2024 Mazda CX-90 First Drive: The People Mover For People Who Love to Move.

The whole reason the three-row crossover SUV exists is because Americans no longer wanted to be seen in minivans. It's true. Vehicles like the original Chrysler Pacifica and Honda Pilot had their minivan architectures manipulated to look like big, thirsty truck-based SUVs while still functioning much like their respective Town & Country and Odyssey counterparts. Although the Pacifica and Pilot were jacks-of-all-trades and masters of none, they'd go on to spur the proliferation of a massive segment that 20 years on includes no fewer than a dozen options. Yet most of those options still suffer from the same drawbacks of the segment's Adam and Eve. If our first spin in the new 2024 Mazda CX-90 is any indication, it won't be one of them. But that's not to say there aren't some major drawbacks to Mazda's new premium people mover.

Mazda isn't exactly new to the fun-to-drive three-row crossover thing. Two generations of CX-9s prove that; the first-gen model was among our favorites of the era, but by the time the second-gen CX-9 rolled around in 2016, the competition had begun to catch up. Although we still enjoyed driving the second CX-9, there were compromises—chiefly the cheap seats in back, which were tighter and less practical than those of better-rounded rivals like the Kia Telluride.

The new 2024 CX-90, which replaces the CX-9 in Mazda's lineup, aims to fix those problems with a slew of new solutions. The biggest news is under the skin. Unlike every competitor in the segment save the Dodge Durango, Ford Explorer, and Jeep Grand Cherokee L, the new CX-90 is now rear-wheel-drive based. Mazda says it made the move from the CX-9's front-drive platform to its new global rear-drive architecture in large part because it improves its driving dynamics and interior space.

It also allows Mazda to offer two modern powertrains for its flagship vehicle. CX-90 Turbo models will sport Mazda's brand-new hybridized 3.3-liter turbocharged I-6. This mild hybrid powertrain isn't capable of cruising on electrons but instead uses a small 16.6-horsepower, 113-lb-ft motor to assist the I-6. The motor fills in torque while the turbocharger spools up to provide instantaneous throttle response and also reduces the engine's workload while cruising to improve fuel economy. Available in Turbo and Turbo S guises (no word yet on whether Mazda cleared this usage with Porsche), the powertrain is good for 280 hp and 332 lb-ft of torque in the CX-90 Turbo and 340 hp and 369 lb-ft in the Turbo S on premium fuel. (Horsepower drops to 319 on regular.) When it's paired with a new eight-speed automatic and standard all-wheel drive, Mazda expects the mild hybrid CX-90 to improve on the CX-9's 20/26/23 mpg city/highway/combined EPA score, achieving a Mazda-estimated 24/28/25 mpg for the Turbo and 23/28/25 mpg for the Turbo S model.

Also available across the bulk of the range is the new CX-90 PHEV. The plug-in hybrid three-row uses Mazda's ubiquitous 189-hp 2.5-liter naturally aspirated I-4 and wedges a 192-hp electric motor between it and the same eight-speed auto as the six-cylinder version. (AWD is also standard.) The powertrain produces a combined 323 hp and 369 lb-ft. Supplying the juice to the motor is a floor-mounted 17.8-kWh battery pack that helps the CX-90 PHEV achieve a Mazda-estimated 26 miles of EV-only range. Mazda was unable to provide the PHEV's charge rate as of press time, but the company says it can recharge from empty to full on a Level 1 charger in 11 hours and on a Level 2 in 2 hours and 20 minutes, both typical for the class.

From behind the wheel, the 2024 CX-90 picks up where the CX-9 left off, elevating the playful loveliness of the CX-9 into a more dynamically refined vehicle. Steering is heavy on-center—especially with standard lane keep assist on—but it lightens up gently off-center, linearly weighing up as you dig into a corner. The firm but forgiving ride helps the CX-90 load up naturally in corners without devolving to body roll, allowing the driver to lightly brush the brake pedal to put more weight on the big crossover's nose for even more immediate turn-in. Few SUVs in the CX-90's class are going to be able to hang with it on a twisty back road. Dynamically, the differences between the I-6 and PHEV model are subtle; the plug-in feels slightly heavier, but it's not enough to really matter if you're choosing between the two.

On the powertrain front, Mazda reps described the choice between the Turbo S and PHEV models as choosing between delayed and instant gratification. That analogy generally holds up. The new I-6 is the type of engine that's going to make the discerning enthusiast swoon. Thanks to the torque fill provided by the motor, which reaches its 113-lb-ft peak at just 200 rpm, there's no real lag to speak of from the turbocharged engine by the time it hits peak torque at 2,000 rpm. The spunky and smooth-revving engine feels naturally aspirated in its response to throttle inputs and really rewards drivers who ride the tach needle past 4,000 rpm. Oh, and it has one of the best exhaust notes we've heard from a three-row family crossover this side of a Dodge Durango Hellcat. The eight-speed and I-6 pairing is a good one, too. The transmission shifts smartly and quickly, generally doing its best to disappear into the background.

