Mazda CX30

  • 2020 Mazda CX-30 Road Trip Review: When Driving Doesn’t Matter

    On the open road, our long-term Mazda CX-30 keeps its driver involved—too involved.

    Mazda no longer uses "Driving Matters" as its tagline (now it's "Feel Alive"—already do, thanks), but that ethos is still imbued in every one of its vehicles. We agree with that mantra—mostly. Sometimes we'd trade involvement for relaxation, particularly when enduring long highway stretches as we've now done for several thousand road trip miles in our long-term 2020 Mazda CX-30. Turns out that when driving doesn't matter, this subcompact crossover is less than ideal.

    Nice as the CX-30's accurate, reactive steering is on a twisty road, managing it becomes a chore when coursing dead ahead. Lane-keep assist can be an awesome help in these scenarios, and the CX-30's spec sheet shows it as standard equipment. But on my recent drive between Los Angeles and San Francisco it did basically nothing, providing such minimal assistance that I checked a few times to see if it was turned on (it was). Other than gentle nudges seemingly at random, lane keep assist would allow the car to drift across markers with nary a beep. Autopilot this absolutely isn't.

    The CX-30 is also equipped with adaptive cruise control, which I came to call brake-check assist because of how committed it is to resuming its set speed after accelerating to pass. Instead of coasting down, the CX-30 brakes to reduce speed, causing some drivers I passed to brake in response. I'd have to override the car's action by applying throttle myself. Eventually I started turning adaptive cruise control off when passing, lest other drivers think I had a bone to pick—all involvement that systems like these are intended to negate. At least the blind-spot monitors effectively detect vehicles obstructed by the huge D-pillars.

    How Far Can The CX-30 Go On A Tank Of Gas?
    Our logbook shows that the CX-30 struggles to cover more than 300 miles between fill-ups. I eked out 317 miles at best, but photographer Darren Martin reported refueling every 280 miles or so on his hilly trek from Los Angeles to Oregon. Given its 12-gallon tank, the CX-30's approximately 25-mpg average isn't impressive for a subcompact SUV. Long-haulers might find this Mazda's range frustratingly small, but I don't mind stopping to stretch about that often.

    Thankfully the driver's seat kept my stretch breaks from becoming lengthy vinyasa sessions. The CX-30's front seats don't look all that special, but they feel excellent, providing ergonomic support all down the back. Their padding is neither too firm nor too plush, insulating nicely against the often busy ride. Cushy armrests and a leather-wrapped steering wheel made the CX-30 a nicer place to pass the miles.

    Too Sporty For Its Own Good?
    On my solo road trip the CX-30 was just spacious enough to fit my luggage in the passenger seat and wheels-removed mountain bike over the folded-down second row. Fortunate that was, as my long weekend concluded with a trail ride in Santa Cruz. Carving toward the coast over forested Highway 17, the CX-30's pep and agility reminded me why driving matters. But afterwards, drained and digesting a post-pedal burrito, I just wanted to chill. Little such luck—the Mazda's involving setup kept me overly alert for the next several hours.

    Our experience indicates that the CX-30 is better for around-town zipping than long-distance cruising. We'll see if that balance shifts as we pack on more miles.

    motortrend.com

  • 2021 Mazda CX-30 2.5 Turbo Boosts Its Engine Lineup 2021 Mazda CX-30 2.5 Turbo Boosts Its Engine Lineup

    Mazda's upscale CX-30 subcompact crossover receives a welcome boost from a new 250-hp turbocharged engine.

    Think of the Mazda CX-30 as a Mazda 3 hatchback on stilts. If you're picturing an upscale subcompact crossover, you're on the right track. Both vehicles are built on the same platform, have common design elements inside and out, and share their polished road manners. Drivers of the CX-30 sacrifice some handling responsiveness for its (slightly) taller seating position, but the connected feel from behind the CX-30's steering is class leading. Until now our only complaint centered around a lack of power since the CX-30 came with a merely adequate naturally aspirated 2.5-liter inline-four with 186 horsepower. Mazda is fixing that with a more powerful turbocharged engine in the new-for-2021 2.5 Turbo trim level.

