Mazda CX-30 review

Mazda is usually happy to do things its own way and not follow the crowd. That means the CX-30 has some unconventional features compared to most rivals. Things like an engine lineup without turbocharging, or an infotainment screen that wants you to use a rotary dial rather than prod it with your finger, are both slightly left-field choices compared to today's most popular models.

Another aspect of Mazda's approach to car-building is its attractive, eye-catching styling language. Every car in its range has a similar front-end look – beady headlights that frame an imposing, shield-shaped grille, with swoopy, flowing styling that carries on down the car's flanks. In that regard, the CX-30 is no surprise, with slick looks that we suspect will age well over time. Its SUV credentials are evident from its taller bodywork but the CX-30 completes the tough, off-road-inspired look with some thick plastic cladding above its wheelarches.

The CX-30's cabin is simple and elegant, with a fairly minimal layout, although the brand hasn't exorcised all physical buttons from the cabin like brands including Volkswagen and Volvo. What seals the deal is the material and build quality that underpins the interior experience. You'll find soft-touch and plush surfaces across most places you see and feel, and there's no creaks or rattles as you go over speed bumps or potholes.

All models are well equipped, with alloy wheels, adaptive cruise control, rear parking sensors and an infotainment system with Apple CarPlay and Android Auto all included as standard. Moving one notch up to SE-L Lux trim (now called Centre-Line) adds a reversing camera, two-zone climate control, heated front seats and keyless entry. Going higher in the trim selection adds luxuries like leather upholstery, a powered boot lid and an upgraded Bose sound system – these are nice but most buyers can do without them, so there's no need to hold out for a high-spec CX-30.

As mentioned, one of the uniquely 'Mazda' aspects of the CX-30 is the fact it doesn't use turbocharged engines, unlike almost all rivals. Instead, Mazda fits its either clever high-compression e-Skyactiv G or e-Skyactiv X engines. These return decent economy figures and feel smooth and responsive in the real world. However, buyers used to the low-end grunt of turbo engines might find they have to adjust their expectations when driving the CX-30.

The engines may not have a big thirst for fuel but the CX-30 isn't really a budget option in this class. If affordability is top of your mind, you might be better off with cars like the Skoda Kamiq, SEAT Arona or Citroen C3 Aircross. However, the CX-30 wants you to think of it as a premium car and, compared to the likes of the BMW X1, Audi Q2 or Mercedes GLA, it's substantially more affordable whether you're buying new or used. That might be enough to swing the needle in the Mazda's favour.

If Mazda wants to be taken seriously against the premium German options in the segment, it has to bring its interior A-game. Thankfully, the CX-30 delivers with a stylish, understated design, and plenty of soft-touch materials and aluminium-effect details throughout. Build quality is high, with no creaks or rattles over bumps, and all the switchgear feels robust in your fingers.

It's a thoughtful design, too. Mazda hasn't succumbed to the trend of fitting touch-sensitive controls to the dashboard, with proper clicky buttons for the climate control and stereo interface, plus physical infotainment shortcuts around the rotary controller. All of this ultimately means there's little guesswork when you're looking for a particular function, and you don't have to go hunting through as many menus to change settings.

There is something a little 'old school' about Mazda's approach, however. Compared to the IMAX-like widescreens you'll find in a BMW X1 or Hyundai Kona, for example, the Mazda's single central infotainment screen and small digital speedo are hardly cutting edge. For us, the instrument cluster is immediately clear and intuitive to use, without the overload of information and graphics some competitors have taken to shoving in the driver's eyeline. Obviously, this leaves you with few configurability options, but you might prefer that to an entirely screen-based approach.

Another infotainment area that immediately feels a bit 'last-gen' is the fact the screen isn't a touchscreen – for the most part. If you're stationary and using the included Apple CarPlay or Android Auto, the screen will respond to your finger. When you set off, or try to use any of the Mazda's built-in infotainment features, however, you're forced to use the rotary controller between the front seats. The controller is intuitive and the on-screen menus are neatly laid out, so this isn't too much of a hassle, but it's an unusually strict approach. To be fair, the central screen is mounted quite far back on the dashboard, so reaching it with your hand can be a stretch.

