Search Results for ""White-on-red Mazda 100th anniversary special editions on the way
2020 has turned out to be a slightly more turbulent year than many of us were expecting – and we’re feeling for Mazda, who are meant to be in the midst of celebrating their centenary as a Japanese manufacturing firm. All is not lost, though, with the brand planning a number of special surprises for later in the year.
Starting life in Hiroshima as a cork-maker, Mazda morphed into vehicle manufacturing in 1931, with the Mazda-Go rickshaw – though it was really in the sixties that this now-household name turned its attention fully to making cars.
As a part of Mazda’s hundredth anniversary, the company will be releasing a number of special edition vehicles in Australia. In a nod to the R360 Coupe – Mazda’s first-ever passenger car – the 100th Anniversary Special Editions will all wear Snowflake White Pearl over a burgundy interior.
The white-on-red special edition scheme will be offered on the Mazda 2 city car, Mazda 3 small car and the Mazda 6 sedan and wagon – plus the MX-5 convertible. On the SUV side, these unique colours will be available across the brand’s crossover lineup, with buyers of the CX-3, CX-30, CX-5, CX-8 and CX-9 all able to register their interest in a Special Edition.
While Mazda is not yet ready to confirm pricing or specific allocations of the cars for the Australian market, the brand has confirmed that each of these vehicles will be offered to buyers locally.
As well as the white pearl paintwork and burgundy leather – embossed with 100th Anniversary headrests – the 100th Anniversary Special Editions will also feature front fender badging, specific wheel caps, and inscribed burgundy carpeting. Owners will also receive a custom key featuring centenary badging.
We expect additional details to follow in the coming months, but especially eager buyers can register their interest on Mazda Australia’s website.Read more Mazda CX-5 get more refinement, off-road ability for 2020
Mazda’s medium-sized CX-5 will receive some updates and tweaks for 2020 with more features across the board including bolstered off-road credentials with a new traction assist system.
Mid-sized SUVs are hotly contested property at the moment, the updated CX-5 will compete against the petrol-powered Honda CR-V, though with hybrid tech numbers are stacked in favour of the updated Subaru Forester e-Boxer and excellent Toyota RAV4.
We’ve also got to mention the fresh-faced CX-30 – the goldilocks sized SUV – which explains the focus on increased off-road ability for the 2020 CX-5.
Naturally, there’s a price jump for 2020 though it’s kept to a minimum – around $200 on any model – and the extra value-added across the range makes it easier to swallow. A full price list appears at the end of this article.
But Mazda promises some key advantages for the 2020 CX-5. First and foremost, the brand is looking to increase the luxury feel with greater NVH suppression with additional sound-deadening in the headlining and around the rest of the vehicle.
For petrol-powered CX-5s Mazda has added a steering dampening system to reduce vibration back through the steering wheel when parked or travelling at low speed.
And there’s additional noise suppression for the 2.5-litre turbo including an uprated exhaust muffler and more rigid spare-wheel holder. It’s quite amazing the level of refinement nitpicking Mazda engineers have gone to for the 2020 update.
A system called Off Road Traction Assist is now standard in all-wheel-drive CX-5 variants for a unique selling point.
The system vectors torque on the rear axle by braking the wheel with less traction having the effect of locking the rear diff, providing improved traction on really tough terrain, though it’s unlikely many will take their CX-5s that far off the beaten path.
Powertrains remain the same for 2020; the entry-level Maxx and Maxx Sport are available with a 115kW and 200Nm two-litre four-cylinder. It’s a good engine in the 3 Hatch, but it makes the CX-5 feel sluggish.
Stepping up the petrol range, Mazda offers a 2.5-litre petrol engine with more generous outputs of 140kW and 252Nm can be optioned on the Maxx and Maxx Sport in front-wheel-drive or all-wheel-drive configurations.
Mazda’s excellent 2.2-litre turbocharged oil-burner is still offered on the Maxx Sport grades an up with 140kW and a generous dollop of torque at 450Nm.
The most expensive and fastest engine offered is a 2.5-litre turbo-four – that the lion’s share of NVH improvements have gone into – with 170kW and 420Nm outputs. It’s only available on the GT and range-topping Akera, though.
Inside is business as usual for the CX-5 – not a bad thing in our books – but the entry-level Maxx variant gets the larger 8-inch display as standard.
A set of paddle shifters are found attached to the steering wheel in the Maxx Sport grades and above. The exterior sees the addition of the polymetal grey colour (pictures) and updated badge font.
Active safety tech is aplenty for the CX-5 with all variants equipped with AEB and braking pre-sense with nighttime pedestrian detection.
It’s a competitive market space to be in, but Mazda aims to have the CX-5 be competitive with its sweet, free-revving engines and updated off-road credentials for 2020.
