Jonathan Gitlin
Fairly or not, the Mazda CX-90 PHEV had a lot to make up for. The last electrified Mazda we drove was the abysmal MX-30, a cynical compliance car that proved too unpopular to remain on sale. That was a small hatchback crossover with suicide doors and a cork interior. The CX-90 PHEV, Mazda’s full-size SUV, is a much more substantial proposition, with seating for up to eight and starting at a reasonable $47,445.
You may miss out on some of the very newest bells and whistles found in the latest German or Korean luxury cars, but as electrified three-rows go, there’s a fair bit to like about this one.
Tech specs
The CX-90 uses a newly developed Mazda platform for larger vehicles, with rear-biased all-wheel drive powertrains. There’s a turbocharged mild hybrid inline-six cylinder engine available in two different levels of tune, but the one we’re interested in is the e-Skyactiv G powertrain, which pairs a turbocharged four-cylinder engine generating 189 hp (141 kW) and 192 lb-ft (260 Nm) with a 173 hp (129 kW), 199 lb-ft (270 Nm) permanent magnet synchronous electric motor.
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If you need a gigantic SUV but also want it to be a PHEV, you don’t have too many choices. This one comes with a lot of good safety tech and not too much in the way of digital distraction, plus a great interior.
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With the third row of seats in use, there’s 14.9 cubic feet (423 L) of cargo volume. Drop the third row flat and that grows to 40 cubic feet (1,133 L). Fold down the middle row as well and you can fit 74.2 cubic feet (2,101 L) of stuff back there.
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A standard-size parking bay doesn’t leave much room.
Jonathan Gitlin
Total combined output is 323 hp (240 kW) and 369 lb-ft (500 Nm), all of which goes to the wheels via an eight-speed planetary gear transmission that uses a wet clutch instead of a torque convertor. Mazda says there’s a North America-specific tune that, by the sounds of it, has a peppier torque curve for better acceleration than the versions sold in Europe or Asia.
There’s a 17.8 kWh lithium-ion battery pack with an EPA-rated electric-only range of up to 26 miles. Add a full tank of gas to that and the CX-90 PHEV should go 490 miles, according to the regulator. Charge times are about 2.5 hours with a 240 V level 2 charger, and there’s a charge button on the center console that will use spare power from the internal combustion engine to recharge the traction battery while you drive (with an attendant hit to fuel economy as you do).
In normal mode, as long as the battery has more than 20 percent state of charge, the car will default to using the electric motor alone for propulsion. In this combined gas-plus-electric mode, the EPA rates the CX-90 at 56 MPGe. Below 20 percent SoC, the engine stays on and maintains some charge in the battery, which Mazda says is so the EV assist is always available.
There’s also an EV mode, although if the throttle pedal passes the kick-down point, the ICE fires up again, and the car reverts to normal mode. Sport keeps the engine fired all the time and adds electric torque, but at 5,243 lbs, this is not an SUV that will ever feel sporty to drive.
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I don’t know about you, but my trips to Costco are not often long enough to get a meaningful charge in the battery. Particularly if there’s snow on the ground.
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In late spring, things went a lot better.
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Charging stats.
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The powertrain with a cutaway showing inside the electric motor, which is packaged between the engine and transmission.
Mazda
Once the battery is fully depleted, fuel economy plummets as the relatively small engine works hard to keep this large SUV in motion—just 25 mpg (9.4 L/100 km) combined, according to the EPA.