It all adds up to a lovely interior that looks set to run with the likes of Lexus. There’s stitched leather-like material right where your knee might rest against the console, rich-looking fabric on the dashboard and door cards, modern pale wood, and loads of metallic parts including the physical glovebox release. Everything here seems just that cut above other Mazdas, which is impressive considering Mazda’s hallmark of embarrassing much more expensive cars with soft-touch plastics, stitched textiles, and artful design. Zooming back out, let’s focus on the general material selection of the CX-90’s interior. As almost every manufacturer seems to be moving towards touch-sensitive this and voice-controlled that, at least Mazda has the common sense not to bury activation of the heated seats or heated steering wheel. Moving to the interior, what’s the first thing you notice? Other than the very nice fabrics, leathers, and trim. We’d have to get our hands on one to be sure, but there’s a chance that the plug-in CX-90 may be front-mid-engined. Mazda’s longitudinal architecture gives plenty of space for a double-wishbone front suspension that should pay dividends in the bends, and it places the four-cylinder engine on plug-in hybrid models as close to the firewall as possible for the sake of balance. What’s more, the engine and gearbox are mounted longitudinally, which sets this three-row family hauler apart from most of the premium pack. Expect all-wheel-drive to be standard equipment, handy for carving through snowy climates. According to Mazda, it’s a smaller assembly than an equivalent torque converter, which helps with packaging. Instead, a multi-plate clutch connects the engine to the gearbox, similar to the setup you’d find on the old C63 AMG. Regardless of engine choice, power gets to the ground through an eight-speed automatic gearbox that doesn’t have a torque converter. It should be a compelling option for city-dwellers who can charge at home. It pairs Mazda’s tried-and-true 2.5-liter four-cylinder engine with a very reasonable 17.8 kWh battery pack to produce 322 horsepower and the same 369 lb.-ft. However, not everyone wants inline-six power, which is where the seriously impressive e-Skyactiv plug-in hybrid powertrain comes in. I’m a huge fan of inline-six engines as their smoothness is incredible, and this particular unit is unlikely to disappoint CX-90 customers who opt for it. of torque on premium gas, putting it in the same league as lower-output versions of BMW’s lauded B58 inline-six. Let’s cut to the big news, Mazda’s new 3.3-liter turbocharged mild-hybrid inline-six. Yeah, it must really suck to be the Cadillac XT6 right now. the engine isn’t sideways like it is on most modern cars). Mazda’s lips are fairly tight on specifications, but we do know that this three-row crossover is generally bigger, more powerful, quicker, and more expensive than the current three-row CX-9, and it rides on a new longitudinal engine architecture (i.e. More than thirty years later, Mazda itself is heading upmarket with models like the Mazda 3 Turbo, and the new CX-90 is Mazda’s biggest and most ambitious upmarket car we’ve seen this millennium. The Amati 500 became the Mazda Millennia, the Amati 300 became the Mazda Xedos 6, and the Amati 1000 vanished off the face of the earth. Have you ever heard of Amati? Back in the early 1990s, Mazda was crafting its own luxury brand to compete with the likes of Lexus and Infiniti, but a Japanese recession forced Mazda to can the project and roll most vehicles under development back into Mazda’s lineup.
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