There is no denying that the CX-30 has some beautiful angles, gorgeous lines, and interesting finishes used.
But its not so much the new generation Kodo design that makes this CX-30 an important addition to the range. Nope, this time its all about size.
Mazda Australia says the CX-30 was designed to be city friendly in its size, but still comfortable enough for four adults. Ill talk about that second claim in the next section of the review, but the exterior size is what I want to address here.
The new Mazda CX-30s dimensions are: 4395mm long [on a 2655mm wheelbase], 1795mm wide and 1540mm tall. That mightnt mean much to you, but consider this: its as close as it can be to the likes of the Nissan Qashqai, Mitsubishi ASX and Kia Seltos, and thats clearly becoming a bit of a sweet spot in the small SUV segment when it comes to size.
It isnt as square-backed as those rivals, with a sleek roofline and adorns the CX-30 with a considerably more sporty look. But as the chief designer for the CX-30, Ryo Yanagisawa, said at the launch, the new model still has elements that help ground it as the sort of active lifestyle model that people want, such as the prominent black body cladding around the lower edges of the car.
The look could be enough for you to be sold on the CX-30, and I completely understand that. It is beautiful, and looks stunning with the brands signature Soul Red Crystal paint.
But there are some elements that might stand out to you. For me, the 16-inch wheels on the lower grade models look a little too small to fill those black-clad guards. And the fact Mazda has chosen to fit halogen daytime running lights but LED headlights on all but the Astina models is baffling. Its the same on the Mazda3.
But there are some other bits that are just charming, like the way the blinkers pulse rather than strobe or simply flick on and off. Yanagisawa-san said that was design to issue an emotive response. It works.
Inside there are some really interesting design elements - it may look nearly identical to the new-generation Mazda3, but there are some differences, including the coloured trim bits on the doors and dash. See the interior images to make up your mind on those.
The design is what could get you through the door and ready to lay down your money more than anything else about the Peugeot 2008. It is a very attractively styled model - far less van-like than its predecessor, and more modern, masculine and aggressive in its stance than before, too.
In fact, this new model is 141mm longer [now 4300mm] on a 67mm longer wheelbase [now 2605mm], but its also wider by 30mm [now 1770mm] and a bit lower to the ground too [1550mm tall].
Its the way the designers have made this chunky new model look that has really hunkered it down, though. From the claw-like LED light slashes that run from the edges of the headlights down through the front bumper, to the upright grille [which varies depending on the variant] and angular metalwork pressing through the doors of the car.
If you want to know what Peugeot had in mind when it pencilled the new-gen 2008, you need to look back to the Quartz concept from 2014. Then you need to squint, make sure you dont look too closely, and voila!
The rear is a sight to behold too, with a clean and broad look to it that is emphasised by the tail-light cluster and central garnish. Gotta love those claw mark tail-lights and the LED DRLs on the top-spec version, too.
Youll decide if you like it or not, but there is no denying that its styling helps it stand out in the class. And because the new model is built on Peugeots CMP platform, it can be fitted with an electric motor or plug-in hybrid drivetrain as well as the petrol one used here. More on that below.
But what is also interesting is the fact the Peugeot team reckons the Allure model that opens the range is more targeted at the outdoorsy types [and has equipped it as such], while the GT Sport is for the more enthusiast-oriented buyer. We reckon they could have gone a bit harder on the themes, here, particularly for the Allure. And maybe not with Allure as its model name. Remember the original Peugeot 2008, which had a variant named Outdoor?
The eye-catching design flows into the cabin area - see the interior pictures below to get what Im talking about - but there really is no other small SUV like this in terms of cabin design and presentation.
The brands polarising i-Cockpit - with its high-mount digital dashboard cluster and its tiny little steering wheel that youre supposed to look over, not through - is either going to be fine by you, or completely unacceptable. I fall into the former, meaning I plonk the steering wheel down low in my lap, and set my seat so Im looking over the tiller to the screen, and find its both interesting and likeable to live with.
There are plenty of other considerations for the practicality of the cabin, which well cover off next.
If youre considering a small SUV, theres a chance you fall into one of two camps.
The first is the practical buyer who wants a cleverly packaged SUV, one that some how manages to fit more space into its dimensions than seems physically possible.
The second is the one the CX-30 fits into. Its for the sort of buyer who wants the typical higher driving position and prioritises the front seat space over how big the boot or back seat is. Im not saying that if youre that kind of buyer, you should just get a hatchback. But seriously. Maybe you should. And a cushion so you can sit a little higher.
The CX-30 isnt as cramped as a CX-3 when it comes to space utilisation, but it does prioritise the up-front experience, thats for sure.