2020 Mazda CX-5 Pricing
All prices are before on-road costs
Maxx 2.0L FWD Manual $30,980 (up $100)
Maxx 2.0L FWD Auto $32,980 (up $100)
Maxx 2.5L AWD Auto $35,980 (up $100)
Maxx Sport 2.0L FWD Auto $36,290 (up $200)
Maxx Sport 2.5L AWD Auto $39,290 (up $200)
Maxx Sport 2.2D AWD Auto $42,290 (up $200)
Touring 2.5L AWD Auto $40,980 (up $200)
Touring 2.2D AWD Auto $43,980 (up $200)
GT 2.5L AWD Auto $46,090 (up $200)
GT 2.2D AWD Auto $49,090 (up $200)
GT 2.5T AWD Auto $48,590 (up $200)
Akera 2.5L AWD Auto $48,330 (up $200)
Akera 2.2D AWD Auto $51,330 (up $200)
Akera 2.5T AWD Auto $50,830 (up $200)
For 2020 Mazda will offer their seven-seat CX-8 SUV with a 2.5-litre Skyactiv petrol engine in the more affordable Sport variant now starting at $39,910 (driveaway pricing TBA). Full pricing appears at the end of this article.
The CX-8 gets specification tweaks across the range while retaining the excellent 2.2-litre turbo diesel supposing all-wheel-drive models.
Borrowed from the brand’s smaller CX-30, the 2.5-litre Skyactiv engine will offer identical power outputs of 140kW and 252Nm, though unlike turbocharged competitors that peak torque won’t be on offer until the engine is spinning at 4,000RPM.
Naturally, the 2.2-litre diesel engine will continue for 2020. Peak power is identical at 140kW, but the turbo diesel promises a 450Nm gob of torque at just 2,000RPM which should suit the lazy character of the large SUV.
Although the 2.5 petrol offers a more affordable, traditional Mazda experience we would still opt for the diesel with that greater lump of torque.
This year’s entry variant is now called the Sport and is equipped with 17-inch alloy wheels, the option of front-wheel-drive or all-wheel-drive (for an extra $7,000), GVC Plus, 8-inch touchscreen, Apple CarPlay and Android Auto, leather-wrapped steering wheel, satellite navigation and a black cloth interior.
Safety equipment is generous with Mazda’s full suite of active systems standard. The tech includes blind-spot monitoring, high-speed AEB, adaptive cruise control, reversing camera and rear cross-traffic alert.
Stepping up to the $46,590 (driveaway pricing TBA) Touring grade you can still select either a petrol or diesel powertrain. The equipment list swells with LED foglights, power-adjustable front seats, front parking sensors and a rear armrest.
Mazda’s $57,900 (driveaway pricing TBA) CX-8 GT is available exclusively with the 2.2-litre diesel, though all-wheel-drive is optional (add $4,000). Additional tech includes larger 19-inch alloy wheels, premium Bose stereo, heated and electrically adjustable front seats with memory function, panoramic sunroof and power boot-lid.
A range-topping $61,440 (driveaway pricing TBA) Asaki variant mirrors the GT’s powertrain options with AWD adding $4,000. A 7-inch digital instrument display, adaptive LED headlights, heated steering wheel, heated and ventilated Nappa leather seats, wood trim and ambient lighting top off the specification list.
Mazda claims that they have addressed the high road noise concerns for the 2020 CX-8 with additional sound deadening in the roof.
Although entry is now more affordable CX-8 pricing has risen across the board. It’s still an SUV that offers good value, though, especially at the new, lower end of the price spectrum.
Mazda CX-8 2020 Pricing
All prices are before on road costs.
Mazda CX-8 Sport Petrol FWD $39,910 (new model)
Mazda CX-8 Sport Diesel AWD $46,910 (down $1,000)
Mazda CX-8 Touring Petrol FWD $46,590 (new model)
Mazda CX-8 Touring Diesel AWD $53,590 (new model)
Mazda CX-8 GT Diesel FWD $57,900 (new model)
Mazda CX-8 GT Diesel AWD $61,900 (new model)
Mazda CX-8 Asaki Diesel FWD $61,440 (new model)
Mazda CX-8 Asaki Diesel FWD $65,440 (up $2,350)
Mazda’s new CX-30 – the brand’s premium-aspiring small SUV – takes on its premium rivals: the German-made Audi Q3 and BMW X1.
What does ‘premium’ really mean? Comfort, ease and refinement – most people would assume the inclusion of those virtues in a premium vehicle. To us, though, premium encompasses all the little surprise and delight features that you uncover with an extended drive of a vehicle. It might be cutting-edge technology, a well-judged chassis that invites you to drive great roads, a safety feature you didn’t know you need – or something as simple as mirrors that dip automatically when you select reverse gear.
