Mazda CX-30 VS BMW X2
- Beautiful design
- Great safety gear
- Better practicality than CX-3
- Back seat still tight
- Boot still a bit small
- Engines could be better
- Great to drive
- Looks good
- Bargain in its segment
- Silly C-pillar BMW logos
- CarPlay is subscription-based
- Rear middle seat not very comfortable
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|
As is often the case, BMW has come late to a really good party. One imagines there was some chatter about making a quick X1 but that would have been an answer to a question few people thought to ask. It's not a racy-looking machine and perhaps its more prosaic aims as a compact SUV ruled it out. Or the hangover from the weird first generation.
The X2's Paris Motor Show debut a couple of years ago signalled BMW's second entrant in the compact SUV segment, but this one looked fast standing still. Most of it made it to production - including the C-pillar BMW badges, sadly - but there was no promise of a fast one.
Weirdly, the Australian market hasn't really taken to the X2 as enthusiastically as I thought it might and I wondered if it was because there was no headline act - Mercedes has the guilty pleasure of mine, the AMG GLA45, and Audi the completely bonkers RS Q3. But the headline act has arrived in the form the of the X2 M35i - perhaps this will suddenly get us a bit more interested.
|Engine Type||2.0L 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:
If the X2 M35i doesn't wake Australia up to the charms of the X2, then perhaps we're dead inside. This car is brilliant fun, reasonably practical and goes about the business of going fast with a childish glee.
Unusually for BMW it's extraordinarily competitively priced and by competitive I mean cheaper than its obvious rivals by quite some margin. One of its rivals is faster but it's also harder to live with and the other one is old and about to depart this Earth.
What this car also tells us is that despite BMW's smallest cars going to four-cylinders and front- or all-wheel drive, the fast stuff is in no danger of being boring.
Does the BMW X2 light your fire? Or does Audi or Mercedes have your heart? Let us know in the comments.
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.
The X2 is by far the prettiest of the even-numbered Xes. While it shares a lot of heritage with the X1, the shorter X2 is way cooler. Designed by Sebastian Simm, it's a bit more at the lifestyle end of things. The headlights are sleeker than the X1, it has its own distinctive rendition of the BMW kidney grille (it looks like it's upside down) and on the M35i, it's satin grey rather than chrome. Like other BMW SUVs - sorry, SACs - the wheel-arches are squared off a little, for more "stance" according to Simm. I'm a big fan of the shapely rear lights, too.
The nose is quite high and bluff, but the efforts to stop it from being too square-rigged has worked wonders - only from some angles does it look a bit like it kissed a wall.
The M35i features a huge set of 20-inch alloys that look the business, deeper front and rear bumpers and those dud silver caps on the mirrors.
Inside, it's pretty familiar and the tail-end of BMW's long-standing design philosophy. Lots of grey plastic, a small, hooded instrument pack and a decent-sized screen perched on the dash. I liked the Alcantara trim on the seats but wasn't a fan of the 90s-looking blue pattern on the seats.
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.
The X2 is smaller than the X1 and if you step out of the latter, you'll notice. The roof is lower and its shorter overall, meaning some compromise. But only a little. The rear seats have plenty of room for people up to 180cm, with the roof lining thinning for that extra bit of headroom and just enough legroom, as Richard Berry discovered when he first drove the car.
The boot starts at 470 litres with all seats in place and then 1355 with the 40/20/40 split-fold rear seats down.
Front seat passengers have two cupholders under the centre stack and a couple of slots for odds ends. All are covered by a sliding two piece cover. The armrest contains the wireless charging cradle and, as I've already said, won't hold an iPhone XS in its sliding plastic jaw - it won't open wide enough.
Rear seat passengers score a further two cupholders and each door has a bottle holder and pocket.
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.
I often find that those late to a party bring the cheapest bottle of wine, having been caught short by their own tardiness. BMW has done something similar here - the X2 M35i is $16,000 cheaper than the RSQ3. It's a whopping $23,200 cheaper than the GLA45. Context: you could get a top-spec X2 and a Suzuki Swift Sport for similar money to the flagship GLA.
Obviously it's not cheap, and it isn't as powerful as the AMG, but it's a lot of money saved and little, if any, performance lost.
Standard on the Australian-delivered X2 M35i are 20-inch alloys, a 12-speaker Harman Kardon stereo, electric tailgate, keyless entry and start, power everything, electric and heated front seats, auto LED headlights, auto wipers, sat nav, front and rear parking sensors, cruise control, dual-zone climate control, Alcantara on the seats, auto parking, head-up display and run-flat tyres.
