Mazda CX-30 vs Honda CR-V

What's the difference?

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.

The most-expensive version of the latest Honda CR-V is one of the most convincing family-orientated mid-sized SUVs in Australia, regardless of price and positioning.

For efficiency, economy, driveability, packaging, safety, quality, refinement and value-for-money, it is an outstanding value proposition. Don't buy a RAV4 or Forester hybrid before checking this one out.

We cannot wait for the e:HEV hybrid powertrain to filter down to cheaper grades, to make the best CR-V in decades even more accessible.

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.

Though considered handsome, the CR-V has never been a style leader. Function over form has always been its calling card, and Number Six is no exception.

Cleanly drawn, with boxy proportions and a blunter, squarer nose providing a contemporary if somewhat bland appearance, the Thai-built Honda lives on the larger end of the mid-sized SUV scale, resulting in lots of space and practicality.

Yet there are interesting and worthwhile details to explore, like narrower-than-usual windscreen pillars for exceptional forward vision.

The same applies to the considered positioning of the exterior mirrors, minimising blind spots, while deep glass areas allow light to flood in.

The stylish, Volvo-esque L-shaped tail-light graphic probably connects most clearly with past CR-Vs, giving the latest version an elegant overall presence.

Compared to the old model, the latest version's wheelbase has been stretched by 40mm to 2700mm, while front and rear tracks are 10mm wider, coming in at 1611mm and 1627mm, respectively.

Note that the front-drive models' ground clearance is 198mm – 10mm less than on the (non-hybrid-only) AWD grades.

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.

Little wonder the CR-V was the world's third most-bought SUV worldwide in 2023. It's big enough for most families' needs... and then some.

This is immediately apparent the moment the big doors are opened up nice and wide, revealing an airy, spacious and extremely user-friendly interior.

The Japanese brand has striven successfully for greater visual symmetry, harmony and operational simplicity in the dashboard's design and layout.

And, sure, the 9.0-inch touchscreen lacks the wow factor of vast buttonless displays as found in flashy alternatives such as the disappointing Chery Tiggo 7, but it works very effectively.

Hondas have always nailed the driving position bit down pat, and the RS is no exception, with ample seat and steering column adjustment, considered controls placements and unimpeded views of the instrumentation and road ahead due to the aforementioned thin pillars.

The instrumentation cluster is an electronic set-up offering the driver the choice of either super crisp and ultra-clear analogue dials, or somewhat fussier bar graphs, with a digital speedo augmenting both.

There's so much to enjoy and so little to criticise inside Honda's mid-sized SUV. Along with space to stretch, the front seats are notably comfortable and supportive, as several hundred kilometres sat ensconced in them proved. Both sides have electric adjustment at this price point, too.

Ventilation also rates highly, with the honeycomb full-dash-length grille and lovely toggle switches bringing aesthetic and tactile delight, respectively.

And, reflecting the CR-V's US focus, storage is on a large and helpful scale, offering bottle holders in the doors amongst other places to stash things in and on.

Moving to the rear seat area, entry/egress is ridiculously unimpeded, with a decently-shaped bench.

Families are also likely to appreciate series-best legroom, backed up by a handy amount of girth – always a good thing.

You're also met with occupant-facing air vents, overhead grab handles, even more door storage, the obligatory folding centre armrest with cupholders, front-seat-sited map pockets and a pair of USB-C outlets.

However, the standard sunroof does rob some headroom so people taller than about 180cm had better try before they ride, though the 60/40 backrest reclines to 16 positions and that's helpful here.

Being a hybrid, the RS e:HEV misses out on the sliding bench which adjusts by 190mm in other CR-Vs.

Vision out is exemplary back there, enhancing an already spacious and airy ambience. But if the front seat area majors on Japanese quality, the rear is hardly premium, with plenty of dreary cheap plastic trim, betraying the Honda SUV's focus on the price-driven American market. But nothing squeaked, rattled or broke, thankfully.

Further back, the tailgate rises remotely quickly enough, and there's quite a wide and long area to store things, but the electrification elements make for quite a high and uneven floor – though a deep bin area is also provided to hide stuff in.

