Mazda CX-30 G25 Astina AWD 2020 Review

The Mazda CX-30 G25 Astina AWD is the flagship of the compact SUV range and therefore the most expensive model in the line-up at $43,490 plus on-road costs. That’s a $2000 impost compared to the front-wheel drive version.

The i-Activ all-wheel drive system is only offered with one other CX-30 model, the $38,490 G25 Touring. So if you want AWD then you have to go with the larger 2.5-litre 139kW/252Nm four-cylinder petrol engine. The 114kW/200Nm G20 2.0 only comes in front-wheel drive.

That makes sense as the AWD Astina is substantially heavier than the front-driver, rising 156kg in kerb weight to 1544kg.

The G25 Astina is the only model in the CX-30 line-up with a glass powered sunroof standard. It and the G20 Astina also include bright finish 18-inch alloys, adaptive LED headlights, a 12-speaker Bose sound system and the option of white leather seat trim

Equipment the Astinas share with lesser CX-30s include a powered tailgate, keyless entry and start, front and rear parking sensors, dual-zone climate control with adjustable rear vents, black leather seat trim, 10-way power adjustment and two-position memory for the driver’s seat, satellite navigation, 8.8-inch infotainment screen and Apple CarPlay and Android Auto.

Whatever model you choose, all CX-30s come with a six-speed automatic transmission. A space-saver spare tyre is also standard.

The Mazda CX-30 is backed up by a five-year/unlimited km and annual or 10,000km service intervals – the latter are short by industry standards as previously explained here. Capped price servicing over five years/50,000km adds up to $1692.

So, what would be the logical competitors for a model like this? Maybe the Jeep Compass Limited ($41,250 plus ORCs) or Trailhawk ($44,750 plus ORCs) which qualify on price and all-wheel drive ability.

Then there’s the top-spec Kia Seltos GT-Line ($40,400 plus ORCs) and the new Volkswagen T-Roc (from $40,490 plus ORCs), which as something that little bit different and stylish shapes as a really logical competitor.

Oh yeah, there’s also the in-house competition from the smaller CX-3 and larger CX-5.

The Mazda CX-30 is the second model after the Mazda3 to be based on the new-generation SKYACTIV architecture. They are also the first two takes on Mazda’s latest iteration of the Kodo design language.

While riding on a 70mm shorter 2655mm wheelbase, provided with an extra 25mm of ground clearance (175mm) and shrouded in a tastefully sleek and bespoke five-door body, the CX-30 is very much the technical close relation of the 3.

They share drivetrains, chassis systems (MacPherson strut front, torsion beam rear suspension and electric-assist steering) and fundamental interior controls, presentation and seating.

As per the Mazda3, a lot of emphasis has been placed in the CX-30 on quietening the cabin, something that has traditionally been a Mazda weakness.

The basis of the all-wheel drive system is an electrically-controlled centre clutch that sends drive rearwards as front wheel slip is detected. It relies on a feedback from a bunch of sensors to do so, even noting when the windscreen wipers are activated.

i-Activ works in conjunction with Mazda G-Vectoring Control Plus (GVC Plus), which modulates both engine and brakes to aid handling. A brand-new feature is Off Road Traction Assist, which acts like a rear differential lock when engaged. It reduces traction control, brakes the spinning wheel and diverts torque to the rear wheel with traction.

The CX-30 is the latest Mazda all-wheel drive SUV to get ORTA this year following on from the CX-9, CX-8 and CX-5.

Back in the urban jungle, the CX-30 is assisted by a big package of safety systems. The Astinas come standard with the ‘Vision Technology’ package which among other things includes a 360-degree camera and semi-autonomous ‘Cruising and Traffic Support’.

Highlight safety features shared with other CX-30s include seven airbags, autonomous emergency braking (AEB), active cruise control, blind spot monitoring, forward obstruction warning, lane departure warning and lane keep assist, rear cross-traffic alert with brake support and a head up display.

ANCAP crash testing in 2019 earned the CX-30 a five-star safety rating and the highest-ever score for adult occupant protection.

The drivetrain in the Mazda CX-30 G25 Astina AWD is pretty familiar stuff.

The all-aluminium 2.5-litre naturally-aspirated four-cylinder engine comes with direct fuel-injection, chain-driven double overhead camshafts and variable valve timing. It also includes idle-stop and cylinder deactivation for fuel savings.

