VIDEO: 2024 Mazda CX-90 review – Australian first preview drive

There’s a grab bag of clichés I could trot out to describe what Mazda’s doing with the CX-90.

These stretch from the nauseatingly unimaginative ‘fake it ’til you make it’ to the K-Mart brochure-level ‘dress for success’, with plenty in between – but none would accurately describe what Mazda has accomplished with this excellent large SUV.

The Mazda we know today has been making an open push towards premium since launching the CX-30 small SUV in 2019, but it’s been going on longer than that. Remember the rotary-powered Eunos Cosmo coupe (1990-1996)? Or perhaps Amati, Mazda’s failed Lexus rival?

With the CX-60 and CX-90 (both built at Mazda’s Hofu plant), this attempt is a little different. These are a pair of SUVs featuring longitudinal engines (including all-new straight-sixes), rear-drive-biased AWD, and double-wishbone front suspension – things you’d typically only find in rivals from BMW, Benz, and Audi.

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But why now? It’s simple. Mazda says its fiercely loyal customers want to spend big with the brand – it's just that they can't.

Mazda's current range tops out at $75K for the CX-9 Azami LE. It just so happens that (come the third quarter of this year), that’s nearly exactly where the CX-90 will start, with the Touring from $74,385 before on-road costs.

There are three core grades: Touring, GT, and Azami. The GT and Azami are available with extra packages and for the tested Azami flagship with captain-chaired Takumi package (oddly known as the CX-90 Turbo S in the litigious United States), you’re looking at $100,185 before on-road costs.

With your mindset locked into Mazda-world, that’s a huge price tag, but compared to a BMW X5 M40i ($130,900) or Audi Q7 55 TFSI ($129,500), the CX-90 looks like rather stunning value – if your concept of value at that price point isn't tied up in a badge.

The CX-9 and CX-90 will be sold alongside each other in Australia initially, but Mazda’s local arm has admitted the CX-90 will effectively replace the Wheels COTY-winning CX-9 at the top end, if not immediately.

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Mazda hasn’t rushed this journey to a 'premium' architecture, admitting the idea of an inline-six has been floated for around a decade.

Twelve months ago, Wheels magazine editor Andy Enright finally got a chance to taste Mazda’s new longitudinal architecture with the CX-60 plug-in hybrid EV – but no inline-six.

Now, it’s my turn to sample a pre-production left-hand drive CX-90 at Lang Lang for our first experience of the 254kW ‘G50E’ 3.3-litre turbo-petrol straight six.

Before we get to the driving, though, there’s the small matter of the CX-90’s presentation. After all, you buy a luxury car to feel good. That needs to pervade every aspect of the experience, not just the drive.

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Finished in Artisan Red metallic, the pre-production CX-90 Azami’s metal skin is stretched thin over its wide, sinewy jowls. Viewed front-on, the CX-90 is concept-car pure, though the flanks show a few conceptual compromises in the name of functionality – namely that the CX-90 manages to make 21-inch alloys wrapped in 275/45-series tyres look positively dinky.

At the rear, the CX-90 is less successful. Like a BMX rider locked into a perfectly-balanced wheelie, there’s lots of visual bulk hanging behind the rear axle. There’s justification, as the CX-90 is no small vehicle; 45mm longer and 25mm wider (though 3mm lower) than the egg-shaped CX-9.

You can read full CX-90 Australian pricing and features here, but as a quick overview, the top-spec Azami is stacked with kit, including wireless smartphone mirroring, 21-inch alloy wheels, Nappa leather upholstery with suede seat facings, and seat ventilation.

Mazda’s smooth and syrupy six can’t quite match BMW’s all-conquering 'B58' for creaminess, but it gets damn close

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There’s also a new 12.3-inch digital instrument cluster in the Azami which is handsome, though not as customisable or powerful as those found in BMW and Audi products. The fact the central display isn’t a touchscreen is also frustrating when interfacing with Apple CarPlay or Android Auto. The resolution could be better, too, with CarPlay's icons looking pixelated.

So there are a few tech features where Mazda slips behind the best luxury SUVs (that are $30K more), but the level of fit and finish is right up there. The cabin is sturdy and solid, with the Takumi package ($5000) adding tactile materials to further lift the ambience.

Cabin storage is generous, with two big cup holders in the centre console and spacious door bins. A total of six USB-C charge points, two in each row, feature in the CX-90, and there’s also a wireless charging pad. That steering wheel, too, is about as close to perfection as exists. The size, and the shape; it’s a perfect blend of old-school cool with minimalist modern controls.

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We sampled a US-spec vehicle, so while Australian examples will get white upholstery, this car had lovely quilted saddle tan leather with a suede dashboard panel featuring Mazda’s special ‘Kakenui’ stitching.

The second-row captain’s chairs have a centre console with covered storage between, individual manual adjustment, and three-stage heating and ventilation.

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The second-row captain’s chairs are delightful – the CX-90 Azami with Takumi package would be a dream hire car; a sort of cut-price Range Rover if you will.

And while the CX-90 isn’t all that much bigger than a CX-9, it does boast a 189mm-longer wheelbase. That’s significant and liberates vast amounts of cabin space. At 188cm tall I’m comfortable in every seat, and while the CX-9 was never a small car, Mazda’s new three-row SUV is a true long-haul six- or seven-seat proposition like a BMW X7.

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What's it like to drive?

First impressions count for a lot, and the CX-90 is acing the car park test.

Time to turn a wheel.