The dash layout is very familiar to the Mazda 3, with a sleek looking [non-touch] screen floating on the dashboard, a nice digital instrument cluster and head-up display, and quality dash-top, centre tunnel padding and door elbow pad materials. What gets my goat is that the base model has a plastic steering wheel, which betrays the primo push, and Im really, really not a fan of the blue Maztex fake-leather finish in terms of its colour.
While the media screen is nicer than other models in the Mazda range, its not a touch-capacitive unit, and that means your phone mirroring tech - which is designed to mirror your phones screen onto a touchscreen, which is why its called what it is - is rendered a bit useless, as you have to [rather frustratingly] use the rotary dial controller instead. Imagine using a mouse to play with your smartphone, and thats about the level of oh thats just annoying youll probably experience.
Thankfully if you just pair up to Bluetooth and use the native system, its pretty good, and easy to use. Sadly, theres no wireless charging on any variant, but there are two USB ports up front.
The storage up front is good, with a wide and large covered centre console bin with a nice soft elbow pad on it, plus a pair of cup holders between the seats and bottle holders in the doors [front and rear].
The back seat story isnt as passenger-friendly. The base model misses out on cup holders and rear seat directional air vents, while the higher grade versions get a fold-down armrest with two cup holsters. There is only one seat-back map pocket across the range, and no model comes with rear seat USB or 12-volt power points.
The space for occupants in the back is also only okay. With the drivers seat set for my own position [Im 182cm], my knees were hard against the seat in front. So, knee room is tight, but toe-room seemed fine, and headroom was fine in all but the G25 Astina as it has a sunroof that eats into head space a bit. Three across the back wont be comfortable, but it is doable for smaller occupants, though there is a large transmission tunnel intrusion in the floor.
Kids in booster seats are likely to be better catered for than youngsters in capsules, though there are dual ISOFIX and three top-tethers.
When it comes to boot capacity, the luggage space could certainly be better. Mazda claims 317 litres of boot room [VDA], which is small for the class. We didnt have the CarsGuide pram or suitcases on hand to see how it handled that sort of load, but well cover that off in a future test.
Its a small SUV, but its surprisingly spacious inside. There are plenty of models in this segment that manage this trick, and the Peugeot 2008 does it with a bit more flair than some.
The aforementioned i-Cockpit cabin design is attention grabbing, and so is the 3D cluster design on the drivers display. It is mostly easy to get used to the controls, but despite Peugeot claiming the digital system can show the driver safety warnings faster than conventional dials and lights, there is some lag and delay when you adjust the screen display or trigger through the drive modes.
The steering wheel is a charming size and shape, the seats are comfortable and easy to adjust - but there are still some ergonomic annoyances.
For example, the cruise control system - which is a stalk hidden behind the steering wheel - can take a while to figure out. So can the steering wheel controls, and the driver info screen menu buttons [one is on the end of the wiper stalk, one on the steering wheel!]. And the climate controls: there are switches and buttons for some parts, but the fan control - which is essential to access quickly on really hot or really cold days - is through the media screen, not a physical button or knob.
At least the media screen has a volume knob this time around, and the presentation of that bank of buttons below the screen looks to have been plucked straight from Lamborghinis notebook.
The screen itself is okay - it is a little laggy to jump between screens or menus, and the 7.0-inch unit in the base model car is a bit small by modern standards. The 10.0-inch is a better fit for the technical focus of the cabin.
The material quality is mostly pretty good, with a neat soft-touch carbon-look trim on the dashboard, pleasing seat trim in both specs, and soft door elbow pads on all four doors [alarming becoming a less common thing in European SUVs].
It is French so the central cup holders are smaller than you might want, and the door pockets dont have bottle-shaped receptacles, though they will fit a decent sized fizzy or water. The glovebox is tiny, and so is the centre armrest storage pod, but theres a good size section in front of the shifter, and a drop down shelf which, in the top-grade model, incorporates wireless smartphone charging.
Rear seat convenience is somewhat wanting, with a pair of mesh map pockets but no centre cup holder or armrest, even in the high grade. The rear door pockets are modest, too, and the back door trims are a harder wearing material than that used up front.
The rear seat is a 70/30 split fold setup, with dual ISOFIX and top tether points. The occupant space is quite good for the size of the car - at 182cm or 60 I could easily fit behind my own driving position without wanting for more knee-room, headroom or toe room. Three adults across will be a squish, and those with big feet will need to watch themselves on the door-sills, which are quite high and can make ingress and egress clumsier than it should be.
The boot space is a claimed 434 litres [VDA] to the top of the seats with the two-stage boot floor in its highest position, according to Peugeot. That increases to 1015L with the rear seats folded down. Theres a space-saver spare wheel under the boot floor, too.
