Mazda CX-30 vs Skoda Kamiq

What's the difference?

About to enter its fifth year in market the Mazda CX-30 is holding up well and this GT SP FWD grade delivers solid value relative to its key competitors, of which there are many. It’s also space-efficient, practical and performs well with top-shelf safety, decent refinement and good dynamic ability.

Alternately, it’s crying out for a hybrid powertrain to improve fuel efficiency, the interior form and function is starting to date and while it meets the market the ownership promise could be sharper. But this little SUV is still worthy of a spot on your new-car short list.

The Skoda Kamiq continues to be an overlooked gem. It’s cleverly designed and well equipped, even in base form, and what sets it apart from many other dull options in this segment is how fun it can be to drive.

Despite all of this and keen ownership terms it continues to account for a tiny number of sales in the segment, and I don’t think it’s destined to change as, value or not, its positioning remains the same in a small SUV space where it’s increasingly hard to stand out.

Still, for those who dare to choose something different, there’s a great little car to be found.

Note: CarsGuide attended this event as a guest of the manufacturer, with travel, accommodation and meals provided.

Mazda continues to follow a disciplined design path with everything from the MX-5 sports car to the BT-50 dual-cab ute sharing key attributes like the brand’s signature trapezoidal grille, simple flowing lines and sleek head- and tail-lights, all wrapped up with a subtle hint of chrome here and there.

Car-spotters with the GT SP on their checklist should look out for 18-inch black metallic rims as well as black exterior trim, including the mirror caps. 

Inside, the CX-30 maintains Mazda’s restrained approach with smooth surfaces integrated across the multi-layer dash and primo leather-trimmed seats.

That said, this car is starting to show its age with the multimedia screen plonked on the top of the dash (in typical Mazda fashion) and a largely conventional instrument cluster.

Yes, the main dial is configurable courtesy of a central 7.0-inch TFT screen, but next to more recent arrivals boasting sleek, often twinned, flat screen displays the CX-30 looks and feels out of touch. 

Functionally, there’s a sensible mix of digital controls and physical buttons (points for audio volume and ventilation dials!), but… the multimedia screen can only be accessed by a rotary controller in the centre console once the car is mobile (it works as a touchscreen when you’re stationary).

Some say touchscreens take your eyes off the road so the controller makes sense, but with a sequential app like Spotify it can take a lot of twirls to get to where you want to go, which upsets concentration and takes your eyes off the road, anyway. I’d prefer the relative ease of a quick press on a screen.

Aside from all that, the materials used are high quality with soft-touch surfaces across key contact points and hard plastics confined to high-wear areas. 

The Kamiq's design is distinctly European for better or worse, but it stands out from its crossover rivals by looking (and feeling) more hatchback than SUV.

If you’re wondering what’s changed for this update, I don’t blame you, the changes are very subtle. Looking closely will reveal a tweaked front bumper and a new rear diffuser, as well as progressive LED indicators.

The style of the two variants has also been subtly altered with new wheel choices and the increase in the use of gloss black on the Monte Carlo, but there are more distinct changes on the inside.

Each grade gets its own theme for the highlight trim across the dash reflected in the seats, and honestly I don’t miss the leather, cloth seats are back in in a big way, and in both grades here they’re pretty rad.

Other new features include a tweaked set of multimedia screens, with the base car maintaining a set of dials, and the larger unit re-working its touch-based shortcut buttons.

As usual, the digital dash treatment (courtesy of Volkswagen Group) is well above par in terms of customisation and information.

Ultimately then, it’s not too different from how it looked and felt before, but there’s certainly an argument to be made that it didn’t need to change. The Kamiq has always been a distinctive and well-appointed choice in this segment.

At just under 4.4m long, close to 1.8m wide and little over 1.5m tall (with a 2655mm wheelbase) the CX-30 is in the middle of the pack it competes with in terms of key dimensions.

And space up front is more than adequate, with an impressive feeling of roominess for a relatively small SUV.