Initial LHD awkwardness takes a moment to get over, but it wasn’t long before the first pleasant surprise appeared. It’s the CX-90’s reassuring and consistent steering. With a longitudinal straight-six engine, Mazda's engineers were able to optimise (in their words) the power steering system, mounting the motor ahead of the rack for a more natural feel.

At 3.25 turns lock-lock, the ratio is slow, but because it requires a little more input to turn, the CX-90 is extremely calm at high speeds (right up to 170km/h – not on the public road, of course), where road, tyre, and wind noise insulation is excellent.

Required for insurance, our laps of Lang Lang’s technical test roads were completed behind a CX-9 Touring – perfectly illustrating the CX-90’s step-change in performance. The CX-90 has double wishbone front suspension rather than struts, a five-link independent rear set-up, grippy 275/45 R21 Yokohama Advan V105 tyres and front and rear tracks that are respectively 41 and 44mm wider than those of a CX-9. Should be stable and sophisticated, then.

Almost disappointingly, the CX-90 is unperturbed by the same compressions and sudden camber changes that bothered the CX-9

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After a few laps, our speed increased to the limit of Lang Lang’s simulated country road. Steaming towards a particularly bumpy left-right complex I watch the flustered CX-9’s body buck and corkscrew. I apprehensively set the CX-90 up for the bend and tip in. Almost disappointingly, the CX-90 is unperturbed by the same compressions and sudden camber changes that bothered the CX-9. Stable and sophisticated it is.

In tighter bends, you can feel the CX-90’s rear-driven balance resist on-throttle understeer. Mazda’s Kinetic Posture Control tech also helps quell understeer and pitch, effectively (and occasionally noisily) carrying a hint of brake pressure on the CX-90’s inside rear wheel.

Push beyond the CX-90’s comfortable eight-tenths gallop (as we did in a slalom), and the 2222kg weight becomes apparent with pronounced body roll and oversteer that the ESC has to step in and gather up. The CX-90 rides on simple steel springs and single-stage dampers – there are no multi-stage adaptive items, clever anti-roll systems or air springs to battle the Mazda’s mass.

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It also means Mazda engineers have only the one setting to balance dynamics and ride comfort. We’ll reserve final judgement for a full Australian road drive, but the settings feel good at Lang Lang; the CX-90 is firm but deals admirably with the test facility's dips, sharp edges, and the simulated tram tracks.

There is, however, a generous dollop of grunt available from the 48-volt mild-hybrid ‘G50e’ 3.3-litre turbo-petrol inline-six engine. It develops 254kW from 5000-6000rpm and 500Nm between 2000-4500rpm. It’ll be offered alongside a 187kW/550Nm diesel six, and eventually the same plug-in hybrid powertrain as the CX-60.

The six is smooth and syrupy with a pleasing tone in Sport mode. Mazda’s motor can’t quite match BMW’s all-conquering ‘B58’ inline six for creaminess, but it gets damn close. In our standard Lang Lang rolling acceleration test, the CX-90 managed 70-115km/h – roughly equal to a hot hatch like a Golf GTI. Mazda claims a 0-100km/h sprint of 6.9 seconds.

Push beyond the CX-90’s comfortable eight-tenths gallop, and the 2222kg weight becomes apparent with pronounced body roll and oversteer

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Mazda’s own eight-speed automatic transmission uses a wet clutch pack in place of a torque converter. It’s a unique solution, and one I can’t admit to noticing more than thinking the CX-90 responded promptly to throttle inputs. The automatic’s logic is typically excellent – you’re rarely in the wrong ratio.

It's a shame Mazda won't put this excellent platform and engines to use in a new-generation Mazda 6 – which is expected to be retired in the coming year. We can't think of a vehicle that appeals to the enthusiast crowd much more than a slinky turbo-six-powered wagon.

Mazda CX-90 fuel consumption

The CX-90 G50e is rated at 8.2l/100km in the combined ADR fuel consumption cycle, the diesel an impressive 5.4L/100km.

For what it’s worth, we saw 16L/100km on the trip computer while blasting around Lang Lang in some very un-real-worldly testing.

Mazda has been working tirelessly to improve its adaptive safety systems – though only the Azami gets traffic jam assist. The CX-90’s lane-trace assist, lane-departure warning and adaptive cruise control worked well at Lang Lang, but final judgement will come later this year.

The Mazda CX-90 is yet to be evaluated by safety testing bodies such as ANCAP, or the American IIHS.

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VERDICT

Eye-catching design inside and out? Check. Plush cabin appointments and a powerful stereo? Yep. Powerful yet smooth combustion engines and sophisticated suspension? Tick.

There’s now an even better driving experience to back up Mazda’s new-found premium image. Honda used to be known as the Japanese BMW, but Mazda’s swooped in with straight-sixes and staked its claim.

But is the timing right? Mazda has gone out on a limb with very little electrification or engine downsizing, and there’s even an off-trend turbo-diesel. As good a car as the CX-90 is shaping up to be, it’ll come down to how the market receives it.

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There’s also the small case of longevity. Mazda has invested huge time, money and effort to develop this ground-up platform, so even if the CX-60 and CX-90 succeed initially, the combustion-powered SUVs may not have staying power – CX-90 sales performance will probably come down to changing market preferences amid fuel efficiency standards, rather than overall excellence.

Doom and gloom aside, our first CX-90 experience was very promising. And, although Mazda’s three-rower is unlikely to topple the established X5/GLE/Q7, it has every chance of persuading customers out of a Lexus RX, Volkswagen Touareg, or Volvo XC90 – and we’ll be finding out just how it stacks up against those later this year in a comparison test.

Specifications