cx90 (14 of 22)

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.

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.

Tags

2024 Mazda CX-90 First Drive Review

2023 Mazda CX-9 Signature Review

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