Mazda CX-30 review

Our opinion on the Mazda CX-30

We’re big fans of the Mazda CX-30 because it’s one of the few small SUVs on the market that’s actually enjoyable to drive, with a sporty feel that is lacking from many of the alternatives options in the class. 

The CX-30 also offers a premium cabin that goes some way to justifying its pricing, and while the engine line-up is limited to just two options, they’re both good to use and offer decent performance, although fuel economy isn’t quite on a par with the most efficient turbocharged petrol alternatives. It’s not the roomiest small SUV on the market, but the positives listed above help to make up for that.

About the Mazda CX-30

While the Mazda CX-30 is the company’s smallest SUV, in terms of the new-car market in general, it actually falls between classes. It’s based on the same platform as the Mazda 3 family hatchback, whereas some rivals use platforms sourced from smaller machines that rival the Mazda 2 supermini. It doesn’t have a high-riding stance like the larger Mazda CX-5 SUV, either, and is more like a crossover in terms of its proportions.

The CX-30 replaced the CX-3 in the UK, but it’s just one of a number of CX models that Mazda sells. The CX-3 still exists but that Mazda 2-based SUV is only sold in the Far East now, while the CX-4 is a China-only product.

The electric MX-30 shares its platform with the CX-30, as does the CX-50, a slightly larger version that’s sold in the US and China. At the top of the range, the CX-60 and CX-80 are sold in Europe, while the wider CX-70 and CX-90 are the US versions. To add confusion, the CX-80 and CX-90 replaced the CX-8 and CX-9 in the Far East.

Back to the CX-30, and there are five trim levels on offer. Since the car has been on sale since 2019, there have been revisions to the naming and structure, but currently Prime-Line, Centre-Line, Homura, Exclusive-Line and Takumi versions are offered.

There are two engine options, with the entry point to the range being updated in 2024 with the arrival of a new large-capacity 2.5-litre Skyactiv G naturally aspirated petrol unit, replacing the original 2.0-litre version that was offered from launch. Manual and automatic gearboxes are offered with this engine, and all versions are front-wheel drive. 

The 2.0-litre Skyactiv X is the more powerful option. It’s still naturally aspirated, but features clever tech that changes the combustion cycle to deliver the performance of a petrol combined with the efficiency of a diesel engine. This engine is also available with manual or auto gearboxes, while four-wheel drive is also available on the highest-spec version.

Prices for the CX-30 start from around £26,000, although the Skyactiv X engine doesn’t come in the base Prime-Line spec, so starts from around £30,000. There’s a £1,600 price walk from Prime-Line to Centre-Line, then there’s only a £600 difference between Centre-Line and Homura with the Skyactiv G engine, but a £1,100 difference for the Skyactiv X. 

Further up the range, Exclusive-Line is around £1,100 more than Homura, while moving from Exclusive-Line to Takumi trim costs around £2,500. An auto gearbox adds around £1,500 to the price, while four-wheel drive is around £2,300 extra on the top-spec Skyactiv X Takumi with either a manual or auto gearbox.

The CX-30 is relatively low-slung for an SUV, and its driving manners are more akin to a hatchback than a high-riding 4x4.

Mazda has always gone its own way with engineering, so while the majority of rival firms have embraced turbocharged petrol engines for a balance between performance and efficiency, the Japanese firm has stuck with natural aspiration. 

But the Skyactiv X engine at the top of the range features some clever fuel-saving tech. It uses the Japanese car maker’s spark-controlled compression ignition technology. Put simply, Mazda has combined fuel-saving technology from diesel engines with the kind of performance and refinement petrol cars are known for. Maximum power is 183bhp, which is made at 6,000rpm, while maximum torque is 240Nm at 4,000rpm.

The most recent update to the CX-30 has seen the conventional 120bhp 2.0-litre Skyactiv G motor replaced by a larger 138bhp 2.5-litre unit. The objective with the new engine is to provide more torque for everyday usability, and a figure of 238Nm is 25Nm more than before. This maximum is also made at 3,300rpm, as opposed to 4,000rpm for the old engine, so it should deliver faster responses.

