Our Long-Term Mazda CX-90 Turbo S Came Up Short over 40,000 Miles

In a marketplace saturated with dull-driving crossovers and SUVs, we car enthusiasts will gnaw on whatever bones automakers toss our way. That's why the Mazda CX-90 attracted our attention. Sure, it's yet another SUV, but it's one that happens to wield a longitudinally mounted turbocharged 3.3-liter inline-six with up to 340 horsepower in Turbo S guise (in addition to a thriftier inline-four plug-in hybrid variant). That's more than just a bone. It's basically a whole leg.

Our initial experience with the CX-90 came as part of a five-way comparison test in Northern Michigan, where the Mazda rolled away with the win. Shortly thereafter, we welcomed a Deep Crystal Blue Mica 2024 CX-90—in its flagship 340-hp Turbo S Premium Plus form—for a 40,000-mile shakedown.

It didn't take long for misfortune to follow, as shortly after its arrival, our long-term CX-90 had a run-in with a Toyota Prius and took an unintended trip to the Great Stable in the sky. Our replacement was effectively identical, except our white interior was now caramel (to the delight of editors with children), and the 21-inch tires changed from Toyo Open Country A50s to Falken Ziex CT60A A/S rubber.

See all results for used 2024 CX-90 for sale near 07047

While both sets of shoes are all-season compounds, the Falkens proved less grippy than the Toyos. In our initial (pre-Prius) test, the Toyo-clad CX-90 went around our skidpad at 0.86 g and stopped from 70 mph in 172 feet. Shod in Falkens, the replacement CX-90 managed just 0.81 g, while the stopping distance extended to 176 feet in its initial test. We soured further on the Ziex rubber when the first set gave up the ghost after fewer than 30,000 miles of use; it cost us $1133 for the second set, which held up for the remainder of our evaluation. When the going got chilly, we opted to swap to Pirelli Scorpion Winter tires, which gave us no guff.

We always retest long-term vehicles at the 40,000-mile mark, and while time may not have been kind to the CX-90's tires, it was kind to the track sheet. Skidpad grip improved to 0.83 g, while the 70-mph braking distance dropped to 166 feet. (Fun fact: Those figures are within spitting distance of our long-term 2016 Mazda CX-9, which was 565 pounds lighter.) The sprint to 60 mph improved from 6.4 seconds to 6.1, and the rolling-start 5-to-60-mph time improved from 6.6 to 6.2 seconds.

Take these figures with a grain of salt, though, because the CX-90's driving experience proved wholly different than the numbers it put up. With the CX-90 left in its default Normal drive mode, this Mazda SUV plodded about like a beluga whale with an Ambien prescription, thanks to its heavy steering, slow 17.1:1 rack, ample body roll, and lethargic throttle mapping. Flat-footing the right pedal brought plenty of additional motivation to the table, but once the agricultural and coarse roar of the inline-six died down, the CX-90 returned to its languid state. Switching to Sport mode sharpened throttle response, but the only thing the steering communicated to us was an announcement of pending understeer.

The clutch pack that takes the place of a torque converter between the straight-six and the eight-speed automatic transmission often engaged and disengaged with the smoothness of a seismograph mid-earthquake. Meanwhile, the transmission itself often did its best Baker Mayfield impression by constantly fumbling the one-two upshift. A 1750-rpm upshift to second gear could make anything feel treacly, especially when that's the default behavior.

Unfortunately, the CX-90's passive persona wasn't a concession made in the name of ride quality and refinement. A firm suspension gave this three-row SUV an uncomfortably stiff ride that sent shock waves through the cabin just about every time the tires crashed over pavement pits and pockmarks.

This isn't to say the CX-90 is devoid of redeeming qualities. For all its heft and horsepower, our CX-90 Turbo S sipped premium at a reasonable 22 mpg—a number that's even more impressive when accounting for the trips this SUV took with a trailer in tow (it's rated to tug up to 5000 pounds). To put that figure into perspective, our long-term 2024 Toyota Grand Highlander Hybrid Max averaged 23 mpg during its 40,000 miles with us. What’s more, our Mazda averaged 30 mpg on our 75-mph highway test, topping its EPA estimate by 2 mpg and beating our hybrid Grand Highlander by 1 mpg. Our CX-90 was also dead reliable, and service visits totaled a reasonable $1579 over the length of its stay.

