We hop behind the wheel of Mazda’s striking CX-90 ahead of its mid-year launch
We like
Noise suppression, impressive roadholding and body posture, effortless accessibility of engine torque, finish and build quality, spacious cabin, user-friendly tech
Room for improvement
Slightly heavy steering, carpet quality still not as premium as rivals, pricing may deter updating CX-9 buyers, third-row seating still best for children despite larger cabin
Overview
A brief steer of a pre-production car does not a comprehensive review make… but it does offer a terrific insight into what we can expect from a forthcoming model, and in the case of the Mazda CX-90, answer a few questions about the Japanese brand’s upmarket push – and, critically, its highly anticipated inline six-cylinder engine.
But before we get into that, let’s take a moment to understand a little of the model’s development background, and just where the CX-90 slots into the Mazda portfolio.
The seven-seat (three-row) SUV is essentially a replacement of the CX-9, and the second model to spring from Mazda’s all-new Skyactiv Multi-Solution Scalable Architecture platform (behind the CX-60). It features rear- and all-wheel drive configurations with a longitudinally set inline six-cylinder engine displacing 3.3 litres – and in petrol and diesel format – and featuring both turbocharging and 48-volt mild hybrid assistance.
It is the largest and most powerful Mazda SUV to date, providing considerably more generous interior space than the CX-9 and up to 254kW and 500Nm in petrol form, or 187kW and 550Nm for the oiler. In selected markets, a 2.5-litre four-cylinder plug-in hybrid option is also available, making 241kW and 500Nm.
Locally, the 3283cc six-cylinder CX-90 is said to provide best-in-class combined fuel consumption of just 5.4 litres per 100km and CO2 emissions of 143g/km when optioned with the e-Skyactiv D (D50e) diesel engine (a 10 per cent improvement over the 2.2-litre unit found in the current CX-8) and a 0-100km/h time of 8.4 seconds.
The 3.3-litre G50e petrol ‘six’ consumes 8.2 litres per 100km on the ADR combined cycle with CO2 emissions of 189g/km – an improvement of almost 10 per cent over the CX-9. The added grunt can whisk the CX-90 to 100km/h in just 6.9 seconds, a 1.7 second improvement over the current CX-9.
Both driveline options are paired with an eight-speed automatic transmission as standard with Normal, Sport, Offroad and Towing modes available.
The CX-90 is also equipped with Mazda’s Kinematic Posture Control suspension arrangement – a development of the system first introduced on the ND2-series MX-5 – that aims to suppress body movement (roll) during cornering to improve vehicle posture, and therefore stability and traction. Spoiler alert: it works incredibly well.
For the Aussie market, the family hauler will be priced from $74,385 plus on-road costs in base (Touring) guise through to $95,185 +ORCs for the top shelf Azami. Due in showrooms from August, the CX-90 measures 5100mm in length, 1994mm in width, 1732mm in height and rides on a 3120mm wheelbase. The numbers make it 25mm longer, 25mm narrower, and 15mm shorter than the current CX-9, with 190mm more space between the front and rear axles.
Mazda says the dimensions mean the CX-90 offers the same or greater headroom and shoulder room in every seating row, while also providing 608 litres of cargo space – accessed via a hands-free electric tailgate – with all seating rows in use.
Visually, the entry-level Touring grade is characterised by19-inch alloy wheels in a silver finish, body-coloured exterior mirror caps, and a black bar-type grille.
The cabin of the base variant is upholstered in leather and features powered front seat adjustment and memory, and front seat heaters.
Technology offerings in base format include a 10.25-inch infotainment array with 360-degree camera functionality, eight-speaker audio, DAB+ digital radio reception, wireless Apple CarPlay and wired Android Auto connectivity, 7.0-inch digital instrument display, keyless entry and push-button ignition, electrochromatic rear-view mirror, native satellite navigation, wireless device charging pad, and tri-zone climate control.
On the safety front, and standard across all CX-90 grades, is a blind-spot monitoring system with vehicle exit warning, driver monitor, front and rear parking sensors, LED headlights with dusk-sensing function and auto high beam, and smart brake support with turn-across traffic function.
