsepower and 310 lb-ft of torque on 87-octane fuel, expanding to 250 hp and 320 lb-ft if you spec 93-octane.

<img class="alignnone size-full wp-image-166797" src="https://wordpress.wheels.ca/wp-content/uploads/2022/03/23-mazda-cx50-engine-turbo.jpeg" alt="2023 Mazda CX-50 Powertrain" width="2000" height="1333" />

Speed-off the line is properly robust, the CX-50 rewarding generous throttle inputs with properly brisk acceleration. The engine note sounds just a little strained when you really get on it, but you are making good forward progress.

More so if you’re in “Sport” mode which increases throttle response and hangs on to gears a little longer – it’s the same six-speed auto we’ve seen in Mazdas for a while and sometimes, it feels like it holds on a little too long. It might be time to start thinking about a new dual-clutch transmission option – but this is the first time we have an “off-road” mode in a Mazda. What it does is send as much torque as possible to the rear axle from start, optimize traction control and change shift mapping, among other things.

The big add when it comes to performance, though, is the addition of a tow mode that changes shift mapping once again to accommodate heavier loads. Thanks to a better cooling system and two-inch hitch, the CX-50 can tow up to 3,500 lbs. — more than any CX-5. We hooked up to an Airstream weighing in at about 3,300 lbs. and while you will feel some drag, you won’t feel uncomfortable while towing. The stability control system is used to regulate trailer sway and while there is no trailer brake control system, there are, of course, aftermarket options.

<img class="alignnone size-full wp-image-166798" src="https://wordpress.wheels.ca/wp-content/uploads/2022/03/23-mazda-cx50-towing.jpeg" alt="2023 Mazda CX-50 Towing Capacity" width="2000" height="1333" />

While it’s nice you can tow, I think that most CX-50 buyers are going to be more concerned with how the CX-50 drives and handles. With Mazda’s patented G Vector control tech doing its part to keep as much traction down as possible (and reducing the effects of trailer bob) and well-tuned suspension, it comes as little surprise that the CX-50 will carve corners as well as – or better than – any crossover out there. The steering is a little numb but as direct as one expects, and body roll less present than it is in the CX-5, already a pretty tight affair in its own right.

Bottom line is that if you’re in the market for a Mazda CUV, the decision just got a little harder. Drive both of these; you won’t regret it.

The vehicle was provided to the writer by the automaker. Content and vehicle evaluations were not subject to approval.

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