When Mazda, one of the great success stories of the Australian car market in recent decades, announced in 2018 that it would be adopting a premium philosophy, there was quite a cohort of sceptics. Wasn’t the thing that made Mazda great their affordable lineup that offered sportier dynamics than most – cars that provided a soulful alternative to the default choice of a Toyota or Hyundai?
Senior Mazda executives acknowledge that the aforementioned mix has been good to the brand – but the challenge now is how to retain that spirit while growing into new demographics for the 2020s. The goal is to broaden their pricing – hang on to the mass volume mainstream while, at the top end, offering cars that can compete and win against entry-level luxury cars. The new Mazda 3 hatch and sedan was the first wave of cars sporting the Mazda Premium virtues to hit Australia. The new CX-30 – an in-betweener SUV that slots beneath the CX-5 size-wise – is the next.
So, is Mazda Premium a load of hot air, or can the critical new CX-30 take the fight effectively to two bench-setting German small SUVs? To find out, Mazda threw the top-shelf $41,490 CX-30 G25 Astina into the ring against our favourite new small SUV of 2019 – the $46,400 Audi Q3 – and the venerable, but recently facelifted, $48,500 BMW X1.
Design and styling, inside and out
Kerb appeal is a must-have for a premium small SUV. Comfort and driving dynamics are important – and we’ll get to those – but to deny that having ‘the look’ is important in this set of aspirational vehicles would be to ignore a critical factor.
Mazda’s evolving Kodo design language has resulted in a decade of distinctive designs from the Hiroshima-based manufacturer. The earliest Kodo-era vehicles – with perhaps overly-smiley grilles – weren’t what you’d call premium, but as Mazda’s ‘Takumi’ sculptors have honed their tools in the brand’s focussed design centres, the look has become richer and richer.
That’s culminated in the new CX-30, whose smooth, nearly crease-free lines allow the light of the surrounding environment to play against the profile of the vehicle. This effect is really striking in the available, deep Machine Grey colour – though our test car’s Soul Red Crystal still has many fans, and Mazda’s latest experiment in palette, the battleship-like Polymetal Grey, can also be had.
Inside, the CX-30’s laterally-sweeping dash is simultaneously Mazda’s own and reminiscent of the German vehicles it hopes to compete with at this over-$40,000 level. A floating tablet display reminds of BMWs and Audis – as does the rotary controller for the screen – while sumptuous pure white leather upholstery and abounding soft-touch materials surprised those who sat in the Mazda.
In person as in photographs, the CX-30 is graceful: it looks expensive, to our eyes, save perhaps for the slightly heavy-handed matte cladding above the wheel arches. But it’s an SUV, after all, and a hint of ruggedness continues to be an aesthetic buyers demand.
That’s why the Audi Q3 is similarly cladded, though in gloss metallic grey, helping to lift the appearance of the German SUV. But the cladding is where visual similarities end with the Mazda CX-30. The Audi is all sharp edges, creases and character lines – some of which work better than others.
Our test car’s absolute base model form – no-cost white with slightly pedestrian 18-inch wheels – does not show the Audi off as well as an orange or deep blue model on 19s, but there is a crisp cleanliness to the form here that will satisfy many who find the Mazda’s line-free aesthetic too simplistic.
Inside, the Q3 sports Audi’s new cabin design language, which redraws the dashboard space to focus around an ultra-HD central screen and fully digital cockpit while tastefully demonstrating secondary aluminium and soft plastic materials. The leather is more coarse than Mazda’s best hide, but like in the CX-30, there is an inherent quality here – even if it is visually distinct.
The BMW X1, by contrast, is easily the oldest vehicle here – though it was the recipient of a mid-life facelift in late 2019. That facelift was an extremely light touch, though – and it concentrated mainly on the exterior, emboldening the X1’s grille and headlights, while softening aspects of the tail end.
Still, in metallic white and riding on optional 19-inch wheels, our test car pleased many with its styling, splitting the difference between the Audi’s hard edges and the Mazda’s soft curves. Viewed front-on, though, the increasingly large and gangly features BMW insists on giving its SUVs can look out of proportion on the smallest of the Bavarian bunch.
With the facelift budget spent outside, the X1’s cabin is dating. A crisp touchscreen display remains, and the analogue dials are very pretty, but the high-set grained leather seats, default-choice piano black trim and harsher plastics betray five-year-old thinking for this set. Will BMW’s traditionally-excellent dynamics bring the X1 back into the competition? Read on.
