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2024 Mazda CX-90: Redesign, Release Date, and Pricing – Americans are averse to SUVs. American families like midsize cars that have three rows of seating. Apart from providing extra space when needed the SUVs offer ample storage space, an AWD (AWD) to deal with bad weather conditions, light off-roading excursions, and also a higher seat for improved off-road vision.
What they typically don’t offer is an enjoyable, daily driving style, along with cost-saving fuel performance. In the 2024 model, you will find the brand-new Mazda CX-90, which does everything listed above with style.
The latest CX-90 is replacing the CX-9 in the Mazda SUV range. It’s the brand’s new brand ambassador in its ongoing move into premium-brand space. The CX-90 is upgraded to an all-new rear-wheel-drive big vehicle platform. It also debuts new turbocharged, inline-6 engines and plug-in hybrid electric (PHEV) engines, as well as introduces new tech into the Mazda range. In higher trims in 2024, the CX-90 can be considered to compete with models like Acura MDX and Infiniti QX60. Acura MDX and Infiniti QX60.
To learn more about the background and features for more details and information, take a look at our comprehensive review of the 2024 Mazda CX-90. Prices for the CX-90 as well as updated details and impressions of the driving experience in the following sections.
The CX-90 was designed by basing its CX-90 upon a rear-wheel-drive (RWD) platform that has a 7.4-inch length of wheelbase, compared with the original CX-9, Mazda designers were capable of pulling back the greenhouse, decreasing the size of the front overhang as well as give the brand new CX-90 a longer hood to give it more balanced proportions as well as an elegant appearance. The style is sleeker and less striking than new Mazda models. It also does away with the usual SUV fashion.
Mazda claims that Mazda claims that the CX-90 is taller, longer, and broader in comparison to that of the CX-9 the model it replaced. Furthermore, based upon the model it comes with CX-90 has the option of 6-, 7- eight-passenger seats. The third-row seats aren’t as welcoming as those found in the majority of other CX-90’s rivals. But, Mazda has resolved my biggest issue with the original CX-9.
It was always my feeling that the CX-9 was in a cheap and oversized dress. The driver’s seat was tiny and awkwardly placed in relation to the cabin. I couldn’t get a good place behind the wheel, which made it hard to feel comfortable driving the vehicle.
Being behind the CX90’s steering wheel can be a great experience regardless of whether the seating is fairly firm. While I did not like the user-friendly driver’s personalization feature’s suggested driving posture, in which it suggested that I sit further away from the console and further back than what I would prefer and quickly dialed in my personal preferences for seat positions and did not have any issues when I took the test ride. The test cars also provided the comfort of drivers with air-conditioned and heated cushions as well and the steering wheel was heated.
It’s important to note how lavish the CX90 Turbo S Premium Plus is inside. The quilted tan synthetic suede and leather look fantastic as did the interior. Mazda carefully padded the side of the center console, where my right foot rested. The CX-90 PHEV Premium Plus tester was dark inside with metal trim that appeared (but did not believably feel) similar to an aluminum texture. In both test cars the dashboards on the lower side are made of plastic is hard, however, Mazda coats them in order to lower the glare and gloss, meaning they’re not as cheap as they appear to be.
The model, as well as the model depending on the model and trim, the 2024 Mazda CX-90 comes with a second-row chair or a captain’s seat. Turbo S Premium Plus Turbo S Premium Plus includes an interior storage console, which can make it difficult to get access to the third-row seat. Back passengers are provided with an individual climate control panel along with a small selection of CX-90 models that come with heated seats in the second row. The captain’s chairs with ventilation are only available on Turbo S Premium Plus. Turbo S Premium Plus.
Second-row comfort is excellent. The seats are high enough to provide an unobstructed view. The captain’s chairs are comfortable and provide adequate leg support. The chairs slide fore and aft. However, I would have liked more seat track movement because the legroom and the space to walk around are not enough. The second row of seats appears to be close-coupled with cushioned front seats, which could create a problem with the rear child safety seat handles.
