MAZDA

2026 Mazda CX-90 Turbo S Premium Sport

Introduced in 2022, the CX-90 sits on the Large Product Group platform, which is for vehicles with longitudinal engines and rear-wheel-biased driving dynamics, in contrast to the native front-drive and transverse engines of smaller CX variants.

The nonhybrid CX-90 variants get a turbocharged 3.3-liter inline-six and standard all-wheel drive. The base version has 280 hp and 332 lb-ft of torque, while the more expensive Turbo S models have 340 hp and 369 lb-ft. Both engines send power through a standard eight-speed automatic gearbox.

All of Mazda’s current models have a genuine athletic air about the way they drive, and the three-row CX-90 is no different—although that does come with a few caveats.

With suave styling, an inline-six engine, and a healthy serving of luxury, the Mazda CX-90 brings a rare level of polish to the mainstream-brand, mid-size, three-row SUV segment. Inside, all aboard will revel in its highbrow cabin, which looks and feels fit for a class-above luxury SUV. Step on the accelerator, and you're greeted with power from a 3.3-liter inline-six, making 280 horsepower in base trims and 340 horsepower in upper-tier S models; a plug-in hybrid CX-90 is also offered, but we review that model separately. It is a decent handler too, although its ride quality can get sharp-edged on rough pavement, and its steering a heavy for its otherwise luxuriant personality. While the CX-90's business-class second row is sure to please all, its third row isn't a welcoming place for anyone other than children.

The CX-90’s suspension tuning is reminiscent of that of the smaller CX-50, being stiff for a non–performance model, often communicating larger surface issues with an unwelcome sharpness during my drive. This was a surprising concession given the upmarket aspirations Mazda clearly has for the car in what is, generally, a market segment where compliance is valued over control. However, the firmness helped bring confidence at higher speeds.

Similarly, the Mazda required more steering effort than is normal in this class, although the system itself is accurate and direct, with a progressive buildup of forces. Together the ride quality and steering effort felt a little tiresome on longer treks, but the flip side is that the CX-90 is more entertaining than most of its obvious rivals when pushed on back roads, and it stays composed at speed.

The inline-six is a charismatic engine, and a welcome step on from the smaller four-cylinder engines in lesser Mazdas. But a true rival for Europe’s finest this is not. The engine itself is smooth in the lower rev range but has some coarseness up high, which felt very uncharacteristic of an inline motor. The same is true of the soundtrack, which started to pick up notes reminiscent of a Cummins diesel as the revolutions climbed. Fortunately, there is rarely a need to work the engine hard, given the availability of peak torque from just 2000 rpm. The engine proved to be respectably efficient too, returning the advertised 25 mpg combined during my time with the car.

The automatic wasn’t as smooth as I would have hoped around town, occasionally disrupting calm with its one-two-three shifts. Taking control of the ’box via the wheel-mounted paddles wasn’t a good solution, as the transmission didn’t respond to requests with much haste. Fortunately, the gearbox grew much smoother above 35 mph or so when left to sort things out by itself. But overall, the powertrain just isn’t as refined as one might expect, given the luxurious trappings Mazda is aiming for.

Autonews