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What's the difference?
Sometimes it’s good to check in on your friends.
You might not have seen them in a while, and they might not be the most recent addition to your circle, but it’s still good to see how they’re doing once in a while.
For this review, we’re checking in with the Mazda CX-30, which we loved when it first arrived, and we of course made some great memories with.
A few years have passed since, and the small SUV space in which it competes has become ever more crowded since.
The question is, should we be spending time with our old pal, the CX-30? Or, is it better spent with one of its new, trendy rivals?
We’ve grabbed a top-spec G25 Astina in front-wheel drive guise to find out.
BMW’s original X2 crossover from 2018 was not a massive sales success in Australia. The related X1, however, was and continues to be a very popular pick in the ultra competitive premium small SUV class.
BMW has flipped the script for the second-generation X2, giving it a dramatic makeover that ushers in a bold design that’s now in keeping with its SUV strategy. That is to offer a ‘conventional’ SUV - X1, X3 and X5 - and then a coupe-style sibling - the X2, X4 and X6 - to sit alongside it.
Beyond the new look there are significant changes throughout the car, including the introduction of an all electric version - the iX2.
We drove the two flagship grades at the international launch in Lisbon, Portugal - the petrol-powered M35i xDrive, and the iX2 xDrive30. They might look the same, but they maintain their own distinct characters. Let’s dive in…
I’m glad we checked in on our old friend, the Mazda CX-30. Despite being a car with two wheels planted in the future, and two firmly planted in the past, it manages to hold the line against many of its newer rivals, both on the cheaper and higher-tech end of the spectrum.
What you see really is what you get with this Mazda; it’s lovely to drive, looks fantastic, and punches above its weight when it comes to cabin ambiance. While what’s under the bonnet might no longer be in vogue, driving this car again has only reinforced its standing as small SUV royalty.
There is little doubt the new X2 represents a vast improvement over the original model. The design alone gives it a lot more presence.
More interior and boot space also helps widen the SUV’s appeal and the significant tech updates are welcome.
It is on the pricey side and there are a few too many options that should be standard.
However, the M35i is hard to ignore as a sporty premium crossover, and the iX2 xDrive30 is the sort of electric SUV that should worry Volvo.
They both have their own distinct flavours, so there’s no dud in this line-up. Of course, we will hold final thoughts for the local launch when we can drive all four grades. But until then, it’s a welcome return to form for the X2.
While the Haval Jolions of the world look ready to hit up the McDonald’s drive thru with their youthful flair, and cars like the Toyota Corolla Cross want to save money and dine at home with their conservative appearance, the Mazda CX-30 looks dressed to impress, as though it should be seen at the valet stand of your nearest Michelin-star restaurant.
A few years of age or not, the design of this car is still spectacular at this price, placing it right at the forefront of looks for the mainstream small SUV segment.
The delicate panel work, signature big grille, and large wheels at this Astina grade match nicely with the minimalist light fittings which themselves come complete with a soft-fade effect for the indicators.
It’s attention to detail like this which makes the CX-30 look like it belongs in a price-bracket above, and demands rivals pay attention.
The interior meets expectations, too, which is no small feat given some cars in this space prove it’s one thing to look great, and quite another to match it with a truly premium feel.
Mazda has done a fantastic job in the cabin which feels the part with an abundance of soft-touch materials, a dark, modern colour scheme, and an overall vibe which is ageing well even compared to more recently launched rivals.
I would go so far as to say, at the Astina grade the CX-30 feels more like it should be competing with Lexus, certainly punching above the mark, even at its mid-$40K price-point.
The second-gen X2 looks very different to the original from 2018. That first X2 had a squat stance, looked more like a hatchback than an SUV, and the glasshouse appeared as though it had been squished into the body of the car.
The 2024 X2 adopts a similar design philosophy to the X4 and X6 - swoopy, coupe-like roofline and liftback, and bold styling elements at the front and rear.
It has a much more upright, flush front end, freshly designed large kidney grille and an edgy headlight design. There’s flared wheel arches and broad shoulders at the rear, as well as a cool new horizontal tail-light signature.
The X2 has grown in size in a big way. It’s 194mm longer, 21mm wider, and 64mm taller than the outgoing model. That naturally means more space inside, too.
Inside there are big changes. The X2 adopts elements introduced by the excellent iX SUV a couple of years ago. They include the curved display, and a floating arm rest with a control panel. Some of this is also familiar from the X1.
The materials mostly look and feel like they are high quality, and there is an appealing minimalism to the overall design and layout. The chunky sports steering wheel is visually appealing, but it’s a bit too thick in my hand.
