2021 Mazda CX-30 G20 Pure review
You only need to look at the sales figures each month to understand that the Mazda CX-30 has quickly gained popularity in the Australian market. Trent Nikolic drives the entry-level G20 Pure to find out whether the first step in the CX-30 range is a smart one.
- Mazda’s exterior design and overall quality
- Classy exterior extends to interior execution
- Pricing is sharp in a tough segment
- Ride is a little firm on poor surfaces
- 2.0-litre engine works hard at the upper limit
- Overall space is behind the best in segment
Introduction
The 2021 Mazda CX-30 G20 Pure is the entry point to the Mazda CX-30 range, with pricing from $30,190 before on-road costs in as-tested automatic guise. The available but less popular manual is cheaper, $1000 cheaper to be exact, also before on-road costs, and available only in the G20 Pure grade.
Above Pure, there’s Evolve, G20 Touring, G25 Touring, G20 Astina, G25 Astina and X20 Astina with available all-wheel drive on G25 models, and standard on X20, with the range topping out at $46,690 before on-road costs. Needless to say, there’s a lot on offer and almost one model for every type of potential buyer. If you judge a range on being spoilt for choice, the CX-30 rivals the best of them, with new variants due in 2022 as well.
Sitting in the ‘Small SUV’ segment, competition is rampant and capable. Think Kia Seltos, MG ZST, Mitsubishi ASX and Eclipse Cross, Nissan Qashqai and Skoda Kamiq, just to name a few. The buyer profile might be different, but the Volkswagen T-Roc, Subaru XV, Honda HR-V and newcomer GWM Haval Jolion also have the CX-30 firmly in their sights.
There’s little argument that the CX-30 is sharply styled and attractive. The Deep Crystal Blue of our test car is a no-cost option, which does a lot to accentuate the style lines and exterior shape of the little Mazda. If you want to walk away from your parked car feeling satisfied about your purchase, the CX-30 is a good place to start.
Automatic LED headlights are standard, and Mazda’s signature frontal styling leaves no doubt as to the family lineage. Anecdotally, we know that not everyone loves the longish nose that current Mazdas have, but plenty do, and in this execution on this platform, it’s a good-looking small SUV. Some in this segment have gone decidedly edgy, but the CX-30 retains a classy design. Let us know what you think about the styling in the comments section below.
| Key details | 2021 Mazda CX-30 G20 Pure |
| Price (MSRP) | $30,190 plus on-road costs |
| Colour of test car | Deep Crystal Blue |
| Options | Metallic paint – no cost |
| Price as tested | $33,994 drive-away (Sydney) |
| Rivals | Kia Seltos | Mitsubishi ASX | Subaru XV |
Inside
Even though it’s the effectively base-level car, the CX-30 Pure genuinely doesn’t feel underdone inside the cabin. You get push-button start, well-placed manual air-conditioning controls, cloth trim, a urethane steering wheel, and a neat layout of controls and switchgear. Mazda’s infotainment rotary dial in the centre console cleans up the cabin layout, and while there is enough storage on offer, second-row occupants don’t get any vents or controls.
The front seats deserve mention given they are nicely sculpted and comfortable. Initially, I didn’t like the idea of the lack of a leather-trimmed steering wheel, thinking that it would jar against the otherwise premium execution of the cabin, but in reality it’s nowhere near as jarring as I thought.
Sure, a leather-trimmed wheel steps cabin amenity up a notch, but direct competition like the Kia Seltos S also has a urethane wheel. Mazda has seen the light here anyway, it seems, with a leather wheel and gear selector included on 2022 models, arrival timing still to be confirmed.
In the second row, seating is tight for taller adults, and the CX-30 does have a reasonably high hip point, which means you feel like you’re sitting low into the car (front or rear) if you’re not tall.
