2022 Mazda CX-30 G25 Touring review

8.1/10Score

Things we like

• Great to look at
• Interior lifted by red upholstery
• Lovely to drive

Not so much

• Slightly tight rear seat
• Why no turbo power yet?
• SP additions only cosmetic

8.1/10Score

Things we like

• Great to look at
• Interior lifted by red upholstery
• Lovely to drive

Not so much

• Slightly tight rear seat
• Why no turbo power yet?
• SP additions only cosmetic

The Mazda CX-30 was the right plug for the gap in the Japanese company’s range. That gap was between the ageing (but still quite good) CX-3 and all-conquering CX-5. I know the gap was there from personal experience because I begged my father to wait for the CX-30’s arrival rather than go for the larger CX-5 that he patently doesn’t need. He just thought – for so-far unarticulated reasons – that the CX-3 was too small. For he and my mother.

Point being, of course, that the gap existed and needed plugging. If you’re going to do it, you may as well take the excellent Mazda 3 chassis, slap on a bigger body but keep the interior largely identical, whack on a few more dollars to the price because it doesn’t seem to bother buyers and you have yourself a COTY-winning plug.

It’s better than just a plug, though. When some carmakers are considering what to do in the same situation, the first attempt is often half-baked. On the cheap, if you will. Since its triumph in the pages of Wheels magazine, the range has received an annual tweak and, like the 3, picked up the SP black pack, which as it turns out is slightly less black than on its sedan and hatch counterpart.

Pricing and Features

As is Mazda’s habit, there are approximately one billion versions of the CX-30. A mild exaggeration, yes, but few manufacturers are as game to offer so many variants within a range as Mazda. It didn’t work for Jaguar because it was a colossally expensive exercise but it clearly is working here.

The CX-30 Touring SP can be had in either front-wheel drive or all-wheel drive versions, both of them packing the now middle-of-the-drivetrain-list 2.5-litre four-cylinder petrol.

Another two other engines can be found across the range, the basic 2.0-litre (front-drive only) and a fancy-pants 2.0-litre combining compression and spark ignition with a rather cheeky “hybrid” badge on it. Having driven a car so-equipped can’t really work out why you’d want it. Although that’s irrelevant here because you can only get the larger engine with this spec.

The FWD car is priced at $39,190 before on-road costs while the all-wheel-drive machine I had comes in at $41,190 plus on-road costs, adding not just dollars but around 100kg in weight.

You get 18-inch alloys, an eight-speaker stereo, dual-zone climate control, cameras in all directions, reversing camera, front and rear parking sensors, powered front seats, sat-nav, auto LED headlights, auto wipers, keyless entry and start and a space-saver spare.

In the SP specification, you get glossy black 18-inch alloys with Toyo tyres, blacked-out mirror caps and burgundy-coloured leather seats and trim bits to replace the brown (ahem) of the Touring.

Take the excellent Mazda 3 chassis, slap on a bigger body but keep the interior largely identical, and you have yourself a COTY-winning plug

The media system is powered by the latest version of Mazda Connect on the very fetching 8.8-inch screen mounted on the dash away from your grubby digits. The reason it’s so far away is that it’s not a touchscreen; you control the whole shebang from the console-mounted rotary dial.

Its basic software looks terrific and is easy to use although, with USB-connected Android Auto and Apple CarPlay, the dial control can test your patience. You also get sat-nav and DAB+ digital radio.

The SP also has the Vision Technology Pack and that means a properly comprehensive safety package. You get seven airbags, ABS, stability and traction controls (including mild offroading support), blind-spot monitoring, forward and reverse auto emergency braking, front and rear cross-traffic alert, forward collision warning driver attention detection, lane-keep assist, lane departure warning, traffic sign recognition and intelligent speed assist.

Obviously, it scored five ANCAP stars when tested in 2019.

Comfort and Space

The CX-30 has a beautifully designed interior. There’s nothing whacky or “goodness, that’s clever” but it’s a model of clarity and deeply sensible ergonomics. Everything falls easily to hand, the materials are top-notch and with the SP’s burgundy leather, it’s not as dark as lower-spec CX-30s in the cabin.

