Mazda CX-90 G50e GT 2026 Review
Mazda’s three-row SUV fronted the brand’s premium push, but is the CX-90 finally appropriately priced?Mazda had high hopes for the CX-90. Launching in 2023, it immediately became the biggest, most expensive and most powerful series production model the Japanese brand had ever sold Down Under. In doing so, it called time on the successful CX-9, a seven-seater that found favour with buyers despite thirsty petrol engines. Yet, something about the mild-hybrid, premium-leaning CX-90 hasn’t resonated with punters despite constant and aggressive price cuts. So, we’re behind the wheel of the mid-spec petrol GT to see why it isn’t hitting the sales bullseye.
How much does the Mazda CX-90 G50e GT cost?
When the 2026 Mazda CX-90 G50e GT we’re testing launched in 2023 it landed costing $86,085 (all prices exclude on-road costs).
Fast forward a few years and that marker has decreased by $10,985 to a more palatable $75,100 – arguably where it should have started. The range now begins with the $66,100 Touring, progressing to $87,100 for the Azami SP and Takumi.
Yes, it remains a lofty marker, but no longer does the model walk and flirt so heavily with the original $100k figure that surprised the market. All CX-90s are all-wheel drive (AWD) and tied to an in-house eight-speed automatic, while both turbo-petrol and turbo-diesel propulsion are now priced identically in all model grades.
There are plenty of large SUV rivals to choose from, too, and with varying monetary values. The Volvo XC90 was initially seen as Mazda’s target, but there’s now a significant price premium for choosing it. More likely competition comes from the Hyundai Santa Fe, Hyundai Palisade and Kia Sorento – especially in plug-in hybrid guise.
The CX-90 is covered by Mazda’s five-year/unlimited-kilometre warranty with complimentary premium roadside assistance for the same period. Servicing intervals are the standard 12 months or 15,000 – whichever comes first. Five years (or 75,000km) of upkeep totals $3399, with the fourth service being a heavy hitter at $1141.
Mazda offers a?conditional Guaranteed Future Value?(GFV) deal in which Mazda Finance pays out a pre-agreed figure at the end of the finance contract term.
What equipment comes with the Mazda CX-90 G50e GT?
Beauty is in the eye of the beholder, but the 2026 Mazda CX-90 G50e GT is a handsome three-row SUV. It wears its proportions well and with the chrome 21-inch wheels filling the guards, the Japanese offering serves European elegance.
Despite being on the lower end of the CX-90 pecking order, the GT grade scores impressive levels of kit with the aforementioned alloys, adaptive LED headlights with daytime running lights, LED taillights, a panoramic sunroof, handsfree powered tailgate and keyless entry with push-button start.
Inside, the GT gains leather-accented upholstery and powered front seats (10-way adjustment driver, eight-way passenger). Those pews are heated, as are the outboard middle-row seats and the steering wheel. The steering column is powered, while there’s also tri-zone climate control to keep everyone happy.
How safe is the Mazda CX-90 G50e GT?
The entire range has not been crash tested by ANCAP, so the 2026 Mazda CX-90 G50e GT runs without an official rating.
Still, it’s fitted with 10 airbags that extend to all seven seats, as well as dual ISOFIX points for the middle row and a total of five top-tether anchorages. It doesn’t miss out on active tech, either.
The i-Activsense safety suite includes autonomous emergency braking (AEB) with cyclist, pedestrian and junction detection, adaptive cruise control with stop/go, blind spot monitoring, lane departure warning, lane keep assist, front/rear cross traffic alert, driver monitoring and traffic sign recognition.
Given its size and the family focus, it’s nice to see a 360-degree monitor join with the reversing camera and all-round parking sensors – a boon for tight city streets and car parks.
The systems are well calibrated with minimal bings and bongs. The head-up display is legible with polarised sunglasses, too.
What technology does the Mazda CX-90 G50e GT feature?