Performance, 0-60mph acceleration and top speed

On paper, the upgrade to the 2.5-litre Skyactiv G engine does the trick, with a 0-62mph time of 9.7 seconds, which is nearly a second faster than the outgoing car. As before, the four-cylinder unit comes with a choice of six-speed manual or automatic gearboxes, with the latter managing 0-62mph in 10.3 seconds. 

In comparison, the 183bhp Skyactiv X delivers the benchmark sprint in 8.3 seconds, or 8.6 seconds for the automatic. All models are front-wheel drive, although the Skyactiv X has the option of four-wheel drive for around £2,200 extra. This version has a 0-62mph time of 8.8 seconds, or nine seconds exactly when fitted with the automatic gearbox.

Town driving, visibility and parking

Since the CX-30 has a driving position that isn’t particularly lofty, you would be forgiven for thinking that it doesn’t feel like an SUV from behind the wheel. The view out isn’t as clear as in some rivals, either, with thick C-pillars restricting rear visibility. All cars are fitted with a rear camera and parking sensors to help, though, while Centre-Line versions and above also have front sensors.

At lower speeds, the CX-30 has user-friendly controls with a decent weight to the steering without it feeling too heavy, while the manual gearbox has a positive shift action. Pulling away from the lights, the Skyactiv G unit still needs more revs than most turbocharged rivals, but it doesn’t feel like it’s working quite as hard as the old 2.0-litre unit to deliver the same pace.

B-road driving and handling

One place where all of Mazda’s cars shine is on the open road, and the CX-30 is no different. Since it shares its platform with the Mazda 3 hatch, the car’s performance in corners is very similar – while the CX-30 is 105mm taller than the hatchback on which it’s based, the taut chassis and well judged suspension mean it behaves in a similar way. 

Direct steering and a standard-fit torque-vectoring system mean that the CX-30 turns in keenly, while the chassis feels agile. Slick shifts from the gearbox mean that the manual transmission is a pleasure to use, while the free-revving engine sounds sporty. This is one family car that will be enjoyable to drive along a twisting back road.

Mazda’s G-Vectoring Control Plus system is fitted as standard. In layman's terms this limits how much torque is sent to the wheels to help with the transfer of weight while driving. As a system, it works well, even if it is quite subtle. Drivers stand the most chance of noticing it on slippery road surfaces.

Motorway driving and long-distance comfort

At the national speed limit, the 2.5-litre four-cylinder is revving to around 2,500rpm in sixth gear. This is quite high but decent sound deadening means that the noise is not intrusive at all. The suspension also does a good job of soaking up bumps, even on the larger 18-inch wheels that are found on higher-spec variants.

Expert view, on driving experience

“It’s a bit of a cliche to say that the DNA of the MX-5 sports car can be felt in the regular Mazda line-up, but it’s true. Sure, the CX-30 is front-wheel drive compared with the rear-drive roadster, but there’s a sporty feel to it that means it’s nicer to drive than many other small SUVs. It’s a shame that Mazda doesn’t go further with its sporty ambitions and revive either the MPS badge or even tap into the history of Mazdaspeed to build some proper performance models." - Dean Gibson, senior test editor. Tested the Mazda CX-30 2.5 against a Suzuki Vitara.

Mazda practises a philosophy of ‘right sizing’ when it comes to its engines, and it feels that a large-capacity naturally aspirated unit is a better choice than the smaller turbocharged petrols used by many of its rivals.

For the 2.5-litre SkyActiv G, Mazda quotes fuel economy of up to 47.1mpg, or 42.8mpg when equipped with the automatic gearbox. The manual figure is similar to what is quoted for a Volkswagen T-Roc, but the auto version of that car is more efficient than the Mazda equivalent.

The 2.5 engine comes with stop-start and cylinder deactivation technology that’s imperceptible when it operates. It’s also helped by the premise that a larger-capacity engine doesn’t need to work as hard as a small one.

When we tested the SkyActiv G, we saw a return of 36.7mpg, based on plenty of urban driving with some motorway work thrown in. That means a range of around 420 miles is possible on a full tank.

The front-wheel drive Skyactiv-X is the best CX-30 to go for when it comes to low emissions and high fuel economy. The engine uses advanced combustion technology to make it highly efficient, as well as mild-hybrid technology to boost fuel economy even further. 