For storage, there’s a large lidded box (which doubles as an armrest) between the front seats as well as a pair of cupholders in front of the gear-shifter with a bay for wireless device charging ahead of that.

The glove box is big, there are bins in the doors with room for decent size bottles and a drop-down tray for sunglasses sits overhead.

Move to the rear and the amount of space on offer is surprisingly generous. Sitting behind the driver’s seat, set for my 183cm position, I have plenty of head and legroom, although three full-size adults across the back seat will be an uncomfortable proposition for anything other than short trips. A trio of up to mid-teenage kids will be fine.

Adjustable air vents at the back of the front centre console are a welcome inclusion for back-seaters and storage runs to a map pocket (weirdly, on the back of the front seat only), a pair of cupholders in the fold-down centre armrest and bins in the doors with room for smaller bottles.

In-cabin power and connectivity includes two USB-C outlets and a 12-volt socket in the front centre storage box. No USBs specifically for those in the rear, which is a miss for road trips and no 12V in the boot which can be handy when camping or picnicking.  

Speaking of the boot, cargo volume with the rear seat upright is okay for the class at 317 litres, which expands to a healthy 1479L with the 60/40 split-folding backrest lowered. For comparison the Kia Seltos coughs up 433L with the rear seat upright.

The space is illuminated, there are tie-down anchors to help secure loose loads and there’s a space-saver spare sitting under the floor.

And if you’re keen on towing a tinnie or similar you’re good to go for a 1200kg braked trailer (600kg unbraked).

Practicality is one of Skoda’s big selling points. The deal is this. Skoda models sit between entries in the Volkswagen range to provide strategic alternatives to its parent company's hero brand.

The Kamiq, for example, sits size-wise between the T-Cross and T-Roc, although once you’re in the cabin it feels bigger than both.

A nice low seating position makes the roof feel distant, while massive windows grant excellent visibility. It's easy for me (at 182cm) to find a nice seating position thanks to plenty of adjustability, although some might find it feels a bit more hatch-like than other SUVs in this class which have taller seating positions.

The overall spacious feeling in the front is boosted by ample storage, including pockets and bottle holders in the doors, a triple cupholder in the centre console, a large storage bay under the climate unit and a small armrest console box.

Unlike rivals in this space which are quick to offer synthetic leathers as you work your way up the range, even the top-spec Monte Carlo has seats clad in cloth trims.

While this might not be great if you have kids prone to spilling liquids, I think design-wise the car is better for it and certainly no less comfortable.

Also notable is the commitment to dials for the climate unit, and a change for this model year is the introduction of fan speed buttons so this function no longer needs to be controlled through the touchscreen.

Interestingly, dials only appear on the smaller of the two touchscreens available on the base Select, while the Monte Carlo’s larger screen only has touch-based volume controls.

The back seat is enormous, offering me leagues of knee room behind my own driving position and the roof remains almost as distant as it is in the front seats.

It also feels wide enough and has decent amenities, like dual USB-C sockets, adjustable rear air vents and dual-tiered pockets on the backs of the front seats. 

You also get a decent-sized bottle holder in the door and a drop-down centre armrest and the soft trims continue into the rear unlike some segment rivals which switch to hard plastic door cards.

The biggest downside for back seat passengers is the raised floor in the centre position (a platform restriction) which unfortunately makes it a bit squeezy for adults. Best leave this centre position for kids.

At 400 litres the boot punches well above its weight for this crossover segment, expanding to 1395L with the second row folded.

There’s a space-saver spare wheel under the floor and the Kamiq is also rated to tow, albeit at a limited 610kg or 630kg for an unbraked trailer and 1200kg or 1250kg (braked) for the Select and Monte Carlo, respectively.

In a quest to make its range more straightforward for buyers Skoda has simplified the Kamiq range down to two variants for 2025. 

