2026 Mazda CX-90 PHEV GT Review: The Look Is There, the PHEV Promise Isn't Quite Yet

Stunning design and a premium interior impress instantly, but plug-in hybrid performance and efficiency fall short of expectations.Real-world electric range drops by nearly 50% in Canadian conditions, limiting daily usability and overall value.At current pricing, the mild-hybrid CX-90 makes more sense for most buyers.

Midsize three-row SUVs, minivans, and compact cars are my comfort zones. They answer real-life questions—school runs, weekend trips, Costco chaos, and the occasional escape, be it on a country road or track. In Canada, midsize three-row SUVs remain hugely popular, especially when electrification enters the picture. Not full electric, necessarily, but hybrids and plug-in hybrids that promise better efficiency without lifestyle compromises.

2026 Mazda CX-90 PHEV GT | Photo: Matt St-Pierre

On paper, the Mazda CX-90 PHEV should be a slam dunk. Three rows? Check. Plug-in hybrid? Check. Mazda’s design polish? Absolutely. Add in the CX-70 for buyers who don’t need a third row, and it all sounds like a winning strategy. Expectations were high, and that’s where the trouble starts.

The CX-90 hasn’t had the smoothest runway since launch. It sells reasonably well in Canada, with nearly 8,500 units moved in 2025 (about 750 more than the Honda Pilot and about 750 short of the Hyundai Palisade), which is nothing to scoff at. Still, momentum matters in this segment, and competitors aren’t standing still. The Palisade and Kia Telluride now both offer hybrid powertrains, and that changes everything. What was once a relatively uncrowded electrified space is now packed with very strong alternatives.

2026 Mazda CX-90 PHEV GT | Photo: Matt St-PierreLuxo Looks

This CX-90 PHEV GT looks fantastic. In Artisan Red, with white Nappa leather and silver accents, it will fool some into thinking it’s a premium vehicle. Case in point: My kids. They ride in new vehicles every week, and they immediately assumed it was a luxury SUV. Mazda continues to sell premium design in mainstream segments better than almost anyone. That part is nailed.

Inside, space is respectable. Cargo volume measures 423 litres behind the third row and 1,133 litres with it folded. The third row works for kids and short trips, while the second row is genuinely comfortable. Up front, materials impress, though storage is limited and Mazda’s rotary infotainment controller still requires patience.

2026 Mazda CX-90 PHEV GT | Photo: Matt St-PierreMHEV > PHEV

Under the hood, the plug-in hybrid system pairs a naturally aspirated 2.5-litre four-cylinder with an electric motor and a 17.8 kWh battery. Total output lands at 323 horsepower on premium fuel and 369 lb-ft of torque. On paper, that’s plenty. When everything works in harmony, the CX-90 moves confidently and quietly, especially around town.

But the promise of plug-in driving starts to unravel quickly. Fully charged on a cold morning, the EV range display showed about 30 kilometres. My near-daily round-trip to school, which is less than two kilometres, knocked that down to 24 kilometres. Officially, Mazda quotes up to 42 kilometres of electric range. In real Canadian conditions, the middle of summer or winter, that number is more of a suggestion than a reality.

2026 Mazda CX-90 PHEV GT | Photo: Matt St-Pierre

Efficiency after the battery is depleted raises more questions. The mild-hybrid CX-90 averages roughly 9.2 L/100 km in mixed driving. The plug-in hybrid? About 9.4 L/100 km. Yes, there’s an equivalent rating that looks better on paper, but lived experience tells a different story. The reality is that there’s little efficiency advantage here.

Needs more refinement

The driving experience doesn’t help the case. In EV mode, throttle response can be hesitant to the point of being unsettling. More than once, rolling deeper into the accelerator resulted in… nothing. No surge, no urgency, no response. That’s not something you want in traffic. Transitions between electric and gasoline power can be rough, especially once the battery is drained, and the eight-speed automatic doesn’t always smooth things over.

2026 Mazda CX-90 PHEV GT | Photo: Matt St-Pierre

Ride quality is another mixed bag. This GT rides on 21-inch wheels, and with a curb weight north of 5,200 pounds, suspension tuning has a lot to manage. Steering is precise, brakes inspire confidence, and paddle shifters are there if you want them. Still, the overall experience doesn’t match the pricing. The Sport drive mode intensifies throttle responsiveness; however, the edges can become even more jagged.

Speaking of pricing, that’s where the CX-90 PHEV GT really struggles. The mild-hybrid CX-90 starts at over $49,000. The plug-in hybrid GS opens at nearly $58,000, climbs to $63,200 for the GS-L, and tops out at nearly $68,000 for the GT. As tested, you’re staring at roughly $68,500 before incentives, which are shrinking or gone, depending on where you live.

2026 Mazda CX-90 PHEV GT | Photo: Matt St-Pierre

In the end, the CX-90 PHEV GT is a gorgeous SUV that doesn’t quite justify its plug-in hardware or its price. The mild-hybrid version makes more sense financially and delivers nearly the same efficiency without the headaches or the approximate $8,000 price increase. If Mazda refines the system and improves real-world electric range, this could be a different conversation. Until then, this is one of those cases where waiting for the facelift, likely around 2027, might be the smartest move.

2026 Mazda CX-90 PHEV GT | Photo: Matt St-Pierre

2026 Mazda CX-90 PHEV GT Review: The Look Is There, the PHEV Promise Isn’t Quite Yet