Infiniti Q30 vs Mazda CX-5

What's the difference?

The Q30 Sport is a left-field choice in the premium hatch segment. For those who don’t care about badge equity and are looking for something different, the Q30 provides maybe 70 per cent the feel of its well-established competition while offering decent value courtesy of standard safety and spec inclusions.

The biggest letdown is how much better it could be with just a little extra in every department. Even in this top-spec the drive experience is a bit generic, and it’s missing an up-to-date multimedia experience limiting its appeal to a younger audience.

Even with its promising mixed heritage, the Q30 hardly feels more than the sum of its parts.

The Mazda CX-5 Evolve kicks some goals and with its comfortable on-road handling, robust safety equipment and practical interior, it’s still a solid choice for families looking for a mid-sized SUV. The only thing it’s missing is a hybrid powertrain, which would make this already well-rounded package even more compelling.

The Q30 drew more than just looks for its badge. It genuinely looks like a concept car from a motor show stand. Not the paper mache Mars rover early prototype kind, more like the six-months-before-production kind.

It’s all swoopy with curves cutting all down the sides, and Infiniti has done a good job imprinting the brand’s signature design queues – like the chrome-framed grille and notched C-pillar - on the front and rear three-quarter views.

It’s genuinely hard to tell it shares major componentry with the last-gen (W176) A-Class from the outside and I’d place the overall look somewhere between Mazda and Lexus’ design languages for better or worse.

While the front is swoopy and resolved the rear is a bit busy with lines everywhere and bits of chrome and black trim all over the place. The tapered roofline and high bumpers set it apart from your regular hatchback fare. 

It might grab the eye for the wrong reasons, but it certainly gives the Q30 a slick look when viewed in profile. I wouldn’t call it a bad looking car, but it is divisive and will appeal only to certain tastes.

Inside is simple and plush. Perhaps a little too simple when compared with the new (W177) A-Class with its entirely digital dashboard or the 1 Series with its M bits. One could even argue the Audi A3 has done ‘simplicity’ better.

The seats are nice in the two-tone white-on-black trim and the Alcantara roof is a premium touch, but the rest of the dash is a bit too basic and dated. There’s a smattering of buttons down the centre stack which are replaced with more intuitive touchscreen functions on most rivals, and the 7.0-inch touchscreen looks small, distantly embedded in the dash.

The materials are all nice to the touch, with most important touch-points clad in leather, but it also feels a little claustrophobic, with the abundance of dark trim, thick roof pillars and a low roof-line, especially in the back seat. The switchgear, which is mostly dropped straight out of a Benz A-Class, feels good.

The next-generation Mazda CX-5 is bigger than before, but it retains the sleek body lines and understated styling that have made it such a handsome SUV. The wider front end and repositioned grille give it a more purposeful look than the outgoing model, while the 17-inch alloy wheels keep things suitably restrained.

Inside, the cabin doesn’t feel too basic despite the cloth upholstery. There are plenty of soft-touch materials, a pleasant dashboard and some new technology, including the 12.9-inch multimedia display. You lose most of the physical buttons, though, so there’s a little less of that traditional Mazda tactility.

The fabric seats are cosy and the extra interior space is definitely noticeable. Overall, there is still an understated elegance to the CX-5’s cabin.

Infiniti calls the Q30 a “crossover” rather than a hatchback and this is best reflected through its pumped ride height. Rather than hugging the ground like the A-Class or 1 Series, the Q30 sits propped up, almost like a small SUV.

There’s also the QX30 which is an even more pumped version of this car complete with plastic guards in the vein of Subaru’s XV. The QX30 is also your only way to all-wheel drive now that the Q30 is front-wheel drive only. 

While the extra ride height means you won’t have to worry about scraping expensive body panels on speedbumps or steep ramps you won’t be wanting to get too brave off the tarmac.

Interior space is fine for front passengers with plenty of arm and legroom, but back seat passengers are left with a small, dark space which feels especially claustrophobic. Headroom is not great no matter which seat you’re in. In the front seat I could almost rest my head on the sun-visor (I’m 182cm tall) and the back seat was not much better.

Rear passengers do score nice seat trim and two air-conditioning vents though, so they haven’t totally been forgotten.

There’s average amounts of storage up front and in the back, with small bottle holders in each of the four doors, two on the transmission tunnel and a tiny trench – useful for keys maybe – in front of the air-conditioning controls.

Even the centre console box is shallow, despite a large opening. Once I had collected enough loose objects on my trip I started to run out of room for things in the cabin.

There are nettings on the back of the front seats and an odd extra one on the passenger’s side of the transmission tunnel.

Power outlets come in the form of a single USB port in the dash and a 12-volt outlet in the centre box.

The boot is a much better story despite the swoopy roofline with 430 litres of space available. That’s bigger than the A-Class (370L), 1 Series (360L), A3 (380L) and CT200h (375L). Needless to say, it ate up two large duffle bags and some extra items we brought with us for our week-long trip.

