In the rare instance that you find Mazda’s CX-3 a touch too small, and at the same time, the CX-5 a little too big, the Japanese carmaker has come up with a solution that hears to the name CX-30.

Sales for the CX-30, unveiled just now in Geneva, will commence in the middle of this year in Europe, followed by the rest of the world at some point in time. As far as styling is concerned, the CX-30 has been thought up using Mazda’s Kodo design language, resulting in a dynamic exterior.

“We designed the CX-30 to be an essential partner in the customer’s daily life,” said Mazda president & CEO, Akira Marumoto. “It will be made at key global plants so we can deliver Mazda’s renowned driving pleasure and matured Kodo design to customers all over the world. Moving forward, our new products and technologies will ensure customers continue to see the value in owning a Mazda car. We aim to be recognised as a brand that forms the strongest of bonds with each customer.”

Inside, it features “relaxed and user-friendly packaging”, with enough room for four adults. Meanwhile, the increased height over a regular saloon or hatchback means improved visibility on the road, as well as easier access inside, as with most crossovers. As for the freestanding infotainment system, it can be controlled via a rotary dial on the center console.

Power comes from the automaker’s latest-generation Skyactive engines, including the Skyactiv-X. While no official word has been dropped, we expect the CX-30 to utilize the same hardware as the latest Mazda3, which should mean 1.5-, 2.0 and 2.5-liter petrol units, as well as a 1.8-liter diesel for Europe. An optional all-wheel drive system should also be available.

Compared to a Mazda3, the CX-30 has an extra 25 mm (0.98 inches) in ground clearance, plus an impressive 430 liters (15.1 cu.ft) of volume inside the trunk, compared to the 3’s 295 liters (10.4 cu.ft).

While there’s no word yet on pricing, Mazda will probably charge you a little less than they would for a CX-5, which means that in the U.S. for example, the CX-30 could set you back anywhere between $24,350 (entry-level CX-5) and $20,390 (entry-level CX-3).

It will slot between the CX-3 and CX-5.

When Mazda released the first teaser image of a new compact crossover exactly a month ago, we thought the Japanese company is going to introduce a new generation CX-3 in Geneva. Fast forward to present day, the brand is unveiling its new model near Lake Geneva – and it is neither а new CX-3, nor a European version of the CX-4.

Instead, Mazda is debuting a brand new global crossover. The CX-30 is a production high-riding vehicle positioned between the CX-3 and CX-5 in the marque’s crossover/SUV lineup. It features somewhat more restrained looks than its CX brothers with a more conservative approach to the Kodo design language. The proportions are balanced and the machine appears to be slightly less aggressive than the CX-5 but, dare we say, that’s for good.

The CX-30 rides on an evolution of Mazda’s Skyactiv-Vehicle Architecture which is shared with the new Mazda3. It is 173 inches (4,395 mm) long, 71 inches (1,795 wide), and has a wheelbase of 105 inches (2,655 mm), which makes it significantly longer and slightly wider than the CX-3. Mazda is not saying what’s the vehicle’s weight but we suppose it’s going to be a bit higher than the CX-3’s 2,952 pounds (1,339 kilograms).

The engine range of the model consists of Euro 6d-TEMP gas and diesel engines mated to either a six-speed manual or a six-speed automatic gearbox. All gasoline units come with Mazda’s M Hybrid mild-hybrid system for improved efficiency. The tech combines an ICE with an electric motor and a 24-volt lithium-ion battery.

The CX-30 is also receiving Mazda’s latest Skyactiv-X engine which uses a unique combustion method that, on paper, combines the advantages of a gasoline and a diesel engine. The manufacturer is not disclosing performance numbers for the unit, but if the new Mazda3 for Europe is anything to go by, you should expect the peak output to be about 178 horsepower (133 kilowatts) and 164 pound-feet (222 Newton-meters) of torque.

Power from the internal combustion engine is channeled to all four wheels through the company’s i-Activ AWD system with GVC Plus which intuitively controls the torque distribution between the front and rear wheels. Mazda says it delivers better grip under all driving conditions without affecting the fuel efficiency.

The "second new generation model" from Mazda is slated to arrive at U.S. showrooms at some point in the near future.

What's in a name? Mazda's CX-30 designation for its new compact crossover is perplexing. For one thing, given its placement between the smaller CX-3 and the larger CX-5 in Mazda's lineup, it logically should be called the CX-4. But also because its four-character alphanumeric badge is out of sync with all of the company's other three-digit nameplates in the U.S. market. We learned from Mazda that, using its internal reasoning, it had little option but to create an all-new moniker for the vehicle, logical or not.

C/D pulled Mazda's U.S. representatives aside at the Geneva auto show for an explanation. It simply came down to the fact that Mazda already sells a distinct model in China badged as CX-4, and the company could not justify selling two separate vehicles under the same name in different markets. Compared with the potential confusion that some buyers may have in differentiating the CX-30 from the current CX-3, not to mention the additional marketing complexity that the two similar badges create, the corporate frustration that two CX-4 models might cause seems, to us, like a small price to pay. But we're not automotive executives, only humble scribes.

So, where did the CX-30 name come from? Thank the company's BT-50 mid-size pickup truck, which is sold in Australia and other foreign markets. With its four-character alphanumeric precedent already in place, it was a short stretch—albeit a somewhat clumsy one—for Mazda to essentially adapt a CX prefix and tack on a couple of numbers.

While that doesn't resolve the similarity between the CX-30 and CX-3 designations, the new nameplate's unique back story does soften our initial speculation that the CX-30 might foreshadow the future addition of other four-digit Mazda CX models. That's not to say such a development may not happen down the road. But at least Mazda didn't embark on the wholesale restructuring of its model designations just for the CX-30's sake, which surely would result in even greater confusion. Just ask Infiniti.

