Manage your account
Take a look at the Mazda lineup, and a pretty clear pattern emerges. Mazdas are often among the most rewarding cars to drive in their respective segment, but they're rarely the most practical. Mazda cabins typically are nicer than you find in rivals, but their infotainment systems demand a learning curve. We find them to be handsomely styled without excessive adornment, but their shapely proportions rarely make for the roomiest interiors. All this is true even with the brand's entry-level Mazda3 sedan and hatchback, and it's also true of the CX-30, whose marketers would insist is an SUV but which could also be seen as a tall hatchback.
As with most other Mazdas, the CX-30 lineup is bifurcated by powertrain—regular and turbo, both identically sized four-cylinders. A 191-hp naturally aspirated 2.5-liter four serves base-engine duty, while a 250-hp turbocharged 2.5-liter powers the higher-end trims like our test car.
The turbo engine makes the CX-30 preternaturally quick for a vehicle of this size and shape. Subcompact SUVs are some of the most underpowered members of the national motor pool, but not this turbocharged Mazda. It scoots to 60 mph in 6.2 seconds and zips from 50 to 70 mph in 4.1 seconds. Both results are well ahead of its base-engine sibling, which takes 7.5 seconds to saunter to 60 and 5.1 seconds to climb from 50 to 70.
Mazda pairs the CX-30's turbo engine with all-wheel drive and a six-speed automatic. In addition to its foul-weather sure-footedness, all-wheel drive helps keep torque steer at bay. While the six-speed automatic is preferable to a CVT from a drivability standpoint, it's not overly eager to downshift unless you switch it into Sport mode—but with the turbo engine's chunky 320-lb-ft torque peak at a low 2500 rpm, there's not much need to keep the engine wound up.
Shop New Cars Shop Used Cars
A CVT, or even a conventional automatic with more gears, would probably help the CX-30 eke out better fuel economy. As it is, that's not a strongpoint for this model, with EPA numbers of 22 mpg city and 30 highway. That's a ride down from the nonturbo's 26 city and 33 highway and pretty much the same as the significantly larger CX-50 Turbo (23/29 mpg).
The CX-30 doesn't go in for the off-road cosplay that's currently all the rage. No knobby tires, no chunky roof rack, no raised ride height—though there is a fair bit of cladding around the wheel arches. Drivers can select an off-road drive mode, which alters the tuning of the drivetrain and the stability-control system, but otherwise, this Mazda is optimized for pavement duty. Our test car's Bridgestone Turanza EL440 all-season tires delivered 0.83 g of lateral grip, and they helped haul the car to a stop from 70 mph in 174 feet. The well-weighted steering is much like what you'll find in the Mazda3 sedan and hatchback, and the CX-30 is more at home on a winding road than many of its ilk. On 18-inch wheels, the ride is firm but not harsh.
The driver's environment of this Mazda also exceeds the standard of this class, at least in terms of design and materials. Your elbows rest on nicely finished, padded surfaces; smooth, high-quality leather wraps the steering wheel; and the seats are well shaped and comfortable. The CX-30 dates back to the 2020 model year, and it still features a pleasingly tactile array of real buttons and knobs for climate control functions. We approve.
The infotainment display is larger here (10.3 inches) than in some of the lesser trims but still may strike some as smallish. It's operated via a rotary controller on the center console whose logic isn't always clear. The system does support wireless Apple CarPlay and Android Auto, however. Most will be able to adapt to the infotainment, but those of larger stature won't adapt well to the rear seat. The space back there is tight even for average-sized adults, and fitting a rear-facing child seat may be a nonstarter. Similarly, the CX-30's luggage hold isn't as big as some rivals', but we did manage to fit seven carry-on-size suitcases behind the rear seats.
The CX-30 Turbo's pricing reflects its maker's premium aspirations. The least expensive Turbo model is the Carbon, which starts at $34,635—a $3000 upcharge over the base-engine Carbon Edition. The top Turbo trim level, the Premium Plus, comes in at $38,645 before options.
Those numbers are well above what you'd pay for the least expensive subcompact SUVs but are also less pricey than premium-brand entrants such as the Volvo XC40 and BMW X1—although they begin to overlap the Acura ADX and Lexus UX. In short, its positioning mirrors other Mazdas, and with similar pros and cons. This subcompact SUV apple didn't fall far from the family tree.
You Might Also Like
Car and Driver’s 10 Best Cars through the Decades
How to Buy or Lease a New Car
Lightning Lap Legends: Chevrolet Camaro vs. Ford Mustang!
Car accessories
Help
About us
About our ads
Licensing
Sitemap
Follow us on
© 2025 Yahoo. All rights reserved.
