Browse over 9,000 car reviews
What's the difference?
It’s easy to forget about the Skoda Karoq. It’s not that it’s a particularly forgettable model - it’s really not - it’s more that people just don’t know it exists.
That might be due to the fact that Skoda Australia did not do any promotional or marketing activities for the Karoq when it arrived back in 2018, because, at the time, it didn’t have adequate supply.
The company didn’t want to over-promise and under-deliver given the lack of available stock.
From 2020, the global pandemic has made the supply situation even worse so the Karoq has remained something of a hidden gem in the segment.
This mid-life facelift and slowly improving supply could ensure the Karoq gets a little more attention, but fighting for the limelight against the likes of the Toyota RAV4, Mazda CX-5, new Nissan X-Trail, not to mention its Volkswagen Tiguan sibling, could prove challenging.
Does the Karoq deserve to be added to more shopping lists for buyers looking for a mid-size family SUV?
Sometimes it’s good to check in on your friends.
You might not have seen them in a while, and they might not be the most recent addition to your circle, but it’s still good to see how they’re doing once in a while.
For this review, we’re checking in with the Mazda CX-30, which we loved when it first arrived, and we of course made some great memories with.
A few years have passed since, and the small SUV space in which it competes has become ever more crowded since.
The question is, should we be spending time with our old pal, the CX-30? Or, is it better spent with one of its new, trendy rivals?
We’ve grabbed a top-spec G25 Astina in front-wheel drive guise to find out.
This update hasn’t exactly transformed the Karoq, but arguably, it didn’t need that much of a change to begin with.
The two Karoq grades should appeal to very different buyers. The flexibility, packaging and space of the 110TSI give it ammunition against regular medium SUV rivals, while the 140TSI Sportline offers ripping performance in a more visually appealing package - it just lacks some of the practicality of the Style.
Either way, the Karoq deserves way more attention than it’s been given in Australia since its 2018 launch. This update goes some way to fixing that - as long as Skoda can sort out its supply issues.
Note: CarsGuide attended this event as a guest of the manufacturer, with travel, accommodation and meals provided.
I’m glad we checked in on our old friend, the Mazda CX-30. Despite being a car with two wheels planted in the future, and two firmly planted in the past, it manages to hold the line against many of its newer rivals, both on the cheaper and higher-tech end of the spectrum.
What you see really is what you get with this Mazda; it’s lovely to drive, looks fantastic, and punches above its weight when it comes to cabin ambiance. While what’s under the bonnet might no longer be in vogue, driving this car again has only reinforced its standing as small SUV royalty.
The changes Skoda has made to the Karoq’s design as part of the mid-life update are best described as subtle.
It gains a new front bumper and wider lower air intake, new headlight design, and split daytime running lights, as well as an extended tailgate spoiler and redesigned slimline tail-lights at the rear, capped off by new alloy wheel designs.
The Karoq is probably the most conservative looking Skoda you can buy, and while the refresh has certainly sharpened up the SUV’s design, it hasn’t elevated it.
Compared with the modern exterior design of rivals like the Hyundai Tucson and Kia Sportage twins, the upcoming new-gen Nissan X-Trail or even the Peugeot 3008, the Karoq looks a little too conventional.
In saying that, fans of understated design will likely appreciate Skoda’s measured approach.
Very little has changed inside and the interior design is functional, but somewhat generic.
While the Haval Jolions of the world look ready to hit up the McDonald’s drive thru with their youthful flair, and cars like the Toyota Corolla Cross want to save money and dine at home with their conservative appearance, the Mazda CX-30 looks dressed to impress, as though it should be seen at the valet stand of your nearest Michelin-star restaurant.
A few years of age or not, the design of this car is still spectacular at this price, placing it right at the forefront of looks for the mainstream small SUV segment.
The delicate panel work, signature big grille, and large wheels at this Astina grade match nicely with the minimalist light fittings which themselves come complete with a soft-fade effect for the indicators.
It’s attention to detail like this which makes the CX-30 look like it belongs in a price-bracket above, and demands rivals pay attention.
The interior meets expectations, too, which is no small feat given some cars in this space prove it’s one thing to look great, and quite another to match it with a truly premium feel.
Mazda has done a fantastic job in the cabin which feels the part with an abundance of soft-touch materials, a dark, modern colour scheme, and an overall vibe which is ageing well even compared to more recently launched rivals.
