![]() ![]() The new architecture gives the CX-90 a longer nose, a shorter front overhang, and a cabin that’s set back compared to the CX-9. The infotainment system keeps its rotary dial controller, which has frustrated us in Mazdas for years, but flatter menus mean less scrolling and clicking. Mazda leans into technology with an available 12.3-inch digital instrument cluster and a center screen that comes in 10.3- and 12.3-inch sizes. A 120-volt outlet will take 6 hours, 40 minutes. Buyers can also charge it on a 30-amp, 240-volt home charger in 90 minutes. During my test drive, about 30 miles of hard driving in Sport mode sapped about 75% of the battery charge, then another 20 miles in Charge mode added back about a third of the charge. Drivers can choose to charge it from 20-100%, though the latter will take some time and make the engine run less efficiently. It’s a little more coarse both in sound and feel, but it’s not loud and it’s likely no more than two or three tenths of a second slower to 60 mph.Ī Charge mode for the PHEV uses the engine to charge up the battery while driving. The PHEV feels almost as strong as the 3.3 Turbo S. The PHEV can tow 3,500 pounds and most Turbo models can handle 5,000 pounds. Total output is 323 hp and 363 lb-ft, and a 17.8-kwh battery provides 26 miles of electric driving range. It’s teamed with a much larger motor that spins up 173 hp and 199 lb-ft. The PHEV model uses a 2.5-liter 4-cylinder that churns out 189 hp and 192 lb-ft of torque. The transmission delivers smooth shifts, and holds gears much longer to make power much more accessible in the Sport drive mode.Ģ024 Mazda CX-90 PHEV 2024 Mazda CX-90 PHEV 2024 Mazda CX-90 PHEV While Mazda isn’t quoting a 0-60 mph time, I’d estimate 6.5-7.0 seconds. The thrust remains strong, but not overwhelming, and there’s enough in reserve for confident highway passing. Power comes on smoothly and is accompanied by a subdued howl. Mazda didn’t make the base powertrain available for testing, but I drove the 3.3 Turbo S. The electric motor is located in a new Mazda-built 8-speed automatic transmission in place of a torque converter, so the motor’s power is mostly used for torque fill off the line. Both use a 48-volt mild-hybrid system that can contribute 17 hp and 113 lb-ft. The 3.3 Turbo S increases output for the same engine to 340 hp and 369 lb-ft. It starts out with a turbocharged 3.3-liter inline-6 that spins up 280 hp and 332 lb-ft of torque in 3.3 Turbo models. Like the handling, power exceeds mainstream rivals, but isn’t as robust as luxury competitors. Either way, the steering is direct and predictable. Some suburban buyers won’t like the weighty steering, but others will find the weight adds stability through corners. With 8.1 inches of ground clearance and 4,700-5,200 pounds to tote around, the CX-90 leans into corners in a controlled manner, then takes a set and tracks truly. Mazda tunes its suspensions well, but the CX-90 won’t be mistaken for a sport sedan or even a sporty small SUV. The CX-90 sticks with coil springs and a single tune for the dampers. Mazda invited Motor Authority to test its new big crossover in and around San Francisco to experience its premium character in what turned out to be California rain. It’s slightly larger and could replace the incumbent but will be sold alongside it for now. The CX-90 joins the front-wheel-drive-based CX-9 in Mazda’s lineup as a three-row crossover. “We were already at a position where our vehicle design, our dynamics, and our interior quality were kind of a step above everybody else, so it’s not that much of a reach to push ourselves into a real premium position.” ![]() “Globally, we’re trying to move Mazda into a more premium position because at our scale it makes much more sense as a business to have a higher profit margin per vehicle,” said Mazda Vehicle Dynamics Engineer Dave Coleman. It’s also part of a concerted effort by Mazda to move upscale. It’s a formula followed by BMW, Mercedes-Benz, and Land Rover, and it elevates the CX-90 to a step above the mainstream competition. Minus the V-8, Mazda engineers got all of that for the 2024 CX-90 three-row crossover. You’d go with a double-wishbone front suspension for better front grip than MacPherson struts and a double-wishbone or multi-link independent rear suspension for a smooth ride. You might want a V-8, but a turbocharged inline-6 would be a great option for its inherent smoothness and ability to create plenty of power. You’d want to start with a new architecture for better handling balance, and you’d add all-wheel drive for all-weather grip. If you were an engineer looking to build a premium SUV, you’d have a list of wants. ![]()
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