Mazda Hits The Mark With 2020 CX-30 Crossover

Like the universe, the small crossover utility segment seems to be in a phase of perpetual expansion, at least until customers decide to latch onto the next trend in automotive form factors. For now at least the growth continues and Mazda wants a piece of that pie with a new entry called the CX-30. 

Over the past year, automakers have launched multiple new nameplates in this size class and we’ve started to see some bifurcation in price. As sales of small cars have declined, more affordable compact utilities like the Nissan Kicks and Hyundai Venue have been slotted in with starting prices as low as $18,000. A close look at this group shows where the savings came from with hard plastic surfaces inside, usually a twist beam rear axle and front-wheel-drive only. 

For a couple of thousand dollars more, there is another group that adds standard features and the ability to go significantly further up the price scale with more available options. This group includes the likes of the Honda HR-V, Jeep Renegade and Mazda CX-3. From a size perspective, the CX-30 comes in just a bit bigger than this group, almost evenly splitting the difference between the CX-3 and CX-5. 

The CX-30 also has a starting price just slightly above this group with a base sticker of $21,900. With an ever increasing amount of granularity in the small utility market, one has to wonder if there is room for all of these variants that seem so close in size and price. Some, like the Jeep Renegade offer true off-roading capabilities when equipped with something like the available Trailhawk package. The lower cost front-drive only models are clearly street machines that are essentially just taller versions of the small cars that customers are leaving behind. 

Prior to getting a drive in the CX-30, we had a chance to talk with CX-30 program manager Naohito Saga during the Los Angeles Auto Show to learn more about the strategy for the CX-30. Saga-san explained that when development of the CX-3 began early this decade, the Nissan Juke was the main player in this segment and it wasn’t yet clear where the market was going. 

Mazda opted to make the CX-3 a derivative of the B-segment Mazda2. While it was stylish and had typically good Mazda driving dynamics, it was on the small side, especially for the American market. In addition to the cramped back seat, it also had some compromised ergonomics such as a cupholder below the center armrest. Nonetheless, it has sold reasonably well. Over the past three years, the CX-3 has been between 136,00 and 140,000 sales globally but it was well behind the U.S. market leaders here. 

The latest generation Mazda3 served as the starting point for the CX-30 and the crossover was developed concurrently with the sedan and hatchback. This allowed Mazda engineers to better optimize the structure and other systems to support the sedan, hatchback and the utility. At 3,353 pounds, the AWD CX-30 only weighs about 100 pounds more than the AWD hatchback. 

The wheelbase of the CX-30 has been trimmed by 2.8-inches relative to the lower riding models the overall length is 2.6-inches less than the hatchback although the roofline has been lifted by five-inches with 1.4-inches of that coming from added ground clearance. Aside from two-inches of added rear headroom and one inch of rear legroom, most other interior dimensions are roughly equal. Overall passenger volume of the CX-30 goes up by 1.4 cubic feet to 94.1 and the 20.2 cubic feet of storage behind the rear seat is essentially the same. 

Interestingly, the U.S. market CX-30 has one inch of added ride height compared to those sold in other parts of the world. When combined with the prominent black cladding on the rockers and wheel arches, it creates a somewhat odd visual impression of the wheels being slightly undersized even with the 18-inch alloys on the upper trim levels. We were told the cladding is intended to separate the upper and lower body areas to create a sleeker look to the painted sheet metal, and while that does somewhat work, I’d personally rather have a lower ride height and more subdued cladding. 

Aside from that, the CX-30’s implementation of second-generation Kodo design works really well, especially in the soul crystal red signature color. From most angles, the S-curve in the side panels is quite visible giving the shape a sense of flowing and motion, even when sitting still. 

The detailing in the fascia is also very nicely implemented. The chrome grille surround and wings combine with the forward edge of the hood and slightly recessed lamps to create a unique visual appearance that won’t be mistaken for any other brand. In a world where so many brands are looking more alike, Mazda designers have developed a distinct visual language based on very organic looking forms that both stand out and fit into the world around them. 

“U Can’t Touch This”

As with the 3, Mazda is now completely eschewing touchscreen interfaces in the CX-30 and I fully applaud that. I may be in a vanishingly small minority compared to the bulk of new car buyers, but I wholeheartedly agree with the philosophy that touchscreens are the worst possible interface for cars that we still have to drive. The new Mazda infotainment system continues to use a central rotary control knob on the console to interface with the system. 