I would go so far as to say, at the Astina grade the CX-30 feels more like it should be competing with Lexus, certainly punching above the mark, even at its mid-$40K price-point.
As Skoda points out, the Karoq has smaller exterior dimensions than rivals like the Mazda CX-5, Kia Sportage and Honda CR-V, but, for the most part, it has more interior occupant space in the front and rear rows, and more luggage space, than those models.
That’s down to clever packaging - something Skoda does very well.
In the 110TSI Style, the Karoq has excellent storage in the front doors for tall and wide drink bottles, as well as extra space in the door cavity for the useful Skoda rubbish bin.
There’s a handy storage compartment with a lid on the top of the dash, while the central storage bin can be covered by moving the armrest back or forth. It has a wireless charging pad with a sliding cover and a pair of USB-C ports.
The central multimedia display is good and functions well, and all of the controls and stalks are well positioned. 'Virtual Cockpit' is one of the best digital instrument displays there is. The cabin design might not wow you, but it’s hard to fault the functionality of the Karoq.
In the second row, there’s loads of space for three, with ample toe, leg and headroom, and decent bottle storage in the doors. While the Style might lack the rear ski port and centre rear armrest of the Sportline, it has a much more useful trick up its sleeve.
It comes standard with Skoda’s 'Varioflex' rear seating, which folds 40/20/40. Each separate seat can be folded, lowered or raised, tumbled forward to greatly enhance cargo space, or removed from the car completely. It’s like Honda’s 'Magic Seats', and it’s a brilliant addition that sets it apart from its rivals - aside from Honda.
The Sportline swaps the Varioflex seats for regular sports seats that, in the rear, fold 60/40. The front seats in the Sportline offer incredible support, and the flat-bottom perforated leather steering wheel adds to the sporty vibe.
With a 588-litre boot (with all seats in place), the Karoq 110TSI Style has more space than the CX-5, Sportage, CR-V and the Toyota RAV4, but it can’t match the 615-litre capacity of its VW Tiguan sibling.
But the 140TSI Sportline has less cargo space, dropping to 521L and 1630 with rear seats folded. Both models come standard with a myriad of luggage nets and tie down hooks.
It looks good and feels good, but is it practical? While the CX-30 is larger than its smaller CX-3 sibling, it still leaves space to be desired, especially compared to some other segment-bending small SUVs it competes with.
The front seat is not where the bad news starts though. It feels spacious enough inside for a couple, with large seats, plenty of space separating the front two occupants, and plenty of comfort on offer with padded armrests on both sides.
There are big bottle holders in the doors and in a flip-open bay in the console (wouldn’t want to interrupt this design… ), and there’s additional storage once you slide and flip open the armrest.
To keep things tidy, your USB and 12V power connections are also located in the console bay. No need for messy cables, and there’s a little divider, too.
On the downside here, there’s a chunk of dead space under the climate unit, which looks like it could be filled with a shelf or, better yet, wireless charger. As it is, it’s just a plastic panel with a small bay underneath which barely fits a phone.
Adjustability is great for the driver, with a reach- and tilt-adjustable steering wheel, and high belt-line offering a sporty hatch-like feel, which I instantly felt comfortable with.
The rear seat isn’t as impressive. While the fancy seat trim and soft-touch points mostly continue, some of the padding in the doors has been replaced with hard plastic, and there’s a raise in the floor to facilitate all-wheel drive on some variants which eats into the centre occupant’s foot space.
Behind my own seating position, my knees have a tiny amount of room, and so does my head, at 182cm tall. Technically, I fit, but it’s close, and feels it.
Rear occupants get a padded drop-down armrest with two bottle holders, an extra two surprisingly large ones in the doors, but no power outlets. There are two adjustable air vents on the back of the centre console.
The coupe-like design also has a cost when it comes to boot space. There’s 317-litres (VDA) of space available, although we could only fit the CarsGuide luggage set when the parcel shelf was removed.
The space is suitable for a couple on a weekend adventure, but a bit tight if you have more requirements, like a pram-age child, for example.
There is an under-floor space which houses a space-saver spare wheel and part of the Bose sound system.
The updated Karoq comes with more standard gear compared with the model it replaces, and a price increase.
As with the pre-facelifted model, the Karoq is available in just two model grades. The range kicks off with the front-wheel drive 110TSI Style priced at $42,990 drive-away, while the flagship remains the all-wheel drive 140TSI Sportline 4x4 at $49,990. Both variants are $3000 more expensive than before.