    The CX-30's turbocharged 2.5-liter inline-four is already in every other new Mazda model save for the Miata and the tiny CX-3 crossover. On premium fuel, output is a stout 250 horsepower and 320 pound-feet of torque. Feed this turbo-four regular and its figures drop to 227 horses and 310 pound-feet, but those are still vast improvements over the standard 2.5-liter four in our long-term CX-30. The new engine and its associated hardware add about 120 pounds to the SUV's curb weight and contribute to a mere 1-mpg drop in its EPA combined fuel economy, 25 mpg versus 26 for a comparable model with the 2.5.

    In our testing of the latest all-wheel-drive Mazda 3 sedan, the switch from the base engine to the turbo version dropped its zero-to-60-mph run from 7.3 to 5.6 seconds. We haven't tested the CX-30 Turbo yet, but we expect a similar improvement over the regular all-wheel-drive model's 7.6-second 60-mph time, so a time around six seconds. That acceleration would make it among the quickest, non-performance-oriented subcompact SUV available. BMW, Jaguar, Mercedes-AMG, and Mini all sell small, sporty crossovers with around 300 horsepower but charge a five-figure upcharge over the CX-30 Turbo's $31,225 starting price.

    As in this turbo engine's other applications, it's backed by a smooth-shifting six-speed automatic transmission and Mazda's i-Activ all-wheel-drive system. Compared to the 3, the main difference here (and in other CX crossovers) is the addition of an off-road mode for stability-control and all-wheel-drive programming, which better distributes the engine's torque among the four wheels when traveling over slippery terrain. This doesn't make the CX-30 fit for serious trail work—Turbo models have only 8.0 inches of ground clearance and roll on 18-inch street-oriented all-season tires—but the off-pavement tuning should help it reach any secluded campsite that a Subaru Crosstrek can.

    It's best to not think of the blown CX-30 as a hot rod. Mazda's turbo-four is all about the easy rush of torque and is happiest quietly grumbling along at low revs. All 310 pound-feet arrive at a mere 2500 rpm, and the big four tends to run out of steam by 5000 rpm. The six-speed transmission feels similarly sedate in its shifts unless you toggle its sport mode, which is smartly tuned to downshift and hold lower gears when cornering. Turning the CX-30's wheel off center reveals pleasantly linear responses and confidence-inspiring body control. This Mazda's sure-footedness at speed allows it to play along when spurred down a twisty road, but it's more comfortable to just cruise in its borderline luxury ambiance. If only a little less road noise seeped into its cabin at highway speeds. Ride comfort is generally compliant, although we did experience some unbecoming high-frequency jolts over some of Michigan's many potholes.

    You can spot the CX-30 Turbo model by its black wheels and exterior mirrors, larger tailpipes, brushed-aluminum roof rails, and the discreet Turbo badge on its liftgate. Given this is only the CX-30's sophomore model year, not much has changed inside its finely tailored cabin. Supple leatherette upholstery is standard, as are a driver-focused control arrangement, a heated steering wheel and front seats, and Mazda's latest 8.8-inch infotainment system with a control knob on the center console. Although the CX-30's rear-seat passengers benefit from a touch more headroom than they would in the 3 hatchback, space in back is still tight for adults and the 20 cubic feet of cargo space is the same as a Mazda 3 hatch.

    The fully loaded (and clumsily named) Turbo Premium Plus Package AWD version comes with features such as rear parking sensors, a higher-resolution 360-degree camera system, automatic reverse emergency braking with rear cross-traffic alert, and low-speed steering assistance for the adaptive cruise control. Along with a few accessory extras, these models flirt with $36,000. While the CX-30 Turbo's starting point equates to a small price advantage over a comparable Mazda 3 hatchback, the engine upgrade pushes the asking price precariously close to that of the 10Best-winning Mazda CX-5, which opens at $31,935 with the boosted 2.5-liter and is more accommodating of people and their stuff.

