The introduction of the Mazda CX-90 marked the first time you could get a Mazda seven-seater with a plug-in hybrid, meaning some pure electric motoring for families from a brand that has been slow to offer such options. However, the plug-in was not the only powertrain on offer, the other power unit being a newly developed inline-six mild hybrid that can be ordered in standard output or high output. In addition to the multitude of trims and configurations in the three-row CX-90, the brand offers a similar spread of powertrains and trims in the 2025 Mazda CX-70 two-row five-seat crossover. That is a nice spread of options for this small brand, but the midsize SUV segment is a big money-maker for many car companies, so it is essential to be competitive in order to win customers in this fiercely contested market.
Mazda has long prided itself on being the driver’s choice brand with cars that outperform their competitors for driving enjoyment, with a living legend like the Mazda MX-5 Miata embodying the spirit of driving for the entire industry. But in this family vehicle segment, factors like practicality and value take centre stage, and Mazda has previously had trouble living up to those expectations and winning market share. The CX-90 makes a significant leap in practicality and efficiency and should be on any three-row SUV shopper’s short list, but which CX-90 is the one to get? And which one is best for families looking for best value and which one would your staunch Mazda loyalists prefer, with that driving flair that you can unlock on a winding road? We drove the 2025 Mazda CX-90 GT PHEV for a couple weeks over the Christmas vacation, then another week-plus in the 2025 Mazda CX-90 MHEV GT-P to see how the two powertrains differed and which seemed to offer the better value by way of purchase price and efficiency.
2025 Mazda CX-90 powertrains
- Standard output 3.3L I-6, 11-kW electric motor, 0.33 kWh battery; 280 hp, 332 lb-ft torque
- High output 3.3L I-6, 11-kW electric motor, 0.33 kWh battery; 319/340 hp, 369 lb-ft torque
- Plug-in Hybrid 2.5L I-4, 68-kW electric motor, 17.8 kWh battery; 319/323 hp, 369 lb-ft torque
The base powertrain in the Mazda CX-90 is a 3.3L inline-six cylinder with an 11-kW electric motor with a puny 0.33 kWh lithium-ion battery to give it some extra punch, but as a mild hybrid the electric motor cannot independently power the vehicle. In standard output for GS, GS-L, and GT trims, it is rated at 280 horsepower from 5,000 to 6,000 rpm and delivers 332 pound-feet of torque at 2,000 to 3,500 rpm and runs on regular unleaded. GT-P and Signature trims are equipped with high-output versions of the same 3.3L I-6 mild hybrid, making as much as 340 hp on 93 octane gasoline or 319 hp on regular grade 87, and 369 lb-ft of torque no matter which fuel grade you choose. The plug-in hybrid isn’t far off the high-output mild hybrid, its 2.5L inline-four contributing up to 189 hp and 192 lb-ft, and a 68-kW electric motor rated at 173 hp and 199 lb-ft, combining for a net power rating of 323 hp, 369 lb-ft torque (though here, too, the power drops to 319 on 87 octane). The PHEV’s lithium-ion battery offers 17.8 kilowatt-hours of energy, which earns it an official range rating of 42 kilometres, but we were lucky to get 30 km on a full charge considering the cold weather and short trips we were making, much different than the impressive results David Booth got when driving a similarly powered CX-70 PHEV. All trims are equipped with an eight-speed automatic transmission and standard all-wheel drive.
Although the torque is an even match and power only marginally lower, the PHEV weighs 2,348 kilograms (5,176 pounds) compared to the mild hybrid’s 2,214 kg (4,881 lbs), and despite the instantaneous torque of the electric motor, the plug-in felt a bit more cumbersome both in its acceleration and its handling. Power delivery of the high-output mild hybrid was smooth and linear, whereas the PHEV started very smooth and stayed smooth when limiting acceleration and keeping it in EV mode. However, when the battery is close to depleted or you go heavy on the accelerator, the 2.5 kicks in with a jolt and groans and wheezes as it contributes its power to the mix. The refinement was disappointing, but the efficiency that is its mission was right on target.
2025 Mazda CX-90 efficiency
- GS / GS-L / GT 3.3L I-6 mild hybrid: 9.9 / 8.4 / 9.3 L/100 km City/Highway/Combined
- GT-P / Signature 3.3L I-6 mild hybrid: 10.3 / 8.5 / 9.5 L/100 for City/Highway/Combined
- GS / GS-L / GT 2.5L I-4 PHEV: 4.2 Le/100 km City/Highway/Combined
To stay on the topic of the plug-in hybrid, I am happy to report that we saw a final reading of 7.4 L/100 km on the trip computer over two weeks of holiday driving and a local hockey tournament thrown into the mix. The 17.8-kWh battery is small enough to charge on a household plug overnight, and Mazda states it can charge from 20% to 80% in one hour, 20 minutes on Level 2 charging that you can find at many community centres and public parking. The gasoline engine itself is rated at 9.9 L/100 km in city driving, 8.7 on the highway and 9.4 combined, but factoring the low cost of electricity, charging and driving in electric mode can reduce costs to the equivalent of a vehicle rated at 4.2 L/100 km.