Mazda set out to enhance third-row seating comfort with the CX-90. The company aimed to improve the comfort of third-row seats in the CX-90 It could have been successful. (It’s been quite a while since I’ve sat in the CX-9’s third-row seats.) The space is far from the classroom leaders’ comfort levels even small kids might be able to fit three people across.
Additionally, because of being in the Turbo S Premium Plus model’s normal middle-row console, I could never be seated in the third row because of my 13-foot size, which doesn’t fit under the captain’s chairs. Due to the console, there was no space where my left foot could move. It was possible to get in my PHEV Premium Plus’s 3rd row. It isn’t equipped with a console. However, it’s not an area where people are able to find their jinba Ittai which is Mazda’s “horse and rider as one” principle.
The interior storage capacity is sufficient. The container underneath the center armrest split isn’t very deep, however, I’d argue that it’s not a big issue. Are you really looking for an enormous storage container into which things get piled up before they disappear? We have that issue within our mid-sized, three-row crossover SUV. With little more than a small shelf in front of the shifter for the transmission and a few small storage bins on the lower side of the door, as well as a large glove storage compartment, there are a few locations to store your belongings.
Based on the type of vehicle and trim, the cargo capacity can vary depending on the trim and model. It ranges from 14.9 cubic feet for the row behind, to 40 cubic yards behind the third row. When you fold both rows of seating down, and you’ll have 75.2 cubic feet of space. The measurements are on the small side of the range.
Each Mazda CX-90 has a digital instrument panel. Its 10.25-inch display is included as well as the 12.3-inch display to be purchased as an upgrade. On both vehicles tested The standard layout is similar to the traditional gauges of Mazda and features a straightforward, easy rational layout that allows you to see the information you need in a single glance.
The basic Mazda Connect infotainment system comes with a 12.3-inch display that sits at the upper part of the dashboard. It is also it is angled towards the driver. It comes with smartphone connectivity, Mazda Connected Services, access to a wireless hotspot as well as an E911 auto-notification system for emergencies. SiriusXM (SXM) satellite radio and navigation, as well as wireless smartphone charging and 12 speakers from the Bose premium sound system, are all available for upgrades.
On lower-cost models of the CX-90 it is possible to use Apple CarPlay and Android Auto features require cables connected to a USB port. Other models support wireless connectivity. It’s a bit odd that Mazda provides touchscreen controls for Apple CarPlay and Android Auto only on the priciest models from Turbo and PHEV. Turbo and PHEV and every Turbo S trim.
The two test cars both had touchscreen controls that made the use of these features much simpler. If you’re on the native platform of Mazda Connect, touchscreen functions are removed in favor of physical controls located on the center console or the steering wheel, or an unsatisfactory voice recognition system.
In a time when smartphones are ubiquitous and smart home technology is becoming ubiquitous, it’s difficult to comprehend the reason Mazda Connect isn’t able to feature voice-to-text technology that can be used in conversation. Instead of shouting “Hey Mazda” to rouse an intelligent assistant to assist you in finding directions, switch the station on your radio, or change the climate settings, you should adhere to the prompts displayed on the screen and hope it can understand the words you’re using.
If you’re planning on using Apple CarPlay or Android Auto all the time, there’s no problem because Siri as well as Google are always ready to aid. However, if you consider Mazda’s intention to reduce distractions for drivers, Mazda Connect causes plenty of distractions and an industry-leading technology that recognizes voices could help solve a lot of the issues.
It’s possible that I have discovered several improvements, however. As an example, imagine that you’re listening on SXM when you turn the central console’s control knob. If that happens the list of your favorite radio stations instantly pops up. If you’re tuning the radio, the system will load the list of stations based on the station you’re listening to instead of an alphabetical list that starts with SXM channel 2. I’m not aware of any of these features from previous Mazdas, and in the event that these are brand new changes and they’re appreciated, welcome them.
Switching gears for the CX-90’s I-Activsense line of sophisticated driver assistance systems (ADAS) The standard package has the collision avoidance and warning features you’ve come to anticipate when driving a vehicle such as this. There are however a couple of new features that are worthy to be mentioned.