How much does a Mazda CX-30 cost? Lets run through the model range, from base model through to top of the range.
The Mazda CX-30 line-up is delineated by two different engines - and its easier to look at it that way, so well take a look at the entry-level G20 variants, all fitted with 2.0-litre front-wheel drive auto model first off [engine specs below].
The G20 Pure opens the range at $29,990 before on-road costs. The Pure model is fitted with 16-inch alloy wheels and a space-saver spare, push-button start, a rear spoiler, tyre pressure monitoring, LED headlights, halogen daytime running lights [DRLs], a reversing camera and rear parking sensors, adaptive cruise control, cloth interior trim, a plastic steering wheel, a colour head-up display, an 8.8-inch multimedia system with satellite navigation, Apple CarPlay and Android Auto connectivity [but no touchscreen], eight speaker stereo, and a 7.0-inch driver information display. Safety spec across the range is generous, but well get to that in the safety section below.
The G20 Evolve adds $1500 to the price, listing at $31,490 [MSRP/RRP]. The Evolve adds elements including 18-inch wheels, dual-zone climate control and a leather-bound steering wheel with paddle shifters.
Next up is the G20 Touring, which costs $34,990 and comes with a different grille to help differentiate it from the Evolve, along with additional spec items like advanced keyless entry, an auto-dimming rearview mirror, electric front seat adjustment, front parking sensors and a sunglass storage box. This model marks the point where black leather interior trim is standard.
The top-of-the-range G20 model is the Astina, which is $38,990 +ORCs. That seems a big jump over the Touring, and it adds 12-speaker Bose stereo and the choice of black or white leather, depending on the exterior colour chosen. Theres also LED adaptive headlights with LED daytime running lights, heated front seats and a heated steering wheel. But the Astina also scores the Vision Technology Pack [which costs $1300 on the Touring and $1500 on the lower grade models] and it adds a surround-view monitor with 360 degree camera, front cross-traffic alert, driver monitor and Cruising & Traffic Support [CTS] - a semi-autonomous mode for speeds up to 60km/h.
Above and beyond the G20 variants theres the G25 models, which pack a bigger 2.5-litre engine with more power and torque. These models still have a six-speed auto, but theres the choice for 2WD or all-wheel drive.
The CX-30 G25 is only available in two trim levels, but with 2WD or AWD. The standard specification list mimics the G20 models, except for the G25 Astina, which adds a tilt and slide sunroof [not a panoramic glass roof].
The G25 Touring is the more affordable, priced from $36,490 for the front-wheel drive model. If you think you need all- wheel drive, youll have to add a further two grand to the price [$38,490]
The G25 Astina range-topping version tips at $41,490 for the two-wheel drive, and $43,490 for the AWD - meaning the flagship is close to BMW, Mercedes, Audi and Volvo territory. I guess thats what premium aspirations will get you.
Theres no denying the CX-30 is equipped decently, especially at the higher levels, but it is perilously close to falling into the expensive category if youre considering what else is out there in mainstream small SUV land.
Colours available for the CX-30 include the following free options: Snowflake White Pearl Mica, Sonic Silver Metallic, Titanium Flash Mica [bronze or brown, depending on who you ask], Deep Crystal Blue Mica and Jet Black Mica. Theres also a few optional colours: Soul Red Crystal, Machine Grey Metallic and the newly added Polymetal Grey Metallic, which is a blue/grey finish.
The Peugeot 2008 is one of the most expensive small SUVs in the mainstream part of the market, and it comes across quite overpriced at a quick glance at the price list.
The entry-level Allure model is a $34,990 proposition - thats the MSRP/RRP, before on-road costs. The top-spec GT Sport version is $43,990 [list price/MSRP].
Lets go through the standard specifications and equipment list for each model to see if they can justify the cost.
In the Allure, the standard gear comprises 17-inch alloy wheels with Bridgestone Dueler tyres [215/60], LED headlights with LED daytime running lights, cloth trim seats with leather effects, a leather-wrapped steering wheel, the brands new 3D i-cockpit digital dashboard, a 7.0-inch touchscreen media system with Apple CarPlay and Android Auto, DAB digital radio, a six-speaker stereo, four USB ports [3x USB 2.0, 1x USB C], climate control air-conditioning, push-button start [but not keyless entry], an auto-dimming rearview mirror, auto headlights, auto wipers, a 180-degree reversing camera and rear parking sensors.
Allure models have hill descent control, where the top-grade models dont, and they also have a different drive mode system with mud, sand, snow and normal driving settings that operate through the brands GripControl traction control management system.