The 2026 Mazda CX-90 G50e gains a 12.3-inch digital instrument cluster, which is a step forward over analogue dials, but it is a bit of a missed opportunity given there’s little in the way of customisation. Still, it lays out all the vital information logically.
Where it becomes contentious is with the 12.3-inch infotainment screen… or is it a touchscreen?
Unlike the new CX-5 which has done a complete 180 towards touchscreen use, the CX-90 is of an era where Mazda was trying to appease the market and its own objectives.
So, the MZD Connect operating system (OS) accepts touch inputs when using wireless Apple CarPlay or Android Auto (although you must delve into the menus to activate it), otherwise you’re back to twiddling the control wheel for the native OS.
Other than that, there’s a wireless charge pad, Bluetooth, voice activation, USB ports, native satnav, DAB+ digital radio and 12-speaker Bose audio with amplifier. The CX-90 also delivers access to connected services via the MyMazda app.
What powers the Mazda CX-90 G50e GT?
It’s becoming rarer for car companies to sink significant investment into an all-new petrol powertrain – even if it is a mild hybrid (MHEV). Which further proves just how much R&D Mazda put into its large SUV platform.
Therefore, the 3.3-litre inline straight-six turbo-petrol with ‘M Hybrid Boost 48V’ sitting in the engine bay of the 2026 Mazda CX-90 G50e GT ought to be something special. And in many respects, it is impressive.
With 254kW at 6000rpm, the e-Skyactiv G unit claims the title for the Mazda producing the most grunt. And it isn’t lacking in torque, either, with 500Nm from 2000 to 4500rpm. Zero to 100km/h takes 6.9 seconds, which is swift considering the 2220kg kerb weight.
It’s a very mild, mild hybrid with the 48V system and lithium-ion battery pack mainly present as a starter generator and to assist with powering auxiliaries.
The G50e’s power is sent to the on-demand i-ACTIV AWD system via Mazda’s eight-speed single-clutch automatic transmission. The Skyactiv-Drive gearbox remains a contentious issue (the CX-60 and 80 have received updates). It can be clunky at slow speeds and a little slow to shift up gears on the run.
Which is a bit of a shame because the boosted straight-six engine is a strong unit. It doesn’t make the CX-90 a powerhouse, but it provides unstrained performance that’s in keeping with the premium ethos. It even delivers enticing, yet relatively muted, acoustics.
How fuel efficient is the Mazda CX-90 G50e GT?
The official average consumption claim for the 2026 Mazda CX-90 G50e GT is 8.2L/100km – which is rather ambitious for a petrol-powered SUV tipping the scales at 2.2 tonnes.
However, after a week of city, suburban, highway and road-testing conditions, the MHEV six returned 10.2L/100km. That isn’t a bad effort given the CX-90 was driven normally without overtly trying to be frugal. Yet, if true efficiency remains a priority, the turbo-diesel is a better option.
In previous testing, we achieved 6.2L/100km with the 187kW/550Nm oiler. It also looks as though Mazda has put its plug-in hybrid aspirations on hold for the CX-70 and 90.
The e-Skyactiv G unit requires at least 95 RON premium unleaded and is fitted with a 74-litre tank.
What is the Mazda CX-90 G50e GT like to drive?
Out of the four models to harness Mazda’s new Large Product platform, the bigger CX-70 and 90 highlight the positive dynamic traits of the chassis more than the smaller CX-60 and 80.
In the right conditions, the 2026 Mazda CX-90 G50e GT handles surprisingly well. With such a long wheelbase (3120mm) and lengthy dimensions, it could feel cumbersome. Yet, it doesn’t because of the rear-biased AWD system and torque vectoring differential on the back axle aiding turn.
The steering has some heft to it as well, although it doesn’t have too much in the way of feedback. Yet, this is a large SUV, so no one is expecting it. Roll through corners is manageable and it’s matched with greater rebound control through undulations than the CX-60 – particularly at the rear.