    Source: caranddriver.com

    The addition of the turbo-four in the CX-30 rounds out what is a compelling overall package for a small, almost-luxury SUV, which should strengthen its position as one of Mazda's top sellers. Everything being equal—which they pretty much are between the CX-30 and Mazda 3 hatchback—we still prefer the latter for its better driving dynamics and sleeker shape. But for those looking for a subcompact SUV, the turbocharged CX-30 should be at the top of your list.

  • 2021 Mazda CX-30 Review: More Fun, Still Flawed Mazda CX-30

    The verdict: The 2021 Mazda CX-30 is refined in many ways, and a new turbocharged engine option elevates it as a value alternative to many entry-level luxury SUVs. Beyond that, it lacks too many commonsense attributes for mass-market appeal.

    Versus the competition: Upscale and fun to drive even if you don’t get the new turbo engine — and legitimately quick if you do — the CX-30 will deservedly find its loyalists. But many mass-market competitors have simpler controls, softer rides and roomier cabins.

    Based on the current-generation Mazda3 sedan and hatchback, the CX-30 enters its second model year for 2021 as a more viable alternative to the too-small Mazda CX-3 SUV. It comes in seven trim levels with front- or all-wheel drive and two available engines; stack them up or compare the 2020 and 2021 models. We evaluated a well-optioned turbo model for 2021, but I’ll mix in some impressions from the base-engine 2020 CX-30 that we tested in Cars.com’s recent Affordable Small SUV Challenge, where I served as a judge.

    The CX-30’s third-place finish out of four SUVs in the comparison test tells much of the tale: Mazda’s small SUV drew top scores in some areas but bottom marks in others, with very little about it evoking neutral reactions. One model year later, Mazda plopped in a newly optional turbocharged four-cylinder, which matches the character of its carryover base engine: refined, steady power — just more of it. The fun’s been turned up, but the flaws live on.

    Refined Engines
    In a field where pint-sized engines, many of them turbocharged, can lend tentative acceleration, the CX-30 is an old-school breath of fresh air. Its base engine, Mazda’s refined 2.5-liter four-cylinder (186 horsepower, 186 pounds-feet of torque) provides smooth if unspectacular power: sufficient from a start, with linear revving through any sustained on-ramp charge. It pairs with a six-speed automatic transmission whose tall gearing works against such drawn-out spurts — a disadvantage on paper, where rivals’ eight- or nine-speed units can make for shorter passing gears without diminishing fuel economy. But the six-speed earns its keep if you need more power while already in motion because downshifts are both decisive and immediate when you press the gas, an exercise many eight- and nine-speed automatics butcher.

    Our comparison test exemplified how this plays out. We clocked a 2020 CX-30 with the 2.5-liter engine and AWD at a pedestrian 8.92 seconds to 60 mph, third slowest among four models (the others being a Chevrolet Trailblazer, Kia Seltos and Subaru Crosstrek, all with top available engines). Despite that, the CX-30 earned the group’s highest scores from our judges for overall powertrain impressions. Credit its consistent power delivery, which belies any absolute performance metric.

    New for 2021 is Mazda’s turbocharged 2.5-liter engine, available only with AWD. It can run on regular gas but makes 250 hp and 320 pounds-feet of torque on 93-octane premium fuel, which our test car employed. (On 87-octane regular fuel, ratings for the turbo 2.5-liter drop to 227 hp and 310 pounds-feet of torque; the non-turbo 2.5-liter makes its output with either fuel.) Though significantly quicker past 2,500 rpm or so, the turbocharged four-cylinder’s power profile is similar to its non-turbo sibling — which is to say linear, building power over the full breadth of available engine rpm. Gearing remains tall, but the extra power makes the late upshifts less noticeable. And all the while, it’s gratifyingly quick.

