2021 Mazda CX-30 Turbo First Drive Review: Not-So-Cheap Thrills

The 2021 Mazda CX-30 Turbo is the maker’s latest attempt to fill a tiny niche in the already tight subcompact crossover segment. By leveraging the power of its 250-horsepower Skyactiv-G 2.5 Turbo engine and adding mild cosmetic and engineering enhancements, the CX-30 Turbo manages to create a unique personality without cannibalizing the Mazda status quo.  

It is not exactly a new formula, as Mazda has systematically applied the same process across much of its lineup. Indeed, nearly every model from the popular CX-5 to the larger CX-9 and the Mazda6 sedan to the Mazda3 hatch and sedan has benefited from a turbo infusion. 

Adding to the confusion, Mazda still produces the Mazda CX-3 subcompact crossover, which is also available with a turbo. For reference, the CX-30 Turbo’s is the larger of the two, its 173-inch overall length and 104.5-inch wheelbase adding a few inches to the 168.3- and 101.2-inch respective measurements of the CX-3 crossover. (The name CX-4 is already in use, as Mazda sells a model with that name overseas.)

However, the CX-30 borrows its platform and styling cues from the Mazda 3 hatchback, not the CX-3 crossover. (The CX-3 is an extension of the tiny Mazda 2, which was discontinued in the U.S. about five years ago but lived on through 2020 as the Toyota Yaris.) One of the most appealing and nimble subcompact hatches on the market, the Mazda 3’s influence gives the CX-30 a genetic advantage right out of the gate.  

The CX-30 Turbo comes standard with all-wheel drive with traction assist, a six-speed automatic transmission and three trims—Turbo, Premium and Premium Plus. Priced from $31,000 including destination, the top tier Premium Plus CX-30 starts at $35,000, putting it not only in premium brand territory, but also in league with the larger Mazda CX-5. In fact, the base CX-5 starts around $25,370, and while that doesn’t include the turbo engine or all-wheel drive, it does include a rear seat inhabitable by adults of their own free will. Moving upmarket, the same $35,000 that buys a Premium Plus CX-30 will open the door to a  CX-5 Grand Touring Reserve with the turbo engine and all-wheel drive. 

Exterior design cues identifying the CX-30 Turbo from its non-turbo sibling are minimal. They include standard 18-inch black wheels with 255/55 tires, black mirror housings, aluminum roof rails, a larger exhaust tip, and, of course, the “Turbo” badge on its rear hatch. 

That rakish roofline that sets it apart in the class does extract a small penalty of compromised ingress and egress for taller drivers, but once seated, there is plenty of head, leg, and shoulder room for all drivers this side of the NBA. The windshield rake is dramatic, and we noticed a slight distortion when viewing through at its highest point. A minor observation, it’s something taller drivers will want to look for when test driving. 

Mazda optimistically reports 36.3 inches of rear legroom, but the key figure is the 0.7-inch of “rear knee clearance.” Suffice to say, it’s tight for adults but right in league with segment players. Honda doesn’t quote knee clearance but claims 39.3-inches of rear legroom for the HR-V. Cargo capacity is a similar story, the CX-30 Turbo claiming 20.2 cubic feet and the HR-V 24.3. While most vehicles in the subcompact crossover class are space-efficient, none of them could be considered spacious.

Stylistically, the interior is nearly identical to the well-regarded non-turbo and continues Mazda’s human-centric design ethos.

Utilizing a collection of shapes, it’s functional and stylish. The 8.8-inch center display emerges organically from the tapering dash panel, and although it is not a touch screen, the console-mounted control is precise and intuitive. Cruise control, dual climate control, a power glass sunroof, eight-way power-adjustable driver’s seat, and a leather-wrapped steering wheel and shift knob lead the list of standard interior features. 

At the heart of the CX-30 Turbo is Mazda’s Skyactiv-G 2.5-liter four-cylinder turbocharged engine. In addition to its 250-horsepower rating, it produces 320 pound-feet of torque at a low 2500 rpm on 91 octane premium fuel. (227 horsepower and 310 Pound-feet @ 2000 rpm with 87-octane “regular” fuel.) That’s a significant boost over the 186 horsepower and 186 pound-feet of torque developed by the non turbo engine, and that additional power transforms the XC-30. A stiffer rear differential mount ensures the additional torque doesn’t get lost in chassis flex, and slightly stiffer suspension compensates for the turbo engine’s additional weight. 

Mated to a six-speed automatic transmission, it’s that accessible grunt that makes the CX-30 Turbo such a joy to drive in urban situations and winding mid-speed country roads. The CX-30 turbo can turn even the most mundane grocery run into a personal autocross of sorts in town. It darts from corner to corner with aplomb, turning in sharply and following through by accessing the torque well on exit. 

The transmission plays along in tune, anticipating moves and downshifting ahead of corners with near-telepathic precision to keep the engine in the meat of the power band for prompt corner exits. Sport mode quickens accelerator reflexes and changes the transmission mapping slightly, allowing it to hold gears longer. Consider it another weapon in Mazda’s war on boredom.   

Steering is textbook Mazda: direct, with a palpable center valley. Mazda’s G-Vectoring Control Plus is on hand to assist, responding to steering inputs and then adjusting engine torque front and rear accordingly, but it’s nearly transparent in operation. Pushed hard in a roundabout, the rear end steps out gradually, giving the driver a quick, “Hey, this is happening,” before breaking loose. It’s one of the characteristics that make the MX-5 Miata sports car so endearing and we’re thrilled the same dynamic carries over to Mazda’s other products. 

Good as it is on the road, the CX-30 Turbo is still crossover, and Mazda figured it better not to ignore off-road capability entirely, even if just to keep pace with the competition. As such, it gains a little ground clearance (8-inches vs. 6.2-inches) over the CX-3 and employs Mazda’s Off-Road Traction Assist. Off-road, it locks the center coupling for maximum torque on step-off, then continuously evaluates the traction situation. In a scenario where a single wheel is spinning in the air or unloaded, it applies the brakes to the freewheel to send max torque to the wheels with traction. We didn’t have the opportunity to travel off-road, but we did play around in five to six inches of fresh snow; left to its own devices, the CX-30 Turbo made short work of sorting out the traction particulars without any excess wheelspin.   

Mazda’s i-Activsense safety package is standard, including adaptive cruise control, lane departure warning, lane keeping assist, blind spot warning and rear cross traffic warning.  The Premium trim adds adaptive front lighting, traffic sign recognition and an active driving display (head-up display). Premium Plus trim brings Mazda’s Smart City Brake Support Reverse and Rear Cross-Traffic Braking, and Mazda’s Traffic Jam Assist. The latter enhances the cruise control in certain situations by providing steering inputs to help drivers stay within lane markers at speeds under 40 mph. 

While the non-turbo CX-30 starts around $23,000 and plays against the Honda HR-V and Subaru Crosstrek, the $31-35k CX-30 Turbo has few natural peers. The base Audi Q3 begins around $34,000 but is down over sixty-horsepower; the Mercedes-Benz CLA commands approximately $37,000 to start, and all-wheel drive is extra. 

Mazda understands the CX-30 Turbo stands slightly outside the subcompact crossover socio-economic pecking order, classifying its positioning as the “Path to Premium.” Maybe it’s not quite aspirational, but the CX-30 Turbo offers a blend of design, performance and refinement that presents a wholly satisfying experience regardless of price.