It’s not easy to find a good three-row family EV. The Rivian R1S, Tesla Model X, Mercedes EQS SUV and Cadillac Escalade IQ are all pretty pricey, and some of their third rows are pretty dinky. The Volkswagen ID. Buzz isn’t cheap either, and it doesn’t have the range for a long-haul family road trip. The trims of the Kia EV9 do, but get pricey as well.
So for shoppers on a budget, the answer may be a plug-in hybrid, like the Chrysler Pacifica PHEV, Mitsubishi Outlander PHEV, Volvo XC90 or the car I’m driving this week, the Mazda CX-90 PHEV.
Now, “cheaper than a three-row EV” does not mean cheap. The Mazda CX90 PHEV Premium Plus I’ve got outside stickers for $59,405 after the requisite destination charge, about $10,000 north of the average car sold in America right now.
But if you skimp on the options, you can get a CX-90 PHEV Preferred for $51,995, which ain’t half bad for a three-row PHEV in today’s market. It’s still over $12,000 more expensive than the base, $39,300 CX-90 with the inline-six, though. The federal tax credit—which the CX-90 only qualifies for if you lease, rather than buy, it—can trim some of that down, but you’re still paying a premium here.
6
For the extra change, you get an SUV with a 2.5-liter naturally aspirated four-cylinder engine and a 17.8kWh battery powering a 68 kw (91 horsepower) electric motor. Power flows to all four wheels via an eight-speed automatic transmission. Mazda says the combo is good for 323 hp and 369 lb-ft of torque, with an all-electric range of 26 miles. Yet high torque demands may still require internal combustion assistance before then.
The CX-90 also has a two-row twin, the CX-70 PHEV, which I just sampled as well. I already have opinions on that car—which I’ll rope into the CX-90 review—but suffice to say that if you want this powertrain, body and interior, you can get it with your choice of two or three rows. Even if you do opt for the three-row version, though, don’t expect anything too ginormous. While the CX-90 may be Mazda’s biggest car, Mazdas tend to be smaller than their segment mates. And the CX-90’s move to a rear-wheel-drive-based platform hasn’t helped its hauling capacity.
It’s got 14.9 cubic feet of cargo space behind the third row and 74.2 cubes available with both rear rows folded flat. That may sound like a lot, but it’s dwarfed by the amount of cargo space offered by the Toyota Highlander, Grand Highlander, Honda Pilot, Chevy Traverse, Hyundai Palisade, Kia Telluride and even the all-electric Kia EV9. The CX-90’s cargo volume puts it closer in line with smaller three-rows like the Hyundai Santa Fe and Kia Sorento, but it beats out the Mitsubishi Outlander PHEV.
So what else do you want to know about this Mazda? I’ll have a full report of how it drives and what sort of efficiency it gets, but do you have any lingering questions?
One thing I’m keeping an eye on its its powertrain calibration and operation, as Mazda’s PHEV system is off to a rocky start. Consumer Reports listed the CX-90 PHEV as one of the least reliable new SUVs of 2025, partially due to issues with the PHEV battery and the car’s eight-speed transmission. But what else do you want me to focus on? Let me know in the comments below.
Contact the author: Mack.hogan@insideevs.com.