There's also just a can of goo in lieu of a spare wheel.

Cargo capacity rises compared to the previous CR-V, ranging from 589 litres with the rear seats up, to 1636L, or 1072L if measured only to the window line.

At the time of writing, choosing the hybrid version over the regular petrol-turbo CR-V means forking out for the top-of-the-line RS. Less expensive (and luxurious) hybrid grades are expected soon.

Starting from $59,900 drive-away, it isn't cheap, especially as its two closest rivals – the RAV4 Cruiser Hybrid and Nissan X-Trail Ti e-Power e4orce – offer all-wheel drive (AWD) for around the same price, while the Honda is front-wheel drive only.

At least the RS e:HEV isn't short on equipment, especially safety, with 11 airbags, Autonomous Emergency Braking (AEB), blind-spot alert, lane-keep assist, rear cross-traffic alert and adaptive cruise control included. Check out our safety section below for more details.

Being the CR-V flagship, you'll also find adaptive LED headlights, a panoramic sunroof, dual-zone climate control, leather upholstery, powered and heated front seats, a 9.0-inch touchscreen, sat-nav, wireless Apple CarPlay/wired Android Auto, Bose premium audio with 12 speakers, digital radio, a wireless charger, privacy glass, hands-free powered tailgate, roof rails, front and rear parking sensors and 19-inch alloys.

Note, however, there is no spare wheel, just a tyre-repair kit. Not good enough. For why, please see the Cost of Ownership/Warranty section.

There's also five years' free subscription to 'Honda Connect', bringing remote-control operation for climate control, lights and locking/unlocking, trip log data, location status, geo-fencing and emergency callout.

What's missing? Along with the aforementioned AWD, some rivals at this price point include larger alloy wheels if that's your thing.

Otherwise, the RS e:HEV brings plenty of features to the table. Sadly, not of the picnic variety, however, unlike in the first two generations of CR-V (1997 and 2001).

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.

The CR-V hybrid is powered by a 2.0-litre four-cylinder direct-injection Atkinson Cycle petrol engine.

Married to a pair of electric motors that make a combined power output of 152kW, it delivers a system total of 135kW at between 5000rpm and 8000rpm, as well as an impressive 335Nm of torque from 0-2000rpm.

It sends drive to the front wheels via a single-speed electric continuously variable transmission (e-CVT), featuring deceleration paddles that help redirect regenerative braking energy back into the battery.

Tipping the scales at 1771kg (kerb), the power-to-weight ratio is 76.2kW/tonne. Not great, but the e:HEV's brawn lies in its hefty torque output.

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.

Like Toyota's hybrids, Honda's do not need to be plugged in; the small 1.06kWh lithium-ion battery fitted is charged by either the engine or via regenerative braking energy.

Honda says the e:HEV RS on the Urban, Extra Urban and Combined cycles should average 4.9, 5.8 and 5.5 litres per 100km, respectively. The latter figure equates to a carbon dioxide emissions rating average of 125 grams/km.

Fitted with a 57L fuel tank, that means the driver can expect to achieve about 1035km between refills – and on 91 RON regular unleaded petrol at that.

Out in the real world, we managed a still-laudable 6.5L/100km during our time with the RS e:HEV, achieved through a mixture of inner-urban and open-road driving.

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.

If the good-looking e:HEV RS's compelling value and great interior don't convince, then the driving experience might.

Building on five generations of gradual evolution, the latest CR-V uses an updated version of the previous model's all-new architecture – a very solid foundation to build an SUV upon.

Pairing that with Honda's latest hybrid electrification tech is the automotive equivalent of putting together peaches and cream. Even to a vegan.

From the first push of the starter button, the driving experience is seamless, elevating the e:HEV to the premium realm.

As it's in EV mode for much of the time at lower speeds, the SUV powers forward quickly and effortlessly, gliding along with a determined hum.

When the petrol engine eventually engages, it does so smoothly and quietly, yet the electric motor's influence and effects are far from done; the driver can sense all that torque (335Nm, remember) just from the immediacy of the throttle response.