Mazda thinks there’s too much of a gap between its excellent but now quite old CX-3, and the also excellent and slightly newer CX-5. So it’s done a car to plug it – not the CX-4, because there’s already one of those, sold exclusively in China – but the CX-30, a Mazda3 based crossover aimed squarely at young families. Apparently.

At 4,395mm long and 1,540mm tall, the CX-30 is around 7cm shorter and 10cm taller than the hatchback on which it’s based. Shorter because Mazda thinks this makes it easier to manoeuvre around town, which is where all of these things will live, and taller because, well, crossover. If the CX-5 competes with the Qashqai, Tiguan, Kuga and so-on, the CX-30’s rivals must be cars like the Volkswagen T-Roc, and possibly the Honda HR-V or Toyota C-HR. Hyphen-rich class, this.

Mazda reckons the CX-30, which is only the second car in the company’s “next-generation” line-up, could become its best-selling car in Europe – ahead of the 2 and 3 hatchbacks, 6 saloon/estate and CX-3 and CX-5 crossovers. Such is our apparent love for pseudo-SUVs.

As it’s based on the 3, the CX-30 uses the same engines (including the new ‘Spark-Controlled Compression Ignition’ petrol) and gearboxes, and has a very similar interior. Looks similar too, though different enough from the standard hatchback to make it a worthwhile item.

It’s a good-looking thing, the CX-30. Not quite as crisp as the 3, but not too far off. Among the better-looking cars in its class, certainly, even if the plastic cladding along the sills and over the wheel arches looks a bit heavy-handed from some angles.

The CX-30 gets the exact same engines as the Mazda3 hatchback – meaning you have the choice of a 2.0-litre naturally-aspirated four-cylinder petrol (Mazda continues to buck the ‘downsizing’ trend, favouring larger N/A engines over smaller turbocharged ones) with mild-hybrid tech’ and a 1.8-litre four-cylinder diesel. Or, happily, the fantastically clever petrol ‘Skyactiv-X’ engine.

Also of 2.0-litres and four-cylinders, it claims to offer the efficiency and low-down grunt of a diesel with the high-revving character and feel of a petrol. Something made possible, says Mazda, by a system called ‘Spark-Controlled Compression Ignition’. We had to wait for this engine in the Mazda3, but in the CX-30 it will be available from launch at the end of 2019. We haven’t tried it in the CX-30, but you can read about what it feels like in a Mazda3 (and exactly how it works) by clicking right here.

Both of the CX-30’s conventional engines are nice enough. We tried two – a diesel with the six-speed automatic gearbox (a combination that may not be offered in the UK, as Mazda believes so few people would choose it) and the petrol with the six-speed manual. Both were front-wheel drive, though all-wheel drive will also be offered (even then, don’t expect the CX-30 to get very far off-road. That’s not what it’s for).

Mazda’s manual gearboxes are usually among the best fitted to mainstream cars (Honda’s are notably brilliant, too), and the CX-30’s is no different. The automatic is of the old-school, torque-converter variety and… it isn’t great. Likely to cost a fair chunk more than the manual, and it can be a bit clunky and indecisive. Double-clutch transmissions offered by other manufacturers are way ahead, even though many seem to have been somewhat compromised by WLTP economy and emissions testing procedures.

As for engines, you might want to wait for the Skyactiv-X. The other two are good enough – but the extra power, torque and economy set to be offered by the new engine make it hard to ignore, even if it is set to be more expensive than the conventional petrol.

The CX-30 handles pretty well – something that should come as no surprise, given it’s based on a car than was rather good to drive to begin with, and that it’s not actually much heavier despite its crossover-y-ness. Steers, brakes and corners in the same smooth, fluid fashion. Ride is broadly ok – it’s well damped, but there’s an initial firmness that could introduce some patter on poorly-surfaced British roads.

It’s more or less the same as the Mazda3 in here, which is fine by us. The dashboard is as simple as they come, with easy-to-use climate controls separated from the infotainment screen, which can only be operated with a clickwheel on the centre-tunnel (note – Mazda says there’s as much space between the front seats as there is in the bigger CX-5).

The UI is superb – looks smart and is devoid of any unnecessary complication, something German systems tend to specialise in. Conventional dials, too. Well, the speedometer is technically a screen, but it still looks like a conventional dial and is flanked by two others. Very clear, very easy to use. Very Mazda.

The front seats are superb, though the bases could be longer to better support the thighs of taller drivers, and the driving position is particularly good, with loads of adjustment in the steering wheel (you can pull it right the way out of the dashboard). Things are less good in the back. The Mazda3 isn’t especially spacious, and remember the CX-30 is yet shorter.

Headroom is ok and more glass means it’s brighter back there than the hatch, but taller adults may struggle for legroom. You can at least slide your feet under the front seats (getting them out again is a bit awkward, mind), but if you’re 6ft or even a few inches shy, your knees will be rammed right up against the backrest of the seat ahead of you.

The boot isn’t bad at 430-litres, but the loadbay itself isn’t as clever as some rivals. No tie-downs, cubbies or split-level floors in the cars we tested.

Mazda hasn’t announced pricing or trims for the CX-30 yet. It’ll do that nearer the car’s launch at the end of this year. It’ll no doubt cost more than the Mazda3 hatchback, though, meaning things ought to start in the mid-twenties and rise quickly into the thirties for a car with the clever Skyactiv-X motor and all-wheel drive.

Should be reasonable to run, though. Mazdas are known for their reliability, and the engines range from pretty to very efficient. Automatic gearboxes, all-wheel drive and large alloy wheels all have negative effects on the numbers though. At best you’re looking at 135g/km of CO2 and 55.4mpg. That’s for a diesel manual with FWD - no figures yet for the Skyactiv-X.