The CX-90 PHEV isn't quite as cohesive as the I-6, though it's still quite good. With a full charge, the plug-in hybrid model's default drive mode favors the electric motor, shuffling its power through the eight-speed auto as the three-row gets well into highway speeds. Dip about three-quarters deep into the throttle to shoot a gap or pass slower traffic, and there's a noticeable delay as the four-cylinder fires up and some shift shock as the eight-speed downshifts. Similarly configured PHEV systems, like the one found in the Jeep Grand Cherokee 4xe, generally accomplish the same task without being quite as jerky. Switching the CX-90 into its EV mode (it can also be set as the default through the infotainment system) nets the driver more of an electron buffer before the engine fires up, though the jerkiness remains.

Despite that, the CX-90 PHEV ought to appeal both to enthusiasts who love low-end torque and to consumers who worry about little more than get-up-and-go. The torquey electric motor makes this version of the CX-90 feel quicker than the I-6 version, and depressing the gas pedal past the kickdown point results in a "Boost" message on the instrument cluster and a surge of power as the throaty four-cylinder screams and the motor's power surges.

Inside, the loaded CX-90s Mazda had on hand came dressed to impress. The tech-forward cabin features a 12.3-inch infotainment display (lower-end models get a 10.25-inch version) and a crisp 12.3-inch digital instrument cluster (some lesser models use analog gauges). Fit and finish are top notch, though materials quality—while superb for a mainstream automaker—likely won't make the luxury automakers that Mazda wants to compete with sweat much.

Mainstream automakers aren't likely to lose much sleep over the CX-90's packaging, either, even though it's available in six- (in a 2-2-2 arrangement, front to back), seven- (2-2-3), and eight-seat (2-3-3) configurations. Simply put, although the CX-90 is bigger than the CX-9 it's replacing, its accommodations aren't quite as generous as those of the Telluride, Hyundai Palisade, or new Pilot. Where Mazda made the biggest improvements are in the first and third rows. Up front, the new center console is more logically arranged and features a deeper bin and more storage—despite the wasted, black-plastic-trim-clad space surrounding Mazda's new electronic shifter.

The second row for all intents and purposes features identical specs to the CX-9. The outboard seats are relatively adult-friendly, but the massive driveshaft hump splitting the cabin eats into foot room for the outboard seats while also making the middle seat functionally useless for anything larger than a Labrador. Second-row occupants do get their own HVAC vents and water bottle pockets in the doors, and the PHEV on hand also featured a flip-up mini cupholder/table combo—though it didn't exactly inspire confidence in how well it holds drinks. Our I-6-powered test SUV had a second-row console like the CX-9 offered, which featured more robust cupholders, a slide-out drawer, and a console cubby.

Access the third row by grabbing the shoulder-mounted latch (easy) or squeezing between the second-row captain's chairs (difficult), and your sassiest child can wedge into either of the outboard seats to enjoy the two cupholders per side. On all but base models, there's also a USB-C port to keep their pocketborne distractions charged up. The middle seat in the third row is best forgotten; due to the high floor and low roofline of our two sunroof-equipped models, we're skeptical of its utility for all but the smallest of hominids.

On the plus side, both second and third rows easily fold flat to expand the CX-90's cargo hold, and although cargo volume with the third row in place is still far from best-in-class, the up to 15.9 cubic feet on offer bests the old CX-9's 14.4. In real-world terms, the CX-90 will likely swallow at least a half-dozen brown paper grocery bags.

If this all sounds familiar, well, yeah, it kind of is. The new CX-90 is even better to drive than the CX-9, but it still suffers from many of the same packaging problems as its predecessor. It's pricey, too; base CX-90 Turbo Select models sticker for $40,970, PHEV models start at $49,415 before any applicable rebates (less than the Kia Sorento PHEV, though with fewer standard features), and Turbo S models go for $53,125 to start, topping out at $61,920. Even so, although you don't get as much space as the competition for your dollar in the new CX-90, you get something that few manufacturers outside of the luxury space can offer: a three-row full-size crossover SUV that's actually enjoyable to drive. In a world full of minivans playing dress-up, the new 2024 CX-90 stands out for offering engaging performance and modern powertrains in a mature-looking and rich-feeling package. So what if you're forcing second- and third-row passengers to be slightly uncomfortable? Who's making the payments anyway?