Eight exterior colours are available across the range including Artisan Red Metallic, Deep Crystal Blue, Jet Black Mica, Machine Grey Metallic, Platinum Quartz Metallic, Rhodium White Metallic, Sonic Silver Metallic or Soul Red Crystal Metallic.
More details of the CX-90’s specification and pricing, including for the mid-grade GT and top-grade Azami, are available by clicking here.
Driving Impressions
Mazda imported a left-hand drive, pre-production CX-90 Azami fitted with a six-cylinder petrol engine for local media to sample ahead of the vehicle’s official launch. The unregistrable SUV was sampled at the former Holden Proving Ground in Lang Lang, Victoria to circumvent the legalities of driving such a vehicle on public roads.
And to this humble scribe at least, the connection between driving a 3.3-litre (or 202ci) inline ‘six’ around a facility that had once helped develop ‘red’ and ‘blue’ Holden engines of an identical capacity was difficult to ignore. Although worlds apart from metallurgical and technological standpoints, the rich resonance of an inline six spinning freely to its redline felt especially well suited to the former home of Australia’s own car.
Undoubtedly, we are just as certain Mazda’s newest ‘six’ will feel ideally at home with thousands of Aussie buyers.
The effortless torque of the turbocharged and hybridised engine offers the flexibility many four-cylinder units struggle to deliver without revving their guts out. In climbing hills, overtaking at highway speeds, and especially in towing, there is little substitute for the fluent, free-flowing power of an inline six.
It also pulls away from a standing start with very little fuss. No step-off lag (the electric motor takes care of that until the turbo comes on boost), no shift flare, no bother. Speed piles on briskly and calmly, whisking the CX-90 to speeds Australian buyers will likely never (legally) encounter with the kind of energy usually experienced in a certain, err, other inline six of Teutonic background.
Indeed, the similarities between the character of Mazda’s six and BMW’s B58-series unit were not lost on us. In terms of delivery, refinement, and aural presentation the Skyactiv unit feels, shall we say, ‘benchmarked’ against Europe’s finest.
Mazda Australia’s local team refused to discuss the engines it had used as datums when developing its all-new mill, but to us the similarities are hard to ignore.
Which is of course a massive win for Mazda buyers. The strong six, coupled to a smooth-acting transmission and intelligent all-wheel drive system, provided reassuringly accurate tracking and stable roadholding over a damp and purposefully challenging test track.
The body maintains its composure effortlessly in fast directional changes and under heavy braking, and although firm, the suspension tune does not negatively impact the CX-90’s ride, which remained composed over even the lumpiest sections of proving ground tarmac.
It’s also appreciably quieter than the CX-9 it replaces. The high frequency ‘noise road’ at GMH’s old proving ground showed how wonderfully hushed the cabin of the CX-90 really is, allowing occupants to hold a conversation without raising their voice, or resorting to noise cancelling gimmicks or in-car microphones and speakers.
The braking action of the CX-90 is progressive and well assisted, with what felt like plenty in reserve for towing. Soft stops are easy to achieve, the pedal stroke metered to suit gentle ‘round town commutes and energetic backroad blasts in equal measure.
Of course, a short drive of a pre-production model can only tell us so much, but based on what we experienced in our time with the car, Mazda’s CX-90 fits the Mazda Premium bill very well. There’s certainly more cabin space than the outgoing CX-9, and the uptick in materials quality and general fit and finish is impressive to say the least.
That said, we think the carpets could still be of a higher quality to compete with the likes of Lexus, as just one example. We’d also have liked to see the paddle shifts command snappier changes from the eight-speed auto, much as they would in a ZF-sourced unit from, you know, that German brand we referenced earlier.
We also think third-row seat space is still best reserved for younger children, though the more generous second-row space – and acres of shoulder-room in the six-seat example tested – will be very welcomed by those tasked with regularly transporting lanky teenagers or grown adults.
As a big family cruiser with the capabilities and quality Aussie buyers now demand, we reckon the CX-90 has it in the bag. Preproduction models are usually a little rough around the edges, meaning showroom models will be even better again.
All of this means Mazda now has a proper rival to the likes of Lexus, Jaguar Land Rover, and dare we say, even the big-three German brands, and we can’t wait to sample the rest of the range.
Keyword: 2023 Mazda CX-90 Review