Another argument in the CX-90's favor comes by way of its cabin, which includes high-end materials and fit and finish that rivals far more expensive SUVs. But even there, the CX-90 requires some sacrifice. The infotainment system is needlessly clunky and unintuitive. Covered storage nooks are at a premium, and the one that's likely to see the most use (the center console bin) is shallow and small. Even with 7.5 inches of additional space between the axles relative to the old CX-9, the CX-90's cramped third row falls far short of the best in the segment. At least the front seats and second-row buckets of our long-termer's Premium Plus trim offered soft cushioning, good support, and adequate stretch-out space.

After 17 months with our (second) CX-90 Turbo S Premium Plus, we ended our evaluation a little let down. Unlike the CX-9 before it, the CX-90 ditches low-limit driving engagement in favor of dull day-to-day dynamics and an uncomfortable ride. We wanted to believe there's a fun-to-drive premium SUV buried somewhere in this handsome body, but after 40,000 miles of trying to find it, we came up short—something we have in common with the car, we suppose.

"The CX-90 is a lovely looking, richly appointed SUV undermined by a host of annoying issues."—Rich Ceppos

"This is a turbo inline-six. Why does it sound like a supercharged Mopar?"—David Beard

"The CX-90 may please the eyes, but if I were stepping up from an old CX-9, I’d be disappointed by this thing."—Mike Sutton

"The interior makes such a good first impression, but it’s quickly soured by the CX-90’s driving behavior."—Dave VanderWerp

"The exterior design and interior materials write a check the driving experience can’t cash." —Carlos Lago

Specifications

2024 Mazda CX-90 Turbo S Premium Plus Vehicle Type: front-engine, all-wheel-drive, 6-passenger, 4-door wagon

PRICE Base/As Tested: $57,405/$58,630 Options: Premier Towing set (trailer hitch and harness, tow ball mount kit, brake controller), $900; Premier Carpet set (premium carpet floor and cargo mats), $325

ENGINE turbocharged and intercooled DOHC 24-valve inline-6, aluminum block and head, direct fuel injection Displacement: 200 in3, 3283 cm3 Power: 340 hp @ 6000 rpm Torque: 369 lb-ft @ 2000 rpm

TRANSMISSION 8-speed automatic

CHASSIS Suspension, F/R: control arms/multilink Brakes, F/R: 13.7-in vented disc/13.8-in vented disc Tires: Falken Ziex CT60A A/S 275/45R-21 107W M+S

DIMENSIONS Wheelbase: 122.8 in Length: 200.8 in Width: 78.5 in Height: 68.2 in Passenger Volume, F/M/R: 57/51/33 ft3 Cargo Volume, Behind F/M/R: 75/40/16 ft3 Curb Weight: 4958 lb

C/D TEST RESULTS: NEW 60 mph: 6.4 sec 1/4-Mile: 14.9 sec @ 97 mph 100 mph: 15.9 sec 130 mph: 33.6 sec Results above omit 1-ft rollout of 0.4 sec. Rolling Start, 5–60 mph: 6.6 sec Top Gear, 30–50 mph: 3.5 sec Top Gear, 50–70 mph: 4.4 sec Top Speed (gov ltd): 132 mph Braking, 70–0 mph: 176 ft Roadholding, 300-ft Skidpad: 0.81

Interior Sound Idle: 42 dBA Full Throttle: 81 dBA 70-mph Cruising: 67 dBA

C/D TEST RESULTS: 40,000 MILES 60 mph: 6.1 sec 1/4-Mile: 14.5 sec @ 99 mph 100 mph: 14.7 sec 120 mph: 22.5 sec Results above omit 1-ft rollout of 0.4 sec. Rolling Start, 5–60 mph: 6.2 sec Top Gear, 30–50 mph: 3.6 sec Top Gear, 50–70 mph: 4.3 sec Top Speed (gov ltd): 130 mph Braking, 70–0 mph: 166 ft Roadholding, 300-ft Skidpad: 0.83 g

Interior Sound Idle: 31 dBA/1 sone Full Throttle: 82 dBA 70-mph Cruising: 67 dBA/23 sone

C/D FUEL ECONOMY Observed: 22 mpg 75-mph Highway Driving: 30 mpg 75-mph Highway Range: 580 mi

EPA FUEL ECONOMY Combined/City/Highway: 25/23/28 mpg

WARRANTY 3 years/36,000 miles bumper to bumper 5 years/60,000 miles powertrain 5 years/unlimited miles corrosion protection 3 years/36,000 miles roadside assistance

C/D TESTING EXPLAINED

Our 2024 Mazda CX-90 Turbo S continues to prove itself a reliable rig. Outside of routine maintenance, Mazda's mid-size SUV has yet to require an unplanned visit to the local dealer. But it has been there for a pair of planned trips, the last of which happened shortly after the CX-90 crossed the halfway point in its 40,000-mile stay.