Smaller Mazdas tend not to be market leaders in cabin space and the CX-30 is no different. The boot starts at a small-for-its-class 317 litres, rising to 422 or 430 litres with the underfloor storage, depending on spec. Mazda doesn’t supply a figure for when the 60:40 split-fold seats are, but bet on around the 1000-litre mark.

The CX-30 has a beautifully designed interior. There’s nothing “goodness, that’s clever” but it’s a model of clarity and deeply sensible ergonomics

Front and rear-seat passengers each score a pair of cup holders and a bottle holder in each door. The centre console bin is a small but useful space and the glove box is tiny, presumably in the interest of offering more knee room.

Rear-seat passengers get roughly the same deal as those in the 3 except for the middle passenger.

There is a reasonably chunky transmission tunnel that robs the middle occupant of precious foot space. It will do the job for most city trips. Headroom isn’t super generous, either, but I’m okay at almost 180cm and fit comfortably behind my own driving position.

On the Road

The Touring SP features the always-preferred (for me, anyway) 2.5-litre four-cylinder SkyActiv petrol engine, paired with a six-speed automatic and, as I’ve already mentioned, the car had was equipped with all-wheel drive.

Outputs of 139kW at 6000rpm and 252Nm at 4000rpm are far from startling, especially when kerb weight tips over 1500kg. It means a hard-fought 0-100km/h time of just over nine seconds. Not bad, but you’ll notice the effect of more people and things in this naturally-aspirated, torque-light configuration, but Mazda has so far resisted throwing in the excellent turbo 2.5.

The real deal here is the chassis. Mazdas are terrifically balanced machines and what’s more important about that is that each car has its own unique character. The engineering teams don’t try and chase MX-5 feel in a CX-30 and that’s a good thing because it would make the latter not very nice.

Even on 18-inch wheels, the ride is plush and forgiving. The CX-30 rolls more noticeably in fast cornering than the 3, but that’s got a lot to do with the extra height and weight. It’s all very well controlled and passengers don’t even really notice. The front end is eager to change direction and the traction of the all-wheel-drive set-up makes it feel very secure in the wet and dry.

It’s an eminently comfortable cruiser, cheerfully knocking over the miles. The 2.5-litre has the distinct advantage of being able to shut down cylinders when in a level cruise to reduce fuel consumption. It’s quiet and composed and you only get a mild racket from the tyres if the surface is terrible. Which in Sydney is an unfortunately common proposition.

The real deal here is the chassis. Mazdas are terrifically balanced and each car has its own character. The engineering teams don’t chase MX-5 feel in a CX-30 because it would make the latter not very nice

It’s very happy around town, too, and the lovely thin-rimmed steering wheel is just right for all the maneuvering and turning in and out of the cut and thrust of suburban and urban driving. The transmission calibration also does its best to make it feel sprightly, although do expect to get rinsed by plenty of other cars on the road.

The penalty for that does come through in the extra 100kg of weight and the inevitable whack at the petrol station. Mazda claims 6.8L/100km on the combined cycle but the best I could do was 9.3L/100km.

Ownership

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Mazda offers a five-year/unlimited-kilometre warranty and five years of roadside assist.

Despite having a naturally-aspirated engine, Mazda wants to see you every 12 months or 10,000km for a service, an impost usually reserved for turbo-engined cars in most rivals.

Mazda’s Service Select program lists the price of each service up to the fifth. Total cost over five services is $1700 at an average of $340 per service. You’ll pay either $322 or $367 on each visit, plus extra items listed on the website for things like filters and brake fluid.

VERDICT

As with the 3, SP spec is a good one on the CX-30 but unlike the 3, it’s not the pick of the range. I would stick with the Touring if I really wanted the 2.5L engine or drop down to an Evolve, although neither has the Vision Package as standard, so do your sums.

The CX-30 is still a terrific car, though, and after more than two years on sale, still punches on quite happily with the vast amount of competition available. The SP makes no real mechanical difference but it’s just a nice little addition to the range, with a brighter cabin and a slightly tougher appearance.

Its overall excellence, regardless of specification, more than vindicates its COTY win.

2022 Mazda CX-30 G25 Touring specifications

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