Mazda CX-30 2021 review: X20 Astina

This is now the most expensive Mazda small SUV you can buy. The CX-30 X20 Astina comes in at $46,490, before on-road costs, or $3000 more than the next model down, the G25 Astina.

It's more expensive than a larger CX-5 GT, and almost as expensive as a base seven-seat CX-8 Touring.

Ouch. The CX-30’s key rivals come in the form of the Toyota C-HR Hybrid ($37,665), Subaru XV Hybrid ($35,580), and you could argue with this car’s luxury aspirations, the Lexus UX 250h (h for hybrid - $50,000). 

This is now the most expensive Mazda small SUV you can buy.

There are not yet fuel-sipping versions of the Nissan Qashqai or Mitsubishi Eclipse Cross, but the CX-30 will soon have an even tougher fight on its hands as there are hybrid and plug-in versions on the way for each one respectively.

So, it’s clear at the very least from that collection of price comparisons, the choice to go SkyActiv-X will have to be a deliberate one.

Visually the CX-30 is sleek inside and out, and Mazda backs it with high equipment levels across the range. You can only pick the new SkyActiv-X technology in top-spec, all-wheel drive, Astina trim.

From that collection of price comparisons, the choice to go SkyActiv-X will have to be a deliberate one.

Included is full leather interior trim (very Lexus), full LED exterior light fittings with automatic high-beams, 18-inch alloy wheels, an 8.8-inch multimedia screen with Apple CarPlay and Android Auto connectivity, digital radio, built-in navigation, and a 12-speaker premium Bose audio system, a semi-digital dash cluster, 10-way driver’s seat power adjust, heated front seats, a sunroof, dual-zone climate control, 360-degree top-down parking camera suite, as well as keyless entry and push-start ignition.

There’s an equally-well equipped safety suite which we’ll delve into later. It’s worth noting that while this seems like a lot of equipment, lower grade cars in the CX-30 range get most of the necessary key items on that list, and visually it’s even hard to separate them with the Astina and X20 badges bringing no special flair.

Finally, although this is the bells-and-whistles grade, it is still missing advanced connectivity like USB-C, wireless phone charging, a Wi-Fi hotspot or an SOS function which are becoming notable extras in some rivals.

Inside is an 8.8-inch multimedia screen with Apple CarPlay and Android Auto connectivity.

The CX-30 sits in an emerging small SUV segment. It’s confusing now that there is also a light SUV segment for cars like its CX-3 sibling. This car’s most likely rivals all offer a decent practicality promise over their smaller offerings. Cars like the C-HR, Eclipse Cross and Nissan Qashqai all fall into this category.

The CX-30 though isn’t quite this way. While it brings welcome improvements over the relatively tiny-on-the-inside Mazda2-based CX-3 it also doesn’t wow us with a tricky seating arrangement or particularly large boot.

Head and arm room is excellent in the front cabin.

It’s the front passengers that sit in relative opulence, with a large and adjustable cabin space, plush textured materials and plenty of glass for good visibility. There is also telescopic and height adjust for the wheel, and a weirdly small sunroof considering we are well and truly in the era of panoramics. Still, head and arm room is excellent.

On a side note, I don’t like the wing-mirrors in this car. They sit on the doorframe quite close to the driver and provide a limited field of view, reducing overall visibility.

Less good is the rear seat. The arrangement is noticeably ‘stadium’ (meaning you sit much higher up than front occupants) leaving you with limited headroom. The design of the doors and high windowline also make it a tad claustrophobic, while leg- and arm-room is limited but sufficient for someone my height (182cm/6'0").

A 'stadium' arrangement leaves you with limited headroom in the rear.

Finally, there is the boot. It is also a bit limited on space, making the CX-30 one of those SUVs that doesn’t gain any extra room for its jacked-up shape. In fact, its 317-litre (VDA) boot is smaller than the Toyota Corolla hybrid hatch long-termer I’ve been living with (333L) and not even that is considered large for its class.

Under the boot floor resides a space-saver spare, with the SkyActiv-X at least not having a large enough under-floor battery to remove that long-distance luxury.

The 317-litre (VDA) boot is also limited on space.

Here’s where SkyActiv-X gets interesting. It is a 2.0-litre petrol engine which is capable of producing unusually high power outputs (though, still not in turbo territory), a cleaner fuel burn, and higher efficiency thanks to Mazda’s newly developed semi-compression ignition tech.

To boil it down, the effective compression ratio inside the cylinder is higher than normal, allowing all the fuel to combust in every cycle instead of just most of it which is what can happen in a standard engine.

To help this compression stuff along, this engine is slightly supercharged, possessing what Mazda calls an “air compressor”.

The 2.0-litre petrol engine is capable of producing unusually high power outputs.

The technology comes with a few caveats though. The compression stuff doesn’t operate all the time. Under idle or heavy loads this engine operates as normal, but only works in the mid-range (where it should be spending most of its time when accelerating). You are able to monitor when it is using its special ‘SPCCI’ mode through the fuel efficiency screen in the car’s multimedia suite.

The SkyActiv-X cars are also all very mild hybrids. It’s a 24-volt system, and unlike a proper hybrid, cannot directly drive the wheels. Instead, a lithium-ion battery pack powers the car’s auxiliaries, and importantly its starter motor which makes the stop/start system almost imperceptible.

Still, it’s hard not to feel like this complex system is but a half-step into an at least semi-electrified future.

The CX-30 is set apart from the rest of the SkyActiv-X range by being the only all-wheel drive option. It has a six-speed torque converter automatic transmission.

SkyActiv-X is pitched as being more fuel efficient and more powerful, and it’s an interesting story. 

The official/combined cycle consumption claim isn’t particularly stunning at 6.0L/100km. Many of its turbo rivals claim close to the same, but in my experience, having driven both the Mazda3 and now this car with the engine, it does achieve reasonably close real-world consumption to its sticker number.

Over my week of driving genuinely combined conditions, the CX-30 consumed 7.2L/100km. This is a very similar variance from the official number that I pulled from the Mazda3 SkyActiv-X car that I tested at its launch (6.4L/100km against a 5.5L/100km claim). Keep in mind, the CX-30 version has all-wheel drive compared to the 3’s front-drive.

SkyActiv-X is pitched as being more fuel efficient and more powerful, and it’s an interesting story. 

Overall then, for the bump of extra power on offer it’s hard to say the technology does nothing (especially since you can expect at very least 8.0L/100km from the alternate 2.5-litre engine), but is it really worth $3000? It’s going to take a long time to make up the difference…

Oh, and there’s a catch that’ll really break the value equation. Unlike cars overseas, SkyActiv-X models in our market require mid-grade 95RON unleaded petrol to operate properly. Don’t blame Mazda for this one, send an angry letter to your nearest politician about the terrible fuel regulations in this country.

Mazda offers all its vehicles with a competitive five year and unlimited kilometre warranty with roadside assist. Unlike Toyota's, this doesn’t appear to be extendable.

Service costs hover in the $3- to $400 range for the first five capped-price visits, with a yearly average of $356. Not bad for a slice of new engine tech.

Mazda offers all its vehicles with a competitive five year and unlimited kilometre warranty.

The CX-30 SkyActiv-X needs to be serviced once every 12 months or 10,000km, and you’ll also need to spend $100 on a cabin air filter every 40,000km and $86 on brake fluid every two years.