Latest news with #CX-30Turbo
Business Insider
04-05-2025
- Automotive
- Business Insider
I drove a $39,000 Mazda CX-30 Turbo. It's like a sports car disguised as a small SUV.
The Mexico-made CX-30 starts at a very reasonable $25,195 for the base non-turbo model. The most affordable turbocharged trim is the 2.5 Carbon Turbo, which starts at $33,140. My range-topping CX-30 2.5 Turbo Premium Plus test car starts at $37,150, making it one of the priciest offerings from a non-luxury brand in the segment. Freight fees and a couple of options pushed the as-tested price to $39,155. Although the CX-30 has been on the market for half a decade, its styling still looks fresh and modern. The CX-30's long flowing lines and organic curves are an evolution of Mazda's Kodo design language, which seeks to express the beauty of nature in motion through a static object. Mazda's designers blended elements from coupes and SUVs together to create the CX-30's sporty silhouette. At 173 inches long, it's one of the shorter vehicles in the segment, trailing the Chevrolet Trax by nearly half a foot. The CX-30 is powered by a 2.5-liter, four-cylinder engine. Pop open the hood of my test car and you'll find a 2.5-liter, turbocharged inline-four-cylinder engine that produces 227 horsepower and 310 lb-ft of torque on regular 87-octane gasoline. Output jumps to 250 horsepower and 320 lb-ft of torque with 93-octane premium gas. Lower-tier models are powered by a naturally aspirated version of the same 2.5-liter engine, which produces 191 horsepower and 186 lb-ft of torque. The base motor's output makes the CX-50 one of the most powerful in the segment, but the turbo engine takes things to a whole different level. It's by far the most powerful motor available in a mass-market subcompact crossover. In fact, you'll have to pony up more than $50,000 for a BMW X1 M35i or a Mercedes-AMG GLA35 to get an SUV of this size with more power. My turbocharged loaner boasts fuel economy figures of 22 mpg city, 30 mpg highway, and 25 mpg combined; the base engine gets four additional mpg in combined driving. All CX-30s come equipped with a six-speed automatic transmission and all-wheel drive. The Mazda drives like it's a sporty hot hatchback in an SUV body. The CX-30 Turbo was an absolute blast to drive, a rarity in the subcompact SUV segment, which is focused on efficiency and affordability. I guess that shouldn't be a surprise for the brand that gave us the Miata and the RX-7. Its steering is crisp and precise, and its well-turned suspension limits body roll into corners, creating a sense of control and stability. The turbo-four and six-speed automatic make for a potent duo, quickly getting the CX-30 up to highway speeds without hesitation. According to Motor Trend, the CX-30 Turbo can do 0-60mph in a brisk 5.8 seconds. My only big complaint is the less-than-cushy ride, but that's the trade-off you make for the sporty handling. Stylish design and premium materials headline the CX-30's cabin. The CX-30 just feels nicer on the inside than many of its competitors. The soft-touch leather upholstery with brown accents and asymmetric design adds a real touch of class and style to the affair. Even better, Mazda backs this up with efficient ergonomics and top-notch fit and finish. The front seats are the place to be. The seats in our previous Mazda test cars were not my favorite. I found them hard and uncomfortable, but the CX-30's heated leather seats were soft and offered good support. The CX-30 is equipped with an impressive array of tech, but it can be cumbersome to use. My test car's optional 10.25-inch touchscreen looks great, but the software behind it makes using it a bit odd. The CX-30's infotainment screen is only a touchscreen when Apple CarPlay or Android Auto, which come standard, are initiated. In all other instances, the system requires the use of the cumbersome rotary controller on the center console. My test car also came with the optional 360-degree camera, color head-up display, and 12-speaker Bose premium sound system. All CX-30s come standard with adaptive cruise control, lane keep assist, and rear cross-traffic alert. The rear cabin feels tight and lacks legroom compared to its rivals. With 36.3 inches of legroom, the CX-30 offers three inches more legroom than the Nissan Kicks, but trails the Chevy Trax by 2.5 inches. Cargo capacity is not the CX-30's strong suit. The CX-30 boasts one of the smallest cargo compartments in the segment, with just 20.2 cubic feet of space behind the rear seats. That's about 20% less space than the rival Chevrolet Trax, Honda HR-V, and Nissan Kicks. The CX-30's cargo compartment expands to 45.2 cubic feet with the rear seats folded down. My Verdict: The Mazda CX-30 is a fun, small SUV that offers performance, style, and luxury in a segment that usually prioritizes utilitarian transportation. I really enjoyed driving the Mazda CX-30. It looks amazing, feels premium, handles great, and has the punchiest engine in the segment. However, it's also a bit short on space, isn't great at carrying cargo, and doesn't get the best fuel economy. Ultimately, the Mazda CX-30 is a story of trade-offs. It forces the consumer to decide what's really important to them. And if the answer is style and driving pleasure, then the CX-30 is the pint-sized SUV for you.
