Mazda CX-30 VS Mazda CX-8
- Beautiful design
- Great safety gear
- Better practicality than CX-3
- Back seat still tight
- Boot still a bit small
- Engines could be better
- Easier to park than a CX-9, with almost as much space inside
- Much more useful boot than CX-5
- Very comfortable to drive
- Big price jump between Sport and Asaki
- No CarPlay until late 2018
- No petrol option
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|
Remember Mr McGreg from The Simpsons who copped the brunt of Dr Nick Riviera? "With a leg for an arm and an arm for a leg."
It may have the long wheelbase and seven-seat layout of a CX-9 but the narrower width of a CX-5, and the headlights from the latter and tail-lights from the former, but it's all for good reasons, and plonks the new model right between the two in Mazda's very appealing SUV line-up.
This is indeed a foot in both the mid-size and large SUV camps, but also gives Mazda an answer to the emerging range of seven-seat mid-sizers like the CR-V, Kodiaq, 5008, X-Trail, Outlander, and upcoming Tiguan Allspace.
Its journey to Australia has not been an easy one, being classified as a Japan-only model when it was revealed late last year and arriving with a relatively limited model line-up and no petrol drivetrain option.
With the coat-tails of CX-5's five-year run as Australia's favourite SUV to ride on, combined with the CX-9's credentials forming the other half of its gene pool, there's a very good chance a lot of Australians will be glad it made the trip.
We were among the first to drive the CX-8 at its Australian launch this week.
|Engine Type||2.2L turbo|
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:
Mazda has taken a little of Column A and a little of Column B to bridge the gap between CX-5 and CX-9 quite nicely. It could only be better with the CX-9s petrol engine and perhaps a few more trim levels, but it's a good thing. Having said that, the sweet spot is definitely the two-wheel drive Sport, because it comes with what I consider to be all the important features, and represents the best value.
Will the CX-8 tempt you up from a CX-5 or down from a CX-9? Tell us what you think in the comments below.
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.
Rather than a smaller CX-9, it's fairest to describe the CX-8 as a long-wheelbase CX-5 given it shares all panelwork from the B-pillar forward with the latter. Everything rearward is unique aside from its tail-lights, however.
CX-8 development boss Hideki Matsuoka explains his team started with the CX-9 though, with the seven seat layout a core element of the project. Rear legroom was another key criteria, which is why it uses the CX-9's 2930mm wheelbase to match the large SUV.
The rear doors have been extended accordingly to optimise rear seat access, following a formula only used by the Kodiaq, 5008 and Tiguan Allspace to date.
Retaining the CX-5's 1840mm width was also important for easier manoeuvrability, but it's worth noting that the CX-8's 11.6m turning circle is closer to the CX-9's 11.8 than the CX-5's 11.0.
The 129mm narrower body, shorter front and rear overhangs and 175mm shorter overall length than the CX-9 are certain to be beneficial when parking though.
The net result can look like an elongated CX-5 from the front three-quarter view – surprise, surprise – but in isolation it's yet another fine Kodo-era SUV design.
The interior is a similar package, with the dash and door trims from the CX-5 blending with the split-lidded centre console from the CX-9. Everything rearward is also unique, and the top-spec Asaki's presentation nudges premium brands with actual wood trim on the dash and nappa leather on the seats, particularly in the optional and CX-8-specific 'Dark Russet' colour.
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.
Mazda defines the life stage of a typical CX-8 owner as having two kids under their belt and considering a third, with the need to often bring their friends along for the ride.
This sits above the CX-3's 'young people or young couple' profile and the CX-5's 'couple thinking about kids or have a kid', but beneath the CX-9 as the go-to for large families.
The key element of the CX-8's remit is clearly the third row of seats, which has been designed to suit heights up to 170cm, which essentially means taller kids. This 172cm tester found it quite cosy, but possible, so you wouldn't want to push it much further. Legroom is officially within 5mm of the CX-9, but the limiting factor is headroom.
Access to the third row is as easy as you could hope for thanks to those long doors opening 80 degrees, with the second row sliding forward from either side with a single action. The third row also folds flat with a simple single action for either pew.
The second row is really just a narrower version of the CX-9's with the same legroom and ample headroom for this tester. It won't swallow three adults or child seats as comfortably as a CX-9, and you'd need to choose your child seat carefully if attempting the latter.
The sliding second row seat is likely to make for much more comfortable front seating with a rearward facing child seat fitted, too.
On that note, the CX-8 has the same child seat anchorage layout as the CX-9, with ISOFIX mounts for the outward second row seats, and top tether points for all five rear seats.
Despite having a shorter rear overhang than the CX-9, the CX-8 still manages to have a useful 209 litres (VDA) of space in the boot (loaded to the roof) with the third row upright, which expands to 742 litres VDA (loaded to the roof), or a much bigger space than the CX-5 with the third row folded.
Both rear rows fold flat to reveal 1727 litres (VDA) in total, and there's a further 33 litres of underfloor storage.
The CX-8 retains all the other important practicality elements, including bottle holders and cupholders for all three rows, 12-volt and USB points, and there's tri-zone climate control that gives second row passengers an extra zone, but like the CX-9 there's no individual ventilation for the third row.
If you're looking to tow with the CX-8, it carries the same 2000kg braked tow rating as the CX-9, which is 200kg ahead of the figure applied to all CX-5s.
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.
Unlike the broad variant spectrum available with other Mazdas, the CX-8 is limited to just two trim levels; Sport and Asaki.
