2021 Mazda MX-30 G20e Astina hybrid review

In a country consumed by lust for SUVs, Mazda is in a good position. The brand has sold more than 50,000 SUVs this year so far, from the small CX-3 to the comparatively colossal CX-9. Its stylish new CX-30, our reigning car of the year, has also enjoyed a sales run almost on par with the CX-3.

So what, then, of the CX-30’s younger hipster brother, the Mazda MX-30? Does another similarly sized SUV, with a higher price and few tangible benefits, confuse the line-up a little? According to buyer numbers, maybe. Fewer than 900 have been bought as of the end of October, only outselling one Mazda model, the half-decade-old MX-5 sportscar, which never sold in wild numbers anyway.

45

Let’s consider the MX-30’s main selling point when compared to the CX-30: electrification. Instead of creating another dedicated EV, Mazda built a new model based very heavily on the CX-30’s chassis, and put an EV powertrain in it. That’s the MX-30 E35, and it’s quite pricey – $65,490 before on-road costs.

But Mazda also created a hybrid version of the MX-30, which is this, the $40,990 (plus on-road costs) G20e Astina. The system involves a 24-volt starter motor and a small battery pack, making it a (very) mild hybrid, which Mazda refers to as M Hybrid.

Most people wouldn’t know it was anything other than a standard petrol engine. In practice, the difference between the drivetrain in this and the CX-30 is a little extra punch from the system. Mazda even claims the outputs, 114kW and 200Nm from its 2.0-litre atmo four, are the same – the extra battery power isn’t accounted for in Mazda’s specs.

45

The G20e (mild hybrid) MX-30 range has three options, all with the same drivetrain and six-speed auto, starting at $33,990 for the base Evolve and reaching $40,990 for this Astina. This means it’s just a little more expensive than its CX-30 counterpart. Worth it? It depends what you want from your small SUV.

One of the MX-30’s main divergences from the CX-30, which is what the vast majority of buyers in this space should probably be considering, is style.

Up the front, the MX-30’s face already departs a little from Mazda’s other models. Its circular headlights are sunk into the body, and the little chrome accent creates a shape that reminds me of an Alfa Romeo Giulietta’s taillight.

Instead of creating another dedicated EV, Mazda built a new model based very heavily on the CX-30 and put an EV powertrain in it.

45

To these eyes, there’s a bit too much plastic down the side and over the wheelarches, but I have to wonder if it would actually look better without it. You’ll see the same 18-inch wheels on every MX-30, and our test car has the optional tri-colour paint, which means grey up the A-pillar and along down the C-pillar, while the top of the roof is black.

The roof tapers towards the rear, but it only minimally affects boot space compared to the CX-30. Mazda claims 311 litres, so the boot space is really about the same as the CX-30’s 317 litres. This is very much at the lower end of boot sizes for the class, and it’s easy to tell by looking at it – even a Hyundai Kona boasts 361 litres.

45

The rest of the interior isn’t any less quirky – in fact it’s more so. Cork, for example, is clearly visible in a couple of places, the tops of the cup holder lids and the storage space under the panel the gear selector sits on. This is a reference to Mazda’s origins in cork manufacturing more than 100 years ago, but it seems like a risky choice to use a relatively easily damaged material.

Sustainability was a big focus for Mazda with the MX-30, so the ‘fabric’ in places, like the tops of the door cards, is actually recycled plastic, while the Maztex leather on the seats isn’t real hide.

Cork is clearly visible in a couple of places, a reference to Mazda’s origins in cork manufacturing, but it seems like a risky choice to use an easily damaged material.

45

It’s not just the materials that have drawn comparisons between the MX-30 and BMW’s i3 though, its design is unconventional in a couple of ways – the two-deck centre console or the dedicated screen for HVAC, for example.

That screen is a highlight of the cabin, too. It’s conveniently located, always visible unlike climate controls hidden in menus, and still has physical buttons for the temperature and fan controls. It’s like a little climate tablet, out of the way but easy to access.

Underneath the centre console, and a little awkward to get to when you’re driving, are the USB plugs for phone mirroring. Having to kind of feel your way around to plug in your phone for mirroring is a little annoying, but it’s not like that’s going to happen on the move.

45

Once it’s plugged in, you bypass Mazda’s infotainment system – which itself is actually fine if a little menu-heavy – and the scroll wheel is no longer the best way to access menus now that touchscreens (the MX-30 doesn’t have one) are up to scratch.

For music or podcasts, the MX-30 has a Bose system with 12 speakers, not that there’s any need to drown out excessive road noise.

The engine, however, does produce a bit of a whirr under high loads, although driving the MX-30 smoothly is really the best way to go about it. It’s not underpowered enough to need a foot stomped on the accelerator unless it’s an emergency, and the rest of the MX-30’s characteristics suit a gentle approach nicely. It’s also the easiest way to find yourself closer to Mazda’s economy claim of 6.4L/100km.

45

There’s little urgency from the drivetrain, though the ability to handle a bend under a little bit of enthusiastic cornering remains. As such, the steering feels light but accurate, but weighted enough to provide a good bit of feedback. The suspension errs on the softer side of things and its 18-inch wheels don’t let heavy crashes through the cabin too harshly.

If Mazda aimed to quirk up its SUV range with the MX-30’s styling, it’s done itself a favour by not adding too much quirk to the way it drives. The only real downsides to the way the MX is put together are to do with its small rear seats and windows.

The former, not only being difficult to enter due to its ‘freestyle’ rear doors (which can only open when the front doors are open) are quite cosy for an adult. The windows, too, not only hinder rear passenger vision, but also shoulder checks for the driver.

There’s little urgency from the drivetrain, though the ability to handle a bend under a little bit of enthusiastic cornering remains.

45

To combat this, there’s a 360-degree camera for parking and reversing, with a reversing camera display of rather good quality. Blind-spot monitoring, lane-keeping, and rear cross-traffic alert are all standard, but things like the 360-degree camera, front cross-traffic alert, and driver monitoring come optional with a Vision Technology pack.

In case of the unwanted, the MX-30 has a five-star ANCAP safety rating, scoring particularly well for both adult and child occupant protection.

Other ownership key points are that servicing every 10,000km (up to 50,000km) will cost you $316 or $361 for each alternating service, while Mazda offers a five-year unlimited-kilometre warranty across the range.

45

But ‘across the range’ is a little reminder that the CX-30 is also on the list, and in most cases costs less. Unless you opt for a top-spec AWD G25 Astina (with a 2.5-litre engine), the CX-30 will match or be cheaper than an MX-30.

So, should you just buy a CX-30 instead? In the majority of cases, yes.

But, if the lesser convenience doesn’t bother you, the quirky design appeals, and the extra price bump doesn’t scare you off, it’s at least an interesting alternative to our 2021 Car of the Year.