🟡 2025 Mazda CX-90 3.3 Turbo Premium Sport Review: Dynamic Inline-6 Performance vs. an Active Federal Steering Investigation Owners Should Know About
2025 Mazda CX-90 3.3 Turbo Premium Sport (e-SKYACTIV-G 3.3L Turbo I6 + 48V M-Hybrid / 8-Speed Wet-Clutch / i-ACTIV AWD)
A mechanical teardown of Mazda’s flagship three-row crossover in its sportiest non-PHEV trim, evaluating the turbocharged inline-6’s refinement, the in-house wet-clutch 8-speed, and an unresolved steering investigation currently active at NHTSA that’s directly relevant to this model year.
Best For: Buyers who want sports-sedan chassis balance in a three-row crossover, who confirm the Dash ESU recall has been completed by VIN, and who go in aware that NHTSA has an open, unresolved investigation into whether the earlier steering fix actually worked — including reports from 2025 model year owners.
💵 Trim & Value Guidance
The Carmizer Sweet Spot: The 2025 CX-90 3.3 Turbo Premium Sport builds on Mazda’s flagship three-row platform, slotting between the Preferred and Premium Plus trims. The Premium Sport package adds a blacked-out honeycomb front grille, 21-inch alloy wheels, hands-free power liftgate, panoramic moonroof, Active Driving Display (head-up display), a 12-speaker Bose surround sound system, and an upgraded 5,000-lb towing capacity with Mi-Drive towing mode. Power comes from the e-SKYACTIV-G 3.3L Turbocharged Inline-6 with a 48V M-Hybrid system (280 hp / 332 lb-ft), mated to Mazda’s in-house 8-speed multi-plate wet-clutch automatic and standard rear-biased i-ACTIV AWD.
While it offers benchmark handling agility and longitudinal engine refinement, long-term ownership right now means staying closely current on an active federal steering investigation — not just a routine TSB — alongside factory software recalls.
Key Specifications
Deep Mechanical Breakdown & Shop Floor Reality
The longitudinal inline-6 layout is the CX-90’s genuine engineering differentiator in this class, providing exceptional smoothness and strong low-end torque with clean intake valves via advanced fuel management. The 48V mild-hybrid system assists stop-start transitions — a meaningfully simpler system than the PHEV variant’s plug-in high-voltage battery and dual electric motor setup, worth keeping in mind since some of Mazda’s more serious PHEV-specific recalls (covering unexpected loss of drive power tied to the plug-in hybrid inverter and electric motor) don’t carry over to this non-PHEV powertrain in the same way.
- 3.3L Turbo Inline-6 + 48V M-Hybrid: A longitudinal engine layout provides exceptional smoothness and strong low-end torque, with clean intake valves via advanced fuel management.
- 8-Speed Wet-Clutch Automatic / i-ACTIV AWD: Eliminates traditional torque converter slippage for direct gear feel, but early transmission software logic can yield noticeable low-speed shudder or hesitation during rolling stops — this is the single most commonly reported owner complaint on this platform (2,200+ reports per independent tracking).
- Steering, Electrical & Recalls: Class-leading driving dynamics, but requires close monitoring given the active NHTSA investigation into whether the original steering fix actually resolved the underlying issue, plus the Dash ESU software recall.
• Steering “Sticky” Feel — Ongoing, Not Closed: Drivers may feel increased effort or a “sticky” sensation making small center-point steering adjustments at highway speeds, caused by excessive preload friction in the steering gear worm-gear spring assembly. Mazda’s original recall (6524A / NHTSA 24V-022) covered 2024 model year CX-90s built December 2022–December 2023 and replaced the spring. As of early 2026, NHTSA has an open investigation (RQ26002) into whether that fix actually worked — 26 complaints and two linked crashes have been reported from owners whose vehicles already received the recall repair, and reports of the symptom recurring have come from 2025 model year CX-90s as well. Treat any steering effort change, however brief, as worth reporting to Mazda and NHTSA immediately.
• Dash ESU Software Recall (7124J / NHTSA 24V814000): Confirmed to cover 2024–2025 CX-90 and 2025 CX-70. During startup, the defroster, seat belt warning, and 360° view monitor may not function properly. Free dealer software update.
• 48V Mild-Hybrid Battery Cell Imbalance: Some owners report a malfunction light and loss of hybrid assist tied to cell imbalance in the 48V system, distinct from the PHEV’s much larger traction battery — worth a dealer diagnostic check if the malfunction light appears.
⚠️ Factory Recalls, Active Investigations & Known Bulletins
Background: The original steering worm-gear recall (6524A / NHTSA 24V-022000) covered roughly 43,752 2024 model year CX-90s built December 2022–December 2023. Mazda’s fix was to replace a spring and reapply grease to the worm gear.