    The CX-30’s EPA-estimated fuel economy ranges from 25 to 28 mpg combined, depending on drivetrain. Versus a selection of mass-market rivals, the 2.5-liter falls a little short. Versus some entry-luxury models, whose interiors the CX-30’s top trims rival, the turbocharged CX-30 compares better.

    Handling and Ride Comfort
    Turbocharged or not, the CX-30’s reflexes are similar to the Mazda3 on which it’s based. Limited body roll, excellent steering feedback and surefooted brakes make the CX-30 a deft ally on winding roads. Wet conditions and temperatures in the 30s stymied our test car’s Bridgestone Turanza P215/55R18 all-season tires, which struggled on cloverleaf interchanges to hold course. Our CX-30 in the 2020 comparison had the same tires in better testing conditions, and we observed notable slippage there, as well. Wider or stickier tires might help — but if the CX-30’s rubber is the weak link on handling, it’s a mild one.

    All that fun sacrifices ride comfort. Like the Mazda3, the CX-30 exhibits good overall straight-line composure, free of excess body movement on uneven surfaces; in this regard, it emulates a few entry-level luxury SUVs. But suspension tuning is unabashedly firm. The CX-30 exhibits a degree of impact harshness absent in many competitors, especially mass-market rivals like the Crosstrek and Nissan Rogue Sport — enough to turn off many shoppers who just want a smoother rider.

    The Interior: Quality Over Quantity
    For the most part, interior quality is strong. Controls boast meticulous detailing and operation, and most surfaces above knee level have consistent, low-gloss finishes. The CX-30’s optional leather seating surfaces are free of any obvious stretches of vinyl, and premium touches like universal one-touch windows hint at luxury territory. It’s not all excellent: A cheap headliner and some obvious cost-cutting in the backseat bring the CX-30 back to earth. By and large, though, this is a clear step above the SUV’s mass-market rivals. In our 2020 comparison, Mazda earned the highest interior quality scores by a clear margin, and in that regard may have fared well against SUVs priced far higher.

    Despite that, interior quantity is marginal even if this is a larger alternative to the CX-3. The smallish backseat is ill-equipped to handle taller adults or even children in rear-facing car seats. Not only did it rank last in our comparison’s rear seats category, but it couldn’t fit Cars.com’s rear-facing child-safety seats without needing to move the front passenger seat so far forward that it may pose a safety risk for some adults seated there.

    Even those who don’t plan to carry anyone in back often — children or otherwise — might find the CX-30’s confines, well, confining. The front seats have good sliding range but a narrow berth that could leave long-legged drivers feeling pinched. And as the CX-30’s relatively low-slung profile suggests, the driving position isn’t as high as you might expect of a conventional SUV. By our measuring tape, the CX-30’s driving position towers nearly half a foot above that of the low-riding Mazda3, but it trails the Seltos by roughly as much.

    What’s more, the CX-30’s limited in-cabin storage and poor sight lines — especially out the rear window — are liabilities versus more utilitarian rivals; Mazda placed last in both categories (tied with the Crosstrek for storage) in our comparison. Cargo space, at 13.7 cubic feet by Cars.com’s independent testing, is a smidge above the Mazda3 hatchback (13.1 cubic feet, also by our accounting) and in the same neighborhood as the Trailblazer and Crosstrek, though the whole group falls well short of the Seltos’ as-tested 16.2 cubic feet.

    Multimedia and Safety Technology
    With the current-generation Mazda3 and now the CX-30, Mazda took a wayward turn on multimedia. No longer does the dashboard screen function as a touchscreen — even when the vehicle is stopped, as earlier iterations once did. It’s now a touch-free 8.8-inch display perched high atop the dashboard, controlled exclusively by a control knob and a few shortcut buttons on the center console. The setup especially stumps the CX-30’s standard Apple CarPlay and Android Auto integration, as both work best through a straightforward touchscreen.