Like the prior 10,000-mile service, the 20,000-mile one included an oil and filter change, tire rotation, and visual inspection for $118. Unlike before, though, Mazda also recommends a brake-fluid flush at this interval, a service that more than doubled the bill to $258. Unfortunately, our local dealer failed to perform this task, despite it being recommended. The above charge represents the cost had it been performed, and we'll ultimately have the fluid changed at the CX-90's next pit stop.

While in for service, the CX-90 also underwent a series of software updates to address a pair of open recalls: one associated with faults to the powertrain and its start-stop system, the other related to an issue that could disable the defroster, seatbelt warning, and surround-view camera system. Thankfully, our CX-90 encountered none of the concerns the recall sought to address.

Routine maintenance costs were not the only Mazda-related items put on our corporate credit card over the last 10,000 miles. Less than a month after removing its Pirelli Scorpion Winter tires, the SUV's original Falken Ziex CT60A all-season rubber required replacing. Despite having less than 25,000 miles under their steel belts, the Falkens' service life fell in line with the expectations set by their 300AA UTQG rating. Although we were unenthused by the tires' low treadwear rating and middling grip (our Mazda managed just 0.81 g on the skidpad), we ultimately purchased a new set of the factory-spec tires for a total of $1133. While better or less expensive tires were a possibility, we stuck with stock in the interest of maintaining consistency throughout the nonwinter portions of this long-term test.

Otherwise, our feelings toward the CX-90 remain largely unchanged. Staffers continue to praise the fuel efficiency of this sizable three-row SUV—even with bouts of towing and many miles driving in slow city traffic, we're averaging 23 mpg—yet also pen diatribes about its stiff ride, the unintuitive three-zone automatic climate control, and the shift lever's frustrating operation.

Then there's the infotainment system user experience, which buyer's guide director Rich Ceppos deemed "behind the times." Take, for example, bouncing between individual SiriusXM stations that aren't in your presets, an operation that Mazda makes a multistep affair. Rather than pushing at the steering-wheel buttons or tapping at the console-mounted controls, users must first select the Entertainment menu, then click into the section's Menu page, and then tap on the Tuner Controls submenu, which then reveals a sidebar of tuner-related controls that requires scrolling through to find the channel-tuning commands.

Now, let's check the tire pressures. Finding this function requires selecting the Information menu, then clicking into the Vehicle Status Monitor page, and finally tapping the Maintenance Details submenu (and not the seemingly similar Vehicle Maintenance Settings page listed below it). On many other cars, you simply toggle through a couple of display pages in the instrument cluster. We think we know which method we prefer.

While our CX-90 might be out of luck, future owners may have a smoother user-interface experience starting in the 2026 CX-5, which will introduce a whole new touch-focused infotainment experience. While some of us may miss Mazda's console-mounted scroll wheel that users employ to interact with the current system, we think losing this physical controller is a small sacrifice to make for a more intuitive user experience overall. For us, though, we'll just grin and bear it for the next 10,000 miles. Let's hope this latest set of tires does the same.Months in Fleet: 13 months Current Mileage: 30,197 milesAverage Fuel Economy: 23 mpgFuel Tank Size: 19.6 gal Observed Fuel Range: 450 milesService: $434 Normal Wear: $1133 Repair: $0 Damage and Destruction: $0

Specifications

2024 Mazda CX-90 Turbo S Premium Plus Vehicle Type: front-engine, all-wheel-drive, 6-passenger, 4-door wagon

PRICE Base/As Tested: $57,405/$58,630 Options: Premier Towing set (trailer hitch and harness, tow ball mount kit, brake controller), $900; Premier Carpet set (premium carpet floor and cargo mats), $325

ENGINE turbocharged and intercooled DOHC 24-valve inline-6, aluminum block and head, direct fuel injection Displacement: 200 in3, 3283 cm3 Power: 340 hp @ 6000 rpm Torque: 369 lb-ft @ 2000 rpm

TRANSMISSION 8-speed automatic

CHASSIS Suspension, F/R: control arms/multilink Brakes, F/R: 13.7-in vented disc/13.8-in vented disc Tires: Falken Ziex CT60A A/S 275/45R-21 107W M+S

