Funky-ass intro that baits the hook and gets the reader nibbling. Trent Ward finds out. DO NOT SAVE OVER THIS RECORD. COPY ALL CONTENT TO A NEW RECORD.
Overview
SUVs are the dominant automotive breed on Australian roads because we love the look, enjoy the extra space, and like sitting higher with a better view of the world around us.
City SUVs like the Hyundai Kona and Mazda CX-30 play at the smaller end of the SUV market, so they’re not that much bigger than your average hatchback. To some, they are more like crossovers bridging the divide between the hatch and SUV worlds, offering the best of both without any major compromises.
Their compact dimensions makes them agile and easy to manoeuvre in tight spaces, but they’re also a touch more spacious inside. They’re also affordable, fun to drive, and well-equipped for the active urban lifestyle.
So it’s not hard to see why car manufacturers have rushed to fill this market niche, and now there are more than two-dozen options from which Australian new car buyers can choose.
We’ve grabbed the popular Hyundai Kona and sporty Mazda CX-30 in relatively more affordable $30K spec levels to see which one is better for those on a budget.
Introduction
Mazda CX-30
The 2021 Mazda CX-30 G20 Pure is the entry point to the Mazda CX-30 range, with pricing from $30,190 before on-road costs in as-tested automatic guise. The available but less popular manual is $1000 cheaper, also before on-road costs, and available only in the G20 Pure grade.
Above Pure, there’s Evolve, G20 Touring, G25 Touring, G20 Astina, G25 Astina and X20 Astina. available all-wheel drive on G25 models, and standard on X20, with the range-topping out at $46,690 before on-road costs. Needless to say, there’s a lot on offer and almost one model for every type of potential buyer. If you judge a range on being spoilt for choice, the CX-30 rivals the best of them, with new variants due in 2022 as well.
Sitting in the ‘Small SUV’ segment, competition is rampant and capable. Think Hyundai Kona, Kia Seltos, MG ZST, Mitsubishi ASX and Eclipse Cross, Nissan Qashqai and Skoda Kamiq, just to name a few. The buyer profile might be different, but the Volkswagen T-Roc, Subaru XV, Honda HR-V and newcomer GWM Haval Jolion also have the CX-30 firmly in their sights.
There’s little argument that the CX-30 is sharply styled and attractive. The Deep Crystal Blue of our test car is a no-cost option, which does a lot to accentuate the style lines and exterior shape of the little Mazda. If you want to walk away from your parked car feeling satisfied about your purchase, the CX-30 is a good place to start.
Automatic LED headlights are standard, and Mazda’s signature frontal styling leaves no doubt as to the family lineage. Anecdotally, we know that not everyone loves the longish nose that current Mazdas have, but plenty do, and in this execution on this platform, it’s a good-looking small SUV. Some in this segment have gone decidedly edgy, but the CX-30 retains a classy design. Let us know what you think about the styling in the comments section below.
Hyundai Kona
The Hyundai Kona city SUV received a midlife update in early 2021, after this generation went on sale locally in 2017.
It may not quite be a household name yet, but since the update arrived in February 2021, the Hyundai Kona has become the second-best-selling model in the category behind the Mitsubishi ASX.
The Hyundai Kona has always been among the top four sellers in a class that includes close to two-dozen choices. But it now has a new lease on life.
Its unconventional design may be polarising to some and, as with many city SUVs, the Kona has a touch less space than the hatchback on which it’s based.
For example, the Kona has a smaller boot than the Hyundai i30 hatchback, which thankfully has a full-size spare wheel and tyre under its boot floor, while the Hyundai Kona SUV only has a space-saver despite its off-road pretensions.
As with most cars in this class, the Hyundai Kona is front-wheel drive rather than all-wheel drive, so it’s more about surviving the urban jungle rather than appealing to those who want to embark on the great outback adventure. But buyers have embraced this type of vehicle with open wallets. City SUVs deliver a tall driving position and flexible cabin space.
Grey fender flares and bold bumpers are designed to protect the Hyundai Kona from car park scrapes rather than off-road obstacles. The thinking behind this, say car designers and industry marketing types, is that an SUV effectively says to the outside world ‘I can escape this mess if I want to, even though I’m stuck in the same traffic jam as you’.
In essence, city SUVs are the activewear of the automotive world; a bit like wearing gym gear to go grocery shopping. If SUVs make people comfortable in the daily grind, who are we to argue?
There are six models in the 2021 Hyundai Kona range priced from $26,600 to $42,400 plus on-road costs. The Hyundai Australia website shows prices ranging from $28,990 to $46,500 drive-away. The prices for most Kona models represent an increase of $500 to $1400 compared to pre-facelift versions.
The base model is simply called Kona, then there is the Active tested here (from $28,200 plus on-road costs, or $31,800 drive-away), Elite and Highlander. These four model grades have a 2.0-litre petrol engine and CVT automatic transmission that drives the front wheels.