Mazdas are usually pretty well kitted-out, too. The company doesn’t really do optional extras, either, making the business of spec’ing your car pretty easy. Various active safety features including lane-departure warning and blind-spot monitoring ought to be standard-fit.

Good car, the Mazda CX-30. Handles well, looks smart and has a lovely interior. But as is always the case with crossovers – the conventional car on which it’s based (in this case the Mazda3 hatchback) is the sensible buy. It handles better, is more economical, just as practical, faster and, though prices for the CX-30 haven’t yet been announced, will no doubt be cheaper.

But since when has any of that logic stopped people from flocking to crossovers? Either way – as long as you avoid the automatic transmission and don’t often need to carry tall adults in the back, the CX-30 is a worthwhile alternative to anything else you might be considering.

After debuting at the Geneva Motor Show earlier this year, the Mazda CX-30 is ready to relocate to the U.S., and is now preparing to meet its future compatriots at the LA Auto Show. The small crossover — whose name is a workaround due to the Chinese-market CX-4 crossover — is five inches longer than the new Mazda3 hatchback and five inches shorter than the CX-5 crossover. Its appeal is intended to be a mix of high maneuverability and roominess for occupants and cargo, not to mention being the second vehicle in the lineup to adopt the evolved Kodo design language first expressed on the latest Mazda3.

In Europe, the CX-30 offers buyers a range of engines from a Skyactiv-D 1.8-liter diesel to the new Skyactiv-X engine with gasoline compression ignition. Last month, Motor Trend dug up a California Air Resources Board document listing the two engines and two transmissions for the North American market. Our continent gets the 2.0-liter four-cylinder mated to a six-speed manual or a six-speed automatic, and a 2.5-liter four-cylinder mated solely to a six-speed auto. The smaller engine and manual transmission are expected to be reserved for Canadian and Mexican buyers. The U.S. likely gets the 2.5-liter, the engine that makes 186 horsepower and 186 pound-feet of torque in the Mazda3 and 187 hp in the CX-5.

Mazda's i-Activ all-wheel drive is predicted from launch, and safety features should include front cross-traffic alert, adaptive cruise control, and driver monitoring linked to a Smart Brake Support system that cuts the reaction time to issue a the driver a brake warning.

The CX-30 will share the Mazda stand with the 2019 Mazda MX-5/Miata RF, refreshed 2020 CX-5 and 2020 CX-9 crossovers, the 2020 Mazda 3, and Mazda3 TCR racer. Anyone with some free time at 1:20 p.m. Pacific Time on November 11 is welcome to stream the press conference at Mazda's YouTube channel.

Mazda is the little engine that could. After leaving the big bucks and volume of alignment with Ford, the Japanese automaker hasn't merged with another big dog as it perseveres as a company that engineers cars that people want to drive with vigor. That small but mighty spirit continues with the latest addition to its SUV lineup: the 2020 Mazda CX-30.

The five-passenger compact crossover debuted last month at the Tokyo Motor Show but makes its U.S. debut today at the 2019 Los Angeles Auto Show with a starting price of $22,945. Riding on the Mazda3 platform, the CX-30 slots between the CX-3 and CX-5.


[img]data:image/svg+xml;base64,PHN2ZyBmaWxsPSJub25lIiBoZWlnaHQ9IjI 0IiB2aWV3Qm94PSIwIDAgMjQgMjQiIHdpZHRoPSIyNCIgeG1sb nM9Imh0dHA6Ly93d3cudzMub3JnLzIwMDAvc3ZnIj48cGF0aCB jbGlwLXJ1bGU9ImV2ZW5vZGQiIGQ9Im04IDJoMTJjMS4xIDAgM iAuOSAyIDJ2MTJjMCAxLjEtLjkgMi0yIDJoLTEyYy0xLjEgMC0 yLS45LTItMnYtMTJjMC0xLjEuOS0yIDItMnptMTIgMTR2LTEya C0xMnYxMnptLTguNS00LjMzIDEuNjkgMi4yNiAyLjQ4LTMuMSA zLjMzIDQuMTdoLTEwem0tOS41IDguMzN2LTE0aDJ2MTRoMTR2M mgtMTRjLTEuMSAwLTItLjktMi0yeiIgZmlsbD0iI2ZmZiIgZml sbC1ydWxlPSJldmVub2RkIi8+PC9zdmc+[/img]SEE ALL 30 PHOTOSAlthough some of the best driver's cars have under 200 hp, Mazda is proud of the fact that the CX-30 has class-leading standard horsepower of 186 horsepower and 186 lb-ft of torque from the standard naturally aspirated 2.5-liter Skyactiv-G four-cylinder engine with a six-speed automatic transmission.

The CX-30 has a new off-road traction assist feature that reduces engine torque and increases the brake force on the wheels without traction on uneven surfaces to get it moving again. G-Vectoring Control Plus and front-wheel drive are standard; all-wheel drive is available on all trim levels (base, Select, Preferred, Premium).
The CX-30's looks marry the lines of a coupe with the muscularity of an SUV for a sleek crossover that seeks to stand out in a sea of utility vehicles. It is the second model to adopt the latest evolution of Kodo design with lines designed to suggest the CX_30 wants to hit the road. It might have a practical trunk, but it makes every effort to avoid a box-like appearance. The small SUV rides on 16-inch aluminum wheels as standard but you can bump up the size with higher trim levels.

