Road test review: Mazda CX-30

Friday, 29 May 2020

MAZDA CX-30 GTX

• Base price: $44,990

• Powertrain and economy: 2.5-litre petrol inline-four, 139kW/252Nm, 6-speed automatic, AWD, combined economy 6.8L/100km, CO2: 156g/km (source: RightCar).

• Vital statistics: 4395mm long, 1795mm wide, 1540mm high, 2655mm wheelbase, luggage capacity 430 litres, 18-inch alloy wheels.

• We like: High levels of tech/interior spec.

• We don't like: Nervous driver aids, could probably use a turbo.

Mazda revealed the CX-30 last year to a little bit of confusion. Do consumers need another small SUV option, particularly when Mazda already offers the CX-3 and CX-5?

So what exactly is the CX-30?

The easiest answer is that it’s the SUV version of the current Mazda3 hatchback. Both share similar styling cues and the same modular platform, though the CX-30 is actually 70mm shorter in the wheelbase and has a unique rear floor structure.

**READ MORE:

* Mazda launches NZ-spec CX-30 online

* Mazda aims for SUV sweet spot with new CX-30

* There's more to the new Mazda3 than meets the eye

* Refreshed Mazda CX-3 remains one of the best little SUVs around

**

Trim levels - from bottom to top, GSX, GTX (tested here) and Limited - are the same as the Mazda3, the engine options are identical and the kit is similar as well. The GTX and Limited models get Mazda’s 139kW/252Nm 2.5-litre inline-four while the base GSX makes do with the 114kW/200Nm 2.0L four-pot. Both have stop/start and the 2.5 gets cylinder deactivation to rein in fuel consumption. Unlike the Mazda3, GTX and Limited CX-30s have all-wheel drive. GSX models stick to driving just the front wheels.

Like the hatch, tech is kept to a high standard, with all models getting the i-Activsense safety package as standard. This includes lane-keep, active cruise control, blind-spot monitoring, rear cross-traffic alert and active emergency braking that detects cyclists and pedestrians. GTX models get more gubbins like autonomous rear braking (which stops you backing into things) and 'Intelligent Speed Assistance' which is linked to the cruise control system and provides additional speed limiting warnings. There are also parking sensors on the nose and an off-road traction assist feature for the AWD system. The Limited adds cruising and traffic support to help ease the commute and a front cross-traffic alert which helps confirm safety at T intersections.

And how does it slot into the current line-up?

Mazda has sized the new model exactly between the existing CX-3 and CX-5, except for front headroom where the 30 offers the least (967mm vs 976mm for the CX-3 and 1007mm for the CX-5). At its reveal last year, Mazda New Zealand managing director David Hodge said it’s all about hitting a sweet spot: not just in the brand's own range but also in the SUV market. He cited the Nissan Qashqai and Kia Sportage as potential rivals: 'We're on the border between compact and medium [SUVs]. There's a clear space there… we want to be sitting at the larger end of the compact.'

The CX-30 could be argued as an unnecessary addition. Why not migrate the CX-3 to the Mazda3 platform and give it the same design treatment as the 30? I couldn’t answer that but I certainly wondered aloud during my time with the GTX. And do Kiwis really need another compact SUV option within Mazda’s line-up? Surely either the CX-30 or CX-3 will eat into sales of the other…

Pricing is key here. The CX-30 starts at $41,490 for the GSX while the CX-3 kicks off at $31,995. The better part of $10k will be the deciding factor for some buyers and it’s not like the CX-3 is a bad option at all. It also pays to mention that the Mazda offers a five year/unlimited km warranty and free scheduled servicing for five years or 100,000km (whichever comes first). The CX-30 was also awarded a five-star ANCAP rating earlier this year.

It should be noted that, aside from obvious differences between the two, the 30 has the 2.5-litre engine and will be getting Mazda's compression-ignition-petrol SkyActiv-X engine as a high-end Takami model. That one will likely push pricing up higher, well into CX-5 territory.

Right, it’s a tricky sell. How does it drive?

The bones of the Mazda3 offer a great ride, with enough stiffness in the chassis to allow a bit of G-Vectored fun but not so much that you feel every undulation in the tarmac. Helping is a Macpherson strut front end and a torsion beam around the back. Mazda also created a new tyre specification for the Mazda3 and CX-30, which has a smaller sidewall and less rigid tread. This lets the tyre distort when hitting a bump, reducing the load on the suspension and translating to a smoother ride for occupants. All CX-30s come standard with the tyre, although the actual manufacturer may differ.

The 2.5-litre in the GTX does well enough, though it’s hard to look past the greater torque of a smaller turbocharged engine. Given the aversion to diesel, forgoing a turbo means off-the-line push is difficult to come by and its absence is felt when moving a vehicle larger than a hatchback.

However, the CX will happily feed on lower-octane fuel, something turbocharged engines can’t often claim, and Mazda’s atmo engine is so well refined now that it will pull from anywhere in the rev range. Pair that with a butter-smooth automatic and you’ve got a well capable urban runabout.

I’d be remiss not to mention the design either. Like the Mazda3, the CX-30 is a handsome thing. The interior feels like it should come with a car costing closer to $60k rather than $40k while the sharp exterior has indicators that gradually dim after lighting up, like a heartbeat. The turn indicators in the dash and the operating sound are both tuned to match the rhythm of the external signals.

Any cons I should know about?

Aside from the lack of turbo (which might be a pro, depending on how you like to drive), not many. The driver assist package is far-reaching but it’s a nervous thing. There are a lot of chimes to warn you of stuff that often isn’t really a threat and the active cruise is quick to jump on the brakes. The same system also had a tendency to default to the largest distance between it and the car in front, which can be annoying. Finally, the brakes could use a bit more initial feel, which could be solved by something as small as new pads.

Any other cars I should consider?

Nissan Qashqai and Kia Seltos both jump to mind, with the Hyundai Venue thrown in the mix as a more value-oriented proposition. You could also consider the Subaru XV, Honda HR-V or Toyota’s C-HR. And, as we’ve covered, Mazda’s own CX-3 and CX-5, depending on which end of the size spectrum you’re leaning. The CX-3 starts at $31,995 and the 5 kicks off at $40,995. Which begs the question, regardless of how good the CX-30 is, how badly do you need that middle ground?