Skoda Australia says the updated Karoq 110TSI Style includes about $4500 worth of extra gear over its predecessor, which represents $1500 of better value when taking into account the price increase.
Some of the new standard kit includes 18-inch alloy wheels (up from 17s), LED headlights, front parking sensors (it already had rear sensors), a hands-free power tailgate, power-folding and heated exterior mirrors, a rear spoiler, extended pedestrian protection for the autonomous emergency braking system, driving profile selection, digital radio, wireless phone charging and luggage nets.
Other standard gear includes rain-sensing wipers, keyless entry and start, dual-zone climate control, ‘virtual cockpit’ digital instrument cluster, 8.0-inch multimedia screen with wired and wireless Apple CarPlay and Android Auto.
You can option the Style grade with a panoramic sunroof ($1900), side steps ($1200), a 'Tech Pack' ($5900) that adds a larger 9.2-inch central screen with gesture control, Matrix LED headlights, auto parking, lane assist, traffic jam assist and more, or a 'Premium Pack' ($10,900) that includes leather-appointed seats, power front seats, front and rear heated seats, a heated steering wheel, and more.
Stepping up to the Sportline 4x4 will net you sports seats throughout, larger 19-inch alloy wheels, Matrix LED headlights, fog lights, a black body kit, stainless steel pedal covers, a sports steering wheel and of course, a beefier turbocharged engine.
The additions to the Sportline amount to $4100, making for $1100 of extra value, according to Skoda’s calculations.
The Sportline can also be optioned with packs including a 'Leather Seats Pack' ($3200) and 'Premium Pack' ($5900).
Skoda’s pricing puts the 110TSI Style in the crosshairs of other medium SUVs like the Mazda CX-5 Maxx Sport ($40,690, before on-road costs) or the Kia Sportage 2.0 SX+ ($41,500, BOC).
The Sportline lines up against the Toyota RAV4 Edge petrol AWD ($50,200, BOC) and the mechanically related Volkswagen Tiguan 132TSI Life AWD ($46,690, BOC).
The Skoda’s standard features list could be described as generous without being over the top. While it outpaces a few rivals for tech and in-car features, it lacks some of the safety gear standard on those models. More on that in a bit.
When Mazda started what seemed like a push upmarket at the time, the CX-30 was an expensive small SUV. The intention with this car’s look and feel seemed to match the pricing, though, so we all thought Mazda was trying to establish a new semi-premium positioning.
As fate would have it, though, through a pandemic and various fluctuations when it comes to supply and raw material costs, every other manufacturer in this mainstream small SUV space has pushed up the price-scale, too, now making even the more expensive versions of the CX-30 look not so bad value after all.
The specific version we have for this test is the top-trim Astina, using the larger 2.5-litre engine in front-wheel drive form.
The CX-30 range is expansive and confusing, because you can also have an Astina with the smaller 2.0-litre engine, or in all-wheel drive, or even with Mazda’s odd new ‘X20’ engine option which is effectively a supercharged compression-ignition science experiment.
This front-drive 2.5-litre version is probably the pick of the Astina bunch, though, offering the larger engine without the weight or unnecessary cost of all-wheel drive.
Wearing a before on-roads price-tag of $43,310, it now goes into battle with the surprisingly expensive Toyota Corolla Cross (Atmos FWD - $43,550), Honda HR-V (e:HEV L - $47,000), Volkswagen T-Roc (R-Line AWD - $45,200), and the almost as expensive top-spec Kia Seltos (GT-Line FWD - $41,500).
Of course, if these prices, which will approach $50K once you factor in on-road costs, are making you wince, there’s always the more affordable Haval Jolion (from $36,990 for an equivalent high-spec S) or the MG ZST (from $34,990 for an equivalent Essence) from China.
If you’re thinking neither will hold a candle to the Mazda’s dynamics or quality, you’d be right. Read on to learn why.
Before we go on, though, at this Astina grade equipment includes 18-inch alloy wheels, an 8.8-inch multimedia panel with wired Apple CarPlay and Android Auto, LED headlights, a sunroof, heated front seats with power adjust for the driver, a 7.0-inch digital instrument element, surprisingly nice leather interior trim for the seats and wheel, dual-zone climate, a head-up display, and a 360-degree parking camera.
