Performance from the Ground Up

Mazda has delivered some inspired slogans over the years, like “Zoom-Zoom” and “Driving Matters,” and both evoke the thrill of the ride. Precision steering and handling are what draw enthusiasts to the Mazda brand.

But the Hiroshima-based carmaker knows that fuel economy, practicality and carbon footprints matter, too. Maybe that’s why Mazda has introduced two smart power-plants for its new flagship SUV, the 2024 CX-90, which replaced the CX-9 from last year. 

One powertrain is a plug-in hybrid electric, or PHEV, that offers 26-miles of electric-only driving and otherwise assists the 2.5-liter gas engine when needed. The other option has more power with a turbocharged 3.3-liter inline six but it, too, has a 48-volt mild-hybrid component to capture energy during coasting and braking.

Think PHEV for fuel economy and short trips around town, and figure on the gas engine for confident highway performance and gutsy torque with a tow rating of 5,000 pounds (1,500 more than the electric). Both get standard all-wheel-drive for exceptional grip.

The CX-90 is a bigger, better family midsize SUV than its predecessor, and the longest, widest SUV in Mazda’s lineup. Its wheels have been pulled to the corners to give it a stronger stance and more space inside. It has the Mazda-signature long hood, soft contours streaming down the sides, with black cladding around the wheel wells.

The plug-in combines an inline four with an electric motor for a total output of 323 horsepower, fewer than the six, but it equals the gas engine with 369 pound-feet of torque. Power is delivered by a smooth 8-speed transmission.

While the gas-engine Turbo S is the towing champ, the PHEV keeps pace on straightaway acceleration when in full gas-electric operation. Both hit the 60 mph mark at just over 6 seconds, and are grille-to-grille at the quarter-mile, too. 

Electric-only driving is a different story as the PHEV shuffles to 60 mph in a leisurely 14.8 seconds. Around town, to drop off the kids and pick up a few groceries, the PHEV can get it done on electric alone, but keep a light foot or the gas engine will kick in. 

The 17.8 kWh battery pack takes 11 hours to charge at home, but only two hours 20 minutes with a Level 2 charger. But it’s important to remember to charge somewhere to get the benefit of 56 MPGe. On gas alone, it’ll be no better than the bigger engine at 25 mpg combined. 

Extending mileage further is the regenerative-braking feature, which gathers and preserves energy for the battery during braking and coasting. There are two levels, Normal and High, but there’s not much difference in feel. 

So what about the Zoom-Zoom? The PHEV does show signs of Mazda road character. Steering is nicely weighted and responsive, brakes are a bit too sensitive but get the job done. Corners are managed with relative poise, but remember, this is a 5,236-pound family hauler.

Suspension is firmer for better handling but keeps choppier roads in check, too. Normal mode offers peak comfort. Other modes include Sport, EV, Towing and Off-Road, which means dirt and sand more than real off-road. It’s most at home on the highway with its stable, comfortable ride.

While both offer paddle shifters, the inline-six is the better choice for those Zoom-Zoomers who prefer performance and power over fuel economy. 

Inside, CX-90 provides a richer look and feel than others in its price range, with a nice array of designs and materials like maple wood accents. Rich Nappa leather-trimmed seats are plush, supportive and offer 8-way power adjustments — including lumbar — for both driver and passenger in the Premium Plus trim. Lower trims include the Preferred (base) and Premium.

Mazda’s Driver Personalization, using facial recognition, can adjust seats, too, as well as mirrors, audio and other tech features. 

A large 12.3-inch center display includes navigation, Apple CarPlay and Android Auto compatibility and wireless phone charger. Mazda finally added a touchscreen but it can only be used when the vehicle is stopped. Otherwise, it’s back to the console dial.

The driver gets an adjustable 12.3-inch digital gauge cluster, which changes in color and design depending on the drive mode. An Active Drive Display is situated above the cluster and offers quick glances at vehicle speed and blind-spot monitor. Other niceties include a power tilt and telescoping wheel, heated and leather-wrapped.

A 12-speaker Bose audio system can keep mom and dad satisfied with high-def sound, if the kids are preoccupied with their own ear buds.

The cabin seats seven with the must-have captain’s chairs in the second row, eight with a bench seat. Second- and third-row seats have adequate leg room but not as good as some rivals. Second-row folks do have their own AC vents, manual window shades and USB ports. The third row gets ports, too, but is shy on leg and head room and best left for kids.

Access to the third row is made easier by flip-out cup holders on the second row. And car seats and boosters are easy to install in the second row, but the seats won’t slide forward with car seats attached. 

The PHEV has 14.9 cubic feet of cargo space, a single cube below its gas-engine comrade. With the second and third rows folded, the hybrid grows to 74.2 cubes, also one cubic foot less. There is some under-floor space available, and aluminum roof rails can help with overflow.

All CX-90s offer a competitive safety package, including standard adaptive cruise control, blind spot monitor, lane keep assist and lane departure warning, and emergency braking assist. They also have driver attention and traffic sign alerts, and parking sensors front and rear.

There already was plenty to like in CX-90’s smooth, upscale appearance and performance. Two new powertrains sweeten the deal as buyers can choose power or practicality. 

Barry Spyker was the automotive editor and columnist for the Miami Herald

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