DIMENSIONS Wheelbase: 122.8 in Length: 200.8 in Width: 78.5 in Height: 68.2 in Passenger Volume, F/M/R: 57/51/33 ft3 Cargo Volume, Behind F/M/R: 75/40/16 ft3 Curb Weight: 4958 lb

C/D TEST RESULTS: NEW 60 mph: 6.4 sec 1/4-Mile: 14.9 sec @ 97 mph 100 mph: 15.9 sec 130 mph: 33.6 sec Results above omit 1-ft rollout of 0.4 sec. Rolling Start, 5–60 mph: 6.6 sec Top Gear, 30–50 mph: 3.5 sec Top Gear, 50–70 mph: 4.4 sec Top Speed (gov ltd): 132 mph Braking, 70–0 mph: 176 ft Roadholding, 300-ft Skidpad: 0.81

Interior Sound Idle: 42 dBA Full Throttle: 81 dBA 70-mph Cruising: 67 dBA

C/D TEST RESULTS: 40,000 MILES 60 mph: 6.1 sec 1/4-Mile: 14.5 sec @ 99 mph 100 mph: 14.7 sec 120 mph: 22.5 sec Results above omit 1-ft rollout of 0.4 sec. Rolling Start, 5–60 mph: 6.2 sec Top Gear, 30–50 mph: 3.6 sec Top Gear, 50–70 mph: 4.3 sec Top Speed (gov ltd): 130 mph Braking, 70–0 mph: 166 ft Roadholding, 300-ft Skidpad: 0.83 g

Interior Sound Idle: 31 dBA/1 sone Full Throttle: 82 dBA 70-mph Cruising: 67 dBA/23 sone

C/D FUEL ECONOMY Observed: 22 mpg 75-mph Highway Driving: 30 mpg 75-mph Highway Range: 580 mi

EPA FUEL ECONOMY Combined/City/Highway: 25/23/28 mpg

WARRANTY 3 years/36,000 miles bumper to bumper 5 years/60,000 miles powertrain 5 years/unlimited miles corrosion protection 3 years/36,000 miles roadside assistance

C/D TESTING EXPLAINED

Like other three-row SUVs in our long-term fleet, our 2024 Mazda CX-90 Turbo S is a regular pick for long-distance travel, the most notable of which saw copy editor Meredith Conrow with her family of six take our Deep Crystal Blue Mica SUV on a nearly 1500-mile journey from Michigan to Georgia and back. Shortly thereafter, our $58,630 CX-90 crossed the 20,000-mile mark. But before we even had the chance to take in the moment, the Mazda was back on the road, this time headed to Chicago with director of vehicle testing Dave VanderWerp.

The CX-90’s ability to swallow 16 carry-ons behind its second-row seats (and a less impressive three behind its third row), plus its accommodations for up to six passengers—four full-size adults in the first two rows and two smaller individuals in the rearmost—are its biggest draws for long trips. And its 19.6-gallon fuel tank affords more than 400 miles of cruising between fill-ups. Though our overall average fuel economy of 22 mpg is 3 mpg short of the EPA's combined rating, our CX-90 typically sips a gallon of fuel every 24 to 27 miles on the highway. That's not too shabby for a big people mover with a 340-hp turbocharged inline-six and a bunch of leadfoots behind the wheel, even if it falls a bit shy of the EPA's 28-mpg highway estimate.

But the CX-90 is far from the perfect road-trip vehicle. Even after installing a set of softer, original-equipment-size Pirelli Scorpion Winter tires ($2080 at Tire Rack) on our CX-90's 21-inch wheels, the rough ride that initially drew our ire remains. "This thing hates highway chop—the ride gets so busy," VanderWerp wrote in the logbook upon returning from his trip to the Windy City. At least the Pirellis significantly muted the tiresome tire slap of the factory-fitment Falken Ziex CT60A all-season tires.

A dearth of storage up front also makes stocking road-trip essentials a bit of a struggle. Besides the door-panel pockets, the small and shallow center console bin is the primary space to stash phones, snacks, charging cords, and other necessities. A pair of console-mounted cupholders and a small space ahead of the shifter offer additional area to store a handful of small items, but going this route means sacrificing easy access to beverages and use of the wireless phone charger.

