Unlike Mercedes’ system, for instance, little pulses can be felt when the CX-90’s engine reengages, so a little more fine tuning could be in order there. Similar to various German luxury cars, it can completely shut off the engine when coasting, instead of waiting to come to a complete stop. The 48-volt hybrid assist is more than just a slightly smoother start-stop system, too. But since power starts tapering off at the high end, it's not like there was much more to get from spinning it higher. It's a bit of a shame that it runs out of revs so quickly – redline is 6,500 rpm – because it's a fun engine. Mid-range power and torque are copious and with the quick-spooling turbo, you don't have to wait long to get it. But it does so with an indoor voice, so as not to disturb occupants. The six is just as smooth as you'd hope, and it has a deep, gargling growl. We only had the opportunity to try out the top-spec six-cylinder and the plug-in hybrid, and both impressed. No towing package is available with the PHEV, so capacity is limited to 3,500 pounds. Overall fuel economy numbers haven't been announced yet, though. And being a plug-in hybrid, it can use its 17.8 kilowatt-hour battery to drive an estimated 26 miles on electricity. That's nearly identical to the top-level six-cylinder. When combined with the gas engine's 189 hp and 192 lb-ft of torque, you get a maximum output of 323 hp and 369 lb-ft. The electric motor on its own makes 173 hp and 199 lb-ft of torque. It's paired with an electric motor that fits in the same place between the engine and transmission as other hybrids, but it's much larger and more powerful. This uses a version of Mazda's tried-and-true naturally aspirated 2.5-liter four-cylinder that you'll find in basically everything it sells in America. Sort of in-between the six-cylinder engines is the plug-in hybrid.
Both engines are also available with a towing package that allows the CX-90 to pull as much as 5,000 pounds. The high-output model is basically the same except for getting 23 mpg in the city. The base model gets 24 mpg in the city, 28 on the highway and 25 combined. It's more efficient than the old, less-powerful turbo four, too. Both engines feature a 48-volt electric motor placed between the engine and transmission that provides hybrid assist. It will also run on regular fuel but with a dip to 319 hp. There's a CX-90 Turbo S that has a high-output version of the engine making 340 hp and 369 lb-ft of torque. The base engine for the CX-90 Turbo is a turbocharged 3.3-liter double-overhead-cam inline-six that makes 280 horsepower and 332 pound-feet of torque. First off, there's more than just the one engine option, and all of them are more powerful than the CX-9's turbo-four. Unlike the CX-9 it replaces, the CX-90 runs its engines length-wise (or longitudinally) rather than sideways (transversely), and the all-wheel-drive system mainly sends power to the rear, rather than the front. The most important and exciting aspects of the CX-90 are the bits underneath the skin. It's not perfect, but it's very good, and it's a good sign for future Mazdas. Fortunately for Mazda, the CX-90 is superb to drive with available interiors that put it on par with some real upscale brands. Further, considering how competitive this segment is, there’s even more pressure on Mazda for the CX-90 to be good. That means all those new bits need to work well together. It's packed with all kinds of things that make us excited, and they're all components that will become key to future Mazda products. And its all-new turbocharged inline-six engine.
It's the first opportunity for us to experience the brand's new rear-drive-biased architecture. And it's big for more reasons than just its physical size. Mazda's biggest vehicle is finally here, the 2024 CX-90.
Mazda crossover family driver#
2024 Mazda CX-90 First Drive Review: A family SUV for the discerning driver This fun, classy crossover proves the brand's on the right track
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