Result? The CR-V's mid-range thrust makes it a deceptively rapid vehicle, accelerating instantly and surging strongly in almost no time at all. Keep an eye on that speedo, too, because the powertrain delivery is silken.

Furthermore, and going against type, the brakes thankfully avoid the wooden feel of many rival hybrids, and instead pull up immediately and with normal and natural pedal pressure.

Additionally, the paddle shifters provide variable off-throttle braking, though not quite down to a full stop.

Honda's chassis engineers have earned their keep when it comes to the CR-V's dynamics, too.

Light and easy around town for painless parking, the steering weights up nicely at higher speeds, allowing the driver to get into a linear rhythm with the machine, and without it feeling nervous or top-heavy when corners get tight – a rarity in an electrified SUV of this size.

And while it lacks the intimate connection of sportier SUVs like the Mazda CX-5 (given the RS badges), most people will appreciate the Honda's calm and controlled handling and road holding.

For the record, suspension in the CR-V consists of MacPherson-style struts up front and a multi-link rear end. However, a bit more suppleness would transform the e:HEV.

Wearing 235/55 R19 tyres, its ride around town is fine over larger bumps, absorbing them smoothly and without fuss, while overall tyre/road noise intrusion is pretty good, too.

Yet smaller-frequency surface irregularities, like joins and rail tracks, are not so easily dealt with, resulting in some sudden harshness.

Driven over exactly the same roads as the ZR-V e:HEV equivalent, it's clear there isn't quite the polish or sophistication that makes the smaller Honda SUV a highly-convincing dynamic and refined alternative to luxury German alternatives.

Other than the occasionally fidgety suspension, the CR-V hybrid makes for a dynamically impressive family SUV.

Honda has yet to publish ANCAP crash-test results for the latest CR-V. For what it's worth, the previous two generation models achieved a maximum five-star assessment.

Today's CR-V comes with 11 airbags, including two dual front, dual side, dual front knee, front-centre, dual rear side and full-length curtains.

On the active-safety front, there is AEB with pedestrian and cyclist detection, low-speed braking control front and rear, road departure mitigation (RDM), forward-collision warning, blind-spot alert, lane-departure warning/keep, rear cross-traffic alert, adaptive cruise control (with full stop-go), low-speed follow and traffic-jam assist, traffic-sign recognition, driver-fatigue warning, adaptive driving beam and auto high beams.

You'll also find front/rear parking sensors, anti-lock braking with brake assist, 'Electronic Brake-force Distribution', hill-start assist, stability control, traction control, an intelligent speed limiter, trailer stability assist, tyre-pressure monitors and something called 'Straight Driving Steering Assist'.

An ISOFIX child-seat latch is fitted to each outboard rear seat position, while a trio of anchorage points for straps are included either on or behind, as well.

Honda says its AEB system is operational from 5.0km/h, the RDM from 30km/h, the lane support systems from 72km/h and the traffic-jam assist tech works between 0-72km/h. Top speed is 186km/h.

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.

Honda offers a five-year/unlimited kilometre warranty that also includes roadside assistance.

At the time of publication until the end of March, there is a special offer that extends those to seven years.

Additionally, there is a six-year rust perforation warranty and an eight-year hybrid-battery module warranty.

There's also five years' free subscription to 'Honda Connect', bringing remote-control operation for climate control, lights and locking/unlocking, as well as trip log data, location status, geo-fencing and emergency callout access.

The CR-V's servicing intervals are every 12 months or 10,000km or when the engine oil monitor light illuminates, with capped price servicing pegged at an annual flat fee of $199 for the first five years.

That's under $1000 over that period of time. Nothing extraordinary here unless you remember the old days of how expensive it was to service new Hondas.

Note, however, that the e:HEV's lack of a spare wheel does bring additional costs – namely in the cost of replacing the expensive tyre-repair kit, as well as the substantial time, inconvenience and flow-on issues of a more-severe puncture that can render the CR-V undriveable if the tyre-repair kit is unable to plug the hole.

Honda is not alone in not offering a spare wheel in its hybrid SUV range, but there are real consequences in being stranded with an unfixable flat tyre that needs to be factored in. Family holidays can be made or ruined in such circumstances.