Ergonomic quirks continue to annoy as well, including the unintuitive operation of the three-zone automatic climate-control system's temperature controls (rather than tap the rocker button down to lower the temperature and up to raise it, Mazda supplies a separate button for each function, both of which adjust the temperature by way of a down tap). The oddball operation of the shift lever (switching between park and reverse requires moving the lever sideways, while an up-and-down motion switches between reverse, neutral, and drive) also continues to draw complaints. More perplexing is the amount of center-console acreage the traditionally space-saving shift-by-wire setup takes up. While some on staff quickly adapted to these idiosyncrasies, others still shout expletives as they struggle to adjust the interior temperature or use the shifter.

Besides a $118 bill from the dealer for the CX-90's scheduled 10,000-mile maintenance (oil and filter change, tire rotation, and general inspections), plus a combined $58 worth of tire rotations at 7252 and 15,326 miles, our CX-90 crossed the midway point of its test with minimal expense.

That's not to say this Mazda is devoid of issues, as the facial-recognition system that loads individual driver profiles still works sporadically. The driver-assist system continues to miss obvious lane lines occasionally, resulting in the temporary loss of lane centering, as well as mistake vehicles in the opposing lanes for obstacles in front of it. Though annoying, these are the sort of problems that don't require a separate service appointment to address and can wait until the next scheduled maintenance visit. Regardless, we hope to have both issues resolved when we bring in the CX-90 for its upcoming 20,000-mile scheduled maintenance.

Months in Fleet:7 months Current Mileage: 21,013 milesAverage Fuel Economy: 22 mpgFuel Tank Size: 19.6 gal Observed Fuel Range: 430 milesService: $176 Normal Wear: $0 Repair: $0 Damage and Destruction: $0

Specifications

2024 Mazda CX-90 Turbo S Premium Plus Vehicle Type: front-engine, all-wheel-drive, 6-passenger, 4-door wagon

PRICE Base/As Tested: $57,405/$58,630 Options: Premier Towing set (trailer hitch and harness, tow ball mount kit, brake controller), $900; Premier Carpet set (premium carpet floor and cargo mats), $325

ENGINE turbocharged and intercooled DOHC 24-valve inline-6, aluminum block and head, direct fuel injection Displacement: 200 in3, 3283 cm3 Power: 340 hp @ 6000 rpm Torque: 369 lb-ft @ 2000 rpm

TRANSMISSION 8-speed automatic

CHASSIS Suspension, F/R: control arms/multilink Brakes, F/R: 13.7-in vented disc/13.8-in vented disc Tires: Falken Ziex CT60A A/S 275/45R-21 107W M+S

DIMENSIONS Wheelbase: 122.8 in Length: 200.8 in Width: 78.5 in Height: 68.2 in Passenger Volume, F/M/R: 57/51/33 ft3 Cargo Volume, Behind F/M/R: 75/40/16 ft3 Curb Weight: 4958 lb

C/D TEST RESULTS: NEW 60 mph: 6.4 sec 1/4-Mile: 14.9 sec @ 97 mph 100 mph: 15.9 sec 130 mph: 33.6 sec Results above omit 1-ft rollout of 0.4 sec. Rolling Start, 5–60 mph: 6.6 sec Top Gear, 30–50 mph: 3.5 sec Top Gear, 50–70 mph: 4.4 sec Top Speed (gov ltd): 132 mph Braking, 70–0 mph: 176 ft Roadholding, 300-ft Skidpad: 0.81

Interior Sound Idle: 42 dBA Full Throttle: 81 dBA 70-mph Cruising: 67 dBA

C/D TEST RESULTS: 40,000 MILES 60 mph: 6.1 sec 1/4-Mile: 14.5 sec @ 99 mph 100 mph: 14.7 sec 120 mph: 22.5 sec Results above omit 1-ft rollout of 0.4 sec. Rolling Start, 5–60 mph: 6.2 sec Top Gear, 30–50 mph: 3.6 sec Top Gear, 50–70 mph: 4.3 sec Top Speed (gov ltd): 130 mph Braking, 70–0 mph: 166 ft Roadholding, 300-ft Skidpad: 0.83 g

Interior Sound Idle: 31 dBA/1 sone Full Throttle: 82 dBA 70-mph Cruising: 67 dBA/23 sone

C/D FUEL ECONOMY Observed: 22 mpg 75-mph Highway Driving: 30 mpg 75-mph Highway Range: 580 mi

EPA FUEL ECONOMY Combined/City/Highway: 25/23/28 mpg

WARRANTY 3 years/36,000 miles bumper to bumper 5 years/60,000 miles powertrain 5 years/unlimited miles corrosion protection 3 years/36,000 miles roadside assistance

C/D TESTING EXPLAINED

For a vehicle with premium ambitions, our long-term Mazda CX-90 Turbo S has a crass side. Its inline six-cylinder grumbles at idle and lacks the serene smoothness of other straight-sixes. Around town, its transmission hesitates and shudders to engage and disengage its wet clutch. And its 21-inch wheels and tires clomp over broken pavement with all the grace of Herman Munster.

