27-01-2025
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.
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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.
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