2025 Mazda CX-30 review

When the Mazda CX-30 first launched in early 2020 it made quite an impact. The range kicked off at $29,990 before on-road costs for the entry-level G20 Pure and its class-leading build quality and refinement ensured the CX-30 was an easy small SUV to recommend.

But the motoring world moves quickly and even in its launch guise the CX-30 wasn’t the most up-to-date vehicle. Both of its engine options (a 2.0-litre four-cylinder in the G20 models and a 2.5-litre in the G25s) are now well over a decade old and its ageing infotainment tech remains stubbornly analogue in many respects. So can the CX-30 still compete against a constellation of rising stars in the small SUV universe? Let’s find out.

How much does the Mazda CX-30 cost? 

The Mazda CX-30 comes in no fewer than ten model grades, ranging from the G20 Pure ($33,940 plus on-road costs) up to the G25 Astina AWD ($48,340 before on-roads).

As you’d expect, there are myriad permutations of engine, transmission and interior trim (see below for more detail). The price list is:

• G20 Pure – $33,940
• G20 Evolve – $35,840 
• G20 Touring – $39,640
• G20 Touring LE – $41,490
• G20 Astina – $44,840
• G25 Touring – $41,140
• G25 GT SP – $43,140
• G25 GT SP AWD – $45,140
• G25 Astina – $46,340
• G25 Astina AWD – $48,340

Some of the CX-30’s most established rivals in Australia’s small SUV market include the Kia Seltos ($31,250), Toyota Corolla Cross ($33,980), Hyundai Kona ($35,950) and Subaru Crosstrek ($35,990). The top sellers in recent times, however, have been Chinese brands which are considerably more affordable – the Chery Tiggo 4 ($21,990), GWM Haval Jolion ($25,790) and MG ZS ($25,990).

Mazda offers a five-year/unlimited kilometre warranty, well short of Kia (seven years) and MG (10 years). Service intervals are 15,000km/12 months, with a total servicing cost over five years of around $2000. 

What is the Mazda CX-30 like inside? 

Materials and fit-out in our G25 Astina test vehicle exemplified Mazda’s usual high production standards. Delectable leather touchpoints abound (steering wheel, gear shifter, armrest, dashboard, knee rest), sound insulation is good, and even the carpet finds the right compromise between plush and hard-wearing. Mazda’s cabin colour choices can be a little suspect – our CX-30 was clad in dark grey upholstery offset with a sort of purple-brown trim on the dash. Chrome and piano black touches add elegance. 

The commonsense arrangement of controls is welcome, with big knobs for the air conditioning and obvious buttons for recirculated air, demisters and (in the Astina model grade) seat heaters. Two cupholders behind the gear shifter can accommodate drinking vessels of various diameters. 

Analogue dials in the instrument cluster might offer retro appeal if they weren’t so bland – they exude a real sense of ‘whitegoods’. The flipside to this criticism is the trip meter button: it’s refreshing to measure distance and economy without first conducting a three-day search through digital menus. The large centre dial (which is an LCD display pretending to be analogue) can be changed to a digital speedo if desired and the CX-30 also has a small head-up display. 

As well as a wireless phone charger, the G25 Astina has two USB-C ports tucked away in the armrest storage bin. This has the advantage of keeping cords out of sight when not in use but can be inconvenient if you need to plug/unplug a lot. The central infotainment screen is primarily operated via a dial and button system on the centre console, which retains a certain user-friendly charm for basic operations – although it can become irksome when delving deeper into sub-menus.

The infotainment screen has touch functionality while running Apple CarPlay, but the screen is recessed into the dashboard and set so far back that the driver has to lean forward to reach it. The Bose audio system in the Astina delivers aural pleasure with excellent clarity and speakers where they’re needed, including two near the rear passenger’s ears.

From base model to Astina, the CX-30’s front seats are figure hugging, well padded, and good for an extended journey, although in the G25 Astina only the driver gets electric adjustment – a bit miserly given the asking price. 

The Astina, however, does feature an electric tailgate (other model grades are manual). The load space offers 1000mm between the wheel arches, but it’s only 800mm deep and 400mm high from boot lip to lid, translating to 317 litres – at the smaller end for this segment. That said, it does boast a full-size spare wheel (increasingly uncommon in smaller makes), plus the rear seats have three top tether and two Isofix points. The second row has ample leg and foot room, although like many Mazdas the head room isn’t tremendous. Rear occupants get air conditioning vents but no controls, a fold-down armrest with two drink holders, and zero device connection points. 