"If Mazda is going to sacrifice itself on the altar of 'luxury,' then good design and nice cabin materials alone aren't going to cut it," technical editor Mike Sutton wrote in our Mazda's logbook. It seems the more time we spend with our CX-90, the more we see this Mazda for what it is: a mainstream three-row SUV with an attractive design and luxuriously trimmed interior typically reserved for higher-end vehicles. And though the unrefined powertrain, the clumsy low-speed dynamics, and the ride quality may take the brunt of our criticism, there are a few other annoyances that we've noticed over a little more than 10,000 miles.

"The heated steering wheel does not heat the top of the rim, which I suppose encourages 10 and 2 positioning, but shouldn't the heating element go all the way around?" wrote editor-in-chief Tony Quiroga. For those wanting to briefly let Mazda take the wheel, the vehicle's Level 2 driver-assist tech operates with the clumsiness of a novice driver. At least one staff member reported the adaptive cruise regularly tapped the brakes on gently winding highway roads in response to the presence of slower vehicles in the adjacent lane, a result of the lane-centering function failing to properly track the lane lines and mistaking the neighboring car or truck for an obstacle located directly in front of the CX-90. When lane centering remained active through moderate bends in the road, it often cut far too close to the lane edge, triggering the admonishing ding of the lane-keeping system.

None of that has stopped us from driving it, though, as the CX-90 continues to accumulate miles. Credit its ample cargo space and spacious second-row replete with comfortable heated and cooled captain chairs and a capacious center console. The CX-90 is also more miserly than its size suggests, averaging a respectable 23 mpg throughout its stay, which so far has included an 800-mile stint towing managing testing editor David Beard's nearly two-ton family camper. Ignore the miles with a trailer in tow, and our CX-90's average fuel economy jumps to 25 mpg —equal to the EPA's combined estimate.

For the record, this is actually our second CX-90, a replacement after the first was damaged in an accident. Our latest CX-90 mirrors our first in all but two ways. The first is its interior, which ditches the cream-white scheme of the prior SUV for a tan one. The second is its tires, with our second CX-90's 21-inch wheels wrapped in Falken Ziex CT60A all-season rubber in place of the Toyo Open Country A50 all-seasons fit to our earlier example.

We much prefer the Toyos of our original CX-90, as the Falkens have less grip, pulling just 0.81 g around the skidpad against the Toyos' 0.86 g. Braking performance suffered as well, with the Falken-shod CX-90 needing 176 feet of tarmac to come to a stop from 70 mph—four more feet than its Toyo-tired equivalent. Additionally, our second CX-90 isn't quite as speedy as our first, requiring an extra 0.2 second to both reach 60 mph and complete the quarter-mile (a still respectable 6.4 and 14.9 seconds, respectively).

With 29,993 miles left to go, the Mazda CX-90's powertrain and ride annoyances have tarnished some of the premium-ness of our experience. But the CX-90 does look and feel more luxurious than the long-term Toyota Grand Highlander that we’re also running to 40,000 miles. Next to that 10Best-winning Grand Highlander, the CX-90 is more than just a mainstream three-row SUV, even if it's not quite ready to play in the luxury leagues.

Months in Fleet: 4 months Current Mileage: 10,007 milesAverage Fuel Economy: 23 mpgFuel Tank Size: 19.6 gal Observed Fuel Range: 450 milesService: $0 Normal Wear: $0 Repair: $0 Damage and Destruction: $0

With its rear-wheel-drive-based underpinnings and turbocharged inline-six engine, the 2024 Mazda CX-90 is the Japanese automaker's strongest argument yet that it's a premium vehicle brand. But BMW- and Mercedes-like chassis and powertrain architectures alone are not the only arbitrators of what makes a high-end vehicle, and the exclusively all-wheel-drive CX-90's $40,970 starting price puts this Mazda more in line with mainstream mid-size three-row SUV options such as the Toyota Grand Highlander, Kia Telluride, Jeep Grand Cherokee L, and Honda Pilot—rivals the Mazda toppled in a recent five-way comparison test.