In terms of ride quality, the big Mazda prefers to be outside city limits. The suspension breathes better with the road on the highway as the fixed-rate setup and large 21-inch alloys can be harsh over sharp CBD lumps and bumps. Although, there’s always plenty of grip in all situations.
There are selectable modes via Mi-Drive (Normal, Sport, Off-Road and Towing), but there’s little need to venture out of Normal to get the best out of the CX-90. And despite the MHEV system recuperating energy via regenerative braking, the pedal feel is pretty normal.
And while there’s an off-road mode for the AWD system, with only a space-saver spare, big alloys and limited ground clearance (206mm), we expect most G50e GTs to stay on tarmac. However, you can tow decent loads with the 2500kg braked towing capacity.
What is the Mazda CX-90 G50e GT like inside?
This is one of the first cabins to receive Mazda’s upmarket push, so the seven-seater’s design is aesthetically pleasing and plush enough to justify the price tag.
With the dark hues of our test car, the 2026 Mazda CX-90 G50e GT is a subdued affair. And while the absence of fingerprint-catching piano black accents is appreciated, the silver finishing on parts of the door cards and centre console isn’t everyone’s cup of tea.
The number of physical buttons is universally liked. The climate and audio controls are logically laid out and super easy to use – so is the rotating dial to manage the native infotainment screen. Mazda’s Driver Personalisation System also helps you get the right seating position, too.
An ergonomic misstep is the gear selector. On every engine start, it locks the lever in park for a few seconds before you’re able to engage Drive or Reverse. It’s a little tedious if you’re in a rush. And the sound deadening could be improved for a quieter, more luxe on-road experience.
The middle row is spacious for head and legroom – especially with the ability to slide the seats forward and aft while also reclining them. The runners come in handy for both managing legroom between all occupants and accessing the third row. Although, getting back there does require origami-like movements from teenagers and up.
While the CX-90 can accommodate seven, it works better as a five-seat proposition – which is what the CX-70 is for... Yet, once seated, there’s surprising leg, if not headroom. No, it isn’t palatial and it’s a very ‘knees up’ position because of the high floor, but there’s more leeway than you expect.
Although, it’s appreciated that both rear rows gain air vents, cup/bottle holders and USB ports.
At full capacity, the boot isn’t overly generous with 257 litres on offer. Stow the third row flat and that swells to 608L, while it maxes out at a total of 2025L with the two rear rows folded flat. A space-saver spare is provided, too.
Should I buy a Mazda CX-90 G50e GT?
With the price cuts, the seven-seat Mazda is making more sense as an upscale option to some more expensive premium brands. The improved value equation deserves to foster stronger sales.
Yet, the 2026 Mazda CX-90 G50e GT isn’t the powertrain to go for despite its lusty nature and soundtrack. The turbo-diesel makes a strong case for itself with superior efficiency and pulling power.
Although, there are strong options from the Hyundai/Kia group to consider as well as a strengthening group of competitive players from China. Still, Mazda has a lot of brand equity within our shores and the CX-90 stands as one of its strongest Large Product Group offerings Down Under.
2026 Mazda CX-90 G50e GT at a glance:
Price: $75,100 (plus on-road costs)
Available: Now
Powertrain: 3.3-litre six-cylinder turbo-petrol electric
Output: 254kW/500Nm
Transmission: Eight-speed automatic
Fuel: 8.2L/100km
CO2: 189g/km
Safety rating: Not tested
Related: 2026 Mazda Large Product Group gets cheaper
Related: Mazda abandons the chase for CX-70 and CX-90 PHEV
Related: Mazda CX-90 D50e GT 2025 Review
Related: Mazda’s new premium SUVs not wooing buyers from other brands
- Price cuts continue to sharpen the value proposition
- Overall design and execution places it in premium circles
- Punchy MHEV powertrain – keen dynamics on the right road
- Turbo-petrol engine is thirsty compared to impressive turbo-diesel
- Still some low-speed issues with transmission and ride quality
- While third row isn’t as cramped as you’d expect, it’s difficult to access
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