Roadtest Mazda CX-30 SP25
In just five years, the CX-30 has gone from being a fresh face to Mazda’s second most popular model. And now, there’s a new one, writes Matthew Hansen.
The mid-size SUV segment has a clear dominant player; the Toyota RAV4. It is objectively the most popular entry in the class, the yardstick upon which all models hoping to topple it from supremacy are measured.
I don’t think the same can be said of the (admittedly murkier) compact crossover segment. Toyota is represented by the Yaris Cross, Corolla Cross, and C-HR, but none have the same market recognition and sales figures of the RAV4. The Mitsubishi Eclipse Cross, BYD Atto 3, and MG ZS were the best-selling compact crossovers in New Zealand last year. Three very different cars, none with the kind of household-name-cache of a RAV4. At least not yet.
I had this thought while driving Mazda’s updated CX-30. Having never been much of a fan of its smaller CX-3 cousin, the CX-30 – with its sleeker styling and much larger boot – has always appealed more. Dashing looks, solid practicality, a somewhat desirable Japanese badge … maybe the CX-30 is the logical compact crossover segment leader?
The CX-30’s 2024 update is fairly mild, all things considered. It looks mostly the same inside and out, and its line-up is underpinned by three familiar naturally aspirated 4-cylinder petrol engines; a 114kW/200Nm 2.0-litre, a e-SkyActiv X 132kW/224Nm 2.0-litre hybrid (exclusive to the flagship Takami grade), and a 139kW/252Nm 2.5-litre. Each gets the same 6-speed automatic, with front-wheel or all-wheel drive available.
Whilst power and torque digits are unchanged, Mazda says it’s massaged the base 2.0-litre to be more fuel efficient and cleaner at the tailpipe.
Indeed, these improvements are supposedly why the entry-level e-SkyActiv G hybrid is goneburger.
Beyond the musical chairs in the engine department, one of the other biggest changes for this year is the reprisal of a familiar trim level; the pictured SP25. A blackout followup to the CX-30 SP20, but this time paired with the CX-30’s ‘big block’ 2.5-litre powertrain option and frontwheel drive. As with its predecessor, the SP25 is doused with black trim pieces – something the car-buying public here continually froth over for reasons even the Mayans can’t explain. The CX-30 remains a handsome thing, the S-curve in the doors and the plunging character line below the belt complementing its coupelike silhouette.
Pricing has gone up a dash, with the range now starting at $43,390 for the 2.0 GSX front driver, and extending to $57,790 for the Takami all-wheel drive hybrid. This SP25 spec, meanwhile, is priced from $45,990. Solid pricing all round, although it’s worth noting that the base CX-30 is priced rather closely to the base CX-5 — the $44,290 GSX.
The 2.5-litre under the bonnet packs plenty of displacement, but in this naturally aspirated form it is clearly geared towards smooth, effortless commuting over hectic stabs of the throttle between traffic lights.
And it does this very well, cruising along at 100kph in almost complete silence, kicking down and winding up with a decent amount of gusto when you need to get around traffic. Turbocharged fours are pretty good these days, but few can match Mazda’s 2.5 for refinement. It’s also surprisingly fuel efficient. Mazda claims an economy of 7.3L/100km, and we almost equalled that during our testing – seeing best figures of around 7.8L/100km.
Being based on the same platform as the Mazda3, it’s no wonder that the CX-30 is also an excellent corner carver. You might be 45mm higher off the ground than in a 3, but the resolute steering, perfect driving position, and lack of body-roll could convince you otherwise. Within the compact crossover sandpit, the CX-30 is one of the best to drive.
That said, I’m curious about what the SP25 would feel like if Mazda took a more literal approach with its sporting name and gave it the punchy turbocharged 2.5-litre powertrain from the CX-5 SP25T and some spicier rubber. A performance orientated hybrid power train would’ve also been a great fit here, too, and a proper point of difference for the nameplate.
Its ride quality is excellent most of the time, but has its brittle moments when dealing with potholes and speed bumps. The 6-speed automatic can also occasionally fumble gear selection in stopstart traffic, but is smooth once you’re up to speed.
The CX-30’s biggest weapon, in my eyes, is its cabin. It’s gorgeous. The materials, build quality, and switchgear are sublime – the driver-centric dashboard layout being minimalist without sacrificing physical buttons. For the update, Mazda has given all CX-30 models wireless Apple CarPlay and Android Auto, which works seamlessly – something that’s still not a given with some other carmakers.
The SP25 cops similar spec to the GSX, but is elevated with red stitching in its cloth upholstery, auto-dimming rearview mirror, dual-zone climate control, parking sensors, and heated wing mirrors. It also gets reverse and rear cross-traffic AEB added to its suite of safety kit. The 8.8-inch touchscreen (hop into a Limited or Takami to get the 10.25-inch unit) and its ‘iDrivestyle’ dial interface work fairly well, and present nicely. The reverse camera seems to have improved since I last drove a CX-30, too.
At 430L, its boot capacity edges the 428L you get in a Corolla Cross, although it gets rinsed by the Kia Seltos and its 468L of cargo capacity. Still, plenty more practicality than the CX-3’s piddly 350L. It also has much more room than a CX-3 in the back seat, although admittedly the CX-30 isn’t exactly a segment leader in this area, particularly when it comes to legroom. Z
It might not be quite as practical as some of its rivals, but nevertheless the CX-30 remains one of the most compelling crossover packages on the market. And, for the majority, the suave SP25 is likely the pick of the range.