- The Mazda CX-90 is a three-row midsize family SUV that debuted in 2024.
- I was impressed by the CX-90's spirited driving dynamics, luxurious cabin, and bold styling.
- I was less impressed by its overly firm ride, cramped third row, and limited cargo space.
Car companies have perfected the recipe for a successful midsize family SUV: a front-wheel-drive platform, enough power to get by, a cushy ride, and lots of room for people and their stuff.
But Mazda has never been a brand that kowtows to mainstream conventions. It values fun — even in its flagship family SUV
The CX-90, which launched in 2024 to replace the long-serving CX-9, delivers on this commitment to enjoyment and a premium experience. However, its tight cabin, stiff ride, and limited cargo capacity hold it back from being truly elite.
I recently spent a week driving a 2025 Mazda CX-90 3.3 Turbo S Premium Plus around suburban Atlanta.
The base CX-90 3.3 Turbo Select starts at $38,045, and the range-topping CX-90 PHEV Premium Plus starts at $57,950.
My CX-90 3.3 Turbo S Premium Plus text car is the second most expensive in the lineup, starting at $56,450. Premium Artisan Red paint and shipping fees pushed the as-tested price to $58,500.
The CX-9's styling is bold and distinctive.
Its long hood, which helps it accommodate a longitudinally mounted straight six, and tall upright cabin help give it the proportions of a rear-wheel-drive European sport wagon.
My test car's stunning Artisan Red paint looked like it changed colors depending on the angle.
Mazda used its Takuminari or "artisan coloring" paint technology, which uses robots programmed to mimic the brush strokes of an artisan to create a rich multi-layer hand-painted effect.
Mazda gives CX-90 buyers the option to select from 2 mild-hybrid and 1 plug-in hybrid engine.
My CX-90 Turbo S test car is powered by a 3.3-liter turbocharged inline-six-cylinder engine that produces 340 horsepower (319 with regular gas) and 369 lb-ft of torque.
A 48-volt mild-hybrid assist system assists the engine's low-speed throttle response, contributing 16 horsepower and 113 lb-ft of torque.
All CX-90s come with an eight-speed automatic transmission and all-wheel drive.
The base CX-90 has a 280 horsepower version of the straight six with less boost coming from its turbo. The PHEV version of the SUV has 323 horsepower coming from its 2.5-liter four-cylinder engine and electric drive motor.
My Turbo S test car boasts EPA fuel economy ratings of 23mpg city, 28 highway, and 25 mpg combined, which are impressive considering the size, weight, and power of the vehicle.
The CX-90 is the best-driving family SUV money can buy.
The CX-90 is the most fun I've ever had driving a big family SUV. Mazda has the best-handling SUV in its segment and is not even close.
The 4,900-lb CX-90 feels lively and enthusiastic on winding mountain roads. It attacks corners with poise and aggression, while most SUVs of its kind are simply fighting to maintain control
Its Kinematic Posture Control system lifted straight from the Miata roadster, brakes the inside rear wheel when entering the corners to keep body roll under control.
Straight-six engines are naturally smooth and balanced. Pair that with the power of a turbocharger and the effortless linear torque of an electric motor, and launches from stop lights transform from a chore to a thoroughly enjoyable pastime.
On the downside, the Mazda chose to compromise ride comfort in favor of driving pleasure. Its ride is the harshest I've encountered in the segment. While not disagreeable in most daily drives, you really feel the jolt on rough roads or when you hit a bump.
The quality and craftsmanship of the interior are worthy of a luxury SUV.
Mazda sought to deliver an elevated premium cabin experience with the CX-90, and it succeeded. The interior is both intuitive to use and artfully designed.
The intricately woven fabric accents on the front dash are not only beautifully done but also something I've never seen before in a modern vehicle.
Mazda's seats tend to be on the hard side, but the ones found in the CX-90 were comfortable enough for longer drives.
My test car's seats are upholstered in soft white Nappa leather.
The leather-wrapped steering wheel looked great with logically placed buttons.
The CX-90 comes standard with adaptive cruise control.
The CX-90's 12.3-in infotainment screen looked great but was finicky to use.
Only when using Apple CarPlay or Android Auto is it a touchscreen. In all other instances, you need to use the somewhat cumbersome rotary controller to operate the system.
The second-row captain's chairs were roomy and equipped with a handy center console for additional storage.
My test car was configured to carry six passengers, while Lower trim levels can be optioned to carry up to eight.
The two-passenger third row in my test car offers a decent 30-inch of legroom, but with the seat placed so low to the floor, there's nowhere for your knees to go.
In addition, the decision to place air vents next to the passenger's thigh feels poorly thought out and can result in uncomfortable streams of air blowing up shorts and skirts.
The CX-90's rear cargo compartment is among the smallest in the midsize segment.
With just under 16 cubic feet of space behind its third row, the Mazda offers comparable cargo to the smaller Toyota Highlander. It falls short of the Honda Pilot and Hyundai Palisade's more than 18 cubic feet.
My verdict: The CX-90 is a luxurious family SUV that the driver will love, but it's less successful as a practical family hauler.
In an era of milquetoast four-cylinder engines, Mazda's decision to go with a silky smooth turbo straight six is brave and praiseworthy. As are the CX-90's sporty handing, bold looks, and beautifully executive interior.
Unfortunately, most of what makes the Mazda beloved by enthusiasts like myself results in a stiff ride, tight rear cabin, and limited cargo space that compromise its abilities as daily family transportation.
So much as I love driving the CX-90, it's an SUV that really only makes sense for consumers where carrying people and their stuff isn't a priority.