The first is that i-Activsense utilizes brand-advanced cameras and sensors that enhance system performance all over the board. Additionally, the new features include the rear-seat recall device, a safe exit system, as well as an improvement of the lane-keeping assist system to assist drivers in avoiding the risk of a road trip that is not planned or a collision with another vehicle.
The new features that are available now include a post-collision brake system to guard against collisions that occur in the aftermath of an initial airbag deployment, a frontal cross-traffic warning system, which includes braking at intersections assist, and a fresh hand-on driving assist system known as Cruising and Traffic Support.
I got to test Cruising as well as Traffic Support in a variety of ways. It combines the traditional adaptive cruise control system the ability to stop and go with an aid system to center the lane to provide hands-on assistance on highways. In general, the technology is efficient. When it came to climbing the mountains north of the Golden Gate Bridge, the technology had a few issues due to the curvatures narrow laneways, curves, as well as moderate traffic. When the freeway was straightened it became more efficient for the tech to behave.
I think the instrumentation panel as well as the head-up display both do an excellent job of providing ADAS operational status, with nothing more than one glance. I particularly like the way they display blind-spot warnings which help to keep the driver’s attention on the roadway ahead. If you’re wearing sunglasses with polarization and the display on your head diminishes dramatically, and when you’re driving on a concrete-colored road, the display essentially disappears.
Mazda has equipped its CX-90 Turbo and Turbo S with a turbocharged 3.3-liter six-cylinder engine inline. The Turbo model’s engine produces 300 pound-feet of torque. The Turbo S bumps those numbers up to 340 horsepower and 369 pound-feet while burning premium gasoline. Both utilize a mild-hybrid 48-volt system that has a smaller electric assist motor for improved performance and speed.
The CX90 PHEV has a hybrid plug-in powertrain, which includes a 2.5-liter gasoline engine with four cylinders and an electric drive motor that is 68 kW as well as a 17.8-kWh battery. The total output is 323 horsepower and 369 lb-ft of torque. Mazda confirmed to me that its official EPA estimate of electric-only driving distance is 26 miles. Mazda claims that it is possible to recharge the CX-90 electric vehicle in just 11 hours by using the power of a home outlet during temperatures of 75 degrees.
The entire line of CX-90s comes with a brand new eight-speed auto transmission, however, it’s not like any other auto you’ve seen. While not getting into the technical details this one makes use of a wet clutch instead of a torque converter however, this is a manual transmission, not a dual-clutch automatic manual transmission. Utilizing a wet clutch as well as the short the first gear and the second this design of transmission helps accelerate the CX-90 out of a standstill quickly.
While Mazda develops its CX-90 on an RWD basis, it comes with a regular AWD that transfers the bulk of the power to the rear wheels. Mazda claims that three types of software-driven logic control the power distribution, dependent on steering slip, wheel input, and weight transfer. Additionally, the CX-90 gives 8.0 inches of normal space clearance (8.1 inches when using 21-inch wheels).
The modes of driving include Normal and Sport modes, as well as Off-Road and Tow. The one that supports the CX-90’s 5500-pound towing capacity. Additionally, the CX-90 HPEV comes with an EV driving mode as well as a charging feature that can recharge the battery during your drive.
Mazda develops the CX-90 with an RWD design and equips it with an inline-6 mounted longitudinally which, as the company claims, can better distribute weight and enhance the performance of the SUV. Additionally, the smaller inline-6 that is mounted farther behind on the platform allows Mazda the ability to equip the CX-90 with an advanced double wishbone front suspension as well as a rack-mounted electronic steering system. Together, they provide more accuracy, control, and feedback.
Mazda has also equipped the CX-90 with Kinematic Posture Control technology. This feature first appeared in 2022’s Mazda MX-5 Miata. The system applies a subtle brake on the rear wheel while the driver goes to turn. This action of braking helps push the side of the car down slightly, thereby improving control of the corner.
Specs and Performance
I started my drive with my CX-90 Turbo S, where the turbocharged 3.3-liter inline-6 provides an effortless and fluid power source for fast acceleration. Mazda turbo engines do not create the kind of force that forces you to get deeper in the seat. Instead, power is delivered in a constant, steady manner that’s more reliable.