[img]data:image/svg+xml;base64,PHN2ZyBmaWxsPSJub25lIiBoZWlnaHQ9IjI 0IiB2aWV3Qm94PSIwIDAgMjQgMjQiIHdpZHRoPSIyNCIgeG1sb nM9Imh0dHA6Ly93d3cudzMub3JnLzIwMDAvc3ZnIj48cGF0aCB jbGlwLXJ1bGU9ImV2ZW5vZGQiIGQ9Im04IDJoMTJjMS4xIDAgM iAuOSAyIDJ2MTJjMCAxLjEtLjkgMi0yIDJoLTEyYy0xLjEgMC0 yLS45LTItMnYtMTJjMC0xLjEuOS0yIDItMnptMTIgMTR2LTEya C0xMnYxMnptLTguNS00LjMzIDEuNjkgMi4yNiAyLjQ4LTMuMSA zLjMzIDQuMTdoLTEwem0tOS41IDguMzN2LTE0aDJ2MTRoMTR2M mgtMTRjLTEuMSAwLTItLjktMi0yeiIgZmlsbD0iI2ZmZiIgZml sbC1ydWxlPSJldmVub2RkIi8+PC9zdmc+[/img]SEE ALL 30 PHOTOSInside, the seats were designed to provide good posture for all seated in them (like in the Mazda3). Designers tried to create a friendly cabin that still gives the driver their own space and cockpit feel. The driver's seat is set high for better visibility and the A-pillar was narrowed for the same reason.

Much effort went into making a quiet and hospitable cabin, even mounting the woofers usually placed in the doors onto the side cowls for bass-heavy audio that does not rattle the doors. The vehicle has standard cloth seats and an 8.8-inch screen, a bit small in a world of giant tablets dominating cockpits (but pretty good for an SUV with a low-$20,000 price). There are USB ports, Wi-Fi and it is compatible with Apple CarPlay and Android Auto on some trims.

With the CX-30, Mazda introduces Mazda Connected Services as standard. It is accessed via the MyMazda app to lock and unlock the vehicle remotely, start the engine, check oil and fuel levels, receive recall notices or call roadside assistance or 911.

Standard i-Activsense includes adaptive cruise control, lane departure warning with Lane-Keep Assist, blind-spot monitoring with rear cross-traffic alert, and other safety systems.

Move up the trim ladder for upgraded stereo, leatherette seats with lumbar support. The top-trim CX-30 Premium includes a windshield-projected Active Driving Display, leather seats, power liftgate, power moonroof, Adaptive Front Lighting system, roof rails, paddle shifters, cylinder deactivation, as well as LED headlights and taillights.

2020 Mazda CX-30 pricing starts at $22,945 and climbs to $30,645 for a CX-30 Premium with all-wheel drive.

Pangs of concern overwhelmed our thoughts on the 2020 Mazda CX-30 before its launch. The automaker's damn-near perfect fourth-generation Mazda3 compact and its soulful take on the traditional economy car is somewhere under those crossover panels, raised suspension, and service to the "athletic and outdoorsy" demographic—admittedly, not a promising remix of the recipe.

So for now we'll skip the existential questions to tackle the one that matters above all: Is it any good? Despite being a first and foremost a shrewd business tactic—Mazda's 2019 numbers are down, while crossovers and SUVs account for nearly half of new car sales—the answer is yes. It's very, very good. Our worries were unfounded. A full day behind the wheel, schlepping from dusty Palm Springs, California down to brush against the Pacific Ocean outside San Diego, proved that Mazda hadn't screwed up the fabulous platform on which the CX-30 is based. It just made the Mazda3 a little taller, and that's all right with us.
Mazda’s engineers tossed a Mazda3 hatchback in the material replicator and hit Ctrl+C, copying its chassis, 2.5-liter four-cylinder, six-speed automatic transmission, brakes, most of its suspension, and its all-wheel-drive system before tweaking the proportions to create a slightly larger body. That might sound like a knock on Mazda for being uncreative here, but it's not—the folks in Fuchu got it right the first time with the lively little car. The less everyone screws with the already excellent raw materials, the better. Mazda's accountants probably didn't need any convincing there.

A quick note for those who've remembered that the Mazda CX-3 exists. Despite sharing a number with the Mazda3, the CX-3 is actually built on a modified version of the Mazda2 subcompact platform, so it's not related to the new Mazda3 in any way. We can't say why the automaker used that name when it went on sale in 2015, while five years later the crossover that should actually be called the CX-3 is stuck with the slightly confusing CX-30 appellation.The 2.5-liter naturally aspirated engine makes a modest 186 horsepower and 186 pound-feet of torque. That plastic body cladding is backed up by an Off-Road Traction Assist driving mode, which uses the brakes to mimic a limited slip differential on both axles when one wheel loses traction, also making its way to the 2020 CX-5 and CX-9. The body-swap also means ground clearance goes from 5.5-inches in the Mazda3 to 7.9-inches in the CX-30.

Stop, steer, and go bits aside, Mazda leaned on the just-launched fourth-generation Mazda3 for the CX-30’s interior, too. The minimalist dashboard and tidy center console are ported over nearly wholesale, with just a few tweaks to accommodate the CX-30's more slightly more spacious dimensions—94.1 cubic feet of passenger volume compared to the Mazda3’s 92.7 cubic feet. The swollen proportions mean a bit more blank space on that normally-sleek dash, but the design is still as lithe as ever. No fat guy in a little coat here.

The result of all this copy-pasting, stretching, and enhancing is one of the most immediately competitive compact crossovers on the market. You can't read a Mazda press release without seeing the phrase "Jinba Ittai" somewhere, the horse-and-rider spiritual link the company wants to evoke in its cars. Easy enough to see when you're talking about something like the MX-5 Miata, but that's a tall order for a crossover, an inherently compromised form when it comes to driving dynamics. Mazda took a strong step toward fun-to-drive crossovers with its CX-5, but because of the already dynamically astute Mazda3 foundation, the CX-30 is the best the company’s delivered.