    Standard safety features include automatic emergency braking with pedestrian detection, lane departure warning with steering intervention and (impressively) adaptive cruise control down to a stop. The automatic braking passed third-party testing by the Insurance Information for Highway Safety, cementing the CX-30’s top scores across a battery of IIHS tests to earn the SUV a 2020 Top Safety Pick Plus award. (The award is likely to carry over for 2021, as the agency told us it has no plans to change criteria for the new calendar year.)

    New for 2021, the CX-30 offers rear automatic braking, and top trim levels have new hands-on lane-centering steering by way of a feature called Traffic Jam Assist. Alas, TJA works only at speeds of 0-40 mph — a ceiling no longer imposed by most lane-centering systems available these days, regardless of price.

    Should You Buy a CX-30?
    Including destination, the CX-30 runs from just over $23,000 to about $36,000, a spread that overlaps a host of subcompact and compact SUVs to top out at the shores of the entry-luxury crowd. As a value alternative to the latter group, a CX-30 Turbo might justify itself; as a choice for driving fun among the mass-market models, a 2.5-liter example could also make sense. Given that the SUV ranks as Mazda’s second-best-selling model overall, it’s made the case to enough shoppers so far.

    But larger market acceptance (the Crosstrek, for example, is three times more popular) will require a mainstream overhaul — a softer ride, bigger backseat, better visibility, simpler multimedia controls. As it stands, the normally aspirated CX-30 ranked in the bottom half of our 2020 comparison, and not for lack of quality or driving fun. With an infusion of high-end turbocharged trim levels, Mazda doubled down on everything we like, and it’s sure to get the CX-30 a cult following. But for all its remaining thorns, many mainstream shoppers may yet tune this Mazda out.

    Source: cars.com

  • Mazda CX-30 Yearlong Review Verdict: Master of None

    We started our 15 months with our long-term Mazda CX-30 Premium AWD wondering if the handsome new subcompact SUV could convince us Mazda is truly on the march upmarket to become a luxury automaker. Now 19,163 miles later and with our CX-30 departing the MotorTrend garage, we feel safe saying although Mazda has made serious strides in some areas, the overall CX-30 experience left us cold—a new feeling for us, considering how much we loved our old CX-5, CX-9, 3, and 6 long-term cars.

    The CX-30 has had an admittedly weird stay in our long-term fleet, with more than half of a year overlapping with safer-at-home orders. But despite sticking close to home base in Los Angeles for the first six months or so of its loan, our CX-30 got some meaningful road trip time in, including long stretches up to northern Oregon and shorter stints to San Francisco and out to the Mojave Desert in support of our Of The Year programs. Over that time, we got to know the CX-30 quite well. We really appreciated our CX-30's premium styling. Although the swooshy waveform on its flanks is controversial among staff (some think the reflections make it look like the SUV was sideswiped), the CX-30 has a distinctive and unmistakably Mazda look. The interior styling won high praise, too, outdoing segment rivals such as the Buick Encore GX and Lexus UX in design and material choice. We were also charmed by our long-termer's engaging steering feel, which is usually something of an afterthought in the subcompact SUV segment.

    2020 Mazda CX-30 36

    But despite the bright spots, the CX-30 wore on us over the months. Its styling promises luxury, but the drive experience doesn't deliver. We grew tired of apologizing to passengers for the buzz-prone powertrain, the transmission's sloppy shifts, and inconsistent stops due to a mushy brake pedal. The standard 186-hp, 186-lb-ft 2.5-liter I-4 also felt a bit underpowered when loaded with four people—an impression that the hunt-happy six-speed automatic didn't help. Mazda now offers a 250-hp turbocharged I-4 on the CX-30, but it's still saddled with the increasingly dated six-speed auto.

