Hyundai Venue VS Mazda CX-30
- Great looks
- Good to drive
- Roomy for its size
- Engine buzzy under load
- Dodgy tyres and steel wheels
- Plastic steering wheel
- Beautiful design
- Great safety gear
- Better practicality than CX-3
- Back seat still tight
- Boot still a bit small
- Engines could be better
I'm sure someone else came up with the phrase micro SUV, because I'm not that original, but they're an intriguing idea. Far too tiny to even offer all-wheel drive as an option let alone a sensible engineering challenge, they're rapidly eating into the sales of lights cars.
Suzuki's Ignis strikes me as the first one to drop but Hyundai's Venue became the most high profile. And soon after its launch we learnt it would not only eat into Hyundai's ancient light car offering, the Accent, it would effectively take it out.
Any hitman will tell you the key to a successful assignment is getting a return for your efforts. I imagine these are the sorts of conversations these people have with their employers. While the Accent is cheap as chips, the Venue, even in the basic Go version, is not. A tick over twenty grand is not what you'd call entry-level...
|Fuel Type||Regular Unleaded Petrol|
Think the Mazda CX-3 is a bit too small for your requirements, and the CX-5’s just a bit too big? If you answered ‘yes’, the new Mazda CX-30 2020 could be what you need in your life.
It’s sized almost the same as a Nissan Qashqai, Mitsubishi ASX and Kia Seltos, though Mazda’s aspirations with this particular SUV seemingly stretch beyond the mainstream players into premium territory. The company is pitching higher-spec models of the new CX-30 as alternatives to luxury compact models - and that’s easy to understand, given it costs almost as much as a CX-5, but you’re not going to be getting as much metal for your money.
So, is the CX-30 premium enough to command its high-ish price? And what’s it like in all the other important ways that an SUV needs to be? I’ll walk you through all that and more in this review.
|Fuel Type||Regular Unleaded Petrol|
The Venue Go is probably the near future of entry-level cars. As the light car market continues to shrink in favour of SUVs (makes note to return to this statement annually to see how long it takes to be laughably wrong), cars like this will become commonplace.
The Venue Go's depth of engineering, half-decent equipment level and pretty reasonable dynamics mean that price aside, the bog-spec car is actually alright.
The Mazda CX-30 is not doubt going to be the right size SUV for a lot of customers out there who think the CX-3 is too small and the CX-5 too large.
More than that, though, it’s an impressive standalone compact SUV that, even if not the most practical choice, has safety and perceived plushness on its side.
For this writer, the pick of the range would be the mid-spec G20 Touring, which has a lot of the luxuries you’d want, a price tag that isn’t too egregious at just below $35k before on-roads, and I’d probably option the Vision Technology package as well.
Check out our 2019 review:
The Venue is a nice piece of design. In Elite form, which I drove a hundred years ago in 2019, it was bristling with cool detailing. The Go, being the taster for the rest of the range, is comparatively stripped back. The 15-inch steelies - while excellent for bashing around town with the expendable hubcaps - do look a bit ridiculous, but if you're not bothered, there's nothing wrong with them.
I quite like the black grille and the otherwise unadorned bodywork, though, and the basic chunky design survives and stands up nicely. Does it look like you've cheaped out? Apart from the wheels, no.
There is no denying that the CX-30 has some beautiful angles, gorgeous lines, and interesting finishes used.
But it’s not so much the ‘new generation Kodo design’ that makes this CX-30 an important addition to the range. Nope, this time it’s all about size.
Mazda Australia says the CX-30 was designed to be city friendly in its size, but still comfortable enough for four adults. I’ll talk about that second claim in the next section of the review, but the exterior size is what I want to address here.
The new Mazda CX-30’s dimensions are: 4395mm long (on a 2655mm wheelbase), 1795mm wide and 1540mm tall. That mightn’t mean much to you, but consider this: it’s as close as it can be to the likes of the Nissan Qashqai, Mitsubishi ASX and Kia Seltos, and that’s clearly becoming a bit of a sweet spot in the small SUV segment when it comes to size.