Through the national forest lands lying between desert and the ocean, that harmony between driver and machine is immediately apparent in the directness and weighted quality of the 2020 Mazda CX-30’s electric steering. Though electric units were once mocked for hesitant behavior and clunky directional changes, the CX-30’s steering is more akin to the MX-5—point and go.

Boosting the CX-30’s steering is Mazda’s G-Vectoring Control (a type of torque and brake vectoring) and the all-wheel-drive powertrain, which combine to trick you into believing the crossover is three inches shorter with a much lower center of gravity. Stiffer dampers allow for little heave as the CX-30 scampers from corner to corner on the sinewy mountain roads.

There must be a downside, right? Usually it's comfort—while that firm composure sounds great in a sporty vehicle meant for track days, Angeles Crest Highway, the Nurburgring, or Fuji Speedway, those same characteristics compromise the hell out of daily driving. Not in the CX-30. Though Mazda’s engineers err on the sporty side, there always has to be balance.

The steering is direct, but not twitchy, while the suspension is rigid enough to keep the CX-30 level in a vigorous corner but dialed back enough to be comfortable on normal (i.e. crappy) roads. Likewise, the 2.5-liter engine generates just the right amount of horsepower for the car. It's neither under- nor overpowered, which sounds like a trite thing to say, but it's getting rarer in these maximalist times.

And the interior follows a similar path, intuitively laid out with everything canted slightly toward the driver up front. Both front seats are bolstered perfectly and suitable for a long road trip, while the back row and its 38.3 inches of headroom is really just for children and smaller teens. In a pinch, a full-grown adult will be ok for an hour or so before getting cramped. Sound deadening is what you’d expect from a compact crossover with some engine and wind noise intrusion, but not to the point where you're forced to speak above a normal volume. Balance and harmony—score another for Jinba Ittai.

Where Mazda could better the CX-30 is in its optional 12-speaker Bose-sourced audio. Mazda must first be complimented for housing the speakers within the CX-30’s chassis instead of the doors, which reduces a system’s potential for tinny audio. A great start, but the fidelity just isn’t as punchy as it could be. Some minor tweaks to the system’s drivers and speakers could make every track sound like a studio master. It’s a great candidate for a mid-cycle improvement.

The central 8.8-inch infotainment display is notable in that it's still not a touchscreen—in a space where every ergonomic factor has been considered, the screen is placed closer to the windshield and just out of convenient reach to signal its function. Instead of jabbing at it haphazardly, you'll use the rotary controller located just below the gearshift. Apple CarPlay and Android Auto are both available as optional extras and, as now common, work flawlessly.

Our time behind the wheel was relegated to the top-tier CX-30 Premium i-Activ AWD model, but Mazda will offer the choice between front-wheel drive and all-wheel drive, as well as three different packages, including Select, Preferred, and Premium. It should be noted that in addition to bringing standard features like real leather seats and a heads-up display, the Premium package also increases top speed from 124 mph to 126 mph. Seven exterior colors, including everyone’s favorite Soul Red Crystal Metallic ($595 extra), are available, as are three interior colors: Black, White, and Griege.

Mazda’s i-Activsense safety suite comes standard and includes Driver Attention Alert, Radar Cruise Control (with stop and go capability), Lane Departure Warning with Lane-Keep Assist, Smart Brake Support, and High Beam Control. Opting for the Select Package adds Blind Spot Monitoring with Rear Cross-Traffic Alert, while the Premium Package sees the addition of adaptive headlights.

Mazda had one final stroke of genius: keeping the CX-30 cheap. Starting at just $21,900 for a base front-wheel drive model, the 2020 CX-30 starts at just $400 more than the Mazda3. Springing for the fully loaded Premium i-Activ AWD model we drove still keeps it under $30,000. Both represent affordable bargains for crossover buyers, with loads of value compared to the premium competition.

So where does that leave you, the consumer? Should you buy the Mazda3 or the new CX-30? The Mazda3—tossable, fuel-efficient, fun to drive—is easily one of our favorite compact cars. But everything that makes the Mazda3 great also rings true about the CX-30. This is an outcome we didn’t foresee, yet, here we are.

Your decision will likely come down to two questions. Does being higher off the ground feed into your perception of control? Also, do you need an extra 1.4 cubic feet of interior space? If the answer to either is "Yes," then the CX-30 is the right Mazda for you. If not, it's still a fine choice thanks to its stellar platform. You really can't go wrong here.

If you scratched your head at the purpose of the Mazda CX-30, you aren't alone. Not only did this subcompact crossover break away from Mazda's established crossover nomenclature – the letters “CX” and a single digit – it arrives in a segment where Mazda is already well established with the CX-3.

But after a week behind the wheel, it turns out adding a zero changes the equation entirely. The CX-30 still suffers from some of the same ills as the similar CX-3, but it's more powerful, features a cleaner interior design, a marginally better infotainment system, and wears a more grown-up design. It's pricey, though, and that makes it a tough choice in this segment.

Mazda can do no wrong when it comes to design. The Japanese brand has consistently offers the best looking car in every segment it competes in, and the CX-30 is no exception. This is a desperately pretty crossover inside and out.

If someone told us Mazda plucked these off some futuristic, sentient android, we'd believe you. The projector design is that pretty, and it's set back in predatory looking sockets that give the Mazda a hawk-like gaze. The exterior, beyond the lights, is both clean and organic, with nary a line out of place on the taut sheet metal. We like the taillights, which sit below a slim rear window, the long hood, and the subtle line that extends from the hood back toward the rear wheel arch, although the black cladding is a bit much.