The bad news is it’s no cheaper. Actually, it continues its march up the price-scale, now starting from $32,890, before on-road costs, or $33,990 drive-away for the new entry-point Select.

The good news is, for the money Skoda has packed in even more standard equipment.

The Select is only available with the smaller 1.0-litre 85TSI engine and offers a pretty comprehensive list of stuff, including LED headlights, 17-inch alloys, an 8.0-inch digital dash with an 8.25-inch multimedia touchscreen, wireless Apple CarPlay and Android Auto connectivity, dual-zone climate and keyless entry with push-button start.

There's also a leatherbound steering wheel with cloth seat trim and manual adjust front seats, four USB-C outlets, heated and power folding wing mirrors with an auto-dimming rear view mirror. It also scores some upgraded kit for the active safety suite, as well as drive modes and paddle shifters.

You can also option this grade with the 'Signature Pack', which adds adaptive cruise control and ‘Park Assist’, an electric tailgate, 18-inch alloy wheels, the larger 10.25-inch multimedia touchscreen, tinted windows, carpet floor mats, interior ambient lighting, chrome exterior highlights, an alternate interior trim with suede highlights, and rear privacy glass.

At the top of the range is the new Monte Carlo which starts from $42,690, before on-roads, or $44,990 drive-away.

It scores a larger 1.5-litre four-cylinder 110TSI engine, and adds adaptive cruise control, lane keep assist with lane guidance and park assist to the safety suite.

Standard equipment also includes 18-inch alloys, upgraded ‘Matrix’ LED headlights, ‘Sport Chassis Control’ suspension, the larger 10.25-inch digital dash and 9.2-inch multimedia touchscreen, a panoramic sunroof, 10-speaker premium audio, heated front seats with a heated steering wheel, sports front seats with power adjust for the driver, as well as black highlights on the exterior trim and soft-touch carbon-look highlight trims on the inside.

Both grades get some of Skoda’s ‘simply clever’ features like an umbrella integrated into the driver’s door, a ticket holder on the windscreen, a washer funnel integrated into the reservoir and phone pockets on the backs of the front seats.

According to Skoda, the slightly higher prices for both grades this time around are offset by several thousand dollars of increased value in equipment.

On the flip side, though, some gear has been removed from the Kamiq range entirely, including leather seats, wireless phone charging, heated rear seats, and voice control for the multimedia system.

Does it represent value compared to its rivals? It’s relative. Yes, even the base version is more affordable than any Subaru Crosstrek, but you can’t get all-wheel drive, while a Mazda CX-3 can be had for just $26,950, before on-roads, but doesn’t offer the same level of base equipment.

The HR-V is more expensive and offers less gear for the money. It seems ever-increasing prices are a segment-wide problem.

The biggest challenge is new Chinese rivals. Haval’s Jolion is physically bigger and can be had in hybrid form for less money ($32,990 drive-away), while the Chery Omoda 5 ($27,990) and MG ZST (from $26,490) are cheaper and a size-up. It’s easy to see the temptation for mainstream buyers.

The CX-30 GT SP is powered by a 2.5-litre, naturally aspirated, four-cylinder petrol engine producing maximum power of 139kW at 6000rpm and peak torque of 252Nm at 4000rpm.

It’s a proven all-alloy unit featuring direct-injection as well as variable intake and exhaust valve timing with drive going to the front wheels via a six-speed auto transmission. 

The AWD version of the GT SP adds an electromagnetic multi-plate clutch pack (managed by a multitude of sensors) to selectively engage the rear wheels, as well. But its engine and transmission combination is identical to this FWD model’s.

Two grades, two engine choices, doesn’t really get simpler.

The base Select is offered only with the smaller 1.0-litre three-cylinder turbocharged 85TSI engine (85kW/200Nm) paired with a seven-speed dual-clutch automatic transmission, driving the front wheels.

Meanwhile, the top-spec Monte Carlo is only offered with the larger 1.5-litre four-cylinder turbocharged 110TSI engine (110kW/250Nm). It is also paired with a seven-speed dual-clutch auto and also only drives the front wheels.