It’s not uncomfortable in the second row, but with tall occupants up front, you wouldn’t want tall occupants also in the second row for long road trips. That’s true of most vehicles in this segment, though. Outer seats get ISOFIX mounts and top-tethers feature across all three seats in the back row.
The rear doors do get decent bottle holders too. Some of the touch surfaces in both the front and rear seats are hard, but again that’s standard for this price point in this segment, so it’s definitely not a deal-breaker. What we do like about the cabin is the way in which Mazda has once again executed a premium finish on a sharper budget than the finished product would indicate.
Boot space is useable but tight, and can’t match the segment leaders. There’s 317L on offer with the second row in use, or 422L including under-floor storage and 1280L when the second row seats are folded. A Kia Seltos offers up 430L in its luggage area, so the Mazda is only a touch behind the best in this instance. Still, for the city buyer, or those of you who don’t need the second row all the time, the CX-30’s compact size will work well.
| 2021 Mazda CX-30 G20 Pure | |
| Seats | Five |
| Boot volume | 317-422L seats up / 1280L seats folded |
| Length | 4395mm |
| Width | 1795mm |
| Height | 1540mm |
| Wheelbase | 2655mm |
Infotainment and Connectivity
Drivers get a 7.0-inch information display, and there’s also an excellent 8.8-inch Mazda Connect infotainment screen, with proprietary satellite navigation, Apple CarPlay and Android Auto, DAB+ digital radio, Bluetooth, an eight-speaker audio system, and perhaps most crucially, all of it works really well.
Some of you don’t like the rotary dial controller, and while a touchscreen is difficult to argue with in terms of functionality, Mazda’s system works well without one, once you get familiar with the controller. It’s quite intuitive after that.
It is fair to say a touchscreen that works exactly like your smartphone is even more intuitive, but Mazda’s interface is sharp, responsive and reliable. Targeting a young, tech-savvy demographic, in other words buyers who want tech that works, I reckon Mazda has hit the nail on the head.
On test, Bluetooth worked faultlessly, as did direct smartphone connectivity, and we didn’t have any drop-outs. While most of you will use your phone’s navigation system, the proprietary system also worked neatly on test. The audio system won’t blow the windows out, but it’s solid.
Safety and Technology
Mazda has hung its collective hat on safety for some time now, and the CX-30, even in entry-grade guise, is well-equipped on that front too. Dual front, side chest, side curtain and driver knee airbags are standard across the range, and there’s a full five-star ANCAP safety rating from February 2020.
Autonomous emergency braking with pedestrian and cyclist detection is standard, along with lane-keep assist, lane-departure warning, and a clever advanced speed-limit assistance system. Blind-spot warning and rear cross-traffic alert are also standard, and that also brings AEB in reverse, too, plus there’s a rear-view camera, blind-spot monitoring, front and rear parking sensors, and adaptive cruise control.
When you consider that many young, and first-time, buyers are getting in at the CX-30 level, the list of standard safety equipment needs to be long, and the CX-30 covers that nicely. As with any other Mazda product, to be fair, if you’re thinking of putting a young family member into a CX-30, it’s a good and safe choice.
Those wanting more can add an optional Vision Technology Package, adding 360-degree cameras, driver-attention monitoring, front park sensors, front cross-traffic alert, and more advanced adaptive cruise control.
| 2021 Mazda CX-30 G20 Pure | |
| ANCAP rating | Five stars (tested 2020) |
| Safety report | Link to ANCAP |
Value for Money
The CX-30 gets Mazda’s standard five-year, unlimited-kilometre warranty, with the same coverage for roadside assistance. Services are required every 12 months or 10,000km. Most competitors push their service intervals out to 15,000km, which is handy in terms of time off the road. Personally, however, I like knowing that my oil and filter are freshened every 10,000km rather than every 15,000km, so no issues there from me.
Basic services cost either $316 or $361 across that first five years, plus extra costs for add-ons along the way like brake fluid, air filter and cabin filter, meaning you’re up for $779 across three years or $2002 over five years.
