Volvo Introduces the 2025 EX30
Volvo’s 2025 EX30 might just be the bite-size electric crossover that catapults Volvo’s sales into new territory. In addition to a trove of pictures and details, we also have the [...]
Perhaps it is finally time for Mazda to resurrect its “Zoom-Zoom” slogan with the inauguration of the 2024 CX-90. It’s properly quick, no matter if you go with the turbocharged inline-6 or the plug-in hybrid, both of which represent new powertrain endeavors for the brand. The CX-90 also symbolizes Mazda’s invasion of the premium and near-luxury segment with a swanky interior and a refined driving experience. Let’s dive into our first experience behind the wheel of both powertrains to see if Mazda has really pulled it off this time.
The 2024 Mazda CX-90 replaces the CX-9 in the North American lineup as the largest and most powerful model they’ve ever offered here. It introduces our market to a ton of new facets of the brand, including a new iteration of the silky smooth Kodo design language. The Mazda3, CX-30 and CX-50 made strong first impressions, but the CX-90 takes things to a new level thanks to the company’s all-new rear-wheel drive architecture (all CX-90s are all-wheel drive, however). This enables a long hood and a more commanding stance reminiscent of more luxurious vehicles like the BMW X7, a vehicle this is very similarly sized to on the outside.
The design does not change much between the PHEV and inline-6 models. A badge on the side fender signals which powertrain your CX-90 is rocking, while minimal black body cladding is a sign that you’re looking at a standard-output inline-6 or a PHEV. High-output inline-6 models are totally body-colored from head to toe, which is certainly a more elegant look. Wheel options (19″ 265/55 or 21″ 275/45) are shared between the Turbo, Turbo S and PHEV models, as are the exterior paint colors.
The CX-90 wears the nose from the European CX-60, a smaller and narrower version of this that will not be coming here. We will, however, be getting a CX-70 later this year that is wider than the CX-60 and more like a shortened two-row CX-90. The rear end of the CX-90 shares its design with the CX-60 as well, but in its transition to a three-row, bulges out in a more controversial manner. If there’s a bad angle on this car, it would be the rear three-quarter angle. It looks like an oversized forehead or an egg. Whether that is a good look will be up to you, the consumer, of course.
The CX-90’s interior is a mix of really good and really weird. The good? On the highest trim, you’ll find things like Nappa leather seats, a cross-stitched fabric-lined dashboard, imitation suede panels, a large and sharp head-up display, and Bose’s fantastic Centerpoint 12-speaker audio system. The weird? Mazda offers the CX-90 in six-, seven-, and eight-passenger seating configurations, though the top trims are only available with six seats. Seven-passenger models don’t utilize a second-row bench like most of the competition, instead the third row adds a skinny narrow seat with a much-appreciated belt that comes out of the seat back instead of the ceiling. Also, the large 12.3″ touchscreen is only touch-enabled if you are using Apple CarPlay or Android Auto. Otherwise, you must use Mazda’s rotary control dial in the center console.
If you want to seat eight people in a vehicle with a plug, the CX-90 PHEV is the only game in town. Unfortunately, that capacity is limited to just the base Preferred trim, which loses out on some of the CX-90’s best features like the Bose sound system and the panoramic moonroof. The full-LCD instrument cluster is standard on all PHEVs, thankfully. Premium and Premium Plus trims come standard with seven seats, no six seat configuration is available. That’s okay, though, because the seven seat model retains the second row captain’s chairs and shoves that seventh seat in the third row. Despite the vehicle’s exterior dimensions, combined second and third row leg room figures come in below models like the Hyundai Palisade and Kia Telluride. Initial impressions of Toyota’s new Grand Highlander put it ahead of the Mazda as well in this regard.
Inline-6 models are available in all three configurations in addition to more elegant color choices like a baseball glove two-tone or the white Nappa leather with the fabric dashboard. You will not find either on the PHEV. The former choice will give MDX shoppers pause, as the Mazda looks properly ostentatious dressed in these clothes. There’s a certain Volvo-ness to both the design and the color/trim choices, and you’re getting that at a decent discount. Fully-loaded Turbo S Premium Plus trim come in at roughly $62,000.
With the move to a new rear-wheel drive-based platform, Mazda has also introduced two novel powertrain choices for both this segment and, to an extent, the industry as a whole. Aside from Stellantis, no one else has developed new inline 6-cylinder engines in many years. Mazda has done so to provide a silky-smooth engine note and substantially more power than the bulk of the mainstream competition. You will find more power in variants of the Dodge Durango, but its mission is very different from the CX-90’s. Also unique in this segment is the plug-in hybrid.
The 3.3L turbocharged inline 6-cylinder has two power output options: the first five trim levels (Turbo) will see 280 horsepower and 332 lb.-ft. of torque on premium fuel, while the top three trim levels (Turbo S) will see 340 horsepower and 369 lb.-ft. on premium. In an interesting twist, while Mazda markets this engine as more of a mild-hybrid, it is actually technically a full hybrid thanks to its 1/3 kWh battery and tiny electric motor that enable the CX-90 to move under electricity only under 25 mph or so. The system is not like a Prius hybrid, however. You cannot force it into EV mode or play with brake regeneration, etc. If you want those kind of features, take a look at the PHEV.