Comfort and good handling are no longer enough to set premium cars apart. For the 2020s, it’s just as much about the seamless matching of a driver’s own devices with the car’s own systems – with Apple and Android software increasingly relegating the importance of the manufacturer’s software, though a reliable, easy-to-use infotainment system can still make all the difference.
And then there’s safety technology. With government regulations meaning that all cars will soon be required to offer a comprehensive suite of semi-autonomous crash avoidance tech, the difference comes in the implementation and tuning of the systems. Premium cars will be those that protect drivers and occupants from accidents, but in a cohesive, subtle way that flatters their driver’s intentions.
It’s clear that Audi – one of the jewels in the Volkswagen Group conglomerate – understands these twin technology goals innately. For a decade Audi interiors were praised for their pleasantly minimal appearance and high quality materials, in vehicles like the Q7 SUV and outgoing A3 small car. It would have been easier to rest on those laurels, but in 2019, Audi threw out their existing interior design and replaced it with a new, tech-forward appearance. It’s a gamble that may be paying off.
While the dual touchscreen setup of large new Audis is a little overwhelming, the Q3 adopts a simpler single touchscreen for the navigation and media. Audi’s new touch-driven MMI software is clear, with large tap targets easing use on the move – even if we still prefer traditional rotary dials, like those found in the BMW and Mazda. However, the Audi system looks slick and works intuitively. The company’s fully-digital gauge cluster remains the industry benchmark for presenting a full map and clear trip information to the driver on the go.
However, while Audi have developed their own impressive software, they have willingly consigned it to secondary status to the standard wireless Apple CarPlay – and wired Android Auto. With a cable-free CarPlay system, iPhone owners simply jump into the Audi Q3 and go with no fuss.
Wireless charging is standard; as is a Telstra 4G connection for the first three years, presenting satellite mapping, parking space availability, fuel prices, online radio, and other networked features. Such a suite makes the Q3 almost untouchable in this comparison, on the cabin tech front. However, audiophiles will want to option in the reasonably-priced Bang and Olufsen stereo to replace the very average standard audio system.
Disappointingly, Audi splits its safety suite, leaving two key features on the options list at this level – which is feels un-premium. You get high-speed autonomous emergency braking, lane departure warning, blind spot monitoring, rear cross traffic alert and a reversing camera – but you’ll need to move up the range to access adaptive cruise control and a 360-degree camera.
While the BMW’s interior design is older, its technology is largely up-to-date. There’s wireless Apple CarPlay here, too, though it isn’t as stable as it is in the Audi. If you’re a Google OS user, forget it: BMW will only begin to gradually introduce Android Auto capability to its cars later this year. At least BMW’s own iDrive system remains competent and easy to use – but the X1 doesn’t get the latest, most intuitive version of it, remaining a software generation behind.
You get DAB radio and navigation in BMW’s own software and these functions are easy to use on the go thanks to the hardware rotary controller – but the screen has touch capacity too: the X1 is the only vehicle offering the best of both worlds for using its tech on the go, and we appreciate that. Ahead of the driver is BMW’s analogue gauges – which are being phased out on the newer cars – with just a simple trip computer displayed beneath these. Tech with the wow factor? That belongs to the Audi.
A generation behind also describes the BMW’s safety offer, which is simply miserly. AEB and a reversing camera are included. You’ll pay extra for adaptive cruise control, while blind spot monitoring and rear cross traffic alert are not available at all…
Those features are more than just offered on the Mazda CX-30: they’re standard by the time you’ve hit the $41,000 Astina trim tested here, and the vehicle likely to be considered by those who thought they wanted an entry-level German luxury SUV. And there’s more, too. AEB, adaptive cruise control with traffic jam pilot assist, lane keep assist, blind spot monitoring, rear and front-junction cross traffic alert, and a 360-degree camera, are all included.
Inside, the CX-30’s technology offer is good, if not great. On the surface, the features are there – but their implementation is at times clunkier than in the German pair. A new operating system sits on the attractive 8.8-inch central display, which is no longer touch-capacitive. Instead, it’s controlled with a large rotary controller, which works very well. The navigation graphics are substantially more mature than on older Mazdas. DAB radio, and other audio sources, sound really crisp and deep through the standard-fit 12-speaker Bose stereo.
But there’s only wired Apple CarPlay here, which seems like a miss on a brand-new car. With smartphone mirroring experiencing mass takeup, especially among younger buyers but across the demographic spectrum, wouldn’t you take the opportunity to cut the cord? Until now, it’s been a premium-marque feature, limited to BMW only, and then Audi – but Volkswagen are rolling it out this year, leaving Mazda a little exposed. Similarly, the only USB ports here are old-style USB 3 slots, not the new rapid-charging USB-C variety.