The cabin is unequivocally the best in the segment full stop, do not pass go, do not collect $200. There's nothing better. Nothing even close, for that matter. But the clean, minimalist approach doesn't come at the expense of functionality. The steering wheel is lovely, featuring plastic accents that convincingly mimic real metal. Then there are the little things – we're simply in love with, of all things, the shape of the infotainment screen and the way it juts out of the dash. It's a brilliant, simple detail, but obscuring the bottom portion of the housing allows Mazda to tack the display on the dash without people like us complaining about its tacked-on look. Instead, it looks natural, like it just sprouted out of there organically.

This Mazda is a masterful piece of design, and there isn't a competitor out there that can match it.

We'd love to say the same about the overall sense of comfort. The CX-30's front seats are quite supportive and comfortable for longer drive. Things are cozy in the back, though.

With 36 inches of legroom (an inch more than the CX-3), your six-foot, one-inch author had significantly more leg space than he'd find in a Toyota C-HR or Hyundai Kona (31.7 and 34.6 inches, respectively). It'd be a fine place for a longer ride, with a well-padded and supportive bench. Still, we couldn't fathom putting even two grown adults in the second row – legroom is adequate, but shoulder space (53.6 inches) is tighter than major competitors like the Kona, Kia Seltos, and Jeep Renegade (54.5, 54.7, and 55.1). That said, the CX-30 bests its predecessor's 50.4 inches of shoulder space easily.

The CX-30 also improves on the CX-3's cargo hold (arguably its weakest point) adding 2.4 cubic feet with the second row up, for a total of 20.2 cubes, a figure that’s just a tenth of a point off the Mazda3 hatch. Still, the bumper height is tall and the trunk aperture relatively small, so loading up that space isn't as easy as in some of the competition.

The CX-30 falls short on the noise, vibration, and harshness front, though. Its 2.5-liter engine is loud in everyday conditions, and the sporty suspension tuning makes for a ride that lacks the calm and quiet of competitors like the Hyundai Kona.

The CX-30's tech suite – namely its 8.8-inch infotainment system – remains lousy. Oh sure, Mazda made it prettier and cleaned up the controls, but here's all you really need to know: for the bulk of our one-week loan, we had to make four separate inputs to change the radio station. How did that even pass quality assurance testing? Routine functions like this require way too many inputs to execute.

The system is most infuriating when listening to satellite radio. Press the steering wheel buttons and the system either rewinds or (if you aren't listening live) fast forwards the feed, rather than cycling through presets. What's the point of that?

The dismal infotainment aside, the CX-30 is at the very least well equipped. The 8.8-inch display is standard on every model, for better or worse, and there's a 7.0-inch display in the instrument cluster. The base car even gets an eight-speaker audio system with HD radio. Move up to our range-topping Premium model, though, and the kit improves immeasurably. There are three-stage heated leather seats, a 12-speaker Bose audio system, a power driver's seat, and a head-up display. It's an impressive setup for a small, relatively affordable vehicle.

The Mazda CX-30 is a charming on-road partner, offering the quick reflexes we expect from the brand along with an engine that outpunches many of its competitors. That it's so good to drive is probably the least surprising thing about the smallest Mazda crossover, though.

The engine is the standout here, considering what the CX-3 had to work with. That car's measly 2.0-liter could only muster 148 horsepower and 146 pound-feet of torque, which isn't great in a 3,000-pound crossover. The CX-30 adds an extra half liter of displacement, 38 horsepower, and 40 pound-feet of torque over its predecessor, though, it carries an extra 400 pounds of weight in this loaded all-wheel-drive variety. But even that increase in heft can't hide the impact of 186 pound-feet of torque.

The CX-30 feels eager from off the line and at low speeds, with the 2.5-liter engine pulling it along easily. Dig deeper into the throttle and steam runs out quicker than we'd like, although this engine is still significantly punchier than what you'll find in the competition. It doesn't sound half bad either, although Mazda could stand to lower the volume a couple notches.

Like all Mazdas, the CX-30 is a hoot to throw into a bend. Fast steering and a firm suspension promote sharp turn in, helping this crossover change direction as a Mazda should. It's genuinely fun on entry, but you can carry speed into corners too, thanks to the tightly controlled body motions. The CX-30 is light on feedback, although the chassis is more talkative than you'll find anywhere else in this class.

Complaints? Not really any. The CX-30 is an incredibly likable driver’s car, despite its reasonable price and crossover body.

Mazda takes safety seriously, offering every CX-30 with auto-high-beam-equipped LED headlights, adaptive cruise control, automatic emergency braking, and lane-keep assist. That's a hard batch of safety gear to ignore, especially when considering it's present on every trim level.

For comparison, the Honda HR-V doesn't offer its active safety suite until the mid-range EX trim. The Toyota C-HR offers, as standard, all of its active safety gear across all trims, while the competitors from Hyundai and Kia offer competitive equipment on all but the base model.

Fitted with all-wheel drive, the range-topping CX-30 returns an EPA-estimated 24 miles per gallon city, 31 highway, and 26 combined. That isn't great when you consider the number of cars that return higher combined ratings. Among competitors that offer all-wheel drive, the Subaru Crosstrek bests the CX-30 with 27 mpg city, 33 highway, and 30 combined (albeit while offering less power). If you can live without front-wheel drive, the Toyota C-HR offers up 27 city, 31 highway, and 29 combined.

That said, the CX-30's fuel economy scores are okay. It even bests less powerful rivals like the Ford EcoSport (25 combined) and Fiat 500X (26 combined). The only car that can match the CX-30 in performance while besting it in fuel economy is the turbocharged Kia Seltos, which packs 175 hp, 195 lb-ft, and a 27-mpg combined rating.

Prices for the CX-30 start at $21,900 for the base front-wheel-drive trim. All-wheel drive is available as a $1,400 option on every trim level. Getting into our range-topping CX-30 Premium with all-wheel drive requires at least $29,600, although the price won't increase much from there.