Like all the SKYACTIV-G petrol engines, it employs a higher compression ratio – in this case 13.0:1 – than is usual for spark-ignition engine in search of superior combustion efficiencies.

The official fuel consumption claim for the AWD version of the CX-30 is 6.8L/100km on 91 RON fuel versus 6.6L/100km for the front-wheel drive. Our average, after some energetic high-revving and off-roading, jumped up to 9.5L/100km.

The 0-100km/h claim is 9.1 seconds – 0.4sec slower than the Astina G25 front-wheel drive that’s unencumbered by the AWD version’s extra weight.

So the G25 engine is not a firecracker, but it is free-revving, smooth and pretty darn quiet in all but the highest reaches of the rev range (6500rpm redline). It’s more than enough to get you around in town and then take you beyond it as well.

The engine mates well with the auto, which is handy because the torque peak is 4000rpm and there’s plenty of downchanging to keep the engine there when climbing hills or accelerating.

Those changes get a bit more abrupt in sport mode, or you can shift manually via the lever or flappy paddles. You do appreciate the manual function as it helps with engine braking at times when the auto is being a little too relaxed.

Let’s be clear, i-Activ does not turn the Mazda CX-30 G25 Astina AWD into an off-road monster. It doesn’t have the ground clearance, the underbody protection, the tyre grip (without swapping out the standard Dunlop Sport Maxx rubber for something more aggressive, that is) or the low-range gearing that is required for the real rough stuff.

Instead, we tried the system out in several more appropriate scenarios, firstly ploughing back and forth though a muddy, rutted section of track. This was negotiated without having to activate ORTA. Traction control and GVC Plus controlled wheelspin and the car motored forward smoothly.

A steep, loose, sandy bank did require pressing the ORTA button. Pick your line, take a run up and obstacles can be negotiated cleanly. Go too slow or pick the wrong route and progress quickly comes to a halt.

It was interesting to watch video of the rear wheels spinning and gripping as i-Activ and ORTA did their thing. With traction control subdued, the whole process got rowdier and more prone to spinning the front wheels.

At one point the centre clutch disabled itself and took a rest, but it was being tested pretty rigorously.

The most graphic display of ORTA’s abilities came when the CX-30 negotiated a tight uphill turn with the inside rear wheel off the ground. It braked that wheel and the car kept moving.

It’s clear ORTA adds incrementally to the capability of i-Activ. You want to deal with that snow road or sandy track then the CX-30 AWD can do it. Plus that bit more.

These talents add to a car we already know quite a lot about. In front-wheel drive form it’s already established as a sharp handler with a sharp-ish ride, especially at lower speeds.

There are some detail tuning issues; the brake pedal feel has been consistently a little soft in the CX-30s test cars; they work fine, you just have to apply more pressure than expected. The adaptive cruise can also jump on the brakes to slow the car too much mid-corner. This effect seems to have been dialled back from the hyper-intrusive Mazda3.

It is commendably quiet in the cabin and as classy in its interior design, presentation and operation as any rival. Seating is supportive and comfortable, and stowage is generous for front-seat passengers.

Not everyone will appreciate the non-touch information screen. And if you haven’t got 20-20 vision you might also blue with the tiny font used on the steering wheel buttons.

The other well-known thing about the CX-30’s five-seat cabin is it’s pretty darn compact. There’s little more space in the rear seat than the smaller and cheaper CX-3, while the larger CX-5 will fit people more capably and offers models that compete in this price range.

The boot is a pretty underwhelming 317 litres, albeit chopped from 422 litres because Mazda Australia sensibly chose to offer a standard spare tyre.

One thing about the Mazda CX-30 G25 Astina AWD is you’re not going to see one on every street corner. That’s because Mazda reckons only eight per cent of CX-30 buyers will take the all-paw option.

That’s understandable considering the front-driver is cheaper and will do just about everything most modern SUV buyers want. Hint: it doesn’t involve scrambling up and down steep banks off-road.

But if you need that little bit of extra grip then that option now exists for CX-30 buyers to exercise.

How much does the 2020 Mazda CX-30 G25 Astina AWD cost?
Price: $43,490 (plus on-road costs)
Available: Now
Engine: 2.5-litre four-cylinder petrol
Output: 139kW/252Nm
Transmission: Six-speed automatic
Fuel: 6.8L/100km (ADR Combined)
CO2: 160g/km (ADR Combined)
Safety rating: Five-star (ANCAP 2019)