Mazda CX-30 VS Audi Q3
- Beautiful design
- Great safety gear
- Better practicality than CX-3
- Back seat still tight
- Boot still a bit small
- Engines could be better
- Standard tech features
- Fun but grown-up design
- Massive boot
- 35 TFSI underpowered
- Sporty but harsh suspension
- Still just a three-year warranty
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 previous Audi Q3 was like an archetype German businessman. Practical, at times harsh, and ruthlessly efficient, it was the kind of SUV that was good at meeting its KPIs.
Now, though, we’re greeted by an all-new-generation Q3. It’s a bit more fun, a bit more rebellious, a lot more high-tech, and, alarmingly, it looks up to SUV rock stars like the Lamborghini Urus.
But as much fun as it all might seem, the Q3 has an important job, and that’s to carry Audi’s premium small-SUV message to a new generation of buyers, as well as the sensible last-gen Q3 fan. Audi even has big hopes that this car will be over-represented in its 2020 sales mix.
No pressure, then. Can the youthful new Q3 really take on all that’s been asked of it? Read on to find out.
|Engine Type||1.4L turbo|
|Fuel Type||Premium Unleaded Petrol|
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:
Audi’s new Q3 feels fresh, high-tech, and polished. All things the small SUV will need to be as the brand places ambitious hopes on its little shoulders.
As it is now one of the most spacious small SUVs in the premium segment, it also proves you don’t have to sacrifice practicality for luxury.
While this entry-level 35 TFSI ships with a so-so engine, keep in mind that it is far from the definitive Q3 experience. There’s much more to come with the rest of the range, later in 2020.
Note: CarsGuide attended this event as a guest of the manufacturer, with travel and meals provided.
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.
I mentioned the Lamborghini Urus before, because there are more than a few little nods to Audi’s Italian subsidiary in the new Q3’s design. These stem from the larger Q8’s bold design language and will make themselves even more apparent in the upcoming Q3 Sportback (due later in 2020). Here in the regular hatch, the aggressive, angular influences are still subtly apparent.
It’s just a lot more fun to look at than its predecessor, yet the hatch at least runs the fine line of not looking too controversial for fans of the more conservative, outgoing model.
Highlights include the new grille, rhomboid air dam bits around the edges, a lower splitter and Audi’s new upright grille, which unites its SUV range.
Down the sides there are the strong bulges over the wheel arches, on the body line above the doorhandles and, from the rear, a progression of the previous car’s bulbous edges, now with a more angular bent.
The LED headlights tie the front end together in style. The pictures somehow don’t quite do it justice, because it’s even nicer to look at in the metal.
The inside is where the real wow factor is, however, with the Q3 presenting an almost shrunken-down version of the Q8’s tech-laden interior. It’s nice to see a strong design theme here, with a dash that cascades down in layers, centred by an asymettrical multimedia interface, and a massive 10.1-inch screen, tipped slightly towards the driver.
It’s in danger of looking busy, but somehow all the parts and disparate materials work together nicely. It’s probably do do with the way all the hexagonal silver frames complement each other, as well as the surrounding switchgear.
It’s a lovely place to be, surrounded by such slick design, but it’s not without its flaws. Chinks in the Q3’s luxurious armour include the oddly tall gear knob, which looks like it would be more suited to a $20k Volkswagen Polo, and the abundance of firm surfaces around your knee and elbows.
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.
Put simply, the Q3 is brilliantly packaged. Sure, it’s bigger, having grown its wheelbase by 77mm over the previous model, but it really makes the most of every extra millimetre.
Front passengers get a customisable space, with plenty of movement in the front seats (despite that lame manual adjustment) and a fully telescopically adjustable steering column. Visibility is excellent for the driver, with big, upright glasshouse-like windows and chunky mirror fittings.
All the digital displays are fast to operate and present slick designs, but a few shortcut buttons would have been welcome for the multimedia system. I was pleased to see that Audi has stuck with analog dials for quick and easy control of the dual-zone climate system.
