I hesititated before I hit "post" that day in August, 2023.
I had just written a review of the new Mazda CX-90, and it wasn't good. I wasn't worried about how Mazda would take it---they're grownups, and although there's rarely a reason to write something negative about their product, I was sure they'd understand.
My question---the thing that had my index finger hovering above the button---was:
What if I'm wrong? What if I just got two not-quite-ready review vehicles in a row?
But I knew what I knew, and the review, headlined "Uh-Oh: The 2024 Mazda CX-90", went out to the world.
I wish I'd been wrong. But the oddball stuff I saw in those two press vehicles started showing up in owner complaints on forums and on Reddit.
And in December, a month before I was scheduled to get the 2025 Mazda CX-90 PHEV, Consumer Reports announced the CX-90 was part of a group of eight vehicles that lost CR's recommendation due to reliability issues.
Well, crap.
After a week in a third CX-90 (the 2025 PHEV), I can report no major issues, but one minor one---the speed limit graphic in the instrument cluster showed the wrong speed limit for the street or freeway I was on about a third of the time.
And while that's a pretty minor glitch, it's also the type of issue that never popped up in a Mazda until the CX-90 (an important note---in November, I reviewed the CX-70 PHEV---essentially this exact vehicle minus a third-row seat---and experienced absolutely zero issues).
Its 26 miles of electric range is on the low side for PHEVs these days---the Volvo XC60 Recharge T8 can do 36 miles per charge, the Lexus 450h+ 35, and the Range Rover PHEV does 51. Once that's used up, the powerplant shifts to hybrid mode---a combination of an electric motor and a 2.5-liter four-cylinder gasoline engine. Total system output is a not-insignificant 323 horsepower and 369 lb-ft of torque, but the gasoline engine alone is only 189 horsepower, and when it's doing most of the work in hybrid mode, as I mentioned in the CX-70 review, it sounds coarse.
It is, however, quick---0-60 in 5.9. The EPA says it's good for 56 MPGe including the 26 miles of pure electric range. Measuring only the hybrid gas/electric efficiency, though, it's 25 mpg.
There's 14.9 cubic feet of cargo space behind the third row of seats. Fold them and it's 40. And if you can fold both, it's 74.2.
Second-row legroom is a solid 39.4 inches. Third-row passengers will have to scrunch a bit with a best-for-kids-only 30.4.
Our test vehicle was the top-of-the-line Premium Plus. Base price $57,950 ($59,405 with delivery, processing and handling fee). That buys a remarkable list of standard equipment, including a comprehensive suite of active safety features, 21-inch wheels a hands-free power liftgage, body-colored rear roof spoiler, rain-sensing wipers with de-icer, power panoramic moonroof, auto on/off LED headlights with automatic high beams, aluminum roof rails, heated power mirrors with turn lamps, eight-way power front seats with lumbar adjustment and memory for driver, second-row heated captain's chairs, heated and ventilated front seats, a heated leather-wrapped steering wheel, paddle shifters, three-zone climate control with third-row vents, keyless entry, rear door window sunshades, an AC power outlet, a 12.3-inch color screen, navigation, six USB inputs, wireless device charging and a 12-speaker Bose audio system with wireless Apple CarPlay and Android Auto, and a 90-day trial of SiriusXM satellite radio.
There was only one extra-cost option---$595 for the Rhodium White Metallic paint. So the bottom line on the window sticker reads exactly $60,000.
While I had a much better experience this time than with the '24 CX-90, the continued owner complaints and Consumer Reports withdrawing its recommendation leave me in the same position as before---it's hard to recommend. Hopefully the bugs get ironed out.
