Mazda CX-30 VS Subaru XV
- Beautiful design
- Great safety gear
- Better practicality than CX-3
- Back seat still tight
- Boot still a bit small
- Engines could be better
- Great ride and handling
- High-quality feeling cabin
- Good advanced safety on most grades
- No AEB on base-spec car
- Small boot
- CVT auto
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|
Subaru’s XV is weird. It’s classed as small but is much bigger than the others in its segment; it’s a city SUV but promises impressive off-road skills, and then there are those, um, unique looks.
Now the second-generation MY18 XV has arrived, looking just like the previous one, but so much has changed that you can’t see. But is it for the better?
We were among the first to drive the top-of-the-range 2.0i-S grade at its Australian launch.
|Fuel Type||Regular Unleaded Petrol|
The Mazda CX-30 is not doubt going to be the right size SUV for a lot of customers out there who think the CX-3 is too small and the CX-5 too large.
More than that, though, it’s an impressive standalone compact SUV that, even if not the most practical choice, has safety and perceived plushness on its side.
For this writer, the pick of the range would be the mid-spec G20 Touring, which has a lot of the luxuries you’d want, a price tag that isn’t too egregious at just below $35k before on-roads, and I’d probably option the Vision Technology package as well.
Check out our 2019 review:
Yes, Subaru’s XV is weird, but it’s good weird. The new generation has improved the ride and handling, the cabin is refined and quiet, while the off-road capability is impressive for a city SUV. If only the transmission wasn’t a CVT, and if only there was a bit more oomph from the engine. Still, these are really the only drawbacks of an excellent package.
The sweet spot in the XV range would have to be the 2.0i-L. This grade comes with the EyeSight safety system, the larger 8.0-inch screen and dual zone climate control for about $2000 more than the base car's price.
Would you pick a Subaru XV over a Forester and why? Tell us what you think in the comments below.
Check out Tim Robson's video from the XV's international launch here:
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.
Despite sharing no visible elements with the old model, the new XV looks a lot like the old one. To tell them apart, look for the rear tail-lights because the latest gen’s now extend into the tailgate. At the front, the new car has a darker grille and sleeker headlights.
Unless you pull the XV apart you’re not going to see the biggest change, but you’ll feel it when you drive it. Like the new Impreza it's based on, the SUV is built on a brand new platform. The new XV’s dimensions reveal a 30mm increase in wheelbase to 2635mm, and a 20mm increase in width to 1800mm. It’s the same height at 1615mm, and it’s 15mm longer at 4465mm. Ground clearance stays the same at a high-for-the-class 220mm.
The XV is a small SUV but not as small as a Mazda CX-3 which is tiny at 4275mm end-to-end. The Honda HR-V is also smaller at 4294mm long, and the ASX is 1mm longer. The XV is pushing into the segment above it to compete with SUVs such as the Kia Sportage which is 4480mm in length.
So the XV lives in the nether region between the small and mid-sized SUV segments. Its closest size rivals would be the Nissan Qashqai at 4377mm in length, and the Jeep Compass which is the same length. You could even throw its Subaru Forester sibling in there, at 4595mm long.
The XV is ugly, in a rugged, cute way, from the gaping-grilled snout to the rear spoiler. Then there's that tough, body kit with its black plastic protection under the front and rear bumpers and over wheel arches. The 2.0i-S we drove on the launch looked like a Halloween pumpkin with its 'Sunshine Orange' paint. We half expected a purple, or bright yellow example to jump out of the shadows.
But you don't have to have your XV in blazing orange, or boring beige for that matter. Other colours include 'Crystal Black Silica', 'Dark Grey Metallic', 'Pure Red', 'Ice Silver Metallic' and 'Quartz Blue Pearl'.
The exterior may not have changed much but the cabin has been seriously revamped, bringing more accommodating seats, a different centre console, a smaller steering wheel, more air vents, a new electric handbrake, and lots of stitching. This is a refined and high quality feeling cockpit.
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.
Smallish boot, biggish cabin. That sums it up really. The luggage capacity of the XV hasn’t changed, at 310 litres, but the opening is 9mm wider at 1039mm (at its widest point) and 100mm wider at the lower edge, at 1039mm, while the space between the wheelarches is 20mm wider at 1090mm. Measure your pram to see if it fits or better still take it to the dealership and try to put it in to be sure.
The increase in wheelbase means more legroom in the back row. I’m 191cm and can sit behind my driving position with about 40mm to spare between my knees and the seat back. Headroom is also good throughout the cabin.
Apart from the smallish boot dimensions, storage space through the cabin is great with two cupholders in the second row and two up front, while the doors have room for two small bottles each.
The centre console storage bin is now bigger thanks to the manual handbrake being given the flick for an electronic one, which takes up almost no space.
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.
If you're wondering how much an XV costs, it depends on which XV you mean, because there are four different types. The new Australian XV is no longer available with a manual gearbox, and so the range now kicks off at $27,990 for the 2.0i (with an auto). While that means the entry price is $1250 higher, the 2.0i auto’s list price (RRP) has been reduced by $1200. No drive away price quoted at this stage.
The 2.0i comes with smart key-style keyless entry, a 6.5-inch touchscreen (the upper specs get an 8.0-inch display) with Apple CarPlay for iPhones and Android Auto, a 6.3-inch multi function display, Bluetooth connectivity, a six-speaker sound system with AM/FM (but not digital DAB) radio, CD player, cruise control, climate control, engine stop-start system, 'X-Mode' traction system, tinted rear glass, rear spoiler, 17-inch alloy wheels, two 12-volt power jacks, hill start assist, two USB ports, push-button ignition, cloth seats, black carpet trim and halogen headlights (not HID xenon headlights). This base-spec car doesn't come with parking sensors.