Storage areas for front passengers include large bottle holders in each door card, dual bottle holders in the centre console - with a neat slot separating them, suited to a phone - a Qi wireless charging bay in front of the geark nob, also suited to wallets and phones, as well as your standard-fare glovebox and a smallish centre console.
All seats get leagues of headroom, and there was still great legroom behind my own driving position in the back seat ( I’m 182cm tall). That said, the Q3 is more of a four-seater for adults. The centre rear seat is truly tiny, and legroom is interrupted by the transmission tunnel, which will facilitate all-wheel drive in future variants.
The rear seats also get those big bottle holders in the doors, as well as a set of adjustable air vents, a 12-volt power outlet and two USB-C outlets on the back of the centre console.
Saving the most impressive Q3 practicality trick for last, we come to its luggage area. At a minimum, with the rear seats in their default position, it weighs in at 530-litres (VDA). That’s a lot more than the BMW X1, X2, Benz GLA, Lexus UX or Mini Countryman. In fact, it’s easily playing in a load area in the segment above. The only luxury small SUV that pips it here is the much more expensive Range Rover Evoque.
But that’s not all, because the Q3 has its second row of seats on rails, meaning – if your passengers don’t need any semblance of legroom - you can expand it to well over 600L, or with the seats down, a maximum of 1525L. That's massive.
The luggage shelf can also be stowed under the boot floor – where an unfortunate compromise lies in the form of a space-saver spare. It would be nice to see a full-size spare for the Australian market.
Price and features
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.
The Q3 needs to plug an important gap in Audi’s lineup where it’s losing sales to recently launched competitors. These include the BMW X1 or X2, the Lexus UX, and the Mini Countryman.
There’s also a new Mercedes-Benz GLB on the way, plus a new-generation GLA, so keep an eye out for those. Audi will be.
Price-wise, the Q3 enters Australia in just one variant, the entry-level, petrol-powered 35 TFSI, offered at an MSRP of $46,400.
While it’s marginally more expensive than its entry-level, luxury small-SUV competitors (and about on par for power, too) it’s the standard equipment list that truly shines in the Audi.
Even this entry-level Q3 gets 18-inch alloy wheels, a 10.1-inch multimedia touchscreen, built-in sim card supporting online sat-nav, a wireless hotspot and over-the air updates for three years, Audi’s signature 10.21-inch digital dash, Android Auto connectivity and wireless (!) Apple CarPlay, complete with a wireless-charging bay, dual-zone climate control, real leather interior trim, an electronic tailgate with gesture control, and full LED front lighting.
Deep breaths. Did you get all that? There’s no subscription required for the wireless Apple CarPlay (I'm looking at you, BMW) and it’s particularly impressive to see the electric tailgate as a standard inclusion. Audi says the new Q3 ships with $12,000 worth of inclusions over its outgoing equivalent. Not bad at all.
My biggest complaint with the entry-level configuration was the somewhat non-premium feeling of the manually adjustable seats.
Electrically adjustable seats are part of the Q3’s remarkably short options list, which consists (for now) of the ‘Style Package’ ($1900), which includes 19-inch wheels, full colour body paint (removes the contrast black bits), and aluminium highlights, or the ‘Comfort Package’ ($2600), which includes electrically adjustable heated front seats, auto-folding and dipping wing mirrors with an electro-chromatic (auto-dimming) rear-vision mirror, and adaptive cruise control.
Alternatively you can bundle some of those bits together with the limited “Launch Edition” variant ($52,750), which includes a unique 19-inch-alloy design, metallic paint, privacy glass, auto-folding and dimming mirrors, customisable interior LED lighting, electrically adjustable and heated seats, a 360-degree parking suite, and adaptive cruise control.
The only other standalone options are limited to a Bang & Olufsen premium audio system ($900) and a panoramic opening sunroof ($2250).
Expect that lineup to get more complicated with the launch of 2.0-litre, all-wheel-drive and RS variants, as well as a Sportback body style later in 2020.
For now, though, the Q3 justifies its slight extra spend over its competitors with an impressive list of standard inclusions.
Engine & trans
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.