What equipment does the Mazda CX-30 come with? 

The G20 Pure comes standard with 16-inch alloy wheels, rain sensing wipers, LED headlights and tail lights, air conditioning, an 8.8-inch infotainment screen, a head-up display and driver information screen, cloth trim on the seats, eight-speaker audio, seven airbags and an array of active and passive safety systems.

An extra $2000 for the G20 Evolve delivers 18-inch alloy wheels, dual-zone air conditioning, an auto-dimming rearview mirror, and a wireless phone charger.

Things get more luxe in the G20 Touring, with keyless entry finally making an appearance alongside leather upholstery, paddle shifters, and front parking sensors.

The G20 Touring LE, a relatively new edition to the lineup, comes with a $1500 Vision Technology Pack as standard (including a 10.25-inch infotainment screen, 360-degree around view monitor, and additional safety kit such as a driver monitor), and leather/suede seat trim.

The G25 GT SP introduces a powered sunroof (although the shade is manually operated), heated front seats, and is available in all-wheel drive for an additional $2000.

The Astina grade brings a premium 12-speaker Bose audio system, heated steering wheel, adaptive headlights, and a remote electric tailgate.

How safe is the Mazda CX-30? 

The Mazda CX-30 is still listed on the ANCAP website based on its 2020 crash test, in which it achieved a five-star rating – including an exceptional 99 per cent adult occupant protection score.

What powers the Mazda CX-30? 

As the nomenclature indicates, the CX-30 has either a 2.0-litre four-cylinder engine (G20 models) or a 2.5-litre four-cylinder engine (G25 models). Both are connected to a six-speed automatic transmission. All G20 models are available in front-wheel drive only, while the G25s can be optioned with AWD for $2000.

The 2.0-litre unit produces 114kW/200Nm, while the 2.5-litre offers a beefier 139kW and 252Nm. Both engines can take E10 and 91 RON petrol, setting them apart from many newer models in the small SUV category. Claimed fuel consumption is 6.3L-6.6L/100km.

What is the Mazda CX-30 like to drive?  

The 2.5-litre SkyActiv engine in the higher-grade Mazda CX-30s set the benchmark for refinement among mainstream marques when it debuted in 2013 but the world has moved on and this naturally aspirated donk is starting to show its vintage compared to those in some other brands.

The main issue is throttle response. The engine tends to sit at low revs whenever possible to save fuel, yet maximum power and torque are quite high up the range, which means the transmission has to kick down anytime you need more than a dribble of additional acceleration. This characteristic (and the irritating stop/start system) might as well not exist anyway, because during regular suburban driving the CX-30’s own fuel economy meter showed 9.0L/100km – an almost wistful figure in 2025. Sport mode stops the transmission racing to the highest possible gear, but even so the drivetrain never quite feels relaxed.

Although it doesn’t deliver as much torque, the 2.0-litre engine (114kW/200Nm) in the lower grade CX-30s is punchy off the line and provides consistent power delivery, making it less erratic to drive than its bigger cousin.

No matter which engine lurks under the bonnet, power reaches the road effectively, steering input is linear and true, and the chassis feels taut and composed through corners. The CX-30’s handling, in fact, is better than that in its smaller sibling, the CX-3. Ride quality is a touch on the firmer side – once in a while a bump or pothole jolts the cabin – but on the whole the suspension tune sits at an agreeable midpoint between handling finesse and kindness to the driver’s spine.

While the CX-30’s technology mainly lurks in the background where it belongs, there are some exceptions, such as the abovementioned i-stop fuel saving system (which can be turned off but returns every time you switch off the engine) and the panic-merchant cross traffic alert, which has an inflated opinion of the CX-30’s acceleration abilities.

One other quirk we noticed is a low clearance between the seat bases and the top of the A-pillars – taller occupants will want to mind their heads as they get in.

Open Road’s take on the Mazda CX-30  

The Mazda CX-30’s luxury-grade build quality can’t help but impress, especially with so many budget-focused competitors entering the fray these days. But asking top dollar for an SUV with a last-generation drivetrain and ageing infotainment tech feels a tall order today. There are just too many viable alternatives for the CX-30 to be a slam-dunk choice in 2025.