On a combined cycle, Mazda claims this particular CX-30 is capable of up to 49.6mpg, while emitting 128g/km of CO2. Adding an automatic gearbox worsens these figures to 46.3mpg and 139g/km of CO2. 

The economy numbers for the Skyactiv-X auto model are identical to the all-wheel drive version with a manual gearbox. Change that for an auto and fuel economy drops to 42.8mpg and CO2 increases to 148g/km.

We’ve tested the Skyactiv X engine a couple of times and achieved between 40 and 41mpg. While below the official numbers (which is normal), it compares favourably to a Skoda Karoq 1.5 TSI petrol. The latter recorded an economy figure of 38.9mpg during our twin test with the CX-30. 

Insurance groups

Insurance groupings range from 15 to 21 for the CX-30, with the SkyActiv X versions sitting four groups higher than the standard 2.5-litre-powered models. Interestingly, the automatic models are rated one group lower than the manual variants, probably due to the fact they have automatic stop and go as part of their adaptive cruise control system.

Tax

With only mild-hybrid technology on board, the CX-30 faces the full rate of road tax. However, no model breaks the £40,000 luxury car threshold, so there’s no VED surcharge. 

Company car users are better served by hybrid models or even the range of full EVs available in this sector. A 32 per cent Benefit-in-Kind (BiK) banding means tax bills of more than £1,800 a year for lower-rate company car users.

Depreciation

Residuals in the 43-49 per cent range are decent for a small SUV, while the values of the 2.5-litre models sit marginally above the SkyActiv X line-up on a like-for-like basis. In comparison, the Mazda 3 on which the CX-30 is based has a narrower spread of residuals, from 43-46 per cent.

While the CX-30 is based on the same platform as the Mazda 3 hatchback, its bodywork is completely different. Other differences include a more practical rear third and cladding along the sills and wheel arches. Overall the result is a sleek exterior that stands out in a particularly packed market segment. 

There are nine paint colours to choose from, including Mazda’s rather fetching metallic red, Soul Red Crystal, while higher-spec models are equipped with the larger 18-inch rims in black or silver finishes and lower-spec models with the smaller 16-inch, grey metallic versions. 

As for upholstery, there are three choices: two cloth and one leather. The former is available in dark grey or black with red stitching, and the latter in black with brown accents.

Interior and dashboard design

Mazda has a definite cabin design theme that it carries over its entire range, which takes its inspiration from MX-5 roadster. The CX-30 has largely the same layout as the 3 on which it’s based, including sporty-looking hooded dials. However, the touchscreen is located high on the dash, where it’s hard to reach from the front seats.

The cabin features plenty of black trim, but the use of leather and metal-effect highlights help to break up the monotony. All the parts a driver will touch the most, such as the gear knob and steering wheel, are well-sized and feel great to use. These details might seem small, but added together they create something that puts most rivals to shame.

Materials and build quality

There has been a distinct step up in the fit and finish of Mazda’s cars in recent years. The latest CX-60 is a shining example of that, but even the slightly older CX-30 offers an air of quality that was once only reserved for the premium German marques.

We aren’t fans of the glossy black trim that surrounds the gearlever and infotainment control wheel, these are frequent touchpoints so it’s likely to get scratched easily. Overall, the quality of the plastics and soft leathers used inside is great.

Infotainment, sat-nav and stereo

One particular highlight of the cabin is the control wheel that can be used to operate the CX-30’s touchscreen. You can use either the wheel or the screen, but we found the display to be a bit of a reach away (especially if you’re tall and have your seat set back), so it makes more sense to grab the control wheel thanks to its position on the centre console next to the gearlever. 

Once you’re familiar with its functions, it’s a breeze to use when you’re on the move, while the separate climate and audio controls on the dashboard are logically laid out. All versions of the CX-30 feature a head-up display, so you don’t even need to take your eyes off the road to check your speed.

The CX-30’s display measures 10.25 inches across, but it has more of a letterbox layout than most rival systems. It’s set high on the dash, which makes it hard to reach, so the control wheel should be the default choice when it comes to controlling the screen.

Expert view, on design

“Some tasks, such as inputting addresses, are tricky to do with the click wheel, but overall the system is logical and easy to understand. Turning the dial to select functions soon becomes second nature. The shortcut buttons around the wheel are useful, too.” - Dean Gibson, senior test editor. Tested the Mazda CX-30 2.5 against a Suzuki Vitara.