It looks good and feels good, but is it practical? While the CX-30 is larger than its smaller CX-3 sibling, it still leaves space to be desired, especially compared to some other segment-bending small SUVs it competes with.
The front seat is not where the bad news starts though. It feels spacious enough inside for a couple, with large seats, plenty of space separating the front two occupants, and plenty of comfort on offer with padded armrests on both sides.
There are big bottle holders in the doors and in a flip-open bay in the console (wouldn’t want to interrupt this design… ), and there’s additional storage once you slide and flip open the armrest.
To keep things tidy, your USB and 12V power connections are also located in the console bay. No need for messy cables, and there’s a little divider, too.
On the downside here, there’s a chunk of dead space under the climate unit, which looks like it could be filled with a shelf or, better yet, wireless charger. As it is, it’s just a plastic panel with a small bay underneath which barely fits a phone.
Adjustability is great for the driver, with a reach- and tilt-adjustable steering wheel, and high belt-line offering a sporty hatch-like feel, which I instantly felt comfortable with.
The rear seat isn’t as impressive. While the fancy seat trim and soft-touch points mostly continue, some of the padding in the doors has been replaced with hard plastic, and there’s a raise in the floor to facilitate all-wheel drive on some variants which eats into the centre occupant’s foot space.
Behind my own seating position, my knees have a tiny amount of room, and so does my head, at 182cm tall. Technically, I fit, but it’s close, and feels it.
Rear occupants get a padded drop-down armrest with two bottle holders, an extra two surprisingly large ones in the doors, but no power outlets. There are two adjustable air vents on the back of the centre console.
The coupe-like design also has a cost when it comes to boot space. There’s 317-litres (VDA) of space available, although we could only fit the CarsGuide luggage set when the parcel shelf was removed.
The space is suitable for a couple on a weekend adventure, but a bit tight if you have more requirements, like a pram-age child, for example.
There is an under-floor space which houses a space-saver spare wheel and part of the Bose sound system.
Where the previous X2 was a very small crossover with niche appeal, the increase in size for the new model means more people will be interested in it. Possibly even people with a small family.
Those increased dimensions pay dividends inside, with ample headroom up front and more than enough space across the front row, although the raised armrest console is somewhat narrow.
The seats in both the iX2 xDrive30 and the M35i xDrive are very supportive thanks to ample bolstering, but both were also on the firm side. The iX2’s synthetic leather was slightly more comfortable than the M35i’s sports-focused front seats.
The power-adjustable seats and height- and reach-adjustable steering wheel means it’s not hard to find a decent driving position, but forward vision is impeded by a very thick A-pillar, and the letterbox-like rear windscreen in the X2 means rearward vision is limited. Good thing it has excellent parking cameras and sensors.
Storage is decent in the X2, with room for big bottles in the door cavity, and a few nooks and large open spaces in the console. Although secure storage is limited with the armrest housing a very shallow space. I do like BMW’s phone charger setup. Rather than lying on a pad, it slots into a vertical holder that has a latch to keep it in place when cornering. The only drawback is that you can see the screen which could potentially distract some drivers.
The X2 introduces operating system nine to iDrive, which is housed in the central part of the curved display and operated by touchscreen or the controller on the floating central console. After some familiarisation, the functionality isn’t that much different to the previous version of the operating system. The main menu looks cool and is mostly easy to navigate. The sub-menu icons - of which there are heaps - look a little Microsoft Windows.
The X2 has drive modes that also interact with the interior of the car and change lighting, EV noise and more. They include Personal Mode, Sport Mode and Efficient Mode as standard, but if you opt for (and pay extra for) BMW Digital Premium, the modes extend to Expressive Mode, Relax Mode and Digital Art Mode. Some of these are quite cool, especially some of the EV sounds, but would I use them everyday? Probably not.
The clearest indication of increased space is in the second row. There’s much more legroom than the old X2, and behind my six-foot frame I had enough space with a couple of centimetres between my knees and the front seat backs. Toe room was very limited, however.
The roof has been scalloped out to ensure more headroom, which is welcome given the extra sloping roofline.
There are a pair of USB-C ports back there, lower air vents, map pockets, decent door storage, and a centre armrest with cup holders.
The boot is sizeable, in both engine grades but you only get a tyre repair kit. There is underfloor storage for the charging cables in the iX2.
At 560 litres with all seats in place and 1470L with the second row stowed, the petrol grades have a bit more space than the iX2 at 525L (all seats in place) and 1400L (second row lowered).