The Allure has regular cruise control with speed sign recognition and a system that allows you to adjust to the signposted speed limit at the touch of a button, but it doesn't have fully adaptive cruise like the top-spec, which adds a number of safety items, too. More on the safety spec in the safety section below.
You can resolve some of those safety tech shortcomings by spending 23 per cent more on the more powerful GT Sport variant, but lets consider the comfort and convenience inclusions first.
The GT Sport runs 18-inch black alloy wheels with Michelin Primacy 3 rubber [215/55], has the lion claw signature LED daytime running lights and adaptive LED headlights with auto high beam lights, keyless entry, a two-tone black roof and black mirror caps, and gets distinct drive modes - Eco, Normal and Sport - and also has paddle shifters.
The interior of the GT Sport has Nappa leather-appointed seats, electric drivers seat adjustment, heated front seats, drivers massage seat, 3D sat nav, wireless phone charging, a 10.0-inch media screen, ambient lighting, wireless smartphone charging, black headlining, a perforated leather steering wheel, aluminium pedals, stainless steel sill scuff plates, and a few other differentiators. The GT Sport can be had with an optional electric sunroof, at $1990.
For a little context: Toyota Yaris Cross - starts at $26,990; Skoda Kamiq - starts at $26,990; VW T-Cross - starts at $27,990; Nissan Juke - starts at $27,990; Mazda CX-30 - starts at $28,990; Ford Puma - starts at $29,990; Toyota C-HR - starts at $30,915.
And then if youre shopping for the GT Sport, there are rivals like: Audi Q2 35 TFSI - $41,950; Mini Countryman Cooper - $42,200; the VW T-Roc 140TSI Sport - $40,490; and even the Kia Seltos GT Line is a relative bargain at $41,400.
Yes the Peugeot 2008 is overpriced. But the weird thing is, Peugeot Australia has admitted that it knows the car is expensive, but reckons that the looks alone could make people spend extra on the 2008 over some of its rivals.
Curious about Peugeot 2008 colours? The Allure has the choice of Bianca White [no charge], Onyx Black, Artense Grey or Platinium Grey [$690], and Elixir Red or Vertigo Blue [$1050]. Choose the GT Sport, and the free option is Orange Fusion as well as most of the other colours, but theres also a Pearl White choice [$1050] instead of the white offered on the Allure. And remember, the GT Sport models get the black roof finish, too.
Theres no doubt the CX-30 is going to appeal to people on its looks, cabin and equipment levels, but the engine story leaves a little to be desired.
Thats because the company is launching this all-new model with similar drivetrains that it has had as part of its stable for the best part of a decade.
The base model G20 is powered by a very familiar 2.0-litre four-cylinder SkyActiv engine producing 114kW of power [at 6000rpm] and 200Nm of torque [at 4000rpm]. These models are front-wheel drive with a six-speed automatic transmission as standard.
And above that is the expected 2.5-litre four-cylinder SkyActiv powerplant, which outputs 139kW of power [at 6000rpm] and 252Nm of torque [at 4000rpm]. It comes with a standard-fit six-speed auto, too, and the choice of front- or all-wheel drive. There will be a slight wait time for the AWD models - Mazda reckons theyll be here in March 2020.
For this writer, if youre pitching the all-new CX-30 as a premium offering, theres an argument it should have debuted some new level of powertrain tech - but theres no hybrid, no downsized turbo, no electric, no plug-in hybrid you dont even get to do the petrol vs diesel equation, as theres no turbo diesel versions of the CX-30 offered in Australia.
The Mazda CX-30 continues the brands progress in the world of refinement, and this could be the quietest Mazda Ive ever driven.
Well, at least in terms of road noise and wind noise, that is - the engines can still be noisy at idle and as revs rise, and thats more noticeably the case in the G20 versions.
The engines - as detailed above - are largely very familiar, and that means there are similar positives and negatives.
The G20s engine is a little breathless at times, and the six-speed auto is mostly good at keeping momentum moving, though when not in Sport mode the transmission will tend to upshift to try and save fuel.
The G25 feels more urgent and punchy, and it gets along with more ease than the lesser-engined variants. The six-speed auto, again, shifts well, but wants to stick to higher gears unless youre hassling the throttle.
Both are arguably more user-friendly than rivals that employ downsized turbo engines, or those with continuously variable transmission [CVT] autos, but both also feel buzzy and less refined in some instances.
The brake performance is okay, but the pedal feel could be better - its a bit spongey, and that can sap your confidence a bit when youre hitting the brakes hard.
The steering is mostly very good, with a nice weighting and feel to it that some other SUVs in this segment simply dont even come close to. There is some rack rattle and kickback over mid-corner bumps though.