The high-output CX-90 mild hybrid efficiency is estimated at 10.3 L/100 km in the city, 8.5 for highway driving an d 9.5 combined, and our time with it in the dead of winter with only short local drives, lots of warming up on cold, winter morning, and no long highway drives yielded a final observed consumption figure of 10.5 L/100 km. Under more efficiency-friendly conditions, that 9.5 combined rating would not be unrealistic. The base version of the inline-six mild hybrid saves a bit of gas with its reduced power, its consumptions ratings a tick lower at 9.9 / 8.4 / 9.3 L/100 km for city/highway/combined cycles.
2025 Mazda CX-90 driving impressions
In either form, the 2025 Mazda CX-90 is a fundamentally decent vehicle to drive… for a three-row SUV. It does not defy the laws of physics or deliver über-SUV handling like an Audi SQ7, but it’s about the best you would get at this price point, thanks to Mazda’s Skyactiv Vehicle Dynamics that Mazda engineers dial into the combined operation of the engine, transmission, suspension, and brakes to deliver a sense of connection between driver and vehicle. The CX-90 utilizes unique rear suspension design and selective braking during cornering to minimize the roll of the vehicle to impart confidence in the driver, smooth interaction with the machine and stability on the road.
But as mentioned above, the 2.5L four-cylinder is not the most refined of powerplants, and between its coarseness, the gruff startup, and the two hundred extra pounds of weight the PHEV carries, the suspension sometimes felt overtaxed and crashy on rougher roads. At least the instantaneous electric torque delivers a good shove off the line or can be meted out for silent and slick motoring at mild speeds and a commendably smooth highway ride noted by David Booth in the CX-70. On the topic of highway driving, the adaptive cruise worked well for maintaining distance to cars ahead, but the lane keeping system is tuned only for drastic situations when you go over lane markings, compared to some systems that more actively nudge the car back to centre in the lane without you even noticing.
With an undetectable electric boost from the mild hybrid’s 48-volt system and a seemingly tailor made pairing with the 8-speed transmission, the 3.3L straight-six feels smoother overall if less punchy at first. The mild hybrid’s highway driving is as smooth as the PHEV but the real benefit is at middling speeds and stops, starts and speed changes around town, where it seems more controlled and composed in corners and over rough roads. It’s not a huge disparity, but the mild hybrid is definitely the driver’s choice between the two.
Despite my preference for the mild hybrid, both versions demonstrated excellent maneuverability in tight parking lots, and the 360-degree parking cameras and distance sensors made parking stress-free. Another boon in parking lots is rear cross traffic alert, which gives you ample warning about crossing traffic behind you before you back into danger. My wife commented that the CX-90 feels small and easy to drive, a big compliment from her for a big vehicle, and a stark contrast to that similarly sized Audi SQ7 we drove recently.
2025 Mazda CX-90 interior
- Cargo Capacity behind 3rd row/2nd row/1st row: 423 / 1133 / 2101 L (14.9 / 40.0 / 74.2 ft³)
In this segment, a crossover needs to deliver flexible seating and cargo space for a variety of needs and the 2025 Mazda CX-90 checks a lot of boxes, with standard seating for eight (2+3+3) or second-row captain’s chairs available at no additional cost on most trims and standard on higher PHEV trims reducing seat count to seven, and six seats in the mild hybrid Signature trim. The seats in both models we tested were trimmed in buttery Nappa leather, but Mazda offers cloth and leatherette options on lower trims and premium Nappa leather in the signature trim. The front seats were also power adjustable and made for very comfortable thrones and coddled me despite battling flareups of back pain over the holidays. The second row bench seat in the mild hybrid GT-P was spacious for three, and reasonable comfortable in the primary positions, but the captain’s chairs in the PHEV GT were a definite upgrade, and the light, cream leather, trim, and roofliner brightened the cabin up for a very luxurious feel compared to the rather dark, drab mild GT-P. The third row had just enough space to cram in a few kids or a couple adults, with very flat cushions, but at least the seat bottom was high enough off the floor that my knees weren’t up at my chin.