There are three premium paint options, with our tester's Snowflake White Pearl demanding $200. Mazda's two signature colors, Machine Gray and Soul Red, cost $300 and $595, respectively. Beyond those choices and a spate of dealer-installed accessories – floor mats and the like – the only other expense is the $1,100 destination charge. Fully loaded, the CX-30 costs $31,295. Our white test car rings up at $30,900.

Mazda priced the CX-30 competitively. It undercuts the $22,470 Jeep Renegade Sport, the $23,240 Nissan Rogue Sport, and the $24,740 Fiat 500X, and is in the same ballpark as the $21,990 Kia Seltos and the $21,295 Toyota C-HR. The Hyundai Kona ($20,300) and Honda HR-V ($20,820) manage to best the CX-30 by a fair margin, though.

If you're set on a fully loaded vehicle, the CX-30 is harder to recommend. At $31,295, there are a fair few vehicles that have a lower max price, like the Seltos ($28,590), the HR-V ($28,890), Kona ($29,370), and C-HR ($26,815).

For its second model year, Mazda's in-betweener compact crossover is getting a new-ish name: the 2021 Mazda CX-30 2.5 S. No, those extra digits at the end aren't a trim level. The 2.5 S is apparently part of the name. They also don't indicate a boost in output, as the CX-30 won't be following the example of the recently announced Mazda3 2.5 Turbo. They're all for show. Instead, Mazda adds some new connectivity and safety features to the package.

Apple CarPlay and Android Auto are now standard across the lineup. They join Mazda Connected Services with a three-year trial and in-car WiFi hotspot with a six-month or 2GB trial, and they pair with the carryover 8.8-inch center infotainment screen that is controlled by a rotary dial mounted behind the gear shifter. The CX-30 2.5 S keeps as standard the 7-inch reconfigurable digital gauge display, Bluetooth phone and audio, two front USB ports and electronic parking brake.

There are also some new safety options to go with the standard i-Activsense package, which includes Mazda’s version of adaptive cruise control with stop and go function, smart braking support, a driver attention alert, lane departure warning with lane-keep assist and high-beam control. Upgrade to the CX-30 2.5 S with Select Package, the second of four trim levels, and you get blind-spot monitoring with rear cross-traffic alert, side mirror turn signals and Mazda Advanced Keyless Entry, plus a leather-wrapped steering wheel and shift knob, leatherette seating and upgraded, 18-inch wheels, among other perks. Step up to the Preferred Package and you get features like a power moonroof, heated front seats and black gloss front grille. The top-tier Premium Package, meanwhile, brings a Bose 12-speaker sound system, a three-month SiriusXM trial subscription, navigation, windshield-projected Active Driving Display, power liftgate, paddle shifters and LED head- and taillights, among other features.

As before, power comes from the Skyactiv-G 2.5-liter inline-four that it shares with the Mazda3. It makes 186 horsepower and 186 pound-feet of torque and is mated with a six-speed automatic transmission. The standard setup is front-wheel drive and G-Vectoring Control Plus, but predictive i-Activ all-wheel drive with off-road traction assist is an option across the range for an extra $1,400.

Base price creeps up by $55 from 2020 to an even $23,000, including the $1,100 destination fee.

Mazda is giving us all of the turbos, and we’re not going to complain. CarsDirect reports that the 2021 Mazda CX-30 will feature a turbocharged variant called the CX-30 2.5 Turbo. We have great confidence that this intel obtained via “an early order guide” is legit. The CX-30 is essentially a lifted and crossover-ized Mazda3, and Mazda announced the Turbo variant of that car a short time ago.

Just like the Mazda3, CarsDirect reports this one will be equipped with Mazda’s 2.5-liter turbocharged four-cylinder engine. It’ll make 250 horsepower and 320 pound-feet of torque when run on 93 octane. Use regular gas, and those numbers tick down to 227 horsepower and 310 pound-feet. The CX-30 is currently only available with the naturally aspirated 2.5-liter four-cylinder that makes 186 horsepower and 186 pound-feet of torque.

The similarities between the CX-30 and Mazda3 continue. You’ll only be able to get the CX-30 Turbo with all-wheel drive. It’ll come with larger tailpipes, turbo badging and be available in a top-of-the-line Premium Plus trim, too. That trim adds a number of features that are exclusive in the Mazda3 Turbo, so we expect the same for the CX-30. It’ll also cost a good chunk of change more than the base CX-30.

Prices will reportedly start at $31,000 for the CX-30 Turbo, and go all the way up to $35,000 in the highest trim level. These prices are obviously encroaching on CX-5 territory, but the cheapest CX-5 with the same turbo engine is $36,235.

Just like the Mazda3 Turbo, we can guarantee the CX-30 Turbo won’t be available with a manual transmission. That means Mazda’s six-speed automatic will be doing the shifting. CarsDirect claims that Mazda intends to start producing the CX-30 Turbo in November this year, so the wait to buy won’t be terribly long.

Remember Spud Webb? The five-foot seven-inch NBA basketball player that won the dunk contest in 1986 and surprised and impressed more than a few folks with his athleticism, despite his size? Well, Mazda does and feels that imitation is the highest form of flattery. Now we have this, the 2021 Mazda CX-30 2.5 Turbo.

The 2.5 Turbo part of the name references the new engine under hood. It’s the same turbocharged, 2.5-liter inline-four found in the Mazda 3 2.5 Turbo, putting out the same 227 horsepower when running on regular fuel and 250 horsepower on 93-octane premium. Torque follows a similar path: 310 lb-ft on regular fuel, 320 on premium.