It isn’t as square-backed as those rivals, with a sleek roofline and adorns the CX-30 with a considerably more sporty look. But as the chief designer for the CX-30, Ryo Yanagisawa, said at the launch, the new model still has elements that help ground it as the sort of ‘active lifestyle’ model that people want, such as the prominent black body cladding around the lower edges of the car.
The look could be enough for you to be sold on the CX-30, and I completely understand that. It is beautiful, and looks stunning with the brand’s signature Soul Red Crystal paint.
But there are some elements that might stand out to you. For me, the 16-inch wheels on the lower grade models look a little too small to fill those black-clad guards. And the fact Mazda has chosen to fit halogen daytime running lights but LED headlights on all but the Astina models is baffling. It’s the same on the Mazda3.
But there are some other bits that are just charming, like the way the blinkers pulse rather than strobe or simply flick on and off. Yanagisawa-san said that was design to issue an emotive response. It works.
Inside there are some really interesting design elements - it may look nearly identical to the new-generation Mazda3, but there are some differences, including the coloured trim bits on the doors and dash. See the interior images to make up your mind on those.
Let's start with the bad stuff. The back seats, while enough to fit two adults for short journeys (as long as the front seats passengers aren't too tall) are pretty sparsely equipped. No armrest, cupholders, air vents, nothing. Just the seats. The doors have bottle holders, to join the front pair for a total of four. Headroom is good, though.
Moving up front, you get two cupholders and a spot for your phone under the centre stack and some space for little bits and bobs.
The boot is an impressive 355 litres, clobbering just about everything in this class and many in the next size up. Hyundai's own Kona (one-size-up), has a 363-litre boot. The false floor in the boot means you can hide stuff under the boot floor, separate your goods or take it out completely for a bit more height.
If you’re considering a small SUV, there’s a chance you fall into one of two camps.
The first is the practical buyer who wants a cleverly packaged SUV, one that some how manages to fit more space into its dimensions than seems physically possible.
The second is the one the CX-30 fits into. It’s for the sort of buyer who wants the typical higher driving position and prioritises the front seat space over how big the boot or back seat is. I’m not saying that if you’re that kind of buyer, you should just get a hatchback. But seriously. Maybe you should. And a cushion so you can sit a little higher.
The CX-30 isn’t as cramped as a CX-3 when it comes to space utilisation, but it does prioritise the up-front experience, that’s for sure.
The dash layout is very familiar to the Mazda 3, with a sleek looking (non-touch) screen floating on the dashboard, a nice digital instrument cluster and head-up display, and quality dash-top, centre tunnel padding and door elbow pad materials. What gets my goat is that the base model has a plastic steering wheel, which betrays the primo push, and I’m really, really not a fan of the blue Maztex fake-leather finish in terms of its colour.
While the media screen is nicer than other models in the Mazda range, it’s not a touch-capacitive unit, and that means your phone mirroring tech - which is designed to mirror your phone’s screen onto a touchscreen, which is why it’s called what it is - is rendered a bit useless, as you have to (rather frustratingly) use the rotary dial controller instead. Imagine using a mouse to play with your smartphone, and that’s about the level of ‘oh that’s just annoying’ you’ll probably experience.
The storage up front is good, with a wide and large covered centre console bin with a nice soft elbow pad on it, plus a pair of cup holders between the seats and bottle holders in the doors (front and rear).
The back seat story isn’t as passenger-friendly. The base model misses out on cup holders and rear seat directional air vents, while the higher grade versions get a fold-down armrest with two cup holsters. There is only one seat-back map pocket across the range, and no model comes with rear seat USB or 12-volt power points.
The space for occupants in the back is also only okay. With the driver’s seat set for my own position (I’m 182cm), my knees were hard against the seat in front. So, knee room is tight, but toe-room seemed fine, and headroom was fine in all but the G25 Astina as it has a sunroof that eats into head space a bit. Three across the back won’t be comfortable, but it is doable for smaller occupants, though there is a large transmission tunnel intrusion in the floor.