With all three rows of seating deployed, the CX-90 offers 423 litres (14.9 cubic feet)of cargo space, which is below average by the numbers, but still managed to accommodate the weekly grocery run for a large family, two large suitcases, or a couple hockey bags. the third row is split 60-40 so either side can be folded down, and with both sides folded down expands to 1,133 L (40.0 ft³), which is enough for our full luggage set, hockey bag and room for more. Max cargo capacity is 2,101 L (74.2 ft³), which again trails the segment average, but unless you are regularly moving furniture it should easily handle the occasional appliance purchase or moving weekend. Cabin storage is limited, but everything is laid out fairly conventionally
When it come to feature content in the CX-90, there is no shortage of creature comforts and conveniences. In these premium trims, the Bose sound system was a treat, but setting up favourite in the infotainment system was a chore, and often sent me back to the wireless Apple CarPlay (Android Auto also wireless) that is standard on all but the lowest trims. The screen itself is 12.3 inches wide and controlled by a dial on the console, and also via touchscreen when the vehicle is parked. The system looks good, but Mazda’s infotainment seems to be falling behind the times and did not offer a good user experience.
2025 Mazda CX-90 Canadian pricing
The 2025 Mazda CX-90 comes in over 10 variations between powertrains, trims and seating configurations. The mild hybrid Canadian pricing starts from the eight-seat GS at $45,900 to the $63,300 six-seat Signature trim, with the high output engine being equipped to GT models and above from $55,350. The Plug-in hybrid CX-90 starts at GS trim level for $54,900, with similar equipment levels to the mild hybrid GS, so you are effectively paying a $9,000 premium for the more efficient powertrain. The top PHEV trim available is the $64,350 GT, which is a similar $9,000 leap over the mild hybrid GT, but throws in a few nifty features only accessible in GT-P or Signature trims, like ventilated seats, fully digital gauge cluster (standard on PHEV models), standard Nappa leather, and white interior as an option. All models, mild hybrid or plug-in, have a $2,195 Freight & PDI fee, $100 A/C tax, plus local taxes.
While I didn’t have the opportunity to drive the standard output mild hybrid or lower trims, the premium interior treatment felt like a perfect match for the price at top trims, the silky smooth straight-six powertrain, and Mazda’s polished driving manners. The Nappa leather is particularly worth mentioning, the quality excellent for a mainstream brand and the “Pure White” leather option in the PHEV was gorgeous — yeah, it might be tough to keep clean over the long haul, but it’s a true standout in a segment all too often rife with dreary black interiors and helps to justify the steep price at the upper trims.
2025 Mazda CX-90 Competitors
Mazda isn’t the only brand to push the luxury envelope with its midsize SUV, and chief among its competitors that take quality to another level is the Hyundai Palisade, which tops out with an Ultimate Calligraphy priced at $62,799 once the Freight and PDI is tallied. The Hyundai Palisade also offers a premium Nappa Leather interior and a superior infotainment experience, but it comes with only the gas V6 engine option, a plus for some and a lovely powertrain, but not quite up to the new standards set by Mazda’s CX-90 straight-six. The Kia Telluride, one of our favourites in this segment, has the same powertrain and quality driving experience as the Palisade, with its own unique interior treatments like Mahogany Red Nappa, Terracotta brown or Sage green leather the price ranging from $52,745 to $65,445. If you’re looking for another three-row plug-in hybrid at this price range, only the Mitsubishi Outlander PHEV and Kia Sorento offer alternate options, and neither are as spacious or as powerful as the CX-90.
If looking for other practical hybrid options, the Toyota Highlander Hybrid is a compelling option, with more cargo space than the CX-90 and better efficiency than the CX-90 mild hybrid, though nowhere near the same power and driving experience, and pricing from $51,720 to $59,980. If you don’t want to skimp on power, Toyota also offers the Grand Highlander Hybrid Max Platinum AWD with 362 hp, with even more cargo space for $67,380.
Despite all of the competitors mentioned above and myriad other options in the midsize, three-row crossover segment, the 2025 Mazda CX-90 has accomplished its mission of presenting a viable, practical option at competitive pricing, and also offers some unique Mazda flair to the segment. The PHEV may not be as refined as I would like, but it is very efficient and still powerful, practical, luxurious, and drives nicely. After driving both powertrain options in the CX-90 lineup, my choice for myself and Mazda fans is the CX-90 mild hybrid with the 3.3L inline-six, which captures a touch of the driving engagement and experience Mazda prides itself on, and all the same practicality and luxury as the PHEV.
2025 Mazda CX-90 Pros and Cons
Pros
Straight-six smoothness and power
Good passenger space and seating
Impressive quality and luxury
Cons
Cargo space lags rivals
Infotainment system
Plug-in hybrid refinement
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