Though not completely exclusive in the three-row segment (Chrysler Pacifica and Mitsubishi Outlander both offer plug-in hybrid options), this one is novel for being available with eight seats. It’s a 2.5L naturally-aspirated 4-cylinder sitting longitudinally among a 17.2-kWh battery and a 173-horsepower electric motor. It only has one power output – 323 horsepower, 369 lb.-ft. of torque. It is rated at 25 mpg combined just like the inline-6, which shares basically the same engine/electric motor setup and 8-speed auto. The battery and motor are just more potent in this model.
Before we discuss the driving experience of the CX-90 Turbo S , we first need to talk about the design of the drivetrain and how it works. There is the 3.3L twin-turbo engine, then a clutch pack, a small electric motor, and the 8-speed automatic transmission. Unlike most vehicles today with traditional automatics, there is no torque converter. Torque converters allow an engine to spin at one speed and the transmission to do so at a different speed whenever needed to help improve smoothness. Since the CX-90 doesn’t have that, so instead the clutch opens up when sitting still and uses the electric motor to get the vehicle moving from 0 to a few miles per hour. The engine is not able to do that part on its own, making this feel more like a dual-clutch transmission. The shifts are pretty crisp, but the engagement can feel a little bit more aggressive than the average automatic transmission. At lower speeds, you’ll notice that the engine will turn off right around 25 or 26 mph.
Initial acceleration to 60 mph, again, starts with the electric motor then transitions to the engine, an operation that isn’t super quick but is noticeable. Preliminary testing shows a 6- to 6.5-second run will be most likely. The sensation is not quite as smooth as the ZF 8-speed automatic found in the Grand Cherokee or BMW X5/X7 or even the system found in the Pilot or the Highlander, especially the Highlander Hybrid. This definitely feels more engaging and sporty, however. Even though the all-wheel drive system is always engaged, it’s always trying to send some portion of power to the front wheels but most to the rear wheels. This helps it carve the corners far better than those Japanese competitors, all while maintaining that Mazda steering feel you know and love. Handling is very neutral and precise, making the CX-90, quite simply, one of the best driving 3-row crossovers under $70,000.
As far as the ride quality goes, the Turbo S is a good bit firmer than the average three-row, but not quite as much as an MDX Type S. There are no adaptive dampers like that model, but this costs a good bit less and handles better. Mazda made exactly the right choice when balancing comfort and handling, though. There’s still a little bit of body motion when you turn sharply because this is a big and heavy thing. It almost feels like the front end moves in a slightly different rate than the rear, but all of the motions are very well controlled and the rear suspension never gets upset over broken pavement. Dig deeper in the throttle in the corners and you will notice that the rear end really settles down. You definitely get that rear-end steering action that’s expected from a rear-biased all-wheel drive system.
As far as cabin noise goes, Mazda has done a really good job balancing things. Wind noise is especially well-controlled, as is road noise. Keep in mind that top trims of the CX-90 ride on 275-width tires, which is very wide for the segment. You will find slightly wider tires on something like a Durango SRT or a Grand Cherokee, but outside of that, this is pretty much as wide as comes in this category. At this point in time, it’s a bit difficult to talk about fuel economy since we haven’t gotten the CX-90 home to our usual test roads. During our day of driving, we averaged about 22 mpg. That included stop-and-go traffic in downtown San Francisco and spirited driving in the winding mountain roads north of the city. This hybrid system doesn’t have the same mission as a Highlander Hybrid, so it’s not going to be a 30-mpg vehicle in many ways. The mission of this hybrid system was to enable the packaging and performance characteristics Mazda was after while maintaining parts and synergies with the PHEV model. If you want to cut down on your fuel consumption, the plug-in will be your best bet, though it won’t get any better fuel economy than this once the battery is depleted.
When you get into the CX-90 PHEV, you have four different drive modes to work with – Sport, Normal, EV, and Off-Road. We did not have a chance to test out the Off-Road mode, but Mazda keeps things simple with the other options. In Normal mode, you have the ability to hold the battery charge level at a certain percentage. When we started driving, the battery was at 70%, so in an effort to have the car act like a normal hybrid, we set the charge hold to 70% as well. Doing that makers the CX-90 feel a lot like the average plug-in hybrid in the luxury segment. Interestingly enough, most of those hybrids use regular stepped automatic transmissions with a clutch, electric motor and an engine behind, which is exactly what we get here.
On the other hand, this system definitely feels different than a Toyota/Lexus plug-in hybrid because those don’t use stepped automatic transmissions. This model is not quite as quick to 60 mph as the fastest version of the inline-6 turbo, but it has a greater sense of urgency right from a stop. That’s because of the more powerful electric motor. This is likely going to have about the same 0-60 time as the lower horsepower model because the battery adds about an extra 200 pounds or so. Some folks are not going to be happy about the size of the battery, and therefore the electric range. It’s rated for about 25 miles of electric range because the battery pack in the rear is under 20 kWh in size. On the other hand, we believe that was the right choice because of the CX-90’s mission as more of a gasoline mitigation plug-in hybrid than a gasoline elimination plug-in hybrid.