Kids in booster seats are likely to be better catered for than youngsters in capsules, though there are dual ISOFIX and three top-tethers.
When it comes to boot capacity, the luggage space could certainly be better. Mazda claims 317 litres of boot room (VDA), which is small for the class. We didn’t have the CarsGuide pram or suitcases on hand to see how it handled that sort of load, but we’ll cover that off in a future test.
Price and features
Starting at $20,190 for the six-speed manual, adding an automatic transmission to the Venue Go lifts the price to $22,210. That's a decent wedge for a tiny car, especially when the larger i30 isn't that much more expensive. Leaves a bit of clear air for the next-size-up Kona, though.
Shipping in from South Korea, the Venue Go is kitted up with 15-inch steel wheels, a four-speaker stereo, air-conditioning, reversing camera, cruise control, automatic headlights with auto high beam, power door mirrors, power windows and a space-saver spare.
How much does a Mazda CX-30 cost? Let’s run through the model range, from base model through to top of the range.
The Mazda CX-30 line-up is delineated by two different engines - and it’s easier to look at it that way, so we’ll take a look at the entry-level G20 variants, all fitted with 2.0-litre front-wheel drive auto model first off (engine specs below).
The G20 Pure opens the range at $29,990 before on-road costs. The Pure model is fitted with 16-inch alloy wheels and a space-saver spare, push-button start, a rear spoiler, tyre pressure monitoring, LED headlights, halogen daytime running lights (DRLs), a reversing camera and rear parking sensors, adaptive cruise control, cloth interior trim, a plastic steering wheel, a colour head-up display, an 8.8-inch multimedia system with satellite navigation, Apple CarPlay and Android Auto connectivity (but no touchscreen), eight speaker stereo, and a 7.0-inch driver information display. Safety spec across the range is generous, but we’ll get to that in the safety section below.
The G20 Evolve adds $1500 to the price, listing at $31,490 (MSRP/RRP). The Evolve adds elements including 18-inch wheels, dual-zone climate control and a leather-bound steering wheel with paddle shifters.
Next up is the G20 Touring, which costs $34,990 and comes with a different grille to help differentiate it from the Evolve, along with additional spec items like advanced keyless entry, an auto-dimming rearview mirror, electric front seat adjustment, front parking sensors and a sunglass storage box. This model marks the point where black leather interior trim is standard.
The top-of-the-range G20 model is the Astina, which is $38,990 +ORCs. That seems a big jump over the Touring, and it adds 12-speaker Bose stereo and the choice of black or white leather, depending on the exterior colour chosen. There’s also LED adaptive headlights with LED daytime running lights, heated front seats and a heated steering wheel. But the Astina also scores the Vision Technology Pack (which costs $1300 on the Touring and $1500 on the lower grade models) and it adds a surround-view monitor with 360 degree camera, front cross-traffic alert, driver monitor and ‘Cruising & Traffic Support’ (CTS) - a semi-autonomous mode for speeds up to 60km/h.
Above and beyond the G20 variants there’s the G25 models, which pack a bigger 2.5-litre engine with more power and torque. These models still have a six-speed auto, but there’s the choice for 2WD or all-wheel drive.
The CX-30 G25 is only available in two trim levels, but with 2WD or AWD. The standard specification list mimics the G20 models, except for the G25 Astina, which adds a tilt and slide sunroof (not a panoramic glass roof).
The G25 Touring is the more affordable, priced from $36,490 for the front-wheel drive model. If you think you need all- wheel drive, you’ll have to add a further two grand to the price ($38,490)
The G25 Astina range-topping version tips at $41,490 for the two-wheel drive, and $43,490 for the AWD - meaning the flagship is close to BMW, Mercedes, Audi and Volvo territory. I guess that’s what premium aspirations will get you.
There’s no denying the CX-30 is equipped decently, especially at the higher levels, but it is perilously close to falling into the ‘expensive’ category if you’re considering what else is out there in mainstream small SUV land.
