Mazda CX-30 VS Toyota Kluger
- Beautiful design
- Great safety gear
- Better practicality than CX-3
- Back seat still tight
- Boot still a bit small
- Engines could be better
- Quiet and refined
- GX is well-specified
- GXL and Grande are pricey for not much benefit
- Deeply ordinary entertainment system
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|
Like the statues of Easter Island, the Toyota Kluger casts a huge shadow over the Australian motoring landscape. It's a strong seller for Toyota, having been around for ages and is one of three large SUVs in Toyota's armory next to the evergreen Prado and disappointing Fortuner.
Competition, of course, is growing ever more fierce. Hyundai is about to drop a new Santa Fe, the Kia Sorento gets better every year and more manufacturers are joining the party. Most notably, Mazda's CX-9 is also loaded with safety gear and a potent 2.5-litre turbo engine.
The intensity of the battle became apparent in my esteemed colleague Matt Campbell's recent comparison test where the Kluger came last behind the Kia Sorento and Mazda CX-9, thanks largely to Toyota's reluctance to fit the same advanced safety features.
They heard Matt (that's what he reckons, anyway) and recently added some important safety tech to the 2018 Kluger. Let's have a look to see if it's enough.
|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:
The 2018 Kluger is still a very solid car, with tons of room for you and your things. And your family and their things. It remains way out in front (although the new Santa Fe is lurking menacingly) and the boost in safety gear will help ensure it stays there.
The pick of the range is still the GX which is now a much stronger proposition with the extra safety features. There's little of real interest in the higher models, you can't get better headlights (a curious state of affairs) or a better stereo, so it's difficult to understand the appeal.
The Kluger will serve you and your family well in a solid and unspectacular way. Given most of us like that in our cars, it's easy to see why it's a hit.
Does the Kluger's new safety focus do enough to lure you away from the competition? 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.
The Kluger is handsome in a squared-off, what-are-you-looking-at kind of way. That big bluff front-end makes the car look rather bigger than it is, which is quite an achievement because it's pushing two metres wide and 1.73m tall. It's not the longest in its class, though, coming in at 4.89m.
Despite it hailing from the US, it's not too blinged-up, but neither is it CX-9 pretty. Some might find the grille reminiscent of a krill-hoovering whale or Bane from Batman, but it's certainly distinctive.
The cabin is like the exterior - nothing flash, but what you see is what you get. Materials are mostly pretty good and it leans towards thoughtful and practical rather than sexy. Normally I'd say, "just like me", but I'm none of these things.
The interior dimensions of the big bruiser match its eclipse-causing exterior. No matter your size - well, within reason - you'll find plenty of space in the first or second rows. The third row features decent space for kids and very patient adults for short trips.
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.
The big question people ask me about the Kluger is "How many seats are in there?" - every Kluger packs seven seats, with two flip-up seats in the boot. Boot space dimensions are obviously dictated by whether they're up or down. With the seats down, you've got a decent 529 litres, leaving you with good luggage capacity and a cargo cover to keep it all hidden away. Lift the seats with the straps and you've got just 195 litres, about the same as a small hatchback.
Put the second and third rows down and Toyota says you'll have 1117 litres, but I reckon that's conservative.
The cabin is well-planned for families. Every row features cupholders - front and middle rows have a pair each, while those banished to the third row score two each, a total of eight across the car.
Back in the front row, the tectonic split in the dashboard is lined with a soft rubbery material, making it a great place to sling phones, keys and odds and ends. Between the seats is a massive 24-litre storage bin that a small grandparent could ride in. On second thoughts, that's probably not a great idea.
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.
There are three models in the Kluger range and how much you pay will vary depending on your thirst for standard features. Our price list features RRP prices and are a guide only - your dealer might be convinced to reduce the cost.
The GX opens with the lowest price - $44,500 for the 2WD and $48,500 for the 4WD. Specs include six-speaker stereo, 18-inch alloys wheels (no 17-inch alloy wheels anymore), front and rear air conditioning, Bluetooth, forward and reverse camera, active cruise control, rear parking sensors, remote central locking, auto headlights, power windows and mirrors and a full-size spare wheel.
The GXL adds an lazy 10 grand in comparison to the GX - $54,950 (2WD) and $58,950 (AWD). The GXL adds a GPS navigation system, DAB digital radio, rear-cross traffic alert, keyless entry and start, partial leather seats, and electric tailgate with separate glass hatch.
The Grande - again, for a further 10 grand plus, is available for $65,646 (2WD) or $69,617 (AWD). You'll get the same satellite navigation as the GXL, 19-inch rims, electric sunroof, rear-seat entertainment system with 9.0-inch screen and Blu-Ray and heated and ventilated front seats.