This is due to its impressive depth, but it does come at a cost. The Q30 only has the sound system’s base and an inflator kit under the boot floor. There’s no spare for long distance trips.

One irritation I have to mention is the shift-lever, which was annoying in its tilt-shift operation. Often when trying to change to drive from reverse or vice versa it would get stuck in neutral. Sometimes I wonder what’s wrong with a shifter which locks in position…

The front seats are a particularly comfortable place to spend time, with wide seat bases and plenty of elbow room. Getting in and out is easy thanks to the wide door apertures and 205mm of ground clearance and there’s enough space to settle in for a longer journey.

There’s also plenty of useful storage up front, including a large glove box, dual-opening centre console, cupholders and bottle holders, plus a dedicated phone tray with wireless charging. You get a 12-volt socket and two USB-C ports for keeping everything else topped up.

The 12.9-inch multimedia screen replaces Mazda’s familiar rotary selector with touchscreen operation, which I find easier to use. The updated operating system takes a little while to get your head around and there’s no native sat nav, but otherwise it feels functional and fresh for the new-generation model. Wireless Apple CarPlay and Android Auto are standard, with CarPlay maintaining a solid connection throughout my week.

The extra size of this next-generation model is more noticeable in the back, where improved leg- and headroom is good news for taller adults on longer trips. The rear doors open to almost 90 degrees, making it easier to access the ISOFIX child-seat mounts and three top-tether anchor points.

There’s not a huge amount of extra family-focused kit back in the rear row, but you do get directional air vents, storage bins in each door and a centre armrest with cupholders. My nine-year-old was comfortable, although he did point out the lack of a charging port during a road trip.

And, as a parent, I had one other gripe: keeping the fabric seats clean from my kid’s shoes in rainy weather. Let’s just say some seat covers might be a worthwhile investment.

The boot offers up to 466L with all seats in use. That’s not the largest capacity in the class, but it was more than enough for my little family of three this week. I like the level loading floor, although the boot itself is quite tall, which can make lifting heavier items in and out a little awkward.

I’m also pleased to see a spare tyre, even if it is only a space-saver. And while a powered tailgate would be handy, at this price point I don’t think you’ll really miss it... until you’re standing there with your hands full!

There are five variants available for the third-generation Mazda CX-5, and we’re in the second-from-base Evolve grade for this review. It has a competitive $42,990, before on-road costs price, which puts it neatly among its key rivals. The Hyundai Tucson Hybrid starts at $42,850, while the Kia Sportage SX+ petrol begins at $45,580 and the Toyota RAV4 GX 2WD Hybrid at $45,990, all before on-road costs.

On price alone, the CX-5 looks well placed. But there’s one notable difference - all three rivals offer hybrid powertrains in their respective ranges, while the CX-5 currently does not. And as hybrid power becomes increasingly common in this segment, that omission could prove harder for Mazda to overlook.

The Evolve grade enjoys some solid features though, including:

• Heated front seats
• 12.9-inch multimedia touchscreen
• 10.25-inch digital instrument cluster
• Wireless Apple CarPlay/Android Auto
• Bluetooth
• AM/FM/digital radio
• Leather steering wheel
• Dual-zone climate control
• Two 12-volt sockets
• Wired/wireless phone charging
• Cloth seats
• Keyless entry
• Keyless start
• Rain-sensing wipers
• Electric/auto-folding side mirrors
• LED headlights
• LED DRLs
• Reversing camera

For 2019 the Q30 has had its list of engines trimmed from three to just one. The diesel and smaller 1.6-litre petrol engines have been culled, leaving a 2.0-litre petrol.

Thankfully, it’s a strong unit producing a once-V6-range 155kW/350Nm across a wide band from 1200-4000rpm.

It feels responsive and isn’t let down by a slick-shifting seven-speed dual clutch automatic transmission.

The new-generation A-Class equivalent, even in 2.0-litre A250 guise produces less torque with outputs of 165kW/250Nm, so for the money the Infiniti scores a solid serving of extra punch.

The CX-5 is all-wheel drive and powered by a 2.5-litre four-cylinder petrol engine producing 132kW of power and 242Nm of torque. It has a braked towing capacity of up to 1800kg, giving you the option of some light towing on the weekends, while the six-speed automatic transmission shifts smoothly through its gears.

But there’s no escaping the fact that most of its key rivals now offer hybrid powertrains, and you can feel the absence of one here. The CX-5’s petrol engine is perfectly capable, but it doesn’t have the same efficiency advantage that many buyers in this segment are increasingly looking for.

Over my week-long test the Q30 returned a figure of 9.0L/100km. I was a little disappointed with this figure given much of the distance covered was cruising at freeway speeds. 

It’s made worse when you pitch it against the claimed/combined figure of 6.3L/100km (not sure how you could achieve that…) and the fact that I left the irritating stop-start system on for much of the time.