    The CX-30's cabin also wasn't as nice a place to spend time as it first appeared to be; passengers frequently complained that the tight cabin was claustrophobic, due to the stylish high beltline. (The driver's seat is thankfully height-adjustable.) We've also found Mazda's infotainment system difficult to use while driving, requiring far too much time looking at screens and twiddling a knob than is safe to do while on the road

    Although our CX-30 has been mechanically trouble-free over its time with us, its cabin is showing signs of early wear and tear. The white leather seats have started to stain from sliding across them in jeans, and the bolsters have been marred from rubbing up against the SUV's B-pillar. We were also disappointed to see the CX-30's faux carbon-fiber plastic trim quickly became an ugly rainbow of scratches, especially in high touchpoint areas around the shifter and cupholders. We had identical issues with our 2020 Mazda 3 long-termer.

    Mazda's failure to improve materials quality is disappointing. However, we continue to be pleased with the dealer experience. For a mainstream automaker on the march upmarket, Mazda's dealership fell squarely on the luxury side of the spectrum, impressing us with the swiftness of its service and the attention to detail. Granted, we didn't spend much time at the dealership during our loan. Our two visits to the dealer were for routine service (an oil and filter change, tire rotation, and inspection) and recall work (one for a Bose audio system glitch, the other to improve the spotty adaptive cruise control).

    We spent about $375.00 maintaining our Mazda (we say "about," because a careless former employee neglected to file the paper work for our CX-30's second service). That's significantly more than we spent on our long-term 2020 Kia Soul ($198.19 for two services) and 2018 Subaru Crosstrek ($281.85 for three services). It's also about $100 more than what we spent maintaining the 2020 Mazda 3. All of these vehicles covered about 20,000 miles.

    2020 Mazda CX 30 Premium AWD 58

    The EPA rates the CX-30 AWD at 25/32/27 mpg city/highway/combined, and in our time with it, which heavily skewed toward urban driving, we netted 25.8 mpg. Unsurprisingly, that's worse than our Mazda 3 hatchback (28.8 mpg), but it's about dead even with our old Crosstrek, which achieved 25.9 mpg in our hands.

    Overall, Mazda has made notable strides with both design and the dealership experience. But if we're looking at it as a luxury SUV, its lack of polish and drivetrain refinement seriously detract from the ownership experience. At the same time, the compromises resulting from Mazda's move upmarket make the CX-30 less enjoyable to drive day to day. As a result, this is probably the least engaging Mazda we've experienced in a decade; improvements in design and dealerships don't outweigh that.

    Ultimately, the CX-30 is less a jack-of-all-trades vehicle than a master of none. We won't miss this Mazda, but there's always the next one.

    https://www.motortrend.com/reviews/2020-mazda-cx-30-long-term-verdict/
  • Our 2021 Mazda CX-30 Impresses at a Leisurely Pace Mazda CX-30

    Save for a misplaced plastic bucket in the middle of a highway, the first 10,000 miles with our Mazda CX-30 have been uneventful and about what we expected. We'll get to the bucket in a minute, but first let's talk about our initial thoughts on the CX-30—one specific to its segment, the other to the car itself.

    As we see it, most small crossovers would work better as cars. In the case of the CX-30, the car it could be already exists: the Mazda 3 hatchback. But subcompact SUVs are popular, so Mazda created the CX-30, debuted it for the 2020 model year, and watched it sell more units than every other vehicle in its lineup except for the one-size-up CX-5. That pace hasn't changed this year. Through April, the CX-30 outsold both the Mazda 3 and the slightly smaller CX-3 crossover combined.

    The only real change to the CX-30 for 2021 is the addition of an optional turbocharged 2.5-liter inline-four that produces 250 horsepower. Our long-term test car doesn't have that engine and, as we could have predicted, the Turbo model changes the SUV's math. In our testing, the boosted engine gets the CX-30 to 60 mph in 5.8 seconds versus 7.6 for our example with the standard 186-hp four. Just as noteworthy is the 1.1 seconds that the turbo engine lops off the regular CX-30's 50-to-70-mph time, which makes it far wieldier during passing maneuvers.

    "Having spent a lot of time in the turbo version, not having the extra power really sucks the upscale vibe out of this thing," senior online editor Mike Sutton wrote in our CX-30's logbook. "It's quick and responsive enough, though. Good, linear steering and nice general body control. A good driver, but the same goes for the 3 hatch."