Colours available for the CX-30 include the following free options: Snowflake White Pearl Mica, Sonic Silver Metallic, Titanium Flash Mica (bronze or brown, depending on who you ask), Deep Crystal Blue Mica and Jet Black Mica. There’s also a few optional colours: Soul Red Crystal, Machine Grey Metallic and the newly added Polymetal Grey Metallic, which is a blue/grey finish.
Engine & trans
A rocket it isn't, with Hyundai's 1.6-litre naturally aspirated four cylinder, with 90kW/151Nm to pull the 1225kg of kerb weight along. Hyundai's in-house six-speed auto supplies the power to the front wheels.
Similar to French rival Peugeot's 'Grip Control', the Venue has a range of settings for low grip situations as well as three on-road modes that seem to be a volume control for the engine.
There’s no doubt the CX-30 is going to appeal to people on its looks, cabin and equipment levels, but the engine story leaves a little to be desired.
That’s because the company is launching this all-new model with similar drivetrains that it has had as part of its stable for the best part of a decade.
The base model G20 is powered by a very familiar 2.0-litre four-cylinder ‘SkyActiv’ engine producing 114kW of power (at 6000rpm) and 200Nm of torque (at 4000rpm). These models are front-wheel drive with a six-speed automatic transmission as standard.
And above that is the expected 2.5-litre four-cylinder ‘SkyActiv’ powerplant, which outputs 139kW of power (at 6000rpm) and 252Nm of torque (at 4000rpm). It comes with a standard-fit six-speed auto, too, and the choice of front- or all-wheel drive. There will be a slight wait time for the AWD models - Mazda reckons they’ll be here in March 2020.
For this writer, if you’re pitching the all-new CX-30 as a premium offering, there’s an argument it should have debuted some new level of powertrain tech - but there’s no hybrid, no downsized turbo, no electric, no plug-in hybrid… you don’t even get to do the petrol vs diesel equation, as there’s no turbo diesel versions of the CX-30 offered in Australia.
Fuel economy for the CX-30 is going to be considered a strong suit. Even if there is no hybrid element to the drivetrain, the company’s engine tech does have efficiency on its side.
The claimed fuel use for the G20 FWD models is 6.5 litres per 100 kilometres. That’s good for the class.
The G25 FWD models claim just a little more, at 6.6L/100km, and part of that comes down to the fact the G25 engine has cylinder deactivation, so it can run on two cylinders under light load.
The G25 AWD fuel use claim is higher, but only just, at 6.8L/100km.
Fuel tank capacity for the CX-30 2WD is 51 litres, while there’s a further small penalty for the AWD system in terms of its fuel tank size: 48L.
This will either make you laugh or scratch you head. Driving the Venue Go reminded me of our (now written-off) Volkswagen Up, a car you can't buy anymore for reasons that are too silly to recount.
Adherents of that car will tell you that it is one of the most over-engineered small cars ever made. It had a great ride and handling compromise, characterful engine and made you smile.
While the Venue's buzzy 1.6 may not match the VW's 1.0-litre triple (or its colossal service costs), everything else about the way the Go drives is very Uppity. If that makes sense.
The plastic steering wheel may not feel all that nice in your hand, but it responds well to your inputs, despite doughy 185/65 tyres on steel wheels, hilariously cartoonish in 2020. This kind of response is unexpected as is the excellent ride for such a small car.
For city-dwellers, the only times these tyres will trouble you will be on greasy roads or if you head out of town on a long trip.
The Venue is perfectly fine when it's one or two up, but start loading in people and the engine starts to complain. Ignore the Sport mode, it just makes the engine buzz unpleasantly and doesn't offer anything the normal mode does. Eco is also a waste of time. Just don't touch that dial and all will be well.
The light steering is always going to be great for parking but is oddly communicative when you're shooting about the back streets. Again, the tyres don't do the change of direction any favours, but it's not a hot hatch, is it? And tyres are easily replaced, the suspension not so much.