The ride, too, is good most of the time. At higher speeds on the open road it tends to behave more maturely, especially in the base Pure model with the 16-inch wheels clad in 215/65 Bridgestone eco-rubber. These tyres arent as grippy as the lower-profile Dunlop SP Sport Maxx on the other models [215/55], but the smaller-wheel package and larger sidewall to the tyre certain helps the ride comfort on jittery surfaces at pace.
As weve noted in other Mazda models, the suspension is seemingly less impressive at lower speeds, with sharp edges upsetting the Macpherson front struts and torsion beam rear suspension more notably - once again, its worse on the bigger wheel package. Though based on our drive time in the CX-30, it is more resolved than, say, the CX-3, and it feels more than a generation more advanced than that car in terms of overall maturity.
I had rather high expectations for the new-generation Peugeot 2008, having been a huge fan of its predecessor. Does the new one live up to it? Well, yes and no.
Admittedly the conditions we drove it in werent what Peugeot would have been hoping for - a late October day with a high of 13 degrees and sideways rain for most of the drive program - but they actually showed up a few shortcomings that dry weather driving presumably wouldnt reflect.
For instance, there was a serious struggle for traction at the front axle, to the point that axle tramp - where the front tyres scrabble so hard to grip the surface that the front end feels as though its bouncing up and down on the spot - was a constant consideration when taking off from a standstill. If youve not experienced this, maybe you own an all-wheel or rear-wheel drive car, you could think theres something wrong with the car. It is pretty disconcerting.
Once things are moving theres better progress on offer, though it must be said that the GT Sport struggled for traction and was constantly squirming at the front axle, with the flashing traction control light a regular feature on the digital dashboard. This was the case in corners, too, where you want to feel assured progress and your tyres gripping the road surface to pull you back up to speed.
The GT Sports drive experience was otherwise pretty darn good. The suspension is a little tighter than the Allure, and that was noticeable over both lumpy road surfaces and the open road, where it transmitted more of the smaller lumps and bumps but also managed to feel less floaty and soft.
So itll depend which you prefer as to what model hits your targets. The Allures softer suspension is more urban friendly, though its 17-inch wheels and higher profile tyres - as well as the GripControl traction management system with mud, sand and snow modes - means its actually supposed to feel better in the open country.
Either of these two is going to offer some delight when it comes to the steering, which is both very quick to turn but also entertaining in its action because of the size of the wheel. The nose darts when it comes to direction changes, while parking is a cinch thanks to its tiny [10.4m] turning circle and quick lock-to-lock electro-hydraulic steering rack.
The engine in the Allure offers enough punch to suit the vast majority of buyers, so if you dont want the glitter that comes in the top grade, youll likely find it completely fine for your needs. But if you do want to explore the engines potential, the GT Sports transmission - with two extra ratios and paddle-shifters for manual control - allows you that. Both, though, have the advantage of not being fidgety at take-off pace, as both are standard torque-converter auto gearboxes, not dual-clutch transmissions like so many of its jerkier competitors.
Neither is what Id call fast, but both are quick enough to get moving despite some noticeable turbo lag in the Allure, which is less of a concern in the GT Sport thanks to its high-flow turbo and improved breathing. It gathers pace well, and because its so light [1287kg in GT Sport trim] it feels agile and sprightly.
The drivers pick is the GT Sport, just. But in all honesty, both could be better at getting their power to the ground.
The Peugeot 2008 achieved a 2019 five-star Euro NCAP crash test rating for the equivalent spec models were receiving in Australia. Its unclear if the score will be mirrored by ANCAP or not, though it likely wont be re-tested under 2020 criteria.
The Allure model has auto emergency braking [AEB] which is operational from 10km/h to 180km/h, and it incorporates daytime pedestrian detection [from 0-60km/h] and cyclist detection [operational from 0-80km/h].
There's also active lane departure warning that can steer the car back into its lane if it breaches the road line markings [from 65km/h to 180km/h], speed sign recognition, cruise control with speed sign adaptation, driver attention alert [fatigue monitoring], hill descent control, and a 180-degree reversing camera system [semi surround view].
Step up to the GT Sport and you get day and night AEB with pedestrian and cyclist detection, as well as blind spot monitoring and a system called Lane Positioning Assist that can steer the car when the GT Sport model's standard adaptive cruise control system [with stop-and-go capability in traffic] is active. Theres also auto high-beam lighting and semi-autonomous parking.
Missing from all 2008 models is rear cross-traffic alert and rear AEB, not to mention a proper 360-degree surround view camera. The camera system used here is not great.