2025 Mazda CX-90 Plug-in Hybrid

How does the CX-90 Plug-in Hybrid drive? The CX-90 PHEV accelerates just as strongly as the regular CX-90. At the Edmunds test track, our test vehicle sprinted from zero to 60 mph in 6.6 seconds, which is about a second quicker than a Honda Pilot or Kia Telluride. But note that time is with the gas engine fired up and a charged battery. It's not nearly as quick when you're driving on pure electric power, taking a very slow 14.8 seconds to get to 60 mph.

Out in the real world in hybrid mode, the PHEV feels as potent as the non-PHEV CX-90, with brisk acceleration from a standstill and enough in reserve on the highway to make passing slower traffic a snap. In EV mode, the electric motor is fine at low speeds, such as zipping away from a stoplight, but overall the sluggish performance makes it hard to avoid the temptation to floor the throttle to engage the gas engine. Additionally, the electric motor works through the eight-speed automatic, and the shifts at low speed are notably more abrupt than when the gas engine is running.

Of course, one of the reasons you'd pick the CX-90 is for its handling, and even in PHEV form it's a cut above most others in its class. The steering feels nicely weighted and accurate, and this big SUV stays planted and secure when cornering. It's fun for what it is, and the sole dynamic slipup is the brake pedal feel. There's no problem with stopping power, but it feels too touchy and takes a while to learn to stop smoothly.

How comfortable is the CX-90 Plug-in Hybrid? The CX-90 PHEV weighs a few hundred pounds more than its non-hybrid counterpart, but it still has a composed ride that's especially well suited to highway driving. Compared to others in its class, it skews a little toward the stiffer side, and our test vehicle's 21-inch wheels and skinny sidewall tires shoulder part of the blame for the rough ride over broken pavement. Still, we'll accept the added stiffness since the CX-90 generally handles better than other vehicles in its class.

The front seats are comfortable and supportive, at least for short and moderate-duration drives. For the long haul, some of our drivers thought the seats were too narrow, requiring them to shift around and fidget to try to stay comfortable. There's a minimal amount of wind noise on the highway, but road and tire noise is higher than expected. The four-cylinder engine in the PHEV doesn't sound as nice as the inline-six used in the rest of the CX-90 lineup, but luckily you'll only really hear it at wide open throttle.

How’s the interior? The CX-90 PHEV's cabin is pleasing to the eye with rich-looking and -feeling surfaces everywhere. It's also perfectly functional. We like the use of physical buttons for major controls such as the audio system and climate controls, and they're clearly labeled and easy to find. The driving position has a cockpit-like feel, but the front passenger has easy access to various controls if needed. We also like that the CX-90 is easy to see out of, though the long hood can make it a little hard to place the CX-90's nose when you're parking.

The CX-90 PHEV offers seating configurations for seven or eight passengers across its three trim levels, but none offers the second- and third-row passenger space of the class leaders. It's not uncomfortable, but if your priorities are for your rear seaters to stretch out, the Hyundai Palisade and Volkswagen Atlas both feel more spacious.

How’s the storage? Since there isn't a lot of cargo space to begin with, it's a good thing the CX-90 PHEV doesn't sacrifice any for its battery. At its best, there's only a max of 15.9 cubic feet behind the third row of seats, 40.1 cubes behind the second, and 75.2 cubes when all seats are dropped. That's less than what's available from bigger rivals such as the Honda Pilot, Kia Telluride and Volkswagen Atlas — not by a huge amount, but many buyers are drawn to this segment for the practicality.

Inside, the CX-90's style limits the amount of usable storage space available for front passengers. There's enough room for most odds and ends, but vehicles like the Telluride and Honda Pilot offer more storage options. The center console in particular is oddly shallow considering how wide and large the console is between the seats.

Got small children? You'll like that the CX-90's rear doors open wide and make it fairly easy to install bulky child safety seats. If you plan on towing with the CX-90, you'll want to skip the PHEV. Its tow rating maxes out at 3,500 pounds, which is no better than what you get from a Mazda CX-50.

Is the CX-90 Plug-in Hybrid a good value? One of the reasons we like the regular CX-90 so much is because it gives you a luxury experience at a reasonable price. The problem is that the CX-90 PHEV carries a luxury price as well. Its pricing is similar to that of an Acura MDX or Lincoln Aviator, and although neither is a PHEV, both are a little more luxurious and have badges with more cachet than Mazda.

On the flip side, if you need a large-ish three-row SUV and it's just got to be a PHEV, the CX-90 is the only game in town since the Kia Sorento PHEV is notably smaller and others like the Volvo XC90 PHEV are considerably more expensive. Just make sure you plug it in frequently to maximize that battery-driven value.

Warranties are fairly standard but don't hold a candle to those offered by Hyundai and Kia. Roadside assistance is offered for three years/36,000 miles, but free maintenance is not offered.