Likewise, the CX-30’s partially digital gauge cluster, while attractive, is not really any more useful than the X1’s outdated trip computer – it can display only a model of an analogue speedometer (not especially useful), fuel consumption information, or the adaptive cruise control programming. Unlike on the Audi, you can’t bring up a map, or unlike the Q3 or X1, even your song information.
You do, however, get a standard head-up display – and even better – it can be seen through the polarised sunglasses many Australians wear. Trust us: that is rare throughout the car industry, and demonstrates how Australian needs rate highly in the Mazda universe.
There are two distinct philosophies at play under the bonnet of the trio tested here. The Mazda leans on a larger-capacity, high-compression atmospheric petrol engine, while the German trio – as is common in their ilk – utilise smaller turbocharged units. In the real world, their fuel economy is surprisingly similar across the board – but the way they make their power is very different.
Mazda eschew turbocharged engines where they aren’t needed – and the Japanese marque set a high bar for necessity in that regard. The large CX-9 and CX-8 seven-seaters are turbo by default; the CX-5 and 6 offer optional turbocharging – but every other model in the range comes as standard with a conventional naturally-aspirated engine.
Don’t confuse the CX-30’s 2.5-litre four-cylinder with an old-school unit, though. With a high compression ratio of 13:1, impressive thermal efficiency, and the ability to deactivate two cylinders under light load conditions, the Mazda’s engine keeps the fire lit for atmospheric motors. The figures of 140kW and 250Nm look right on paper, too.
That high compression ratio equates to relatively good torque at low revs…for a naturally aspirated engine, that is. Looking holistically at engine performance, the CX-30 is still a high-revving atmo unit that does its best work at and beyond 3,500rpm. Coax the Mazda along on the throttle and it feels lively and keen, overtaking easily on country roads and leaping into gaps in traffic.
The six-speed torque converter automatic is well-tuned, but if you’re relaxed with the throttle, progress up hills can feel very lethargic. In short – the CX-30 needs a rev, and that’s with the larger of the two available engines! At least the engine sounds reasonable when worked – and there is a torquier super-high-compression Skyactiv-X engine being added to the CX-30 mid-year. We have reviewed that groundbreaking new motor here.
By contrast, the engines in the Audi and BMW do their best work while leaning on the advantages of low-pressure turbocharging – but it is the X1 that makes progress most easily in this pack. Utilising a 2.0-litre turbocharged four-cylinder that produces 141kW/280Nm – with that torque peaking at a low 1,350rpm – the X1 needs little encouragement in town and country, dispatching a brisk 7.6 sec 0-100km/h time, beating the Mazda by 1.1 sec and Audi by a huge 1.7 sec. The BMW’s ‘B48’ engine also sounds rortier than you would expect at this price point.
But that price point is admittedly the most expensive here, by a significant margin. The more affordable Audi takes a dip in performance, even if the engine performs in a fundamentally similar way. The Q3, tested here in 35 TFSI guise, uses a small 1.4-litre turbo four. You’ll know this engine well if you drive a Volkswagen Golf: it’s the same one, producing 110kW/250Nm, with the torque peaking by 1,500rpm.
The Q3 offers adequate engine performance, but nothing more. It’s torquey, and absolutely quick enough in town and on the highway – but rural overtaking requires a little more planning than the other two cars here, with the Audi starting to run out of puff the higher the speedometer needle heads north of 100km/h. In its default Comfort mode, there is also a doughey response from both the engine and the six-speed dual-clutch automatic, though this improved over our time with the vehicle as it learned our acceleration style.
But while the X1 impresses with its responsive engine, it lets down – really surprisingly – in the handling department. Demonstrating concerning body control over Australia’s average bumpy B-roads, and offering up stodgy and feel-free steering, the BMW X1’s handling can only be described as mediocre. That is a combination of words that should be utterly anathema to BMW – a brand that markets itself as the producer of the world’s ultimate driving machines.
It is the X1’s combination of unruly damping on the standard suspension and the use of skinny 225-series tyres relative to its height that seem to be the cause of its problems. The suspension fails to cinch the X1 back to the tarmac after the sort of mid-corner bumps you find on poorly-maintained backroads everywhere in this country, leaving the overtaxed stability control system to keep the car on the road.
The BMW’s ride quality is good – even impressive – in town and it is a fine, quiet highway cruiser. Show it a fun road, though, and it does not live up to the values the Bavarian roundel is supposed to embody.
The situation may improve with adaptive dampers and smaller wheels, but we are dismayed to see these characteristics manifest in the first place. Ultimately, the X1’s underlying UKL platform is simply less sophisticated than the chassis that sits under BMW’s more expensive models. If you have your heart set on a BMW crossover, may we suggest the bigger X3 SUV – which rides on the far more refined Cluster Architecture chassis and exhibits few, if any, of these problematic traits.