When Mazda started what seemed like a push upmarket at the time, the CX-30 was an expensive small SUV. The intention with this car’s look and feel seemed to match the pricing, though, so we all thought Mazda was trying to establish a new semi-premium positioning.
As fate would have it, though, through a pandemic and various fluctuations when it comes to supply and raw material costs, every other manufacturer in this mainstream small SUV space has pushed up the price-scale, too, now making even the more expensive versions of the CX-30 look not so bad value after all.
The specific version we have for this test is the top-trim Astina, using the larger 2.5-litre engine in front-wheel drive form.
The CX-30 range is expansive and confusing, because you can also have an Astina with the smaller 2.0-litre engine, or in all-wheel drive, or even with Mazda’s odd new ‘X20’ engine option which is effectively a supercharged compression-ignition science experiment.
This front-drive 2.5-litre version is probably the pick of the Astina bunch, though, offering the larger engine without the weight or unnecessary cost of all-wheel drive.
Wearing a before on-roads price-tag of $43,310, it now goes into battle with the surprisingly expensive Toyota Corolla Cross (Atmos FWD - $43,550), Honda HR-V (e:HEV L - $47,000), Volkswagen T-Roc (R-Line AWD - $45,200), and the almost as expensive top-spec Kia Seltos (GT-Line FWD - $41,500).
Of course, if these prices, which will approach $50K once you factor in on-road costs, are making you wince, there’s always the more affordable Haval Jolion (from $36,990 for an equivalent high-spec S) or the MG ZST (from $34,990 for an equivalent Essence) from China.
If you’re thinking neither will hold a candle to the Mazda’s dynamics or quality, you’d be right. Read on to learn why.
Before we go on, though, at this Astina grade equipment includes 18-inch alloy wheels, an 8.8-inch multimedia panel with wired Apple CarPlay and Android Auto, LED headlights, a sunroof, heated front seats with power adjust for the driver, a 7.0-inch digital instrument element, surprisingly nice leather interior trim for the seats and wheel, dual-zone climate, a head-up display, and a 360-degree parking camera.
Interesting omissions at this price include a wireless charger, wireless phone mirroring, USB-C connectivity, and while there’s a great safety suite included, there’s also no true hybrid option in the CX-30 range.
In Australia, there will be four X2 grades in total - the xDrive20i and M35i xDrive petrol models, and the iX2 eDrive20 and xDrive30 all-electric models.
The iX2 xDrive 30 and the two X2 petrol grades are expected late in quarter one, or early in quarter two. The iX2 eDrive20 will follow shortly after in the third quarter.
The model grades largely mirror that of the X2’s mechanical twin, the X1, although the X1 is also offered in base front-wheel-drive sDrive18i guise as a range-opener.
At the international launch event, the two grades available to drive were the iX2 xDrive30 and the X2 M35i, so I will focus on those two models when it comes to the driving and practicality sections of this review. But I will detail elements of the whole range in other sections.
That X2 xDrive20i kicks off the range from $75,900 before on-road costs. For that you get features like a leather sports steering wheel, dual-zone automatic climate control, satellite navigation, an automatic tailgate, 19-inch alloy wheels, four USB-C ports and more driver-assistance systems and digital services compared with the previous model.
The $92,900 X2 M35i xDrive adds an extra dollop of performance but also includes 20-inch alloy wheels, a 12-speaker Harman/Kardon sound system, leather upholstery, a panoramic glass roof, a BMW M body kit and more.
The most affordable iX2 is the eDrive20 that kicks off at $82,900, while the iX2 xDrive30 dual-motor all-wheel-drive is $85,700. Both of these currently fall under the luxury car tax threshold at the time of writing.
There are several individual options and options packages across the range that can quickly push these prices up.
The X2 is a bit more expensive than the equivalent grades of the X1. The X2 xDrive20i costs $5500 more than the same X1 grade, while the M35i is only $2000 dearer than the equivalent X1.
For the EV, the X2 price premium is $4000 for the eDrive20 and just $800 for the xDrive30.
When it comes to rivals, pricing is a little higher than similar swoopy small SUVs like the Audi Q3 Sportback when it comes to the petrol models.
For the EV, competitors include the Lexus UX300e ($79,990-$87,665), Mercedes-Benz EQA (from $82,300-$102,579), and the Volvo C40 Recharge ($78,990-$87,990).
This is where the Mazda is really showing its age. G25 variants are powered by a 2.5-litre four-cylinder engine, which isn’t turbocharged, nor is it assisted at the wheels by electric motors in a hybrid arrangement.
