What it eschews in higher end materials, tech, and luxury from the S Premium Plus, it makes up in price. This trim gets the 340-hp version of the straight-six and is well equipped otherwise. Our choice would be the S, which starts at $53,125. Mazda has divided the CX-90 into eight trims across its straight-six powered variants with a further three for the plug-in hybrid. There’s also lane keep assist, blind spot warning, cameras, braking assist, and more. It has everything you’d expect, and even knee and side curtain airbags. With both second and third rows folded, total cargo volume is 75.2 cubic feet.
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The space with the third-row folded is simply massive, and even with it in place it’s enough for a full grocery haul, luggage, or a little of both. Mazdas aren’t known for having the largest interiors, but the CX-90 aims to fix that with its wider, longer platform. It’s BMW iDrive-style controller in the center console is intuitive, though it does take a few more steps to perform some simple tasks than it should. The interior feels modern, uncluttered, and easy to use. While other manufacturers have been getting rid of buttons, Mazda has kept them, and it’s better for it. Something to think about.Ī lovely place to spend some time. That’s a new level of price for Mazda, but that’s still about $20,000 less than the starting price of the BMW X7. If the BMW X7 is the best-driving large SUV, the CX-90 is a close second.ĬX-90 pricing starts at $40,970, which is comparable to the CX-9, but runs all the way up to $62,000+ for the top trim with all the options. The new engine is smooth and has a throaty sound though it never feels quick or fast, it’s more than enough to get this truck up to speed without any chance of holding up traffic. It rides well, though the large 21-inch wheels on this test car did make the ride slightly crashy on more abrupt imperfections, like small potholes and expansion joints. Steering is nicely weighted, perhaps a bit too heavy, and feels direct. For a car that’s more than 200 inches long, it drives much smaller. Mazdas are typically among the best cars to drive in their class, and the CX-90 is no exception. Over the duration of our time with the car in the city and on the highway, the CX-90 averaged about 24 mpg. Minor gripes, but at this price level and in this class of vehicle, they should be standard. And while the center controller is intuitive and easy to use, CarPlay is easier to use with touch and Mazda’s menus tend to take a few more steps than you’d want to just change a radio station.įinally, the instrument display lacks some reconfiguration options, like the ability to add a numerical speedometer.
The center screen locks out touch functionality on the move. The proximity unlock only works on the front doors, not the rear. Thing is, it’s missing a few key features that you’d think would be a given, especially in a car that can cost $60,000+.
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This is an extremely well equipped car, with multi-zone climate control, heated and cooled seats, a heated steering wheel, two 12.3 inch displays, CarPlay and Android Auto, cross traffic and blind spot alerts, and more.
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It might be easier to talk about what our S Premium Plus test car didn’t have. It felt slightly less refined than a straight-six from Mercedes or BMW, but considerably more high-end than the V-6s and turbocharged four-cylinder engines in so many other crossovers. But the CX-90's engine provides an overall smooth experience. The start-stop system did balk a few times from a quick stop, making for a jerky getaway. It’s linked to an eight-speed automatic of Mazda’s own design, with wet clutches performing quick, nearly seamless shifts. The engine is happiest in middle of the rev range, as it can become gutless as redline approaches. The straight-six in our test car was the 340 hp version, and it was more than adequate to move the large, nearly 5000-lb SUV quickly off the line.
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