Interesting omissions at this price include a wireless charger, wireless phone mirroring, USB-C connectivity, and while there’s a great safety suite included, there’s also no true hybrid option in the CX-30 range.
Two powertrains are on offer in the Karoq, starting with the 110TSI Style’s 1.4-litre four-cylinder turbocharged petrol engine, driving the front wheels via an eight-speed torque-convertor automatic transmission.
This is the same powertrain found in many a VW Group product, including entry-level versions of the Golf, and it pumps out 110kW at 6000rpm and 250Nm at 1500-3500rpm. Skoda says it can cover 0-100km/h in 9.2 seconds.
Under the bonnet of the 140TSI Sportline 4x4 is a 2.0-litre four-cylinder turbocharged petrol engine, delivering 140kW at 6000rpm and 320Nm at 1500-4100rpm, paired with a seven-speed dual-clutch automatic transmission and all-wheel drive.
A version of that engine is found in the Tiguan and the Golf GTI. The Sportline can do 0-100km/h in seven seconds. It also gains a multi-link rear suspension set-up for sportier handling.
This is where the Mazda is really showing its age. G25 variants are powered by a 2.5-litre four-cylinder engine, which isn’t turbocharged, nor is it assisted at the wheels by electric motors in a hybrid arrangement.
It’s punchy enough to keep the pace with most of its turbo rivals, putting out 139kW/252Nm, and some will love the fact it’s paired with a traditional torque converter automatic instead of a rubbery continuously variable or glitchy dual-clutch set-up, but it’s certainly not for the eco-conscious.
Not only is it a relatively large displacement engine, but aside from a start-stop system there’s little to mitigate your emissions. In fact, this unit only complies with Euro 5 emissions regulations, well behind the pace today.
Fuel consumption in the 110TSI Style is rated at 6.5 litres per 100 kilometres on the combined cycle, and it emits 147g/km of CO2. It has a 50-litre fuel tank.
The 140TSI Sportline consumes 6.6L/100km of fuel and emits 152g/km of CO2. It has a larger 55-litre fuel tank. Both Karoq grades require a minimum 95 RON premium fuel.
Some bad news, of course, comes at the fuel pump. The official claim for this relatively large engine is a bit bold, at 6.8L/100km on the ADR combined cycle, but if you’re using it for mainly urban duties as we did for this review I wouldn’t be surprised to see figures more in the region between 8.0 and 9.0L/100km.
As it stands, our car produced an average of 7.8L/100km, which is better than expected, but still painful in the era of hybrids and fuel-sipping turbos, especially when fuel is close to $2.00 a litre in most capital cities.
Mercifully, the lack of complexity from this engine does mean you can put bog-standard 91 RON unleaded in the tank.
The two Karoq variants have quite different driving characteristics and will likely appeal to different buyers.
On the road, the 110TSI Style is competent, acceleration is adequate but it will not set any hearts racing. The 1.4-litre engine is rowdy when pushed, particularly up hills, but remains composed around town.
The ride is firm and you will feel and hear potholes and large ruts in the cabin. It lacks the supple ride of a RAV4.
The Sportline ups the fun factor considerably, with the punchy 2.0-litre turbo and seven-speed dual-clutch combo ensuring smooth yet engaging acceleration and performance.
When it comes to dynamic driving, the Karoq Sportline shines, proving that it’s more than just a family hauler - it’s a warmed up SUV that would give a few hot hatches a run for their money.
And that becomes clear the second you hit a twisty section of road. The Sportline handles like a much smaller car and gives the Karoq yet another selling point that many of its rivals can’t match - genuinely engaging dynamics.
But the compromise here is, again, the ride quality. The suspension has an even firmer setting than in the 110TSI Style, unsurprising given the performance bent. But those road corrugations will make themselves known.
Ultimately, however, it’s something you can get used to. I spent a few months with a pre-facelifted Karoq Sportline in 2020, and found the ride quality around town more than fine for day-to-day driving.
The CX-30 is awesome to drive. In a sea of lacklustre small SUVs, it’s instantly easy to connect with this Mazda. Yes, the engine and transmission here aren’t the most recent additions to the landscape, but they are predictable, smooth, and easy to deal with.
In fact, one thing Mazda is particularly good at is making its entire range feel homogenous in terms of the drive experience, maintaining the great dynamics which the brand has become synonymous with.
