The CX-90 is Mazda’s all-new three-row midsized SUV. It replaced the CX-9 in 2024. “All new” in this case means exactly that: It utilizes a brand-new platform, has Mazda’s first-ever inline six-cylinder engine, and there’s a new in-house designed and built eight-speed automatic transmission. And there’s even a plug-in hybrid model.
Using a rear-wheel-drive-based platform (but with standard all-wheel drive)—a configuration preferred by sports luxury makers such as BMW, Genesis, and Mercedes-Benz—was important for Mazda. Being able to place the engine longitudinally (parallel with the centerline of the car) rather than transverse (perpendicular to the centerline), as is often dictated by a front-wheel-drive design, meant that Mazda’s engineers could use an inline-six rather than a V6. The result is one of the finest-handling three-row SUVs that also happens to be endowed with one of the sweeter engines. Step inside the well-crafted cabin and it’s clear that this is Mazda’s boldest attempt yet to move the brand upscale.
We’d classify that attempt as “mostly successful.” We love how well the powertrain works out on the road, though some low-speed hiccups dampened our feelings around town. And while the big SUV handles its size and weight nicely through curves, the suspension feels borderline too firm at times. It also doesn’t help matters that some of the CX-90’s controls—in particular the gear selector—are quirky and unintuitive to use, and small-item storage is surprisingly skimpy compared to others in the class. If you’re looking for performance and fine handling, the CX-90 may be your ticket. But if comfy cruising, clever storage solutions, and a larger third-row seat are higher on your wish list, there are better options out there.
Most CX-90s come with an all-new 280-horsepower, 3.3-liter turbocharged inline six-cylinder engine with a 48-volt mild-hybrid setup. Beyond some initial hesitation during rolling stops, the engine propelled our third-tier 3.3 Turbo Premium Sport test model down the road with authority. The numbers back that up: It sprinted from 0 to 60 mph in 7.2 seconds, which makes it one of the quickest in the midsized three-row SUV segment. Out on the road, the engine delivers effortless power and a polished sound, and the driving experience is aided by a smooth-shifting eight-speed automatic transmission. The 24 mpg overall it achieved makes it one of the thriftiest of any nonhybrid competitor.
High-end 3.3 Turbo S models use the same basic engine as the 3.3 Turbo, but power is bumped to 340 hp, giving it the most horsepower and torque of any production engine from Mazda. Of note: The standard Turbo’s performance numbers are based on 87-octane fuel, while the Turbo S is based on the recommended 91 octane. We also tested a PHEV (plug-in hybrid) model, which combines a 2.5-liter four-cylinder engine, an electric motor, and a 17.8-kilowatt-hour battery, for a total system output of 323 hp and an EPA-rated EV range of 25 miles. After the electric miles run out, it acts as a regular hybrid, yielding 23 mpg overall in our testing.
The CX-90’s driver-focused platform helps make it one of the best-handling three-row SUVs. It feels taut and agile through corners and the sharp steering provides genuine feedback to the driver about tire grip and road texture. The steering is on the slower side at low speeds, though, which shows up when taking tight corners. Around our track, the big Mazda showed good grip and a commendable handling balance, albeit with considerable body roll when pushed to its limits. The ride skews on the firm side, which results in the occasional sharp impact punching through, even on versions like our test model that have the smaller 19-inch wheels and tires. We found the 21-inch wheels to make the vehicle notably stiff and uncomfortable on even slightly rough roads.
The front seats are comfortable with just enough lateral support to hold you in place when taking corners with some tenacity. The driving position is nicely sorted, with lots of headroom, an excellent view of the gauges, and well-placed armrests. The wide center console tends to hem in the driver’s right knee, but we appreciate that it’s padded there. Both seven- and eight-passenger seating configurations are available; the former gets two captain’s chairs in the middle row. Those in the second row will find a roomy and comfortable place to spend time, but the third-row seat’s low perch and tight foot space makes it best-suited for kids.
The cabin adheres to Mazda’s uncluttered elegance design work, with lots of padded surfaces, high-quality switchgear, and contrasting stitching. Top-end trims look even more impressive, thanks to an abundance of suede and higher-quality leather. Small-item storage up front is lacking compared to similar SUVs, with an oddly shallow bin underneath the center armrests. Cargo space is decent for the segment—similar to the Honda Pilot and Toyota Highlander—but maximum cargo volume with the second- and third-row seats folded trails behind the Hyundai Palisade and Kia Telluride by 6 cubic-feet.
The most serious knock against the CX-90 may be the odd design of some of its controls. For starters, the infotainment display screen isn’t touch-enabled like in most vehicles, except when using Android Auto or Apple CarPlay. And interacting with the center controller knob and on-screen menus is complicated due to the multiple layers to wade through. The electronic gear selector is also frustrating, thanks to its illogical upside-down L-shaped shift pattern.
All CX-90s come standard with automatic emergency braking with pedestrian and bicyclist detection, automatic emergency braking that operates at highway speeds, blind spot warning, rear cross traffic warning, lane departure warning, lane keeping assistance, adaptive cruise control, and automatic high beams.