The 8.8-inch screen on the dash runs BMW's iDrive 6.0 software with its impressive sat nav and easy-to-use rotary dial interface. Apple CarPlay is standard as a three-year subscription (ie you have to renew it), which is a start, at least.
If you get the $2900 Enhance Package you get a big panoramic sunroof, metallic paint and wireless charging for your phone. That last thing is extra useful as CarPlay is wireless in BMWs (hurrah!) but bigger phones don't fit in the charging unit (boo!). Luckily there's a USB port to keep you going... but only one up front. In the rear there are two fast-charging USB-C ports.
My test car didn't have the package but had the sunroof ($2457 on its own), wireless charging ($200) and Driving Assistant Plus ($910, includes lane keep assist).
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.
BMW's B48 modular 2.0-litre four-cylinder can be found across front, rear and all-wheel drive cars in both BMWs and Minis. The X2's Mini origins means its engine is slung across the engine bay - sDrive X2s are front-wheel drive.
Developing 225kW and 450Nm, this engine might fall short of the AMG's hand-built 2.0-litre and Audi's 2.5 five cylinder, but it's more than enough for to send the M35i to 100km/h in 4.9 seconds. You can activate the launch control if you want, but the all-wheel drive system and eight-speed ZF automatic are perfectly capable of doing the job.
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.
The usual government-approved lab testing produced a combined cycle fuel efficiency figure of 7.4 litres per 100 kilometres, aided by stop-start and braking energy recovery.
Pops and bangs cost fuel, though, and they're fun and who doesn't like a poppy-bangy performance car? I certainly like it, which means I burnt through fuel at a rate of 9.7L/100km. On reflection, that's not terrible for the kind of performance on offer.
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.
Down to business. The X2 M35i is terrific fun.
The engine is a good place to start. Fitted with a silly farting and popping exhaust that appeals to my inner eight-year-old, it's a BMW with plenty of character from the get-go.
Flooring it from a standing start means a brief interlude while the twin-scroll turbo starts spooling up and then wham, you're in second and passing 100km/h. Once you're underway, the transmission keeps the M35i on the boil, giving you that lovely big slab of torque when you need it for overtaking or hauling out of the corners.
Speaking of which, the fitment of a proper mechanical limited-slip differential up front is inspired. You can pile into corners indecently quickly and then get back on the power very early, the front wheels sorting themselves out and drawing the car tightly to where you point it. It's a familiar feeling to the GLA45 but without the underpadded seats and hard-riding nonsense that goes with it. Both are on a different planet to the hilarious RSQ3.
The ride is a point worth dwelling on - it's really good and it all happens without adaptive damping like on the other two. It won't be winning any straight spine awards, no, but the combination of grippy seats and good compliance over lumps and bumps means the M35i is surprisingly comfortable. It rides no lower than an M Sport pack equipped X2 but the M magic has wrought a much more responsive front end, a sticky rear end and a good time lesser X2s don't have.
And of course, you want the brakes to back-up the power. The M Performance brakes are very strong and filled me with confidence. Some people complain about BMW brakes but that absolute hammering they need before these complaints arise seems churlish.
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 X2 has six airbags, ABS, stability and traction controls, reversing camera, forward AEB (only at low speeds - it works at up to 50km/h, and can reduce the speed of the car to 15km/h, but won't stop it completely), with pedestrian detection, lane departure warning, auto high beam, speed sign recognition and reminder. There is no adaptive cruise and no high-speed AEB, and no rear AEB, blind-spot monitoring or rear cross-traffic alert.
There are three top-tether restraints and two ISOFIX points.
The X2 scored five ANCAP stars in February 2018.
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.
BMWs leave the dealership with a three-year/unlimited kilometre warranty with roadside assist tossed into bargain. Three years is a bit ho-hum for lesser machinery but appears fine up here in the German layer of the atmosphere.
You can prepay your servicing for five years. BMW has long called their service intervals "condition-based servicing." Basically, the car tells you when to come in for a service. You can buy the basic service package for $1550 upfront, which is the same as the lower models, so that's not bad.
By contrast, the GLA45 will cost you $2880 over just three years (second and third services are $1152 each) and the RSQ3 will shake you down for $2320 over three years or $3380 over five.