Mazda didn’t specify the transmission, but we assume the CX-30 uses the same six-speed automatic as the 3 2.5 Turbo before heading to all four wheels, using what Mazda calls the i-Active all-wheel-drive.
The 2021 Mazda CX-30 2.5 Turbo MAZDAAside from the motor, Mazda added more safety systems to the CX-30 2.5 Turbo, including an automatic emergency braking in reverse (going between 2-4 mph) if cross traffic is detected and adaptive cruise control with traffic jam assist. With the new muscle, Mazda played with the styling. It comes with 18-inch black aluminum wheels, larger tailpipes, and gloss black mirrors. There’s also a “TURBO” badge on the liftgate now to advertise your new found accelerative prowess. This is the top level CX-30, so it has a 12-speaker Bose sound system and an 8.8-inch information display at the center console.

Yup. It’s a Turbo. Says so right there. Expect to see the CX-30 2.5 Turbo late this year. As the date approaches, Mazda promises to share more about pricing and other details. On a recent CX-30 drive, I didn’t find it lacked power. but I’d also certainly always welcome more. As long as the CX-30 retains its engaging driving behavior, of course.

But let’s not worry about that now and just celebrate more power!

Mazda has revealed its second-ever all-electric vehicle at Auto Shanghai 2021. The first was the upcoming Mazda MX-30. The second, surprisingly, is based on an existing model we're all familiar with, the Mazda CX-30.

The company revealed very little about what it calls the CX-30 EV, but we can spot one notable difference right away. It rides much higher than the regular CX-30 that we get in the U.S. That's likely because it's accommodating a battery pack beneath the cabin floor.

When a model is designed from the ground up to be an EV, like the MX-30, designers can account for a raft of batteries, but in this case it gives the impression the entire body was snapped onto an EV chassis as if it were a radio control car.

The CX-30 raises a couple of questions. First, we wonder what's under the hood if there's no engine. More important, does the CX-30's excellent driving dynamics translate to an EV?

The Mazda CX-30 is one of the best-handling crossovers we've driven. On one hand, the added weight of a battery array and taller height would typically have negative effects on cornering ability. Then again, a low center of gravity from positioning the batteries on the floor may reduce the penalty. A lot would probably depend on how well engineers were able to adjust the suspension geometry to work with the vastly different platform.

According to InsideEVs, the CX-30 EV doesn't even use Mazda's own MX-30 powertrain. Instead, it might ride on an EV platform built by Changan, one of Mazda's joint venture partners in China.

The idea of an EV infused with Mazda handling is a tantalizing notion, but sadly we'll likely never have the opportunity to find out what it's all about. The CX-30 EV is probably destined to stay in China.

Mazda has been slow to announce updates for its 2022 model year vehicles, but the faucet is opening a little further. What's new and pricing information has finally been announced for the 2022 Mazda CX-30, including small-but-significant changes and additions to the lineup.

Chiefly, every CX-30 now comes standard with all-wheel drive. Previously, the base 2.5-liter naturally aspirated inline-four came standard with front-wheel drive and offered AWD as an option. Making AWD standard makes the CX-30 consistent with similarly sized and priced SUVs like the Ford Bronco Sport, Subaru Crosstrek and all but one Kia Seltos trim level. The CX-30's turbo 2.5-liter has always come standard with AWD. A much smaller update: Roof rails are now included on all but the base S trim level.

New to the lineup is the Carbon Edition. Only available with the base engine, it is effectively a Preferred trim level that's only available in Polymetal Gray paint and exclusive red leather interior. As the name implies, it has black wheels and gloss-black mirrors.

Finally, pricing is up across the board, but by how much differs significantly by trim level. The base S trims are only up $150, but the Select goes up $550, the Preferred $1,200 and the Premium $1,800. All the Turbo trims see less significant price increases, considering they already came standard with all-wheel drive. The base Turbo goes up $150, while the Premium and Premium Plus go up by $350.

All new prices are below and include the $1,225 destination charge.

S: $23,425
S Select: $25,825
S Preferred: $28,875
S Carbon Edition: $29,515
S Premium: $31,725

Turbo: $31,425
Turbo Premium: $34,025
Turbo Premium Plus: $35,625

Mazda has given the CX-30 important updates for the 2023 model year. It gets additional power and better fuel economy, while the entire range has been improved to comply with the latest safety standards in the US.

For the 2023 model year, the naturally aspirated 2.5-liter Skyactiv-G engine gets an additional 5 horsepower (3.7 kilowatts), increasing the overall output to 191 hp (142 kW). Meanwhile, efficiency has also been improved by 2 mpg in each of the EPA estimated figures of city, highway, and combined through an updated cylinder-deactivation technology

That said, the NA 2.5L gasoline engine-equipped 2023 Mazda CX-30 models are now rated with an EPA estimated rating of 26 mpg in the city, 33 mpg on the highway, and 29 mpg combined..Of note, only the non-turbo variants received improved power and efficiency; the force-inducted Turbo Premium and Turbo Premium Plus retain their output ratings for the 2023 model year.

The Skyactiv-G 2.5 Turbo four-cylinder engine makes up to 250 hp (186 kW) and 320 pound-feet (434 Newton-meters) of torque on premium 93 octane fuel, while on regular 87 octane fuel it churns out up to 227 hp (169 kW) and 310 lb-ft (420 Nm) of twists.
Picking up from its IIHS Top Safety Pick+ for the 2022 model year, the entire 2023 Mazda CX-30 range has been improved to comply with IIHS's newest safety protocols. The upgrades include the addition of rear side airbags, rear seat belt pre-tensioners, B and C-pillar improvements, and a shin pad to front and rear door trims.

The 2023 Mazda CX-30 starts at $22,950 for the 2.5 S trim. The top-spec 2.5 Turbo Premium Plus, which gets all the bells and the whistles along with a more powerful turbocharged engine, has a sticker price of $35,400. All prices mentioned don't include applicable destination and handling charges.