Thankfully, our testers were given a reprieve when stepping into the Mazda CX-30, which has a chassis that was clearly designed by people who think a small SUV should have refined – and even entertaining – dynamics. The CX-30 handles far better than the BMW, with suspension damping that blends firmness and security over mid-corner bumps with just enough vertical motion to be able to breathe across Australia’s scarred tarmac.
The CX-30 devours backroads. It loves them. The communicative, mid-weighted steering feels just right in the hands, and the Mazda turns into corners with alacrity before allowing its rear end to gently float around behind in moments of contained lift-off oversteer. Considering the CX-30 in front-drive form, as tested here, uses a simple torsion-beam rear suspension, it’s clear a mammoth effort was put in here. Only the oddly-weighted brake pedal disrupts the experience.
That said, in town, the CX-30’s ride is fidgetty. On the 18-inch wheels and 215-series Dunlop SP Sport Maxx rubber worn by every model bar the base version, the Mazda never truly settles down, even if noise and vibrations are impressively minimised. On the whole, the CX-30 is a very refined SUV.
But it is the Audi Q3 that demonstrates a similarly passionate approach to driving dynamics while also offering up a low-speed suspension tune that settles in and stops fidgeting when you just want to relax.
While the Q3’s 1.4-litre engine is ultimately nothing special, it is almost as fun to punt down a great country road as the Mazda. Like the CX-30, the Q3 embraces some limited body roll to its advantage, helping to relieve stress on its 235-series 18-inch Bridgestone Alenza tyres. The Audi turns in well – partially due to its featherweight motor – and then sticks and sticks while cornering, tracking a line and holding it more predictably than the other two cars on test. Grip is never lacking.
Sure, the Q3’s steering is not as feelsome as the Mazda’s, but the ultra-consistent weighting of the control surfaces, including the brakes, make it an easy car to learn to drive quickly, flowing from corner to corner. If you use aggressive inputs, the Audi’s stability control bites down oppressively – the Mazda offers more leeway – but use a deft touch in the Q3 and it will ebb and flow from corner to corner just as fluently as the CX-30.
Then, on your commute, the Audi will be just as quiet as the other two, while offering a better urban ride than the Mazda, and giving you the best cabin tech to interact with of this bunch.
Capacity for cargo – and people
We think small SUVs need to focus mainly on their front passengers – these cars are ultimately bought by singles and couples, most of whom move up to a larger wagon or SUV if the family grows. That said, we place value on a relatively spacious back seat for occasional use by friends, and also on a boot that’s spacious enough to lug sporting equipment and boxes of wine alike.
It’s a tussle between designing a physically smaller car with clever interior packaging, or simply enlarging the dimensions to more easily fit a larger cabin. The SUVs in this test sit across that continuum.
The BMW X1 feels the biggest, but is marginally smaller than the Audi, at 4.45m long – and it rewards with easily the largest back seat. The X1 can seat five adults most easily in this test, though the outboard seats are the best pews. Legroom, headroom and toe room are all generous for a six-footer. Air vents and two USB-C charge points are standard. You also get a flip-down armrest with cup holders, while the materials in the back are soft-touch.
Behind the X1’s manual tailgate – electrification here is an option – is a 505-litre boot, which is theoretically smaller than the Audi’s, even if it looks as big in person. Plus, you get underfloor storage in the X1 – but not in the Q3 – while the back seats slide fore and aft to maximise boot space or rear legroom. The boot itself includes two shopping bag hooks, a cubby hole and a netted area.
The Audi Q3 is the longest, at 4.49m long. Back seat space is acceptable for a six-footer, with about an inch of legroom behind another six-footer’s driving position. Headroom and toe room are both generous. Five will be a squeeze; four will be comfortable, thanks to the standard air vents and two USB-C charge points in the back. A flip-down armrest includes cup holders, and like the BMW, the materials remain soft and squishy in the second row.
The Q3 has a standard electric tailgate in a value gesture, and at 530 litres, it is the biggest cargo area on paper – with perhaps a bit more length in the boot than the BMW. There’s no underfloor storage, though, but you do get two areas left and right of the boot floor, and two shopping bag hooks. Like the X1, the rear seats slide fore and aft to alter boot or rear seat space.
The Mazda is the smallest car on test, just shy of 4.4 metres in length. This Japanese brand has traditionally struggled with making its interiors as practical as those in German rivals – that is the case here, though Mazda are clearly making packaging inroads. Back seat space isn’t substantially worse than the Audi, though you do notice more constrained legroom (about half-an-inch for our six-footer) and headroom, thanks to the raunchier roofline. Toe room is fine.