The Sport is available in two- and all-wheel drive configurations, which carry list prices of $42,490 and $46,490 respectively and sit a significant margin beneath the $61,490 Asaki.
The CX-8 Sport slightly undercuts the petrol-only CX-9 Sport by $1400 in either two- or all-wheel drive (AWD) forms.
The nearest diesel CX-5 would be the GT diesel at $46,590, but remember that every diesel CX-5 comes with AWD.
The CX-8 Asaki is only available with AWD, and priced $12,300 more than the top-spec CX-5 Akera, but $3300 less than the top-spec CX-9 Azami. In a nutshell, it's a bit cheaper than the CX-9 at either end of the range.
The Sport's standard feature list includes all the important safety gear, which you can read about in detail below, plus cloth seat trim but leather steering wheel, three-zone climate control, 7.0-inch multimedia screen with sat nav and digital radio, but no Apple CarPlay or Android Auto until it becomes optional later this year.
Sports also come with a head-up display, active cruise control, LED auto headlights, auto wipers, heated and power folding door mirrors, plus auto-dimming rear-view mirror, and can be best identified on the outside by their 17-inch alloys.
Over the Sport, the Asaki adds things like nappa leather seat trim with power adjustable front seats, seat heaters for the first two rows, a heated steering wheel, Bose stereo, real wood trim, rear window blinds, a power tailgate, proximity keys, a 360 degree camera system, front parking sensors, adaptive headlights, plus LED daytime running lights and fog lights.
Does that sound like an extra $15,000 worth? I'm not sure, particularly given the best way to pick the Asaki on the outside is by its bigger 19-inch alloys.
Mazda expects the two-wheel drive (2WD) Sport to represent 60 per cent of CX-8 sales, with the AWD version just 10 per cent, and the top Asaki making up the remaining 30 per cent.
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.
Yes, the CX-8 is diesel only, in a similar way to the CX-9's petrol-only status. The CX-8 was designed exclusively for diesel-loving Japan, which doesn't get the bigger CX-9 which was largely developed to suit petrol-loving US tastes.
Australia's proven love for Mazdas – currently the number two brand in our market - got the local business case across the line, which also included New Zealand. Fun fact: This leaves the Antipodean markets as the only two in the world to retail both CX-8 and CX-9.
The CX-5's relative breadth of drivetrain options comes down to the mid-size SUV's global appeal.
The 2.2-litre twin-turbo-diesel is the same revised 140kW/450Nm unit fitted recently to the CX-5 and Mazda6. Maximum torque is available from just 2000rpm, which helps mask the six-speed torque converter auto's relatively low ratio count.
AWD versions come with the clever 'i-ACTIV' drive system, which embraces numerous sensors to predict surface changes before the tyre encounters them and react accordingly.
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 2WD CX-8 Sport carries an impressive 5.7L/100km official combined fuel consumption figure, and the two AWD variants are only 0.3L behind at 6.0L/100km.
The 2WD CX-8 figure matches diesel CX-5s, which are AWD, and compares with the 8.4 and 8.8 figures applied to 2WD and AWD versions of the CX-9 respectively.
With the 72 litre fuel tank from the 2WD CX-9, this suggests a very impressive theoretical range of 1263km for the 2WD CX-8, or 1200km from the AWDs.
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.
My first impression behind the wheel is very diesel CX-5, which is of course a good thing.
If you've been following Mazda's recent efforts with refinement in the updated 6 and CX-5, you'll be pleased to know the same formula has been applied to the CX-8. These cars are achieving their goal of troubling the established premium brands for comfort.
You can certainly feel the extra length over the CX-5, and for the most part this means better ride comfort over bumps as there's less pitching forward and backwards.
It also feels longer when chucking a U-turn or parking – don't forget that extra 60cm of turning circle.
As always, the 2.2-litre turbo-diesel makes for relaxed cruising, but you can feel the effect of the extra 200 kilos of weight over the CX-5. It's not quite as spritely, but still more than enough for highway overtaking, and it's still more nimble around corners than a proper large SUV.
The CX-8 would probably be a better package with the CX-9's turbo-petrol, but the diesel's economy will probably win over a lot of buyers, particularly with that huge theoretical range between fills.
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 CX-8 is yet to be tested by ANCAP to see if it's worthy of the maximum five star ratings applied to the CX-5 and CX-9, but an announcement is expected in the near future.
Mazda expects it will get top marks, so our safety score is a tentative on that basis. Do check before signing on the dotted line.
Both trim levels come with airbags covering all three rows, front and rear AEB, reversing camera, rear parking sensors with cross traffic alerts, traffic sign recognition, auto high beams, blind-spot monitoring, lane guidance and lane departure warning.
The Asaki adds rear parking sensors, proximity keys and active headlights.
One feature Japanese CX-8s miss out on, which Australian versions don't, is 'Intelligent Speed Assistance'.
This coordinates the active cruise control with the traffic sign recognition to automatically adjust your speed as you pass through different speed zones. This is likely to be particularly popular with Victorian CX-8 owners...
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.
The CX-8 is covered by Mazda's regular three year/unlimited kilometre warranty, which is starting to look a bit brief among the many five year and beyond periods on offer from other manufacturers.
The 'Mazda Service Select' capped price servicing plan applies, if 12 month/10,000km intervals are adhered to. Base scheduled maintenance for the first three services will set you back $318, $458 and $318 respectively.