The mainstream, three-row family SUV market is fierce. We have best-sellers like the Volkswagen Atlas and Honda Pilot, value picks like the Subaru Ascent and Chevrolet Traverse, and ones blurring the line between mainstream and luxury. This is where the 2025 Mazda CX-90 GT-P fits in, doubling down on Mazda’s commitment on offering above-average driving dynamics and premium appointments at a price tag that won’t break the bank.
From the outside, there is no mistaking the CX-90 for anything other than a Mazda. It follows Mazda’s Kodo design language that has been in-use for a good decade and a half now, albeit squared-off to look fresh, modern, and premium. The CX-90 is the company’s largest vehicle, but its flowing lines conceals its size very well, looking about the same size as the long-departed CX-9 while being appreciably bigger inside. Even then, the CX-90 is still a touch smaller than most other three-row crossovers out there.
The CX-90 comes with two powertrain options — a four-cylinder plug-in hybrid, or our tester’s 3.3-litre turbocharged inline-six engine with a 48-volt mild hybrid system. It’s available in two configurations; our tester has the “high output” version of this newly developed engine, putting out 340 horsepower and 369 pound-feet of torque. CX-90s with the “standard” version of this engine are rated at 280 hp and 332 lb-ft of torque. Six-cylinder CX-90s use a new eight-speed automatic transmission, while the PHEV gets Mazda’s six-speed automatic, which has been around for quite some time.
Compared to others in the segment, switching from six-cylinder engines to turbo-fours, this CX-90 feels much sharper off the line and more willing to keep up cruising speeds on the highway. We would not call it fast, but acceleration feels crisp and smooth. Our only complaint is that it can sound a bit buzzy especially on full throttle and in the upper reaches of the rev range. Still, this powertrain is easily the one to have over the PHEV if acceleration is important, or you intend to cover a lot of highway miles.
Regardless of what is under the hood, the CX-90 is fun and engaging for a big crossover. Its steering is responsive, understeer is not as evident here as it is in most other crossovers as long as you do not take a corner too hot, and with the all-wheel-drive system’s rear bias, the CX-90 wants to rotate and have a bit of fun. Of course, the definition of “driving fun” is all relative here; the CX-90 will show its size and weight if you push it particularly hard, but at least it communicates its limits well in advance to avoid surprises. Those looking to tow will appreciate that the CX-90 can haul up to 5,000 pounds — except on the base GS trim, which is only rated up to 3,500 pounds.
Fuel economy for CX-90 with the more powerful inline-six is rated at 10.3 L/100 km in the city, 8.5 on the highway, and 9.5 combined. Our observed number came in slightly higher at 11.2 L/100 km over our city-heavy commute, and it is worth mentioning that premium grade gasoline is recommended for the GT-P and Signature models to achieve its rated output.
Inside, the CX-90 balances simplicity and utility. The dashboard is largely covered with soft-touch materials, plenty of physical switchgear throughout for quick infotainment and climate control access. However, we found the size of these keys to be a touch too small for use on-the-fly, a trade-off for a less cluttered layout. The infotainment is handled using the rotary dial or through the touchscreen, and it supports both Android Auto and Apple CarPlay wirelessly. GTs and above also come with a 12-speaker Bose sound system that offers above-average audio quality.
The biggest difference between the CX-90 and its predecessor is interior space. The new model is far roomier in all three rows, and our tester has the eight-seat configuration. We had no issues fitting the whole family in — granted the kids went into the third row — and the opening from the second row into the third is quite wide for easy entry and exit. Cargo space is rated at 451 litres behind the third row, opens up to 1,155 and 2,129 litres with the third and second row folded, respectively. It’s still on the smaller end of the segment, but still plenty usable.
In terms of driver assists and tech, there is a clear distinction between the base GS and above. The latter come with a 360-degree camera system, heads-up display, and front and rear parking sensors, in addition to assists such as Traffic Sign Recognition, Driver Monitoring, Front Cross-Traffic Alert, Smart City Brake Support, and much more that isn’t available on the GS. We would hope to see these expanded across the lineup in the future, as they worked seamlessly throughout our drives to keep us feeling confident.
Those looking at a CX-90, wanting the sort of interior environment that can rival luxury brands, will be best served by the range-topping Signature trim. Still, at $59,700 as-tested, this 2025 Mazda CX-90 GT-P is the sweet spot. Its price tag, comprehensive packaging, potent six-cylinder engine, and good driving dynamics will allow it to shine in this hotly contested segment.