The entertainment system is powered by a 6.1-inch touch screen in the GX and 8.0-inch in the other models, which also include satellite navigation. The software package is distinctly 2006, painfully so in the GX. The system includes AM/FM radio, CD player and USB. There's no DVD option, however.
Colours include 'Crystal Pearl' (white), silver, 'Rustic Brown' (looks better than it sounds), 'Predawn Grey', 'Rainforest Green', 'Merlot Red' (dahling), 'Deep Red', 'Cosmos Blue' and 'Eclipse Black'. All but the black are $550 extras, which is not modest but not extortionate either.
Toyota's accessories list is well-stocked, with items like nudge bar (which is remarkably well integrated), side steps, cargo barrier, roof racks (no roof rails, though) and various plastic shields, driving lights, floor mats, towbar, parking aids and blind spot monitor.
You're out of luck if you want a Toyota-branded seat belt extender or bull bar.
For comparison, the cheapest CX-9 is $700 less (than the GX), but with a higher spec level, while the fully-loaded Azami is also around $800 cheaper (than the Grande) but - again - better-equipped.
The Korean rivals, while older and slightly smaller, are significant cheaper - the Kia Sorento is priced from $42,990 to $46,990 while the Santa Fe starts at $40,990 and finishes at $57,090 (albeit not a petrol V6). All these cars are well-equipped, with more modern features and tech.
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.
Across the range, Kluger buyers are treated to the same engine specifications - a 3.5-litre V6 petrol. The big unit devlops 218kW/350Nm to help move the two-tonner.
As to whether the V6 features a timing belt or chain, it's the latter. The engine uses standard (OW-30) oil and 0-100km/h acceleration times are around nine seconds.
Towing capacity is the same for each model, coming in at 700kg for unbraked trailers and 2000kg braked. We haven't yet carried out a towing review.
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.
For its engine size and overall weight, fuel economy is always going to be marginal and continues to be the Kluger's weak spot. For the front-wheel drive, Toyota claims 9.lL/100km on the combined cycle. The heavier 4x4 version recorded an official combined fuel consumption figure of 9.5L/100km.
These mileage figures would be a stretch - in a week of gentle suburban running around in a GX AWD, we copped a figure of 13.7L/100km.
The fuel tank capacity is a handy 72 litres, meaning a decent run between fills, especially when you're out on the open road.
Obviously, without a diesel engine, there are no diesel fuel consumption figures.
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.
You never really forget that the Kluger is a big unit. Ground clearance is a not-inconsiderable 200mm and the turning circle a fairly lazy 11.8 metres. People don't seem to mind that it feels big, and is one of the few in the segment that I feel like I'm climbing up into with my 183cm (six-foot) frame rather than stepping in.
From behind the wheel you can practically see the curvature of the Earth you sit so high. Fire up the near-silent V6 and you're struck by how incredibly smooth it is. Also smooth is the ride - the long travel suspension is probably exactly the same as it is for our American cousins vs, say, Hyundai's habit of setting up its cars for Australia.
Everything is soft and squidgy but in a reassuring way, even the warning beeps aren't too shrill or irritating. The steering is light and with the occasional moment of vagueness but again, it's all very predictable. The brakes, though a bit spongy at the top of the pedal, are more than up to the task of washing off speed in the unlikely event you've overcooked things.
The engine continues unchanged. There's enough horsepower to get you going and hold a decent clip, it will keep you out of trouble and do what Toyotas generally do - look after you. Performance is hardly the key point of the Kluger - it weighs in at a fairly unapologetic 2005kg in AWD form - but, as I say, there's ample power to keep you moving.
We're yet to perform an exhaustive off-road review, but our experience is that the Kluger has reasonable off road ability.
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 Kluger arrives from the US with seven airbags, ABS, stability and traction controls and rear parking sensors.
The 2018 Kluger is really about the battery of new safety features in the lower models. Added to the GX and GXL are pre-collision warning, forward AEB, lane departure warning, active cruise and auto high beam. GXLs also pick up a blind spot monitor and rear cross traffic alert. As you can imagine, the Grande has the lot.
There are three top-tether anchors for the middle row as well as two ISOFIX points.
As before, the ANCAP safety rating stands at a maximum five stars, awarded in November 2016.
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.
Toyota's three year/100,000km warranty also comes with a fixed price servicing plan. It seems the Japanese company can get away with the short warranty because of the long-held reputation for reliability and few problems or faults.
I've certainly never heard complaints from Kluger owners, or Toyota owners generally for that matter. Having said that, Hyundai and Kia both smack Toyota out of the park for warranty length and in Hyundai's case, lifetime fixed price servicing.
Service costs are fixed via Toyota's 'Service Advantage' pricing. For the Kluger you'll pay $180 per service for the first 36 months or 60,000km. You'll have to visit the dealer every six months or 10,000km for the stamp in your owners manual, which is always good for resale value.
Few owners report any genuine issues, such as engine problems or tranmission problems.