These engine options are notable in the segment as they are both lean turbo units in a sea of older naturally-aspirated engines, and while some will rightfully have reservations around dual-clutch automatics, they’re certainly snappier and more efficient than torque converters or dull CVTs.

The CX-30 GT SP FWD’s official fuel consumption figure on the combined (urban/extra-urban) cycle is 6.6L/100km, the 2.5-litre atmo four-cylinder engine emitting 154g/km of C02 in the process.

It features fuel-saving stop-start and cylinder deactivation functions as standard and over a combination of city, suburban and some freeway running we saw an average of 8.4L/100km, which is average for an SUV in this class. A comparable hybrid package would easily better this result.

Based on the car’s 51-litre fuel tank theoretical range between refills is 772km, which drops to just over 600km using our real-world test consumption number. But the good news is this CX-30 runs happily on cheaper 91 RON ‘standard’ fuel.

You’ll note Skoda doesn’t offer a hybrid option in its range, although one of the benefits of its more complicated engine and transmission is a fuel consumption which falls between what a plug-less hybrid or naturally aspirated rival might score.

The official/combined consumption of the 85TSI engine is just 5.5L/100km and for the 110TSI engine it is 5.6L/100km.

On our lengthy drive program at the launch both variants seemed to be landing a little over 6.0L/100km, which is more impressive than many rivals, which score in excess of 7.5L/100km in our testing.

Perhaps to even things out a little, the Kamiq’s turbocharged engines require mid-shelf 95 RON unleaded.

It’s rare in 2024 to find a small SUV that doesn’t have at least one turbocharger attached to its engine, the CX-30’s 2.5-litre ‘atmo’ four being one of those increasingly scarce examples.

But Mazda’s been laser-focused on extracting maximum power and efficiency from its non-turbo petrol engines for yonks and this one stands up well.

It doesn’t have the low-down punch a turbo typically delivers but maximum pulling power arrives at a useable 4000rpm and it’s eager enough for easy city and suburban running as well as confident freeway cruising.

Although Mazda doesn’t quote an official number you can expect a sprint from 0-100km/h in around 8.5 seconds, which is quick for the class.

Worth noting engine noise and a raspy exhaust note make their presence felt under acceleration and the throttle isn’t as refined as it could be. Not a huge deal, but a slight jerkiness is evident on initial, especially moderate, acceleration.

The six-speed auto is smooth and fuss-free, the steering wheel paddle shifters on hand if you need to intervene and select a specific ratio. ‘Sport’ mode peps things up, causing the transmission to shift down earlier and up later. But it’s aggressive in that it often holds onto a gear for too long and you find yourself diving back to the default normal setting.

Tipping the scales at just under 1.5 tonnes, the CX-30 is underpinned by a MacPherson strut front, torsion beam rear suspension and ride comfort on typically pock-marked urban surfaces is average for the category. That is, a bit jittery over bumps and corrugations but there’s no bone-jarring going on here.

Steering feel and response is good and the grippy steering wheel helps with a connection to the front tyres. Speaking of which, the standard rubber is high-performance (215/55) Dunlop SP Sport Maxx 050 which is  grippy and commendably quiet. 

Push on into a corner and the CX-30 remains balanced and predictable with body roll well under control. Torque vectoring, by engine and physical braking, is also onboard to reel things in if you overstep the mark.

Braking is by discs all around, vented at the front and solid at the rear, and they wash off speed effectively with a satisfyingly progressive pedal action.

Vision is good, which combined with the CX-30’s compact dimensions and 10.6m turning circle, means parking is easy. Especially when you factor in the hi-res reversing camera and front and rear parking sensors. 

What immediately sets the Kamiq apart the moment you hop in the driver’s seat is how hatch-like it feels. While a lot of small SUVs and crossovers in this price-bracket grant a really high seating position to make them feel bigger than they are, the Kamiq lets you sit closer to the floor.