    For C/D staffers less encumbered by seat time in the turbo, however, our regular CX-30 has quietly impressed as it's trekked up, down, and across Michigan. It hasn't left the state yet, but it's averaging a decent 27 mpg—1 mpg more than its EPA combined estimate—and summer road-trip season is nearly upon us.

    Staff editor Eric Stafford took the CX-30 and his skepticism—"I haven't been a fan," he prefaced—on a nearly 2000-mile jaunt through Michigan's Upper Peninsula. He came away calling the vehicle "classy, sporty, and well equipped." The CX-30's 20 cubic feet of cargo space was sufficient for his needs, and he found enough back-seat room for adults. "While the 2.5-liter is gruff when pressed, it's plenty potent and operates quietly enough in normal driving," he wrote. Indeed, our Mazda's 68-decibel sound measurement at 70 mph is the same as the Turbo model's, and it puts the CX-30 in the company of the Mercedes GLA250. "Too bad its driving range is short. I averaged right around 300 miles per tank, which required extra stops on my long trip."

    A few other criticisms have creeped into the logbook. The sometimes wonky activation of the car's automatic high beams can make for a challenging drive on foggy nights. The CX-30's adaptive cruise control sometimes will brake harder and more suddenly than we expect when approaching slower vehicles. "You should never design a heated seat control near a cupholder," noted creative director Darin Johnson. He didn't elaborate, but we assume he cleaned up whatever he spilled reaching for the seat heaters.

    But our first 10,000 miles have largely been spent pondering how the CX-30 fits in Mazda's lineup, as well as how it stacks up with competitors such as Kia's Soul and Seltos and Hyundai's Kona and Venue. "I don't see why some people are confused about the CX-30's mission," buyer's guide deputy editor Rich Ceppos wrote. "It's the right-sized subcompact SUV that the CX-3 should have been in the first place—the cargo-friendly analog to the Mazda 3 sedan."

    As for that bucket, it was blue, plastic, and it appeared out of nowhere on our local stretch of M-14. Ceppos, stuck in the center lane, didn't have any choice but to hit it. The result was a baseball-sized hole in the plastic panel under the CX-30's nose. We had the dealer inspect the damage when we dropped the vehicle off for its scheduled 10,000-mile service, which included an oil and filter change and a tire rotation at a cost of $107. Replacing the panel relieved us of another $93 and entailed an overnight stay while the replacement part was ordered.

    Aside from that mishap, it's been a solid start to the CX-30's 40,000-mile test. "Sweet steering, sharp throttle response, fun handling—yep, this is a Mazda alright," Ceppos wrote. His only suggestion? It could benefit from the turbocharged engine.

    Months in Fleet: 7 months Current Mileage: 10,696 miles
    Average Fuel Economy: 27 mpg
    Fuel Tank Size: 12.7 gal Observed Fuel Range: 340 miles
    Service: $107 Normal Wear: $0 Repair: $0
    Damage and Destruction: $93

    Introduction

    In 2019, when we took the keys to a CX-5 for a 40,000-mile long-term test, we wrote that "Mazda has few obvious problems." The CX-5 supported that conclusion, proving "easy to love," earning 10Best honors in 2020 and 2021, and exhibiting uncommon excellence despite belonging to a segment we generally greet with a resigned sigh.

    We tolerate compact SUVs because they're popular, but we celebrate Mazdas because they're good. The tension between those ideas, plus the rising popularity of small SUVs, makes for interesting work. The CX-5 won us over. So, let's up the degree of difficulty.

    The CX-30 is a subcompact SUV, a segment that typically prompts a single frustrated question: Why aren't you a car? Recall, if you will, our review of the 2020 CX-30, which began, "Have you considered the Mazda 3?"