With the unique automated transmission layout and mild-hybrid electric assist motor, The CX-90 has no turbo lag, or feeling of lag when moving after a stop. But, when it is in normal mode, it may take up to a second or so for the automatic 8-speed to slow down in order to move through more traffic.
From my personal experience it is my experience is that the Turbo S model’s powertrain is extremely efficient. Mazda said it will have an EPA score of 25 mpg when combining city/highway traffic. I recorded an average of 24.2 milliliters per gallon in a drive that was a mix of heavy San Francisco city traffic and lots of driving that was energetic with Sport mode near Point Reyes.
The area where the CX-90 excels However, it shines brightest in its ride and handling area. As with all Mazdas, it appears to be athletic. What’s impressive is the exceptional body control. It’s the only Mazda that Turbo S did not suffer oversteer in sharp corners or sudden and unpredictably transfer of weight on surfaces that are undulating as is the norm with a standard mid-sized, three-row crossover SUV.
It’s even better because The Mazda CX-90 doesn’t subject its passengers to the floating and woozy movement of the ride or to a condition called head toss that can cause nausea. When riding the CX-90 in a frenzy it was more of a sports car instead of an SUV. Additionally, it sounded like a lighter automobile than it really is.
In the afternoon, I traveled on through the CX-90 PHEV. It began with a fully charged battery, as well as a trip computer that showed 25 miles of range. I drove 24.3 miles prior to the time that my SUV went from EV mode into Normal mode. The trip computer reported 2.0 miles/kWh, and a fuel consumption of 80 mpg.
The gas engine sounded two times while driving in the EV mode. It happened the first time when I had to speed up from a stop up an uphill slope, and on the same occasion, I threw the accelerator pedal down to the ground in order to go through fast-moving traffic along a freeway. This means that my experience isn’t based solely on EV driving however, it’s pretty similar.
As you would expect because of the extra burden of the heavier battery and electric motor The CX-90’s performance and ride aren’t nearly as smooth as that of the 3.3 Turbo S. It has a firmer feel when you drive on a cracked road. In the case of roads with dips, bridges, or bumps in the road it will take longer for the suspension to stop body movement.
After testing the battery with a lighter foot to check if my range of driving would be in line with the initial range of the battery and then I switched on the charging mode feature. When I drove on the highway, it gave me a mile per six miles. In theory, it is possible to recharge your battery by using a gasoline engine over 156 miles of driving.
When the PHEV is in its normal mode, which uses both the battery as well as a gasoline engine, it can provide an acceleration that is similar to that of Turbo S. Turbo S. However, it’s not as loud as it is since a 4-cylinder provides the sound. But, given its low cost and efficiency overall it is possible that buyers will have difficulty selecting between it and any of the models that are turbocharged.
Pricing and Release Date
Mazda is selling the latest CX-90 in three series that come with the standard AWD: 3.3 Turbo, 3.3 Turbo S, and the PHEV. The CX-90 3.3 Turbo or 3.3 Turbo S right now. The CX-90 PHEV model is expected to be released soon.
The CX-90 3.3 Turbo has a Turbocharged, 280-horsepower inline six-cylinder engine that features 48-volt mild hybrid technology. It is available in Select, Preferred, Plus Premium, and Premium Plus trim options. Prices vary from $40,970 up to $54,325.
The CX90 3.3 Turbo S is an engine that is 340 hp (with the premium fuel) variant of the mild-hybrid turbo-6. It is available in the base, Premium, and Premium Plus trim ranges. Prices vary from $53,125 up to $61,365.
The CX90 PHEV features an electric hybrid engine that produces 323 HP and comes in the Preferred, Premium, and Premium Plus levels of trim. Prices vary from $48,820 up to $58,325.
I was fortunate enough to drive two models of the vehicle within the San Francisco Bay area. There a 3.3 Turbo S Premium Plus was equipped with an additional cost of Rhodium White paint that brought its price up to $61,920. Its HPEV Premium Plus had optional Artisan Red paint and an advertised price of $58,920. The prices above are inclusive of the $1,375 charge for the destination.