It’s punchy enough to keep the pace with most of its turbo rivals, putting out 139kW/252Nm, and some will love the fact it’s paired with a traditional torque converter automatic instead of a rubbery continuously variable or glitchy dual-clutch set-up, but it’s certainly not for the eco-conscious.
Not only is it a relatively large displacement engine, but aside from a start-stop system there’s little to mitigate your emissions. In fact, this unit only complies with Euro 5 emissions regulations, well behind the pace today.
Each of the four grades come with a different powertrain, and the xDrive20i kicks it all off with its 2.0-litre four-cylinder turbocharged petrol unit, making 150kW of power and 300Nm of torque. It drives all four wheels via a seven-speed dual-clutch transmission and can hit 100km/h in 7.4 seconds.
The xDrive M35i ups the fun factor with a gruntier 2.0-litre four-cylinder turbo-petrol unit, driving all four wheels via the same transmission as the 20i, all while delivering power and torque of 233kW/400Nm This ensures a 0-100km/h dash of 5.4 seconds.
The iX2 eDrive20 is powered by a 150kW/247Nm electric motor on its front axle, and the iX2 xDrive 30 uses two motors - one on the front and one on the rear axle for all-wheel-drive traction. The total system output is 230kW and 494Nm and the xDrive30 gets to 100km/h in just 5.6 seconds.
Some bad news, of course, comes at the fuel pump. The official claim for this relatively large engine is a bit bold, at 6.8L/100km on the ADR combined cycle, but if you’re using it for mainly urban duties as we did for this review I wouldn’t be surprised to see figures more in the region between 8.0 and 9.0L/100km.
As it stands, our car produced an average of 7.8L/100km, which is better than expected, but still painful in the era of hybrids and fuel-sipping turbos, especially when fuel is close to $2.00 a litre in most capital cities.
Mercifully, the lack of complexity from this engine does mean you can put bog-standard 91 RON unleaded in the tank.
A fuel-use figure for the xDrive20i is yet to be confirmed, but the front-wheel-drive sDrive20i offered in Europe with a three-cylinder engine sips as little as six litres per 100 kilometres on the combined cycle. Expect the Australian version to be a little higher than that given it’s AWD and has a more potent engine.
The M35i consumes 7.7L/100km.
The high-voltage 64.8kWh lithium-ion battery in the iX2 ensures a driving range on the WLTP cycle of between up to 477 kilometres in the eDrive20 and between 417 and 449km for the xDrive30.
The latter has an energy efficiency range of 16.3 to 17.7kWh/100km, and BMW says you should be able to top up the battery from 10 to 80 per cent in 29 minutes at a fast charging station.
That driving range is not bad compared with the Lexus UX300e and Peugeot e-2008, but not quite as impressive as the Volvo C40 twin-motor.
I missed out on checking the energy efficiency figure of the iX2 xDrive30 following our drive, but after an 88km drive loop, the iX2’s range had dropped by 91km, which is just a 3km difference.
The CX-30 is awesome to drive. In a sea of lacklustre small SUVs, it’s instantly easy to connect with this Mazda. Yes, the engine and transmission here aren’t the most recent additions to the landscape, but they are predictable, smooth, and easy to deal with.
In fact, one thing Mazda is particularly good at is making its entire range feel homogenous in terms of the drive experience, maintaining the great dynamics which the brand has become synonymous with.
The touchpoints continue to be fantastic on the move. The steering feels light and easy to turn at low speeds, but becomes purposeful and full of feel at higher speeds.
The direct feedback on offer from the rack and the firm springs up front give a great handle on what the front wheels are doing.
The overall feel is firm and reactive, ready for action, and while not everyone will love the hard edge to the suspension, it helps the car feel springy and agile in the corners.
You can feel the Mazda 3 DNA on full display when you’re driving this car in haste, and it’s a kind of dynamism which most rivals can’t match, even if the Mazda’s drivetrain is feeling a little low-tech.
You certainly don’t need to worry about the six-speed transmission, which is a smooth-shifting unit.
There’s no glitchy behaviour on hills or from a stop like you might get in a dual-clutch, or rubbery surging under acceleration often delivered by a CVT, just the feeling of the car riding each gear out, and shifting between clearly defined ratios.
Drivers of older vehicles especially will appreciate its instantly familiar feel.
Ergonomically, it’s pretty straightforward, with the one major downside being the dial set-up. We like physical controls rather than touch controls, but Mazda has taken this to the extreme by not making the main multimedia screen a touch unit.