Current Status: NHTSA’s Office of Defects Investigation has received 26 complaints and multiple field reports of the same “sticky steering” symptom recurring after the recall repair — including from 2025 model year owners — and has linked two crashes to the issue. This is an open investigation, not a resolved matter, as of this review.
Issue: Some steering and suspension bolts may be missing or improperly tightened, which can cause the steering intermediate shaft, front ABS wheel speed sensor harnesses, or front upper control arms to detach, resulting in a loss of vehicle control. Confirmed for certain 2024 CX-90 vehicles.
Fix: Dealers update the body control module (BCM) software, free of charge. Verify by VIN whether this applies to your specific 2025 unit.
Issue: During startup, the defroster, seat belt warning, and 360° view monitor may not function properly. Confirmed to cover 2024–2025 CX-90 and 2025 CX-70.
Fix: Free dealer software update to the Dash ESU.
Note: Separate recalls address unexpected engine/electric motor shutdown and inverter fail-safe power loss on the CX-90 PHEV. These target the plug-in hybrid’s high-voltage traction battery and dual-motor system specifically. The 3.3 Turbo reviewed here uses a simpler 48V mild-hybrid setup without a plug-in battery — these particular campaigns are not confirmed to apply the same way, though it’s worth verifying by VIN regardless since Mazda’s recall numbering can span multiple powertrain variants.
Worth Noting: The steering situation here is genuinely unresolved at the federal level — this isn’t a case of “recall completed, move on.” Confirm the original recall was performed, but also stay alert to any steering effort changes and report them, since regulators themselves are still determining whether the fix works.
Stoplight Reliability & Watchpoint System
- 3.3L Turbo Inline-6: A genuinely refined, smooth-running engine with strong low-end torque and clean-running fuel management.
- Simpler 48V Mild-Hybrid System: Avoids the more complex high-voltage traction battery and dual-motor setup of the PHEV variant, and the PHEV-specific loss-of-drive-power recalls aren’t confirmed to apply here.
- 8-Speed Wet-Clutch Low-Speed Shudder: The most commonly reported owner complaint on this platform — noticeable hesitation or clunkiness during rolling stops, addressed periodically via TCM software recalibration.
- Dash ESU Recall: A real, current software campaign for this exact model year — resolvable for free, but worth confirming independently.
- Steering/Suspension Bolt Recall: Confirmed for 2024 units; verify applicability to a specific 2025 VIN.
- Unresolved Steering Investigation: This is the standout concern on the whole platform right now. Two crashes have been linked to steering effort changes recurring after the original recall repair, and NHTSA’s investigation into the remedy’s effectiveness is still open. Test the steering thoroughly on a pre-purchase drive, including small center-point corrections at highway speed, and don’t dismiss any unusual feel as “normal.”
- Ignoring Steering Effort Changes: Given the active federal investigation, any sudden increase or decrease in steering effort — even momentary — should be reported to Mazda and NHTSA, not shrugged off.
OBD-II Diagnostic Targets
💸 Repair & Maintenance Costs
- Full Synthetic 0W-20 Oil Service (5-Qt): $32 – $45 (every 5,000 miles)
- Transmission Fluid Flush (Mazda ATF FZ): $280 – $420 (every 45,000–50,000 miles)
- Front/Rear Differential Gear Oil Service: $150 – $250 (every 45,000 miles)
- Front Ceramic Brake Pads (Set): $75 – $110
🔍 Pre-Purchase Checklist
- Check the VIN at NHTSA.gov and confirm the steering recall (24V-022) is completed — then still test the steering carefully, given the active RQ26002 investigation into whether that fix actually works.
- Drive at highway speed and make several small center-point steering corrections, feeling closely for any sudden change in effort.
- Separately confirm the Dash ESU recall (7124J) and the steering/suspension bolt recall (#78251) status by VIN.
- Test drive through several rolling stops at low speed to check for wet-clutch transmission hesitation or shudder.
- Ask directly whether the seller has experienced any steering effort changes, even brief ones, and get it in writing if they have.
📌 The Carmizer Bottom Line
The 2025 Mazda CX-90 3.3 Turbo Premium Sport is one of the most rewarding three-row crossovers to drive, with a genuinely refined turbocharged inline-6 and sports-sedan chassis balance. But right now, this isn’t a car to buy on curb appeal alone: NHTSA has an open, unresolved investigation into whether Mazda’s original steering fix actually worked, with owners of 2025 model year CX-90s among those reporting the “sticky steering” symptom recurring after repair, and two crashes already linked to it. Confirm every recall by VIN, test the steering thoroughly and specifically, keep up with 5,000-mile oil changes, and stay alert to this developing story before treating the car as fully sorted.