The CX-30 is just a touch under 4.4 metres long. Similar in length to cars like the Hyundai Kona and Toyota C-HR, and just a little shorter than cars like the Nissan Qashqai, Cupra Formentor and Kia Sportage. In the metal, it doesn't feel like a lofty SUV, with a comparatively low and curved roofline. Its fairly modest dimensions mean the CX-30 should be easy to use in tight city streets, but expect to rely on the standard rear parking sensors quite a lot as rear visibility isn't great. All-round sensors and a reversing camera are fitted from SE-L Lux/ Centre-Line trim and up.

Small SUV buyers appreciate a car that's easy to park, but they're often looking for a car that's practical, too. On that front, the CX-30 falls a little short. Space in the front is plentiful, so even the very tallest of adults should be able to fit without hassle, but rear-seat space is underwhelming. Position a tall adult up front and their seat back will eat up almost all the rear legroom, so even medium-sized people will struggle to sit behind them. Access to the rear is far from best-in-class, too, with doors that don't open very wide and a noticeable downward sweep from the roofline that you'll have to duck under. Headroom is better in the CX-30 than in a Mercedes GLA, however.

The boot's 430-litre on-paper figure is strong for the class, beating out the likes of the Skoda Kamiq and falling just shy of the Volkswagen T-Roc. However, that number doesn't seem to translate into a very useful space, with the CX-30's angled rear window limiting the overall height of the cargo area. It'll be enough to for a pushchair or a big shopping haul, but it doesn't have the outright carrying ability of some boxier SUV rivals.

At least cabin storage is fairly generous. The door bins and glove box are a useful size, and there's a deep central storage cubby between the seats that doubles as your armrest.

There's just two choices in the CX-30 engine lineup – both 2.0-litre, non-turbo petrol units with Mazda's clever high-compression tech and mild-hybrid assistance. A six-speed manual comes standard on both engines with the option of a six-speed auto, while the more powerful e-Skyactiv X model also has optional all-wheel drive.

The decision to omit turbo boost is a bit unconventional these days, but Mazda believes it leads to better real-world efficiency. We did appreciate the quick responses and light, fizzy nature of our 122hp e-Skyactiv G engine, but there's no question you have to rev it out a little more to get the same performance as its boosted rivals. If you've gotten used to the low-down muscle of a turbo engine, you might feel a little underwhelmed by the Mazda's powerplant.

Once you've acclimatised to the Mazda's engine feel, however, it's very pleasant to use in practice. You can make small, accurate adjustments to the throttle – while in moving motorway traffic, for example – without any of the unpredictability that comes from a turbo engine going on and off-boost. As a further plus point, non-turbo engines reward you for revving them out, which means the CX-30 feels more eager if you stir the gearbox and engage in some sportier driving.

We've not tried the 186hp e-Skyactiv X engine in the CX-30 yet but, based on our experience in the mechanically related 3 hatchback, we reckon it'll be a good, but not essential, upgrade. It also has a rev-happy nature that favours top-end horsepower over low-down grunt, but you're only going to notice its extra pep if you explore the furthest reaches of the throttle pedal. Nevertheless, it benefits from Mazda's extra-nerdy spark-controlled compression-ignition tech, which means its mpg figures actually beat the lesser 122hp engine.

Mazda has more than a few fun-handling cars in its lineup, so we were a touch disappointed to find the CX-30 isn't particularly exciting behind the wheel. That's especially a shame when you consider that its revvy petrol engines reward enthusiastic driving, and a sportier setup might've suited the car's character better. Cars like the Ford Puma and Cupra Formentor, plus Mazda's own 3 hatchback are more engaging on a twisty road.

As a daily driver to get you from point A to point B, there's little to criticise. The handling is safe and secure, with lots of grip and stability, even over scruffy surfaces. Its controls are well weighted and intuitive, too, without the oddly heavy steering feel we found in the larger CX-60, so there's little guesswork about how far to turn the wheel or how hard to press a pedal.

It's just not a lot of fun. There's noticeable body roll that immediately blunts the feeling from the car's front end, and the harder you push the CX-30 into a corner, the more lean you're rewarded with. As a result, you never get the sense the car feels game for sportier driving, which feels a bit at odds with its styling and responsive petrol engines.

On the plus side, ride quality is reasonably good. The suspension has to be fairly robust to handle the body motions of a taller SUV, but impacts from potholes or speedbumps are mostly dampened before they make it to the base of your seat. Vibrations from poor road surfaces are minimal, too, even on cars with the upgraded 18-inch alloy wheels. This, plus engines that settle down to a quiet hum at speed, means the CX-30 is a fairly easy car to rack up big mileages in.