It’s more of a crossover than an SUV, so the CX-30 only offers slightly more space than the Mazda 3 hatch that uses the same platform.

Dimensions and size

The proportions of the CX-30, with its long bonnet and curved rear end, mean it looks more like a high-riding hatchback than an SUV. It has the usual black cladding to help with its off-road appeal, though, and the space on offer inside is on a par with rival models such as the Volkswagen T-Roc.

Driving position, seats & space in the front

A sporty driving position is available, because the seat adjusts quite low. It can be set higher, of course, while a wide range of steering wheel adjustment is on offer, too. Higher-spec Takumi cars (and the £1,500 Luxury Pack for Exclusive-Line models) feature a memory driver’s seat.

The wide centre console has space for twin cup-holders and a shelf ahead of the gearlever, while there’s a deep storage bin beneath the armrest. In contrast, the door bins are a little narrow and awkwardly shaped – the armrests above them limit what you can carry.

Seats & space in the back

A curving roofline could hinder rear headroom, although there’s enough of a cut-out in the headlining for it to not be a problem for anyone but the tallest of occupants. 

More of an issue is the shape of the rear doors, because the window line curves down at the C-pillars, which hinders access slightly and also means the rear glass is a little small. It feels a little claustrophobic as a result. Sitting three across the back is possible, but it might get a little cramped on a longer trip. The flat floor helps with foot space for the middle passenger, though.

Rear storage comprises a pair of seatback pockets, while the door bins are designed for drinks bottles and not a lot else. There’s a centre armrest and twin air vents on the back of the front-seat armrest, but no USB ports. The two pairs of Isofix child seat mounts are easily accessed behind plastic covers.

Boot space

You have to lift items over a high lip to get them into the boot, and there’s a step down to the floor on the other side. A volume of 422 litres is decent, while the back seats fold in a 60:40 split to create 1,398 litres of space and a reasonably level floor. Under-floor storage is virtually non-existent, with a recess for the puncture repair kit and nothing else – there’s no space for a spare wheel here.

Expert view, on practicality

“The CX-30 has a 422-litre boot, and that compares with 334 litres available in the Mazda 3 hatch that shares the same platform. In the wider small crossover/SUV market, the VW T-Roc has a 445-litre boot, while the smaller Taigo offers a 440-litre load area.” - Dean Gibson, senior test editor. Tested the Mazda CX-30 2.5 against a Suzuki Vitara.

The CX-30 earned the top five-star rating when it was tested by Euro NCAP in 2019. As part of the test it achieved a score of 99 per cent for adult occupant protection – the best result of any car tested in that year – while the child, pedestrian and assist systems scores were also very strong.

Standard safety kit includes a head-up display, speed-limit assist, lane-keep assist and blind-spot warning, although driver monitoring and front cross-traffic alert (which offers assistance at junctions) are only available on the top-spec Takumi trim.

All of Mazda’s new cars have a fairly standard three-year/60,000-mile warranty, with the only highlight being that European roadside assistance is offered for the same period. An extended third-party warranty that can be had with or without roadside assistance is available separately. This can be paid for in whole or via monthly instalments.

Service intervals of 12 months or 12,500 miles aren’t really anything to write home about. Neither is the price of a three-year service plan, at £759. At least that’s the same cost as a Mazda 3 service plan, and you can add it to any finance that you might take out.

Buying and owning

• Best buy: Mazda CX-30 Skyactiv G Homura

The new 2.5-litre petrol is nearly as efficient as the Skyactiv X, and while it lacks a bit of power in comparison, it’s more than quick enough in most situations. That’s the engine we recommend and Homura trim comes with plenty of kit, too.

Alternatives

Being a crossover means that the Mazda CX-30 treads a gap in the market somewhere between a hatchback and a small SUV. If you don’t need the space, then the Mazda 3 could be enough of a car for you, while other models that are similar in price include the Volkswagen T-Roc, Ford Puma, Kia XCeed, Renault Symbioz and entry-level versions of the Peugeot 408 and Toyota C-HR.

Mazda CX-30 pictures

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