Mazda CX-30 review

The CX-30 is mature yet unexpectedly fun to drive – the handling is reliably pointy and the car resists lean admirably. The compromise is the ride quality, which is noticeably firm: even the smallest bumps and ruts of our broken road network shudder through the cabin.

But it steers, brakes and corners in the same smooth, fluid fashion as the 3 hatchback. It’s easy to place in town and on a country lane, and you might even find yourself accidentally enjoying life on the right road. It really is better to drive than it strictly needs to be. Good work Mazda.

Shortcut buttons allow you to turn off the speed limit warning and lane keep assist quickly – an oft forgotten bonus these days.

What about the engines?

The CX-30 shares its engines with the Mazda 3 hatchback, and gets the choice of two naturally aspirated four-cylinder petrols (Mazda continues to buck the ‘downsizing’ trend, favouring larger naturally aspirated engines over smaller turbocharged ones). Both of the petrols now have mild hybrid tech (which essentially amounts to extended periods of stop/start) and there’s no longer a diesel offered in the UK.

The more conventional of the two engines is the 2.5-litre 138bhp e-Skyactiv G from the CX-5, which replaces the old 2.0-litre and is more powerful, torqueful and speedful than before. You still have to work it quite hard to make any sort of progress, but drive it on the limiter everywhere and it's surprisingly fun.

The other benefit is cylinder deactivation, resulting in claims of between 42.8mpg and 47.1mpg and emissions of between 136 and 148g/km of CO2. We saw high 30s in stop-start London traffic and on a longer M25 stint without even trying; live in the sticks and you'd likely do even better.

And the second option?

Alternatively you’ve the choice of Mazda’s fantastically clever petrol ‘Skyactiv-X’ engine that’s now known as the e-Skyactiv X. A 2.0-litre four pot, 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 ‘spark controlled compression ignition', a system that allows the engine to switch between spark and compression ignition methods as required.

Pretty much all you need to know is that with its additional hybrid boost you now get 183bhp, a 0-62mph in 8.3s and in real-world driving (i.e. not in a laboratory) we managed reasonably impressive low 40s mpg. So it’s quicker, more economical, and you'll look a clever clogs for explaining it... seems the obvious choice to us.

What about the transmission?

All-wheel drive is available in combination with the e-Skyactiv X engine, but even then don’t expect the CX-30 to get very far off-road. That’s not what it’s for. Save your money and some weight by sticking with FWD.

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. It’ll cost you 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. Seriously, just stick with the manual here.