The 2.0-litre engine is interesting in that it only has to work hard if you really push it, so around town it’s efficient. Against an ADR claim of 6.5L/100km on the combined cycle, we used 7.7L/100km almost entirely around town. Running on 91RON, it’s an efficient and affordable way to get around, but as we always write, avoid E10.
| At a glance | 2021 Mazda CX-30 G20 Pure |
| Warranty | Five years/unlimited km |
| Service intervals | 12 months/10,000km |
| Servicing costs | $779 (3 years) | $2002 (5 years) |
| Fuel cons. (claimed) | 6.5L/100km |
| Fuel cons. (on test) | 7.7L/100km |
| Fuel type | 91-octane petrol |
| Fuel tank size | 51L |
Driving
The 2.0-litre four-cylinder is a versatile engine, and it’s one that displays many of the traits we’ve come to love about a Mazda regardless of the body style. Mated to a smooth six-speed automatic transmission, the engine is willing to rev, delivers its power effortlessly, and makes for an engaging city go-kart or highway cruiser.
Ultimately, if you nail the throttle to roll on from, say, 80km/h, it isn’t as punchy as bigger engines in the segment, but it’s not lacking too much in that regard, either.
With peak torque on offer right in the middle of the rev range, you don’t have to strain the engine around town, and if you need to go for a gap, or get away from the lights in a hurry, there’s enough grunt in reserve to get that done easily. If you do work the engine hard, it’s got a gruff, almost edgy note, which might not seem endearing for the segment, but it does share characteristics with what we’d expect from a sporty Mazda offering. Some might prefer more insulation, but I quite like the sporty undertone.
A turbocharger would obviously add more punch, especially in the mid-range, but the 2.0-litre is perfectly fine for just about everyone. There’s one caveat, though. If you’ve got friends or family in far-flung rural areas and you spend a large amount of time on the freeway to get there, I’d recommend the G25 to open up an easier performance envelope at the outer limits.
Around the Drive office, we all appreciated the way in which the CX-30 soaks up poor surfaces, even if it does edge more toward the firm side of suspension tune. It’s a quality chassis, in that it does feel firm and almost sporty, but then it can also absorb nasty bumps and ruts comfortably. Usually, we’d expect a firm suspension tune to be less capable of dealing with bigger hits, but the CX-30 does it easily.
Mazda has put time and effort more recently into isolating the cabin from what is going on outside, and the CX-30 benefits from that. There’s little in the way of tyre or wind noise that interrupts your drive, even on harsher B-road surfaces. Plenty in this class can’t match the Mazda’s cabin insulation.
If you do head to your favourite twisty road, there’s a surprising reward on offer in the way that the supposedly base-level CX-30 can hook into a corner and fire out the other side. We probably shouldn’t be surprised, but Mazda has engineered some of its sporting DNA into the way the steering, brakes and handling perform, despite the segment not necessarily needing it. In short, it’s fun. Your passengers might not like it, but a solo drive can put an unexpected smile on your face.
| Key details | 2021 Mazda CX-30 G20 Pure |
| Engine | 2.0-litre four-cylinder petrol |
| Power | 114kW @ 6000rpm |
| Torque | 200Nm @ 4000rpm |
| Drive type | Front-wheel drive |
| Transmission | Six-speed torque convertor automatic |
| Power to weight ratio | 79.1kW/t |
| Weight (kerb) | 1442kg |
| Tow rating | N/A |
| Turning circle | 10.6m |
Conclusion
It’s hard to find a negative on the CX-30 given its sharp asking price and list of standard features.
It’s been with us for a while now, and the segment has changed quite a lot in that time too. While the ultimate pick of the range is further up the price tree, the G20 Pure – especially with the slick-shifting automatic – is one we’d recommend given its quality on a budget.
This vehicle proves that you don’t need to buy the most expensive Mazda in the range to feel like you’ve bought a high-quality vehicle.
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