For a company that is so characterized by small, light sports carsIt’s funny to think that Mazda’s most important and crucial car is a three-row (and also two-row) family SUV. We can make a strong argument for that statement, since the CX-90 is the first Mazda model in the country to feature the brand’s new rear-wheel drive platform and all-new, in-house powertrains that will likely trickle down to other models. What’s more, it’s a key component of Mazda’s best-selling product lines: its SUVs. That’s why we wanted to spend more time on one, specifically, a 2024 Mazda CX-90 Premium Plus plug-in hybridWe wanted to know whether the new platform, and especially the hybrid drivetrain, can get straight to work, or if Mazda has work to do. The answer is both, with some aspects still meeting our expectations of fun and style, and others in need of revision.
Read all Long-Term Mazda CX-90 news here
Let’s start with the good. We love the looks. The new platform not only offers the dynamics of rear-wheel drive, it also gives the CX-90 classic rear-wheel drive proportions. The long nose and front wheels are set far forward. And the simple greenhouse is set all the way back above the rear wheels. It’s simple and handsome, and looks different from most mainstream three-row SUVs, and more familiar to premium machinery.
The interior keeps the premium vibes. It has a clean dashboard, but one full of nice physical switches. We especially like the total lack of piano black plasticalso. The colour scheme was a bit dull on our Premium Plus, but polished up with some copper bronze accents in the seats. It’s reasonably spacious, although the third row is on the small side. Luggage space is a matter of perspective. It falls behind almost every mainstream option, but is better than many more expensive options. The infotainment system was somewhat polarizing. Some of us like the physical dial required for most operations, and some of us wish we had the touchscreen as a touchscreen always. We appreciated the flexibility to use the CX-90 as a giant spare battery. Although it doesn’t have that much juice out of it battery As with some electric cars, the 1,500-watt socket in the rear is still perfectly usable in an emergency.
And in terms of chassis, the CX-90 is all Mazda, maybe even too much so. The ride is on the firm side, but body lean is minimal. If you want to push the limits of its capabilities, it’s surprisingly fun to play with. The steering is super-accurate, reasonably quick, and the feel is weighty and progressive. The front end is responsive and the whole thing feels quite neutral. It brings the sport into sport utility vehicle. This also means that, as well as being bumpier than most family cars, it can become quite tiring due to its heavy steering. We respect its commitment to driving enjoyment, but we also know that many people want a little more comfort.
This brings us to the real problem with our CX-90: the plug-in hybrid powertrain. It has enough power (323 horsepower and 369 pound-feet of torque) and in Sport mode, when the engine is running all the time, it delivers snappy performance and solid throttle response. But you’ll want to leave it in EV and Normal modes, which prioritize electric driving when possible. It has a claimed range of 26 miles, and we typically got range in the low 20s, which is fairly usable. Like many other PHEVs, though, going on electric power alone means you’re operating at significantly lower horsepower, which makes for sluggish acceleration. Plus, some of us found the transition from electric to gasoline annoying, feeling like the gasoline engine didn’t kick in quickly or comfortably enough. The new eight-speed automatic adds further complication, with a few more cogs to choose from than most Mazdas. And with the electric motor sending power through the transmission, the gear changes for EV-only versus hybrid modes can be different. It makes for some yappy, clunky shifting, sometimes even uncomfortable and jarring for those in the cabin.
Then there is the fuel consumption.We came pretty close Environmental Protection Authority rated at 25 mpg combined, with our overall average coming in at 24.56 mpg. So that’s not terrible, but we’d like to see better from any hybrid. Much of our driving was done on long car journeyssomething you might expect from a large family vehicle. As such, the benefits of 26 miles of EV range are lost in all the miles that depend on the engine. It highlights the fact that a PHEV is really only worth it in a few fairly specific cases. Firstly, it needs to be plugged in every day, otherwise all the battery capacity is completely wasted. Secondly, you need to do most of your driving relatively locally. On long journeys it won’t help much, but in the city, or to the next town and back, it can be very useful.
There is good news, however. The CX-90 is not only available with the plug-in hybrid powertrain. It also offers a turbocharged inline-six, in two outputs. This engine is a smooth and punchy option, and the eight-speed transmission handles it better than the complicated hybrid. As such, it’s probably the version to get, as it still has all the things we love about the CX-90, just without the wobbly powertrain.
Our time with the CX-90 was an odd one. Clearly, Mazda still has some fine-tuning to do for the PHEV. But once that’s sorted, it could join its conventional six-cylinder twin as a luxurious, fun-to-drive hauler that could appeal to those who want more than just a big softbox.
Key points:
- It’s a beautiful, luxurious SUV that feels like a step up from most run-of-the-mill three-row SUVs.
- It has impressive nice sending and drives just like any other Mazda.
- The plug-in hybrid powertrain still needs a lot of refinement and its efficiency sometimes leaves something to be desired.