    The 3 is roughly the same size as the CX-30, give or take a tuck or tweak here and there, and it's available as a hatchback. We like the 3 a lot. Despite already building the 3 and a similarly sized crossover, the CX-3, Mazda introduced the CX-30 for 2020. Why? Because people like to sit a little higher these days, and higher sells.

    Any other reasons? We're about to find out over 40,000 miles with a 2021 CX-30. Now in its second production year, Mazda didn't change much from the CX-30's debut run except to add an optional turbocharged 2.5-liter engine that's good for 250 horsepower.

    "I heard we got the non-turbo," staff editor Austin Irwin messaged shortly after the CX-30 arrived. To ensure his feelings were clear, he punctuated the sentence with a sad-face emoji.

    We did not get the turbo. Sad-face emoji.

    Our all-wheel-drive CX-30 came with the standard 2.5-liter inline-four and six-speed automatic transmission. It makes 186 horsepower and ran to 60 mph in 7.6 seconds in our initial testing. It hit the quarter mile in 15.9 seconds at 89 mph and pulled 0.85 g on the skidpad. Those are decent numbers. The Mazda 3 2.5 Turbo we recently tested did zero to 60 mph in 5.6 seconds. Just pointing that out.

    The CX-30 starts at $23,000, which is $155 less than the "all-wheel drive is standard" base Subaru Crosstrek and $4390 more than the "it's front-drive or no drive" Kia Soul. There's value in the CX-30 in either direction, even when tacking on the $1400 for all-wheel drive.

    We got the Preferred Package, which includes a power driver's seat, memory positioning for the exterior mirrors, heated front seats, a power sliding-glass moonroof, and driver's seat memory. But we stayed light on options for this one. We picked up all-weather floor mats ($150) and a rear bumper guard ($125). That's it. The as-tested price totaled $29,075. We took delivery and promptly set about running SUV-like errands in our SUV-like car (or our carlike SUV).

    The first coffee spill came on a run to City Hall to drop off a ballot. The first grownup shunted to the back seat (kids are quick to grab the heated front passenger seat) surveyed her surroundings and said, "They make the most of the space they've got back here." A quick run to the driving range revealed that golf clubs fit in the aft cargo area without folding the rear seats. Barely.

    Since we're still working from home, we ran some simulated commutes through town, out on country roads and on the highway. We recommend the country drive, especially in autumn. It's lovely, and there are just enough twists and turns to prove the CX-30 moves like a Mazda. It's playful enough to be fun.

    The black on navy interior with leatherette seats and a leather-wrapped steering wheel makes for high-quality company. The 8.8-inch infotainment screen is fine, and Android Auto and Apple CarPlay come standard at the Select Package level. (That's one down from our Preferred.) The Deep Crystal Blue Mica paint job has already earned compliments. If there are quirks to be found, our planned lap and a half or so around the Earth should shake them out.

    "Such a comfortable little medium SUV" begins the first entry in the logbook, which brings us back to our 40,000-mile challenge: What exactly is the CX-30, and why does it exist?

    We had a different CX-30 at this year's 10Best testing and comments ranged from "true to the Mazda ethos" and "much more in the realm of Audi and BMW than Chevy and Toyota" to "just get the Mazda 3."

    Have you considered one of those?

    Of course, you have. Through October, Mazda sold nearly 28,000 3s in North America in 2020, but that's down almost 37 percent from the same point a year ago. The CX-3's sales numbers this year are also down, by 27.5 percent (7485 sold). The upshot for Mazda is that those declines could be ascribed to the appeal of the CX-30, which moved 31,007 units through October. In the Thunderdome of Mazda dealerships, the CX-30 is thriving, and Mazda buyers appear to (narrowly) prefer it to the 3. We'll let you know if there needs to be a recount.

    Months in Fleet: 2 months Current Mileage: 3597 miles
    Average Fuel Economy: 28 mpg
    Fuel Tank Size: 12.7 gal Observed Fuel Range: 350 miles
    Service: $0 Normal Wear: $0 Repair: $0
    Damage and Destruction: $0

    (https://www.caranddriver.com/)

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