The CX-90 is built on a new Mazda large vehicle platform that will also spawn a new Mazda 6. The architecture is rear-wheel drive biased but all-wheel drive is standard on all variants. The mainstream powertrain features a turbocharged 3.,3L inline six hooked up to a 48 volt mild hybrid system that generates 280 horsepower in the GS, GS-L and GT trims and 340 total system horsepower in the GT-P, and Signature models. offered is a PHEV variant combines the efforts of a normally-aspirated 2.5L four with a 17.8 kWh battery pack to crank out 323 horsepower and 369 lb.ft of torque. Mazda has not released a full-electric operation figure as of yet. Power reaches the wheels via an eight-speed automatic that Mazda notes has neither a torque converter nor a dual-clutch unit. An electric motor is placed between the engine and transmission and there is a clutch on either side of the electric motor. The clutch replaces the torque converter in the transmission.

An active safety suite, said to contain a forward collision warning, autonomous emergency braking, blind spot and rear cross traffic monitors and active cruise control, has been announced as standard equipment.

While the proportions of the CX-90 are chunkier than we are used to from Mazda, the new CUV is, from its sleek headlamps and chrome chin strap chrome accent up front, artfully curved flanks and visually-restrained rear end, very Mazda and very elegant. Mazda has played upon its rear-wheel drive architecture and the side profile of the CX-90 gently suggests its drive layout. Inside, the driver faces a TFT gauge package with three main faux dials that mimics the instrumentation that has graced all Mazdas for about the last decade. A free-standing infotainment screen sits atop the centre of the dash and above a climate control that employs toggles for temperature and push buttons for distribution. The centre console houses Mazda’s infotainment interface that features a rotary wheel surrounded by buttons to pick the function, whether it be radio or navigation, you seek. Driven in other Mazdas, the system is not appreciated by all users, some of whom can get lost in the various menus. The cabin uses shapes and different materials to deliver an upscale look. Fabric on the dashboard and door panels are attractive, with the door panels also enhanced by wood trim elements. Some two-tone colour combinations are available. Depending on whether the second row is a three-seater bench of captain chairs, the CX-90 can seat six or seven.

With a turbo and a 48 volt mild hybrid system, the 3.3L inline six powering our GT tester is a fiendishly complex way to generate 280 horsepower. The engine is very quick and willing and moves the car along with sufficient alacrity. And while the engine is mechanically smooth, a hallmark of the inline six format, the intrusive exhaust system squanders the potential refinement available.

The eight-speed automatic transmission of our GT tester must have a “learning curve” when it encounters a new driver. On first drive, shifts were a bit rough with the one-to-two shift being quite harsh. That said, after a few days, shifting improved markedly. The transmission is very active, especially as you slow, where the transmission downshifts itself and it responds instantly if you request a lower gear.

Steering is nicely weighted and geared and transmits some road surface information to the driver.

Handling is crisp and reassuring with little lean evident during normal driving.

The 21 inch wheels shod with 275/45/21 tires are attractive, but the tires are more suited to a sports car than a family hauler. The CX-90’s ride is very firm, bordering on harsh over major bumps, and could be much improved with a more forgiving 55 or 65 aspect ratio tire without any practical diminishment of handling.

Braking is strong, with good pedal feel and no lost motion.

Fuel economy of 12L/100 km is not bad for a gigantic, heavy, quick crossover, but there really doesn’t seem to be a payback for the super-complex and unproven 48 volt mild hybrid system.

Driven briefly, the PHEV version delivers spirited performance and flexibility but at the expense of noise which is far in excess of what is acceptable in a luxury-priced vehicle.

There is a GS trim variant of the CX-90 listed in the catalogue but it will be hard to find at Mazda concentrates on higher-priced trims. The least-expensive mainstream model is the GS-L. It adds second-row captain chairs, a dual-panel sunroof, a foot-gesture-operated tailgate, rear parking sonar and wireless cellphone charging, at a bargain price. The GT model adds leather seating, 21 inch wheels (up from 18), a 360 degree camera system, Head Up display, front parking sonar, traffic sign recognition, auto dim driver’s door mirror, navigation, a Bose-branded audio system, garage door opener, heated middle row seats and a number of minor items, and is good value. The GT-P upgrade includes Nappa leather seating, an eight-way power passenger seat, with a memory system, ventilated front seats and 60 extra horsepower, at a reasonable price. Moving up to the range topping Signature trim includes a power-adjustable steering wheel, a junction-turning intervention system, a larger 12.3 inch centre screen and genuine wood trim, but is significantly overpriced. The 2024 CX-90 GT is a good lease value if you elect to acquire your vehicle in that way.

New Vehicle, not rated. All power units are new and the radical 48 volt mild hybrid system is unproven.