But it's one thing to impress us for a few hundred miles; it's another to do so over thousands. Now, we have 40,000 miles to see what it's like to live with the CX-90. This ought to be enough time to help us figure out if the CX-90 is a mainstream SUV with premium decor or a bonafide premium SUV with a mainstream price tag.

The $62,550 sticker attached to our top-of-the-line 2024 CX-90 Turbo S Premium Plus certainly pushes it into premium vehicle territory. That sum also includes $325 worth of carpeted mats and $900 for a port-installed tow package, which consists of a trailer hitch and harness, tow ball and mount, and brake controller. The latter item lives inelegantly on the left corner of the lower dash—prime knee-bashing real estate.

As a Turbo S, our Deep Crystal Blue Mica test vehicle packs the more powerful variant of Mazda's new 3.3-liter inline-six. With premium gas running through its fuel lines, the engine pumps out 340 horsepower and 369 pound-feet of torque. Feed it 87 octane, and 21 horses leave the pasture. The engine's tune in lower-level CX-90 Turbo models develops only 280 horsepower and 332 pound-feet of torque regardless of octane. That's probably enough grunt for most CX-90 buyers, but we're not ones to turn down the chance for our collective right foot to wield more horsepower, even if capitalizing on this opportunity adds $7000 to the bottom line compared to a non-S Turbo Premium Plus model.

Those seven stacks of greenbacks net more than powertrain tweaks, though. The Turbo S Premium Plus features a handful of niceties its lesser counterpart does without, including ventilated (and not just heated) rear bucket seats and a roomy and opulent second-row center console. Plus, there's the Turbo S moniker itself, an epithet typically associated with six-figure Porsches that CX-90 Turbo S owners can now use to impress peers, potential business partners, and future in-laws. ("Look, I'm no Bezos, but I am doing well enough that I bought a new Turbo S the other week.")

Though our CX-90 Turbo S may be the most powerful iteration of Mazda's three-row SUV, it's not the most spritely option. Even with 272 fewer pounds to push around, our 4964-pound long-term CX-90's acceleration times at sub-triple-digit speeds trailed those of the gas-electric 323-hp CX-90 PHEV. Our long-term SUV's 6.2-second sprint to 60 mph and 14.7-second quarter-mile pass fell short of the PHEV's figures by 0.3 and 0.2 seconds, respectively. Its 3.6-second 30-to-50-mph run was 0.9 second behind that of its plug-in-hybrid kin.

That said, our CX-90 accelerated more quickly than many of its six-cylinder peers from other mainstream brands, even if the default Normal drive mode's powertrain map leaves the SUV feeling a bit listless off the line at anything short of wide-open throttle (surely a concession Mazda made in the name of fuel efficiency.) A 48-volt electrical system that powers a stop-start motor sandwiched between the engine and eight-speed automatic transmission also contributes to the relative miserliness of this sizable SUV. In its first few thousand miles, our CX-90 is averaging 23 mpg. That's a bit off the EPA's combined estimate of 25 mpg but better than the 22 mpg our long-term 2016 Mazda CX-9 averaged over 40,000 miles, a feat that's made more impressive by the fact the larger six-cylinder CX-90 carries 571 pounds of additional mass compared to the four-cylinder CX-9.

In spite of its heft, the CX-90, with the aid of its 21-inch Toyo Open Country A50 all-season tires, circled our skidpad at a respectable 0.86 g and came to a halt from 70 mph in 172 feet. Both figures bettered those of our long-term 2021 Mazda CX-30. That 3293-pound subcompact SUV pulled 0.85 g on the skidpad and stopped from 70 mph in 174 feet. Our CX-9, meanwhile, kicked off its long-term test with a 0.85-g skidpad run and a 168-foot stop from 70 mph.

Still, the fact our CX-90 accelerates, grips, and stops like a much lighter vehicle does not necessarily correlate to its driving experience. Whereas the CX-9 brought an almost Miata-like sense of dynamic finesse and engagement to the mid-size SUV segment, the CX-90 is stoic and demure. There's still more behind-the-wheel involvement than is typical of vehicles in this segment, but its slow and heavy steering, tendency to understeer (this despite just 50.6 percent of its mass sitting on the front wheels), and controlled but significant body motions make it feel a little less special from the driver's perspective.