The touchpoints continue to be fantastic on the move. The steering feels light and easy to turn at low speeds, but becomes purposeful and full of feel at higher speeds.
The direct feedback on offer from the rack and the firm springs up front give a great handle on what the front wheels are doing.
The overall feel is firm and reactive, ready for action, and while not everyone will love the hard edge to the suspension, it helps the car feel springy and agile in the corners.
You can feel the Mazda 3 DNA on full display when you’re driving this car in haste, and it’s a kind of dynamism which most rivals can’t match, even if the Mazda’s drivetrain is feeling a little low-tech.
You certainly don’t need to worry about the six-speed transmission, which is a smooth-shifting unit.
There’s no glitchy behaviour on hills or from a stop like you might get in a dual-clutch, or rubbery surging under acceleration often delivered by a CVT, just the feeling of the car riding each gear out, and shifting between clearly defined ratios.
Drivers of older vehicles especially will appreciate its instantly familiar feel.
Ergonomically, it’s pretty straightforward, with the one major downside being the dial set-up. We like physical controls rather than touch controls, but Mazda has taken this to the extreme by not making the main multimedia screen a touch unit.
Instead, you’re forced to negotiate with phone mirroring software using a rotary dial, which is at best clumsy, and at worst distracting.
It’s also a tad difficult to see over this car’s high beltline, making it hard to tell where the corners are, front and rear, and a common Mazda problem is the wing mirrors which seem to have a zoom factor on them. Why? It limits your view into the lanes next to you.
Thankfully the active safety suite spends most of its time in the background and unlike some more recent offerings in the small SUV space, not interfering with the excellent drive experience.
The lane keep software is light handed, and the driver monitoring tech is more basic, which is honestly all you should need.
Overall then, the CX-30 is predictable, familiar, and has a fantastic quality to its handling which fits the Mazda brand promise.
Aside from a few blemishes then, it’s one of the best cars to drive in the segment, just don’t expect it to feel as cutting-edge as it could.
The Karoq was tested by crash safety authority ANCAP back in 2017 and was awarded a maximum five-star rating.
Given the Karoq’s age, it is not fitted with a front centre airbag to help avoid injury between the driver and passenger in a side impact.
Standard safety gear on the 110TSI Style includes adaptive cruise control, front and rear parking sensors, auto emergency braking with pedestrian detection, manoeuvre braking assist, multi-collision braking, seven airbags, a tyre pressure monitoring system and driver fatigue detection.
Unfortunately items like lane keeping aid, traffic jam assist, rear cross-traffic alert and blind spot monitor are only available as part of an options pack or as individual options. In the 110TSI Style the latter two aren’t available, even as options.
Given the standard safety gear offered on most, if not all, variants of more affordable medium-SUV alternatives like the aforementioned Sportage and Tucson, it’s odd these features are not standard at this price point.
I love the lack of invasive safety tech in the CX-30, but that’s not to say this car lacks any of the required gear.
Active equipment includes freeway-speed auto emergency braking, lane keep assist with lane departure warning, blind-spot monitoring with rear- and front-cross traffic alert, adaptive cruise control, adaptive high-beams, driver attention alert, and traffic sign recognition.
You also score a very nice 360-degree parking camera and sensors, as well as a suite of seven airbags.
The CX-30 scored particularly highly across all of ANCAP’s testing criteria, with a particularly impressive 99 per cent in adult occupant protection. It achieved this rating in 2020.
The Karoq comes with a five-year, unlimited kilometre warranty.
The servicing schedule is every 12 months or 15,000 kilometres, whichever occurs first, which average for the class.
Capped-price servicing packs for the Karoq cost $1500 for five years, or $2100 for seven years, both averaging $300 per service, which is pretty good.
Skoda has also just launched service and maintenance subscription plans that allow owners to pay a monthly fee to cover servicing and some parts costs.
Skodas are covered by an initial one year of free roadside assist, but if you continue servicing your Karoq with a Skoda dealer, it will be topped up by a year for a maximum of nine years.
As with all Mazdas, the ownership proposition is pretty straightforward. There’s five years of warranty, five years of roadside assist, and five years of capped price servicing.
Service costs are pretty tame, too, with our front-drive G25 Astina working out to an average of $360 per year for the first five years.
You’ll need to visit a workshop once every 10,000km or 12 months, whichever comes first.