The Mazda CX-30 continues the brand’s progress in the world of refinement, and this could be the quietest Mazda I’ve ever driven.
Well, at least in terms of road noise and wind noise, that is - the engines can still be noisy at idle and as revs rise, and that’s more noticeably the case in the G20 versions.
The engines - as detailed above - are largely very familiar, and that means there are similar positives and negatives.
The G20’s engine is a little breathless at times, and the six-speed auto is mostly good at keeping momentum moving, though when not in Sport mode the transmission will tend to upshift to try and save fuel.
The G25 feels more urgent and punchy, and it gets along with more ease than the lesser-engined variants. The six-speed auto, again, shifts well, but wants to stick to higher gears unless you’re hassling the throttle.
Both are arguably more user-friendly than rivals that employ downsized turbo engines, or those with continuously variable transmission (CVT) autos, but both also feel buzzy and less refined in some instances.
The brake performance is okay, but the pedal feel could be better - it’s a bit spongey, and that can sap your confidence a bit when you’re hitting the brakes hard.
The steering is mostly very good, with a nice weighting and feel to it that some other SUVs in this segment simply don’t even come close to. There is some rack rattle and kickback over mid-corner bumps though.
The ride, too, is good most of the time. At higher speeds on the open road it tends to behave more maturely, especially in the base Pure model with the 16-inch wheels clad in 215/65 Bridgestone eco-rubber. These tyres aren’t as grippy as the lower-profile Dunlop SP Sport Maxx on the other models (215/55), but the smaller-wheel package and larger sidewall to the tyre certain helps the ride comfort on jittery surfaces at pace.
As we’ve noted in other Mazda models, the suspension is seemingly less impressive at lower speeds, with sharp edges upsetting the Macpherson front struts and torsion beam rear suspension more notably - once again, it’s worse on the bigger wheel package. Though based on our drive time in the CX-30, it is more resolved than, say, the CX-3, and it feels more than a generation more advanced than that car in terms of overall maturity.
There are also three top-tether anchor points and two ISOFIX points.
The Venue scored four out of a possible five ANCAP stars in December 2019, the fifth star eluding it due to the type of AEB.
The Mazda CX-30 scored a five-star ANCAP crash test rating based on 2019 criteria, and in the process it scored the highest-ever adult pedestrian protection score (99 per cent) for the regime.
It has plenty of safety inclusions as standard, too - not just six airbags (dual front, front side, curtain) and a reversing camera and rear parking sensors, but a standard auto emergency braking (AEB) system with pedestrian and cyclist detection, blind spot monitoring, lane departure warning and lane keeping assist, radar active cruise control, auto high-beam headlights, rear cross traffic alert, traffic sign recognition and driver drowsiness warning.
There’s also an optional additional safety pack, known as Vision Technology ($1500 on Pure and Evolve, $1300 on Touring, standard on Astina) which comprises a 360-degree surround view camera, front parking sensors, a system called Cruising and Traffic support (with a degree of semi-autonomous driving at lower speeds), a driver monitoring camera and front cross traffic alert.
All CX-30 models have a pair of ISOFIX child seat anchor points and three top tether points for baby seats.
You need to service the Venue every 12 months or 15,000km and all Hyundais carry a lifetime service plan, so you know how much a service is going to cost you for the life of the vehicle.
The first five years costs $1575, for an average of $315 a year, which isn't bad at all.
Mazda backs its entire range of models with a five-year unlimited kilometre warranty plan, which is the mainstream standard these days.
The Japanese company does, however, require maintenance more regularly than some rivals, with service intervals set at 12 months/10,000km - not as generous as most others (typically 12 months/15,000km).
The servicing costs are decent, however, with G20 models under the Mazda capped price servicing plan covered for five years/50,000km at an average cost of $327 per visit. The G25 versions are set at an average price of $332.60 per service visit, and that’s for both 2WD and AWD models.
Worried about Mazda CX-30 problems? Concerns over reliability, faults, common complaints and issues? Check out our Mazda CX-30 problems page.