Moving over to the EV drive mode, you can essentially floor the vehicle without turning on the engine. Mazda handles this part a little differently than others by including a physical point in the accelerator travel that you can feel with your right foot that acts as the limit for electric-only power. Push the pedal past that click and the EV mode will be disengaged and the engine will turn on. Sticking with electrons requires around 10 second of acceleration time to get go 60 mph. That’s definitely a lot slower than when it’s in the hybrid mode, but it is still perfectly capable of entering the freeway at a regular pace, climbing mountains, and doing all the sorts of daily drive activities you will do with it.
Expect the PHEV to take it just a little bit longer than the Turbo models to stop from 60 mph due to the added weight. In upper trims it still rides on wide-for-the-segment 275-mm tires, so grip feels similar between the models. It really does feel a lot like the Turbo S version. Mazda may be pumping in engine sound even when just the electric motor is providing that initial acceleration in hybrid mode. You do hear a little bit of motor whine during cruising, but thankfully that motor is pretty far from the driver and front passenger. As far as system smoothness goes, this is pretty much on par with the Kia and the Hyundai plug-in hybrid systems and a little bit below the BMW and the Volvo systems. But let’s be honest, we’re talking about a Mazda in the same sentence as a BMW and a Volvo plug-in hybrid. That should give you some idea as to how well done this plug-in hybrid system is.
If you’re worried that 25 miles is just not enough EV range, really sit back and think about how much gas you will still be cutting from your daily driving consumption. If you have a relatively short daily commute, just about 25 miles, you would very rarely be using any gasoline at all. Even if you had a longer commute, say 50 miles round-trip, you would end up using about half the gasoline driving this than you would the other CX-90s. If you least one of these, it’s possible that you will get the federal EV tax credit, though details are still sketchy on that. We should get more guidance coming soon. The CX-90 is not built in the United States, so it’s not going to qualify for the federal tax credit if you buy the car. Even if you do buy one, though, living in a state California will enable carpool lane access even when driving solo.
If you’re on your favorite winding mountain road and you get more aggressive with the throttle, the PHEV is going to have the same kind of corner carving dynamics as a BMW X5 or X7. In fact, it reminds us an awful lot of what a discount BMW X7 plug-in hybrid would be if BMW ever decided to make one. Opinions are split on whether the PHEV has a more cushioned ride than the Turbo, though Mazda engineers confirmed that they were tuned very similarly. Bottom line, the CX-90 is a ton of fun regardless of the version you’re driving.
Bottom lining the CX-90 is really easy. The ride quality is a great balance between passenger comfort and driver fun. The shifts are not quite as fast as a ZF 8-speed automatic, but at least there isn’t a CVT. You get two hybrid options, both available with 8-passenger seating in an elegant interior wrapper. The higher you go, of course, the nicer the CX-90 gets. That Turbo S Premium Plus is creeping on Volvo territory with its material choices. This really is Mazda punching above its weight, and if it were our money, we would definitely go with the PHEV for its all-electric driving ability and more spirited throttle response. Not only is the PHEV less expensive that a fully-loaded Turbo S, it gives you the ability to cut your fossil fuel intake drastically – if you charge it. If you don’t plan on plugging your CX-90 in, you’re better off getting the Turbo or Turbo S, as both get the same combined fuel economy figure (25).
The CX-90 has quite a few trim levels available. Starting on the Turbo side, 3.3 Turbo Select starts at $39,595 (+$1,375 for destination) with standard all-wheel drive, 280 horsepower, a large infotainment screen, 3,500 pounds of towing capacity, wired Apple CarPlay and Android Auto, blind spot monitoring with rear cross-traffic alert, 8-passenger seating, automatic LED headlights, taillights and turn signals, 19″ wheels, and adaptive cruise. A fully-loaded Turbo Premium Plus model comes in at $52,950 and brings Wireless phone integration, a panoramic moonroof, 6- or 7-passenger seating, the Bose Centerpoint audio system, white or black nappa leather, and 5,000 pounds of towing, among other things.
Turbo S trims are similarly aligned with the Turbo trims, save for the lack of a base Select, Preferred or Preferred Plus trim. If you want 340 horsepower, the Turbo S starts at $51,750, but a loaded Turbo S Premium Plus pulls all of the stops at $59,950 before the aforementioned destination charge. It’s a lot of money, but we think Mazda has brought most of the goods to back it. Surprisingly, the PHEV price range falls solidly within the Turbo S lineup. The PHEV Preferred trim starts at $47,445, while the top Premium Plus trim rings in at $56,950. All PHEV models receive the full-LCD instrument cluster, but none of them are available in a 6-passenger configuration or with the more interesting brown and white nappa leather options (the latter throws in imitation suede). All in all, the CX-90 will need to rely on design, driving enjoyment, and its hybrid-only powertrains to win over existing CX-9 buyers, as it is not much bigger on the inside. Whether that remain the nail on its coffin will remain to be seen. We wish Mazda the best in its climb to the premium/near-luxury ranks.