This has the effect of making it feel even smaller than it is, but also lends it a sporty feel from behind the wheel. This is reinforced as soon as you start driving by its lightweight, agile feel.

Keen steering in both grades is backed by firm suspension, making the Kamiq responsive and agile, and because both engines are turbocharged they offer something quite different in this space normally dominated by dull naturally-aspirated 2.0L engines.

First, the catch. The dual clutch transmission can be a bit fiddly, particularly in the 85TSI which comes with a fair dollop of turbo-lag.

This means you’ll have to factor in a moment of delay before acceleration arrives at T-junctions or green lights. It can be frustrating at times, but the trade-off is the small capacity turbo engine pairs with efficient ratios to make for lean fuel consumption.

The fun factor is also boosted. Once you overcome the initial laggy moment, the little turbo engines surge to life with an agreeable gruff tone, and the dual-clutch transforms from fiddly to snappy once you’re at speed.

This means when you’ve got a nice road to carve up, the Skoda is a hell of a lot more entertaining to drive than almost any rival in this space.

It doesn’t have the clumsy handling of Chinese rivals, nor does it have the lifeless drone of a bigger, less efficient engine paired to a continuously variable automatic. It’s a rare slice of excitement in a small SUV category dominated by average drive experiences.

The cabin manages to feel upmarket in most ways, and is relatively easy-to-use on the go thanks to a commitment to the dials and switchgear. It is a comfortable companion on a long journey.

While the suspension is keen and keeps the car agile though, keep in mind the ride can be quite hard. This Skoda doesn’t quite have the poise or breadth of ability of its VW relations. Large wheels in both grades don't help this equation.

There is also a notable amount of tyre roar entering the cabin, particularly on coarse chip or at freeway speeds which, to be fair, is a common trait in this part of the market.

To summarise, the Kamiq is a uniquely European drive experience in an otherwise dull segment, and despite some drawbacks, it’s a real stand-out as a result.

Safety equipment is mostly impressive, although there is a small catch.

While active safety gear on both grades includes auto emergency braking (to freeway speeds, with rear manoeuvre braking), lane keep assist, and blind-spot monitoring, only the top-spec Monte Carlo gets adaptive cruise control, the more proactive adaptive lane guidance and park assist features.

Both cars get front and rear parking sensors, however, and a rear view camera but there’s no 360-degree parking suite.

I was also impressed to find none of the active safety items were invasive to the drive experience, which certainly can’t be said for every small SUV.

The standard array of six airbags is present, and there are dual ISOFIX points and three top tether mounts across the rear seats.

The Kamiq range was awarded a maximum five-star ANCAP safety rating in 2020.

Mazda covers the CX-30 with a five-year/unlimited km warranty which is the norm in the mainstream market, and it’s worth noting a growing number of competitors are now at six, seven or even 10 years, although the latter are typically conditional on authorised dealer servicing. Roadside assistance is provided for the duration of the warranty.

Service is recommended every 12 months or 15,000km and Mazda’s ‘Service Select’ program sets maintenance pricing out to seven years, the lowest over that period being $352 and the highest $626, for an annual average of $459, which is reasonable but not exceptional for the category.

For comparison, a similarly specified Toyota C-HR averages $330 per workshop visit over the same period.

Skoda is going to great lengths to try and challenge the idea that a European car can’t be as easy to own as a Japanese or Korean rival.

As a result, it is the first European brand to offer a seven-year, unlimited kilometre warranty, which is backed by a seven-year prepaid service pack.

This pack is reasonable. At $2650 it works out to $379 a year, which is not quite as affordable as Toyota or some Chinese rivals, but it’s also not expensive when you consider the service pricing of brands like Subaru or Kia.

It also offers a guaranteed future value program and the brand’s keen finance terms, on paper at least, make a Kamiq cheaper to own over five years than many of its competitors.