Studies by NHTSA and the Virginia Tech Transportation Research Institute have estimated that 80% of crashes and 65% of near misses are caused by driver distraction and touchscreens are definitely part of the problem whether in your hand or on the dashboard. Like the new 3, the CX-30 follows a philosophy of partitioning information. 

Anything important to driving is directly in front of the driver where it belongs, either in the main cluster or in the optional heads up display. The HUD is a large unit that projects onto the windshield so it is closer to the driver’s line of sight than the flip up screen used on the last generation 3. 

Entertainment and convenience information is off to the right in the center. The wide 8.8 inch display is placed higher and further away from the driver. That means the driver can’t touch it, but it also means that there is less eye refocusing required when they do glance at the screen. The number of items on the screen is also reduced and fewer items are buried in menus. 

The central control knob is large and has great tactile feedback and is surrounded by just four buttons, navigation, media, home and back so it’s easy to build muscle memory. It’s a system with better precision and responsiveness than touchscreens and it’s definitely my preference while driving. 

As usual, the interior details of this Mazda are top notch and definitely a step or two above anything in the competitive set for a similar price. The available rich brown interior has a mix of brown and black surfaces. The seats which are finished in perforated black leather actually have a layer of brown underneath that is visible through the perforations, adding a unique touch. 

The front seats are exceptionally comfortable and while the rears don’t offer enormous space, they are adequate for a pair of adults as long as they aren’t too long legged. One advantage the CX-30 has over the hatchback 3 is much improved rear corner visibility. The side glass shape extends further back, avoiding the massive C-pillars of the car. 

The previous door mounted speakers have now been moved to the footwells. This allows a simpler door construction without the need to leave a hole for the speakers which in turn reduces noise transmission into the cabin. The tweeters have also been moved to the base of the A-pillars where they can fire directly across at the other occupant instead of reflecting off the windshield. The audio system now includes support for high-definition lossless audio files in FLAC format when played from a flash drive plugged into the USB port. 

One major advantage the CX-30 has over its competition is the powertrain. The only engine offered in the CX-30 is the 2.5-liter SkyActiv-G four-cylinder with 186-hp and 186 lb-ft of torque. That beats everything including the turbocharged engines in the Jeep Renegade and Hyundai Kona and its much more than the weak 141-hp in the Honda HR-V. It’s paired with Mazda’s 6-speed automatic to deliver an EPA estimated 28 mpg combined. 

In Europe, where the CX-30 has already been on sale for several months, it is available with the compression ignition SkyActiv-X engine. According to Saga-san, 60% of Mazda 3 and CX-30 buyers there are opting for this engine. For now at least, it’s not available in the US, but that could change in future years. 

On the road, driving from Palm Springs to San Diego, the CX-30 lives up to the expectations we’ve come to develop from Mazda vehicles. While it’s no speed demon, it has more than adequate acceleration even climbing mountain roads above 4,000 ft. The steering is precise and gives surprisingly good feedback, far more than we experienced in the new Ford Escape a few months ago. 

At its limit, the CX-30 like any nose heavy, transverse engined vehicle will understeer, but you have to push it pretty hard to do that. In anything but the hardest thrashing, it feels quite neutral and responsive. Mazda did some work on the brake pedal feel giving the pedal more effort with a shorter stroke to make for easy modulation. The ride quality is smooth and body motions are well controlled even over mountain pass pavement that has seen some frost heaves. 

With its wider liftgate and lower opening, the CX-30 has much better utility than the CX-3 and can easily hold four carry-on bags and assorted other detritus. A pair of adults probably won’t want to make a transcontinental run in the back seat, but a weekend road trip to Palm Springs wouldn’t be intolerable. 

Overall, the CX-30 is a vastly superior choice to the CX-3 as well as much of the competition in this market. The CX-3 will remain on sale here alongside the CX-30 for now, but I wouldn’t be surprised to see most buyers go for the larger option and the smaller crossover to disappear in the next year or so. The front-wheel-drive CX-30 starts at $22,945 delivered and tops out at just over $31,000 for the AWD premium. The CX-30 is in Mazda dealerships now.