The 2024 Mazda CX-90 gets a new platform and new hybrid engines to help the brand move upmarket.
with its platform, it doesn’t go all in. The luxury rivals with this type of layout wrangle all their weight and improve ride and handling with air springs and adaptive dampers. Buyers can often go further with rear-axle steering and active anti-roll bars.
Like the handling, power exceeds mainstream rivals, but isn’t as robust as luxury competitors. It starts out with a turbocharged 3.3-liter inline-6 that spins up 280 hp and 332 lb-ft of torque in 3.3 Turbo models. The 3.3 Turbo S increases output for the same engine to 340 hp and 369 lb-ft. Both use a 48-volt mild-hybrid system that can contribute 17 hp and 113 lb-ft.
A Charge mode for the PHEV uses the engine to charge up the battery while driving. Drivers can choose to charge it from 20-100%, though the latter will take some time and make the engine run less efficiently. During my test drive, about 30 miles of hard driving in Sport mode sapped about 75% of the battery charge, then another 20 miles in Charge mode added back about a third of the charge. Buyers can also charge it on a 30-amp, 240-volt home charger in 90 minutes.
The new architecture gives the CX-90 a longer nose, a shorter front overhang, and a cabin that’s set back compared to the CX-9. The CX-90 rides a wheelbase that’s 7.5 inches longer, and that results in more room in the second and third rows, but the CX-90 has only marginally more overall interior space.
Fold and push the second-row seats via top-mounted handles and you can access the third row. While Mazda offers a three-passenger version, the middle position is entirely useless. Provided the second-row occupants give up some legroom, two adults can fit back there, though they'll sit knees up and complain after a few miles.
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