Air vents are standard in the back of the CX-30 – but you won’t find any USB ports, unlike the other two, and unlike Mazda’s larger SUVs, which feels a little ungenerous. You do get a particularly supple flip-down armrest with cupholders…but the rear door materials switch to hard plastic in a notable decrease in plushness from up front.
An electric tailgate is also standard on the CX-30 Astina on test, revealing a boot that is clearly the smallest here, at 317 litres. Euro-spec cars have a bigger boot, but Mazda Australia opted to specify the largest available (but still not full size) spare tyre. Disappointingly, no effort has been made to make the CX-30’s boot clever – there are no shopping bag hooks or cubby spaces, which continue to be something of a ‘European car thing’.
Peace of mind
One way the Mazda can put you more at ease than the other two SUVs tested here is when thinking about what will happen in future. Mazda’s transferable five year, unlimited kilometre warranty eclipses the guarantee on the Audi and BMW by two years, in both cases. We think it’s well and truly time for the German luxury brands – that includes Mercedes-Benz – to stand behind their quality and up their coverage to five years, matching Mazda and every other mass volume marque.
Servicing arrangements differ slightly between the three vehicles on test. The Mazda’s service intervals are frustratingly short, with just 10,000km between scheduled maintenance (or a year, if that comes earlier). The Audi requires the first of annual or 15,000km services, while the BMW has adaptive intervals but they’re essentially annual.
In terms of service costs, Audi and BMW sell up-front plans for about $1,600 apiece for three years of servicing. In Mazda’s case, that amount – or about $100 more – will buy you five services, but remember, that’s only 50,000km worth of driving.
First place: the Audi Q3 35 TFSI ($46,400)
It is threats like the Mazda CX-30 that have contributed to Audi’s decision to offer dramatically better value for money in their entry-level cars than they have ever done.
While the new Q3 demands more of your hard-earned money than the Mazda, it is remarkably affordable for a vehicle wearing a recognised luxury badge. The base model does not skimp on premium convenience features. We rewarded the standard figment of an electric tailgate, leather seats, wireless Apple CarPlay, wireless smartphone charging, and a very generous suite of internet-connected features with three years of data.
While its engine is merely adequate, the Audi’s exceptionally good balance between a comfortable urban ride with deft and agile handling on country roads strikes us as especially suitable in Australia.
That said, we penalised the penny-pinching decision to relegate adaptive cruise control to the options list. Equally, the average stereo, manually adjustable seats and at times heavy-handed stability control tuning counted against the Audi – but we had to go looking for criticisms.
The Audi Q3 is the best entry-level luxury SUV you can buy… closely followed by the Mazda CX-30.
Second place: the Mazda CX-30 G25 Astina ($41,490)
It is a credit to Mazda’s passionate team of engineers, designers and product planners that the CX-30 pulls into a – very close – second place to the Audi Q3.
For a brand that only made a recent decision to dip a toe into the water of the premium market, Mazda has rapidly picked up on the cues of the luxury space. The combination of a superb cabin, plush materials, an expressive but mature design, and terrific driving dynamics belie its reasonable price. The CX-30 is truly impressive.
The standard inclusion of the best safety technology suite here on the Astina model scored high marks with us – as did the standard offer of a great stereo, a sunroof, supple heated seats, proximity entry, and the attention to detail in the mirrors dipping in reverse on-demand.
However, even greater attention to detail is necessary to score the win. The lack of wireless Apple CarPlay – plus front and rear USB-C connectivity – seem odd for a brand-new car in 2020, while the suspension arguably needs a greater focus on urban comfort when it comes time for a facelift.
That said, the CX-30 is both a value buy and a bona fide entry-level premium SUV. We’d happily have one in the garage. Make ours a Machine Grey Astina with pure white leather for maximum effect.
Third place: the BMW X1 sDrive20i ($48,500)
It is easy to understand why the BMW X1 is a popular, aspirational vehicle. It is a handsome, practical, generously-sized small SUV. However, the recent update and facelift was just too minimal to prevent newer rivals from surging ahead of the BMW in our recommendations.
We love BMW’s serious commitment to developing great combustion engines that sip fuel while offering great response – just like the four-cylinder turbo engine in this X1. Equally, we give BMW credit for being the first to supply wireless Apple CarPlay to the public, even if it was initially granted on the basis of an unfair subscription. That is no longer the case: this important connectivity is now included for life.
However, it would be irresponsible for us to ignore the at-times bizarre handling traits of this BMW SUV. The body control, at least with this combination of wheels, tyres, and damping, is not well suited to Australian roads. BMW’s lower-cost UKL platform, used by the X1, does not appear to be up to the job in this case.
Also counting against the BMW were the fact its price was the highest here, while its standard equipment – wireless CarPlay aside – was the least generous. The Audi and Mazda both lob a serious value for money question at BMW’s showroom doors.