Yahoo
27-01-2025
- Automotive
- Yahoo
2025 Mazda CX-30 Turbo Is a Crossover That's Fun to Drive
The 2025 Mazda CX-30 Turbo punches its way into the budget-premium-car space with an abundance of driving panache and interior features at a tantalizing price. Crossovers of this size are typically lifeless, soul-sucking appliances to drive, but Mazda has managed to deliver a much more compelling car in this high-riding package. Compromise on utility compared to rivals is necessary, but as long as space isn't a dealbreaker, everything else about the CX-30 Turbo makes up for that downside. This is a baby SUV you can actually look forward to driving. Our expert editors test every vehicle we review. Read more about how we test and review cars here. Mazda offers two powertrains with the CX-30, both with 2.5-liter inline-four engines. The naturally aspirated version makes 191 hp, and the turbocharged version tested here gives up to 250 hp and 320 lb-ft but only if running on 93 octane. On 87 octane, Mazda quotes 227 hp and 310 lb-ft. Mazda's trusty six-speed automatic is the only transmission available, and it doles out power through a standard all-wheel-drive system. It's a great package on paper, and with Mazda's penchant for superb chassis tuning, a great to drive too. Vehicle tested: 2025 Mazda CX-30 Carbon Turbo Base Price: $34,360 Price as tested: $34,360 Location: Royal Oak, Michigan Engine: 2488cc turbocharged inline-four Power: 250 hp @ 5000 rpm Torque: 320 lb-ft @ 2500 rpm 0-60 mph: 6.1-sec (est) Transmission: 6-speed auto, all-wheel drive Weight: 3527 pounds EPA MPG: 22 / 30 / 25 (City / Highway / Combined) The CX-30 Turbo takes the essential goodness of the regular CX-30 and adds some much-needed oomph. Despite its small capacity, the engine is a torque monster, unleashing its full peak from just 2500 rpm. The pull trails off as you get close to the 6300-rpm redline, but my butt dyno still reckoned the 60-mph time would be in the low-six-second range, with each new gear putting the motor to its torque peak. The CX-30 Turbo didn't sound especially sporty when worked hard, but there is a satisfying growl through the cabin under full acceleration. The penalty for enjoying all the performance is fuel economy, with the Turbo losing 4 mpg combined versus the naturally aspirated version on official numbers and probably more in the real world where the eagerness to get off the line serves to worsen economy—it's endlessly tempting to accelerate hard from every stop. Mazda hasn't quite delivered a hot hatch on stilts, but the CX-30 Turbo is a better handler than anything outside luxury-badged rivals within this segment—cars like the Mercedes-AMG GLA 35 and the BMW X2 M35i, which cost nearly twice as much. Heavy, feelsome steering gives the Mazda a sense of connection similar to the one generated by the less-tall Mazda 3 Turbo hatchback, although the crossover's higher seating position and center of gravity create more lean in corners. The CX-30 will also happily go places the Mazda 3 can't thanks to up to eight inches of ground clearance. The Turbo's adept handling comes at a slight cost in ride quality. During my drive, it crashed through potholes and plodded a little harder than it should have over frost heaves, doubtless due to the stiffer suspension that supports the Turbo's heavier mass than the naturally aspirated version. Mazda doesn't use adaptive dampers, so selecting the Sport drive mode only tweaks throttle response and transmission tuning. That means the drive experience is largely one-size-fits-all, but skillful tuning means the CX-30 Turbo delivers across the board. As usual with Mazda, the CX-30's interior is way nicer than buyers will likely expect for the $34,000 price point. A wide range of interior color options are available in real leather and work wonders combined with the minimalistic design aesthetic. You could swap out the Mazda badges for those of a legitimate luxury automaker and most people wouldn't bat an eye. What makes the cockpit great is more than just appearances. Mazda cares about functionality in a way many automakers no longer seem to, and the dedication to providing physical buttons, knobs, and toggles for virtually every oft-used function is appreciated. On the climate panel, every control either turns or clicks with satisfying feedback, as do those on the steering wheel. The Turbo's 10.3-inch infotainment screen is an upgrade over the regular CX-30's standard 8.8-inch display and sits atop the dashboard within the driver's line of sight. It is easy to control and runs both Apple CarPlay and Android Auto. While I loved the CX-30's distraction-defying ergonomics, there are some packaging issues. The rear doors are small, making it annoying to slide in and out of the tight rear seats. This is a small car, but alternatives like the Hyundai Kona and Nissan Kicks combine similar dimensions with way more space for rear-seat occupants. The cargo space beneath the Mazda's stunted hatchback is similarly limited—just 20 cubic feet with the seats in place. So long as you aren't trying to stuff multiple kids or a whole family's possessions into it, the CX-30 Turbo is a solid choice. Of course, if space is even less of a concern, then you could go one step smaller and buy the dynamically superior Mazda 3 Turbo instead. But within the subcompact-SUV segment, the CX-30 feels like the best option for anybody who prioritizes driving pleasure. Although it sits at the top of the CX-30 range, the Turbo is good enough to be considered a legitimate rival to significantly more expensive competition like the Mercedes-Benz GLA, the Audi Q3, or the Volvo XC40. You can buy a fully loaded CX-30 Turbo for the same money as entry-level versions of those alternatives, with Mazda winning on value and giving nothing away on driving dynamics. For anyone looking for something small and tall that still drives great, the CX-30 Turbo is a triumph. Nearly as good to drive as its hatchback sibling. Interior quality presents like an entry-level luxury car. Lots of technology but keeps physical controls to boost usability. Rear seat space and cargo room is tight. Ride can be a little lumpy over rougher surfaces. Mazda's instrument cluster is a beautiful combination of digital and analog. There's a 7.0-inch screen that is overlapped by analog instruments, giving the sensation of upscale dials with the flexibility to change the display content. It also allows for a physical rev counter, a touch any enthusiast will appreciate. You Might Also Like You Need a Torque Wrench in Your Toolbox Tested: Best Car Interior Cleaners The Man Who Signs Every Car