For now the Q3 is available with only one engine option, a 1.4-litre, four-cylinder turbo producing 110kW/250Nm. Although power figures are on par with its main competitors, it still feels underwhelming for a premium product.
The 35 TFSI drives the front wheels only via a six-speed version of the brand’s ‘s-tronic’ dual-clutch automatic.
A more powerful 2.0-litre petrol engine with a seven-speed dual-clutch and all-wheel drive (the 45 TFSI Quattro) will arrive later in 2020, but the 2.0-litre 35 TDI diesel available overseas has been ruled out for 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.
It would seem unfair to comment on the 35 TFSI’s fuel usage over our brief and enthusiastic drive program around Byron Bay.
This engine and transmission combination produces an official combined-fuel-consumption figure of 7.2L/100km for the base car with no inclusions, or 7.3L/100km in the Launch Edition trim.
For the record, our two-day drive program had most cars producing figures around the 8.0L/100km mark. Competitors claim lower numbers but are measured to a previous, more lenient official measurement standard.
The Q3 has a stop/start system to help trim fuel usage down in traffic.
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.
This new Q3 manages to feel lighter, more agile and more engaging behind the wheel, despite its engine, which had to try rather hard to keep up with the demands on our drive program.
There's quite often a second of turbo-lag to deal with, or a slightly reluctant transmission finding the right gear when you blast around a corner. Once that turbo peak torque does arrive, however, the Q3 skips ahead at a decent pace, befitting its new look and sporty demeanour.
For everyday sort of driving scenarios it’s powerful enough, but at freeway speeds it does feel like the engine has little in reserve for those moments where you need a burst for overtaking.
The engine itself is reasonably quiet, only revealing a satisfying bumble past about 4000rpm, but road noise was worse than I expected, even on the smallest 18-inch wheels.
The steering is excellent. It’s light, but full of feel in the corners, and confidence in the twisty stuff is backed by independent rear suspension.
Similarly to the previous-generation Q3, the suspension tune is hard. Combine that with the Q3’s newfound light feel and it’s almost as though you’re piloting a very upright hot hatch.
This proved entertaining for blasting around country B-roads, as we did at the launch, but I could easily envision the springy and at times crashy ride getting tiresome on routine commutes.
It has to be said that many buyers looking to a premium SUV will be looking for that sporty feel, despite being a bit at odds with the 35 TFSI’s base engine.
Again, we’ll be keen to get our hands on the incoming all-wheel-drive variants, as well as optional adaptive dampers, which will be available later in 2020.
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.
The Q3 now scores the all-important set of active items as standard across the range, including auto emergency braking (AEB – works from 5km/h to 85km/h for pedestrians or cyclists, and up to 250km/h for vehicles), blind-spot monitoring (BSM), lane-keep assist (LKAS) with lane-departure warning (LDW), Rear cross-traffic alert (RCTA), and driver-attention alert (DAA).
Sadly, active cruise control lives on the options list as a part of the ‘Comfort Package,’ or as standard on the Launch Edition.
The Q3 was awarded a maximum five-star ANCAP safety rating in time for its launch, sporting six airbags as well as the expected stability and brake controls.
While it might not have as comprehensive an active-safety suite as some non-premium cars, it’s still well ahead of the BMW X1 and Benz GLA, while falling on a par with, or just ahead of, the Mini Countryman and Lexus UX.
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.
Audi, along with many other premium automakers, lags behind the industry-accepted standard with a lacklustre three-year, unlimited-kilometre warranty. BMW is sticking with a similar promise and, unsurprisingly, so is Mercedes.
Lexus is only marginally better, with four-year coverage. It would be nice to see a premium manufacturer take some initiative here (especially since much of the Audi running gear is the same as the VW stuff, which is covered by an extra two years of warranty).
The Q3 will need to be serviced once a year or every 15,000km and capped-price servicing is covered by pre-packaged ‘Service Plans,’ which can be purchased at the same time as the vehicle. Pricing is TBA on the new Q3, but the previous one cost $1610 for three years or $2590 for five. That's premium-car cheap.