Stepping up to the $30,340 2.0i-L will get you all of the 2.0i’s features, plus an 8.0-inch touchscreen, dual-zone climate control, and premium cloth trim. All models, including the 2.0i-L up, come with Subaru’s 'EyeSight' safety system which brings AEB. You can read more about this in the safety section below.
The next grade up is the 2.0i Premium that costs $32,140 which adds an electric sunroof and GPS sat nav.
Above that is the top-of-range 2.0i-S which lists for $35,240 and has all of the Premium’s features, but adds the 'Vision Assist' package (read more about this in the safety section), leather seats, alloy pedals, auto LED headlights and daytime running lights, auto wipers, power driver’s seat, and 18-inch alloy wheels. You won't find a DVD player though, as the more high end brands sport these days.
I have to stay the new touchscreen is so much better than the previous version. This is a much more intuitive multimedia unit.
Subaru doesn't factory fit a nudge bar or bull bar to the XV as an accessory. Did you know though, that Subaru will fit STI Enkei alloy wheels to the XV? They cost a mimimum of $3000 but look much better than the standard rims.
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.
All XVs have the same engine size – it’s a 2.0-litre four-cylinder petrol which is an overhauled version of the previous model's, which makes 5kW more, for a total of 115kW, and the same 196Nm of torque. Not a major increase in horsepower here.
The manual gearbox has now been dropped from the XV line-up which means all now have a continuously variable transmission (CVT) automatic. I wasn’t a big fan of the previous XV's CVT, it just seemed to struggle to get the drive to the wheels with the same hard shift of a traditional torque converter. The good news is Subaru has improved the design and it seems to have far more prominent ‘shifting steps’ built-in for more of a kick as you accelerate. The bad news is it’s still a CVT, and the characteristic drone is still there, along with underwhelming acceleration.
All XVs are all-wheel drive (AWD) and now come with X-Mode – an off-road focused traction control mode which works to keep you from slipping on ice and mud at speed below 40km/h.
Braked towing capacity for all XVs is 1400kg. The Explorer tow bar kit costs $1591.20, including fitment.
The weight of the XV ranges from 1462kg for the 2.0i to 1484 for the 2.0i-S.
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 same petrol engine and same transmission across the XV range means all variants consume fuel at the same combined rate of 7.0L/100km, according to Subaru.
The 2.0i-S I drove wasn’t far off, with the trip computer reporting an average fuel consumption of 8.1L/100km after 200km of country roads, about a quarter of which were dirt and gravel. That's not bad milage.
The XV's fuel tank capacity is 63 litres and you can feed it the cheaper 91RON petrol, too. There is no diesel or LPG XV alternative.
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.
We drove the top-of-the-range 2.0i-S at the new XV’s Australian launch which covered 220km of sealed and dirt roads from the Australian Alps to the NSW South Coast, with a quick off-road course somewhere in between.
I need to confess straight away that I wasn’t a major fan of the previous XV’s engine and transmission – well mainly the CVT transmission to be fair. CVTs all seem to have the same issue – underwhelming acceleration. Not all are bad – the Subaru Levorg’s is good… and so is the new XV’s CVT which has been given more prominent steps which add a feeling of gear changes a zippier speed.
Carmakers design launch test drives to show off the strengths of their new baby and the downhill run towards the coast could disguise any CVT weaknesses. So, I turned around and drove up it in the opposite direction. The result – the CVT still drones and the XV’s acceleration under load isn’t great, but it performed much better than the previous version. Going downhill the CVT now can now ‘hold a gear’ to brake the car, which impressed me too.
The new XV looks the same as the previous one, but it feels different to drive – good different. The new global platform this XV is built on has improved the ride and handling noticeably. The body of the car is up to twice as strong making it more rigid and that improves handling, too. Body roll in the corners has been reduced and the ride is comfortable and composed.
Better insulation thanks in part to thicker windows and door panels means the cabin is so much quieter, even on gravel roads where the sound of stones flicking up into the wheel arches was minimal.
The off-road component was a short loose-dirt course of steep ascents, descents and tight turns. The XV handled it easily making use of its 220mm of ground clearance and all-wheel drive system. X-Mode and hill decent were engage at all times and both systems worked well to ease the car downhill steadily without losing traction.
Top marks for the driving experience were brought down by the CVT, even if it is better than the previous one.
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.
This new-generation XV scored the maximum five-star ANCAP rating, and all the 'expected' passive safety features are there (ABS, ESP, etc, etc). What separates the XV from many others is the advanced safety equipment on board. All grades, apart from the entry-spec 2.0i come with Subaru’s 'Eyesight' camera system which among other skills can recognise brake lights, and will brake to avoid an accident, or spot you drifting out of your lane and steer you back between the lines.
Subaru says AEB will be activated at up to 145km/h, but will work best to bring to car to a halt at speeds under 45km/h.
The top-of-the-range 2.0i-S also comes standard with the 'Vision Assist' package which adds blind spot monitoring, rear cross traffic alert with AEB (that works when you’re reversing), adaptive high beams and lane changing assistance.
For child seats you’ll find two ISOFIX mounts and three top tether points across the back row.
All XVs come with dual front and dual front side airbags, a driver's knee airbag and curtain airbags.
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 new Subaru XV doesn’t have to be serviced as frequently as the old one with servicing now extended from six months/12,500km to 12 months/12,500km. Subaru told us this was due to the new CVT auto.
The XV is covered by Subaru’s three-year/37,500km servicing plan which caps prices at $348.30 for the first visit, $601.59 for the second, $348.30 for the third, $757.81 for the next and for the 60 month 62,500km service it’s back to $348.30.
The XV is covered by Subaru’s three-year/unlimited kilometre warranty.