For a leader in the luxury hatch class consider the Lexus CT200h which makes full use of Toyota’s hybrid drive and pitches a fuel consumption figure of 4.4L/100km.

The Q30 has a 56-litre fuel tank and takes a minimum of 95 RON premium unleaded.

The CX-5 has a 58-litre fuel tank and claimed combined cycle (urban/extra-urban) fuel consumption of 7.4L/100km, giving it a theoretical driving range of up to 783km. That’s a solid range for a family-sized SUV and means you won’t be constantly thinking about your next fuel stop.

My real-world fuel use settled at 7.8L/100km after a week of longer highway stints and urban trawls, so it’s not too far off Mazda’s official number.

Still, this is where I’d like to see a hybrid powertrain join the CX-5 range. The fuel economy is reasonable, but with so many rivals now offering hybrid options, Mazda is starting to leave some efficiency gains on the table.

Thanks to its shared underpinnings with the A-Class the Q30 Sport drives largely like you would expect a premium hatch to drive. It’s just lacking a bit of character.

The engine is responsive, the transmission is fast and the availability of peak torque from just 1200rpm will lead to spinning the front wheels if caution is not applied. Power is no real issue.

Although Infiniti says it has tuned the Q30 in Japan and Europe, the ride has an undeniably Germanic flavour. It doesn’t feel quite as tight as the A-Class or 1 Series but it doesn’t feel as soft as the CT200h, so it strikes a decent balance.

The Q30 uses MacPherson strut suspension in the front and multi-link at the rear, more suited to a premium car than the torsion bar rear on the new Benz A 200.

The wheel has a nice amount of feedback, and thankfully doesn’t use the larger Q50’s strange ‘Direct Adaptive Steering’ which has no mechanical connection between the driver and the road.

If you’ve driven a decently-specified A-Class before the drive experience will feel familiar. The added ride height seems to remove a bit of feel from the corners, however.

There’s also the inclusion of three drive modes – Economy, Sport and Manual. Economy mode seems to be the default with Sport simply holding gears for longer. Steering-wheel mounted paddle-shifters could be used to mill through the seven gears in 'Manual' mode, although this didn’t add much to the experience.

The addition of active cruise control and adaptive high beams proved to be fantastic for reducing fatigue on long highway stints during the night, but the lack of a padded surface on the inside of the transmission tunnel proved uncomfortable for the driver’s knee on longer trips.

I persisted with the stop-start system to test it, but it proved slow and irritating. Under normal circumstances it would be the first thing I’d turn off.

Visibility was also a bit limited out the rear three quarter courtesy of the low, swoopy C-pillars.

The CX-5 feels composed around town, with power delivered smoothly for everyday driving. But when you need to punch it off the mark, there’s some noticeable lag, and you have to work the engine harder to find the power when tackling a steeper hill at higher speeds. It’s capable enough, but it can feel like you’re asking a little more of it than you should.

The suspension has a firm edge to it, but I like how responsive the steering feels. The CX-5 is genuinely enjoyable through corners, with a dynamic feel and very little body roll.

The cabin is also impressively quiet, with minimal road or wind noise creeping in at higher speeds. Visibility is good through the front and sides, although the A-pillar can get in the way at times.

The reversing camera provides a clear view, while front and rear parking sensors make manoeuvring easier. Overall, it’s not a difficult SUV to park, despite its larger dimensions.

The Mazda CX-5 has a maximum five-star ANCAP safety rating from testing conducted in 2025, with strong results across all four assessment categories.

It scored 90 per cent for adult occupant protection, 91 per cent for child occupant protection, 93 per cent for vulnerable road user protection and 87 per cent for its safety assist systems.

Other equipment include:

• 10 airbags
• Blind-spot monitoring
• ISOFIX child seat mounts
• Three top-tether anchor points
• Driver attention alert
• Driver monitoring
• Front collision warning
• Front cross-traffic alert
• Lane departure alert
• Lane keeping aid
• Rear cross-traffic alert
• Reversing camera
• Traffic sign recognition
• Autonomous emergency braking (AEB) - operational from 0-180km/h.

As with all Infiniti products, the Q30 is covered by a four-year/100,000km warranty and a three-year service program can be purchased with the car. Pricing was not available for the 2019 Q30 model year at the time of writing, but its 2.0-litre turbo predecessor averaged $540 per service once a year or every 25,000km.

Credit where credit is due, the Q30 edges out the European competition by a year of warranty length and general service pricing. This market segment is still wide open for a manufacturer to take the lead offering five or more years of warranty coverage.

The CX-5 is covered by Mazda’s five-year, unlimited-kilometre warranty, which also includes five years of roadside assistance. It’s a solid offering, although longer warranty terms are becoming increasingly common in this segment.

Servicing is reasonably priced at around $440 per service over seven years, and the intervals are well spaced at every 12 months or 15,000km, whichever comes first. That should make ongoing ownership relatively straightforward for families.