The opposite is true for passengers—at least in the case of the Turbo S Premium Plus trim, which is available with either tan or white leather wares. The latter hue lines the inside of our CX-90. The soft hides complement a cabin filled with high-quality plastics, striking metal decor, and a fabric-covered dashboard with distinct hanging stitches that augment physical climate controls. On the display front, there's a 12.3-inch digital instrument cluster and a 12.3-inch infotainment screen with wireless Apple CarPlay and Android Auto compatibility. It all adds up to a cabin with the look and feel of a premium product.

Mazda has high ambitions for both the CX-90 and its future as a premium brand. The newest three-row model from Mazda certainly made a strong initial impression on us, but we'll see how that sentiment holds up over 40,000 miles.

Months in Fleet: 1 month Current Mileage: 4678 milesAverage Fuel Economy: 23 mpg Fuel Tank Size: 19.6 gal Observed Fuel Range: 450 miles Service: $0 Normal Wear: $0 Repair: $0 Damage and Destruction: $0

Specifications

2024 Mazda CX-90 Turbo S Premium Plus Vehicle Type: front-engine, all-wheel-drive, 6-passenger, 4-door wagon

PRICE Base/As Tested: $57,405/$58,630 Options: Premier Towing set (trailer hitch and harness, tow ball mount kit, brake controller), $900; Premier Carpet set (premium carpet floor and cargo mats), $325

ENGINE turbocharged and intercooled DOHC 24-valve inline-6, aluminum block and head, direct fuel injection Displacement: 200 in3, 3283 cm3 Power: 340 hp @ 6000 rpm Torque: 369 lb-ft @ 2000 rpm

TRANSMISSION 8-speed automatic

CHASSIS Suspension, F/R: control arms/multilink Brakes, F/R: 13.7-in vented disc/13.8-in vented disc Tires: Falken Ziex CT60A A/S 275/45R-21 107W M+S

DIMENSIONS Wheelbase: 122.8 in Length: 200.8 in Width: 78.5 in Height: 68.2 in Passenger Volume, F/M/R: 57/51/33 ft3 Cargo Volume, Behind F/M/R: 75/40/16 ft3 Curb Weight: 4958 lb

C/D TEST RESULTS: NEW 60 mph: 6.4 sec 1/4-Mile: 14.9 sec @ 97 mph 100 mph: 15.9 sec 130 mph: 33.6 sec Results above omit 1-ft rollout of 0.4 sec. Rolling Start, 5–60 mph: 6.6 sec Top Gear, 30–50 mph: 3.5 sec Top Gear, 50–70 mph: 4.4 sec Top Speed (gov ltd): 132 mph Braking, 70–0 mph: 176 ft Roadholding, 300-ft Skidpad: 0.81

Interior Sound Idle: 42 dBA Full Throttle: 81 dBA 70-mph Cruising: 67 dBA

C/D TEST RESULTS: 40,000 MILES 60 mph: 6.1 sec 1/4-Mile: 14.5 sec @ 99 mph 100 mph: 14.7 sec 120 mph: 22.5 sec Results above omit 1-ft rollout of 0.4 sec. Rolling Start, 5–60 mph: 6.2 sec Top Gear, 30–50 mph: 3.6 sec Top Gear, 50–70 mph: 4.3 sec Top Speed (gov ltd): 130 mph Braking, 70–0 mph: 166 ft Roadholding, 300-ft Skidpad: 0.83 g

Interior Sound Idle: 31 dBA/1 sone Full Throttle: 82 dBA 70-mph Cruising: 67 dBA/23 sone

C/D FUEL ECONOMY Observed: 22 mpg 75-mph Highway Driving: 30 mpg 75-mph Highway Range: 580 mi

EPA FUEL ECONOMY Combined/City/Highway: 25/23/28 mpg

WARRANTY 3 years/36,000 miles bumper to bumper 5 years/60,000 miles powertrain 5 years/unlimited miles corrosion protection 3 years/36,000 miles roadside assistance

C/D TESTING EXPLAINED

Despite their shared last name, Greg Fink is not related to Ed "Big Daddy" Roth's infamous Rat Fink. Both Finks, however, are known for their love of cars, car culture, and—strangely—monogrammed one-piece bathing suits. Greg's career in the media industry goes back more than a decade. His previous experience includes stints as an editor at publications such as U.S. News & World Report, The Huffington Post, Motor1.com, and MotorTrend.

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