Hubris. That’s what landed Mazda into trouble with the CX-3. At the time of its launch five years ago, it seemed they could do no wrong—their sweeping KODO design coupled with the Skyactiv powertrain delivered them one critical hit after another. But when it was time to come up with a sub-compact crossover, they read the market wrong. Too small and too expensive—it didn’t deliver the numbers Mazda thought were there.

Fast forward to 2020, and Mazda has come up with this: the first-ever CX-30. As far as naming conventions go, this badge leads to some confusion since the carmaker’s always used a single-digit number to signify a model’s size and position in its line-up. The odd designation aside, its market positioning is clear: it sits below the CX-5, in a field filled with models made up of a random string of consonants—the Subaru XV and Honda HR-V. And while the CX-3 remains available, it’s the CX-30 that hits the sweet spot for those wanting a Goldilocks-sized crossover.




Remarkably, the shortened length and wheelbase haven’t affected the CX-30’s interior room. As with the Mazda3, the front seats are superb, with nice, supportive thrones and a tiller that simply falls right into hand. Moreover, there’s a wide range of adjustment available meaning drivers of all shapes and sizes will be able to get comfy. Things are less stellar at the back (remember, the Mazda3 isn’t exactly spacious), but headroom is fine for average-sized Filipinos. Plus, nifty touches like tilting the floor make it more hospitable for long stints as a passenger than its Sportback sibling. The cargo hold’s pretty solid too at 430 liters (up 72 liters from the Mazda3), but it’s worth noting that there are no clever tricks, except of course for this AWD variant’s power tailgate.




One of the biggest misses of the CX-3 before was down to Mazda’s decision to dial down the power of its 2.0-liter Skyactiv-G (it was since corrected in the 2020 refresh). Thankfully, they didn’t repeat the same error here. Putting down 155 horsepower and 200 Nm of torque, it generates the same sort of power as the current Mazda3.




Like its platform-mate, the CX-30 doesn’t particularly feel quick off-center, but give the steering wheel a couple of more tugs, and it comes across as precise, processive, and predictable. It darts through twists and turns with minimal body lean despite its generous 175-mm ground clearance, while still managing to absorb various thuds and crashes. It brakes in the same smooth, fluid fashion as well. Undeniably, it’s also far more pliant than the Mazda3, which makes it the better way to rack up mileage. On the flipside, it does seem to run out of grip earlier, and that’s perhaps down to the comfort-oriented Dunlop tires installed as standard equipment.




For the 10 percent that’ll stay put, they’ll see the CX-30 for its greatest strength: its ability to drive and feel as luxurious as premium brands without the premium price tag. It certainly sounds like hubris on Mazda’s part once again, and only time will tell if they got things right; but as far as crossovers go, the CX-30 delivers the right combination and delivers it with a clear message to the people who’ll understand.