Instead, you’re forced to negotiate with phone mirroring software using a rotary dial, which is at best clumsy, and at worst distracting.
It’s also a tad difficult to see over this car’s high beltline, making it hard to tell where the corners are, front and rear, and a common Mazda problem is the wing mirrors which seem to have a zoom factor on them. Why? It limits your view into the lanes next to you.
Thankfully the active safety suite spends most of its time in the background and unlike some more recent offerings in the small SUV space, not interfering with the excellent drive experience.
The lane keep software is light handed, and the driver monitoring tech is more basic, which is honestly all you should need.
Overall then, the CX-30 is predictable, familiar, and has a fantastic quality to its handling which fits the Mazda brand promise.
Aside from a few blemishes then, it’s one of the best cars to drive in the segment, just don’t expect it to feel as cutting-edge as it could.
The M135i xDriveis undeniably quick off the mark. The lovely 2.0L turbo engine is well matched to the seven-speed dual-clutch and it’s responsive and willing from a standing start and when overtaking.
The engine sounds lovely too, although we suspect it’s amplified in the cabin, and steering is as sharp as it should be in a warmed-up performance SUV. We darted through some very twisty roads outside Lisbon and had quite a lot of fun in the process, so the M Performance badge is justified.
I drove the previous-generation X2 M35i a few years back and was disappointed with the ride quality. It was quite jiggly on uneven road surfaces and way too firm.
While the new version still has a firm tune to aid dynamic driving, it is much more compliant than the old car and overall ride comfort has improved.
The iX2 is also quick off the mark and in xDrive30 guise is only 0.2sec slower to 100km/h than the M35i.
That lively, smooth EV acceleration is present here, adding a sense of fun to the iX2.
It too has sharp steering, and the cabin is hushed. Not just because it’s an EV either. We were on coastal roads on a windy day and there was only a hint of wind noise in the cabin.
In some instances taking corners that had typical European walls or houses right up against the road, the iX2 would slow before I had a chance to tap the brakes. But it was hard to tell if that was a vehicle safety function, or the regenerative braking.
The ride in the iX2 was a bit of a mixed bag. It coped with some of the pockmarked roads exceptionally well, soaking up the imperfections. But then on other roads it was a little choppy.
It also bounces a little when you go over speed bumps, but that’s not exclusively an iX2 trait. I’ve felt it on many an EV, given the placement of the very heavy battery packs under the floor.
On the driving tech front, the X2 has a well executed head-up display projected directly onto the windscreen. It includes the speedo of course, nav guidance, a crystal clear display and more info.
I love the lack of invasive safety tech in the CX-30, but that’s not to say this car lacks any of the required gear.
Active equipment includes freeway-speed auto emergency braking, lane keep assist with lane departure warning, blind-spot monitoring with rear- and front-cross traffic alert, adaptive cruise control, adaptive high-beams, driver attention alert, and traffic sign recognition.
You also score a very nice 360-degree parking camera and sensors, as well as a suite of seven airbags.
The CX-30 scored particularly highly across all of ANCAP’s testing criteria, with a particularly impressive 99 per cent in adult occupant protection. It achieved this rating in 2020.
The X2 and iX2 are yet to be crash tested by ANCAP or Euro NCAP for that matter.
As mentioned, it gets a more generous list of standard safety features than its predecessor. Features include the latest version of BMW’s front collision warning system, auto emergency braking, speed limit detection, active pedestrian protection and a front centre airbag.
All X2s come standard with BMW’s Driving Assistant Professional which features ‘Steering and Lane Control System’, adaptive cruise control with stop and go braking function, and a blind-spot monitor, as well as Parking Assistant Plus with a surround-view camera, reversing assistant and ‘Drive Recorder’.
As with all Mazdas, the ownership proposition is pretty straightforward. There’s five years of warranty, five years of roadside assist, and five years of capped price servicing.
Service costs are pretty tame, too, with our front-drive G25 Astina working out to an average of $360 per year for the first five years.
You’ll need to visit a workshop once every 10,000km or 12 months, whichever comes first.
The X2 range is covered by BMW’s five-year, unlimited kilometre warranty - something the German giant only increased from three years back in 2022. This is now the minimum standard.
The battery warranty for the iX2 is eight years or 160,000 kilometres.
BMW does not have scheduled servicing terms, instead, servicing is condition-based and the car’s computer will alert the driver when to book in for a service.
A five-year servicing package will cost you $3171 for the petrol X2s, while the iX2 is $2186 for six years.