What the test and results illustrate is just how competitive this segment has become. With existing luxury brands – and upstarts like Mazda – chomping at the bit for sales, maximum effort will be required to stand out and impress in future.Read more Mazda CX-30 SUV fills a range gap you might not have considered
Few people would have suggested that Mazda needed another crossover to sit between the CX-3 city SUV and the uber-popular CX-5 midsizer – but extensive research conducted by the Hiroshima-based brand, and by their Melbourne-based Australian office, suggested just that.
Enter the 2020 Mazda CX-30 – it’s officially a small SUV, but it tidily splits the difference between the CX-3 and CX-5, offering the easy parkability of the former with cabin space remarkably close to the latter. Oh, and it’s not a CX-4 because Mazda already sell a car under that badge in China, and nowhere else.
Once you’ve accepted the name, the rest of the car goes over well, as we discovered in our first drive of the CX-30 in Germany and our test of the CX-30 Astina on Australian roads this month. You’ll shortly be able to read more in a comparison of the crossover with some key rivals.
Vinesh Bhindi, Mazda Australia’s managing director, and key lieutenant Alastair Doak, head of marketing at the brand, are bullish about the CX-30’s chances in Australia, predicting it will jump to about 800 sales a month at first.
“If you sit in the CX-3 and the CX-5, you will see that there is a natural step between them, like there always has been between a Mazda 2 and a Mazda 3 – so to us, it is quite straightforward,” Mr Doak told Chasing Cars at the CX-30’s local launch in Victoria.
“When we did the research around [the CX-30 and the CX-3] 18 months ago, there was in fact not a huge amount of cannibalisation between the two, because they talk to a slightly different customer. We are very confident that both will live naturally together,” says Doak.
The marketing boss suggests that the diminuitive CX-3 will continue to be a first car of choice for some, as well as being a popular downsizer vehicle for those wanting maneouvrability in the city coupled to a higher driving position.
“The CX-30 is very much like a Mazda 3 buyer – a bit older, a bit more money [to spend], maybe a couple – probably kids and those sorts of things are a little bit down the track, but thinking that we could with this car. They may have a dog, they may have a mountain bike in the back.
Arriving in Australia with two petrol engines – a 2.0-litre and a larger 2.5-litre that was included at the behest of North America and Australia – the CX-30 initially runs without any sort of electrification. By contrast, the rival Toyota C-HR is available with a hybrid drivetrain.
Mazda have confirmed that the forthcoming 2.0-litre Skyactiv-X powertrain will arrive with mild hybrid technology in Australia, with extended start-stop functionality, while the option of adding mild hybrid tech to today’s base two-litre is a further possibility.
As for whether Australians can expect a beefier series-parallel hybrid system like that seen in Toyota vehicles, Mr Doak was tight-lipped. “That would be telling!,” he says.
Toyota’s C-HR hybrid ($36,440) lists combined petrol consumption of 4.3L/100km, while the CX-30 in two-litre guise claims fifty per cent higher consumption – at 6.5L/100km.
The Skyactiv-X engine will likely better the CX-30’s fuel consumption – but it won’t be arriving before the last months of 2020. Australia’s production allocation of the new Mazda powertrain has slipped back from initial estimes.
Now, an arrival “towards the end of the year is where our planning is, but exact dates and timings – we will tell you once we have locked in production and arrival times,” says Mr Bhindi. The Mazda 3 with the new engine, tested here, will arrive first, with the CX-30 Skyactiv-X following a few months later.
“What Mazda Corporation decided to do was focus on Europe, and that is what they have put their efforts in [with Skyactiv-X],” Bhindi explains. “Given the changes in regulations and penalties [in the EU], that became their focus market, but we will get it soon after. We are okay with that.”
The CX-30 arrives with a high standard of safety technology, though some sophisticated items like a 360-degree camera and front cross traffic alert are reserved for an optional $1,500 Vision package, except on the top-shelf Astina where it is standard. The situation is similar for Mazda 3 buyers, who have taken up the option at a higher rate than expected.
“Even since November, the take rate [on the Vision package] has improved again. It’s now pushing 25% on the Mazda 3. We expect it to be similar or even higher on this car, and we’re very happy with that… we think it’s a great value proposition. It wasn’t that long ago that we were doing [just] accessory front parking sensors, which are part of this pack, for $700, and you get a hell of a lot more than that now, with the 360 degree camera, and other things.”
Mr Doak indicated that if the take-up rate hit higher than 50%, a rationalisation would be considered to include the full technology suite further down the range.
The CX-30 is now in dealerships with two engines and four trim levels, with front-wheel-drive and all-wheel-drive configurations available.Read more