Two flagship models, dubbed N-Line and N-Line Premium, are powered by a turbo 1.6-litre paired to a seven-speed twin-clutch automatic and all-wheel drive.
| Key details | 2021 Mazda CX-30 G20 Pure | 2021 Hyundai Kona Active |
| Price (MSRP) | $30,390 plus on-road costs | $28,200 plus on-road costs |
| Colour of test car | Deep Crystal Blue | Dark Knight |
| Options | None | Metallic paint – $495 |
| Price as tested | $33,994 drive-away (Sydney) | $32,470 drive-away (Sydney) |
Inside
Mazda CX-30
Even though it’s effectively the base-level car, the CX-30 Pure genuinely doesn’t feel underdone inside the cabin. You get push-button start, well-placed manual air-conditioning controls, cloth trim, a urethane steering wheel, and a neat layout of controls and switchgear. Mazda’s infotainment rotary dial in the centre console cleans up the cabin layout, and while there is enough storage on offer, second-row occupants don’t get any vents or controls.
The front seats deserve mention given they are nicely sculpted and comfortable. Initially, I didn’t like the idea of the lack of a leather-trimmed steering wheel, thinking that it would jar against the otherwise premium execution of the cabin, but in reality it’s nowhere near as jarring as I thought.
Sure, a leather-trimmed wheel steps cabin amenity up a notch, but direct competition like the Kia Seltos S also has a urethane wheel. Mazda has seen the light here anyway, it seems, with a leather wheel and gear selector included on 2022 models, arrival timing is still to be confirmed.
In the second row, seating is tight for taller adults, and the CX-30 does have a reasonably high hip point, which means you feel like you’re sitting low into the car (front or rear) if you’re not tall.
It’s not uncomfortable in the second row, but with tall occupants up front, you wouldn’t want tall occupants also in the second row for long road trips. That’s true of most vehicles in this segment, though. Outer seats get ISOFIX mounts and top-tethers feature across all three seats in the back row.
The rear doors do get decent bottle holders too. Some of the touch surfaces in both the front and rear seats are hard, but again that’s standard for this price point in this segment, so it’s definitely not a deal-breaker. What we do like about the cabin is the way in which Mazda has once again executed a premium finish on a sharper budget than the finished product would indicate.
Boot space is useable but tight, and can’t match the segment leaders. There’s 317L on offer with the second row in use, or 422L including under-floor storage and 1280L when the second-row seats are folded. A Kia Seltos offers up 430L in its luggage area, so the Mazda is only a touch behind the best in this instance. Still, for the city buyer, or those of you who don’t need the second row all the time, the CX-30’s compact size will work well.
Hyundai Kona
Distinguishing features on the Hyundai Kona Active tested here (versus the base model) include 17-inch alloy wheels (instead of 16s), tinted rear windows, leather-accented seats, rear parking sensors (front parking sensors are a dealer-fit accessory), power-folding, heated side mirrors, front seatback pockets and a centre armrest.
The two base-model Hyundai Konas (including the Active tested here) come with power windows (with one-touch auto-up and auto-down function for the driver), remote central locking with an ignition key (rather than sensor key and push-button start), wireless phone charging, an 8.0-inch infotainment screen, digital speed display, and wireless Apple CarPlay and Android Auto.
While the base and Active Kona models at first glance may seem like basic propositions, they will suit the needs of most buyers.
The Kona has a comfortable cabin, there is plenty of oddment storage, and all buttons are well placed and intuitive to use.
| 2021 Mazda CX-30 G20 Pure | 2021 Hyundai Kona Active | |
| Seats | Five | Five |
| Boot volume | 317-422L seats up / 1280L seats folded | 374L/1156L |
| Length | 4395mm | 4205mm |
| Width | 1795mm | 1800mm |
| Height | 1540mm | 1565mm |
| Wheelbase | 2655mm | 2600mm |
Infotainment and Connectivity
Mazda CX-30
Drivers get a 7.0-inch information display, and there’s also an excellent 8.8-inch Mazda Connect infotainment screen, with proprietary satellite navigation, Apple CarPlay and Android Auto, DAB+ digital radio, Bluetooth, an eight-speaker audio system, and perhaps most crucially, all of it works really well.
Some of you don’t like the rotary dial controller, and while a touchscreen is difficult to argue with in terms of functionality, Mazda’s system works well without one, once you get familiar with the controller. It’s quite intuitive after that.
It is fair to say a touchscreen that works exactly like your smartphone is even more intuitive, but Mazda’s interface is sharp, responsive and reliable. Targeting a young, tech-savvy demographic, in other words buyers who want tech that works, I reckon Mazda has hit the nail on the head.
On test, Bluetooth worked faultlessly, as did direct smartphone connectivity, and we didn’t have any drop-outs. While most of you will use your phone’s navigation system, the proprietary system also worked neatly on test. The audio system won’t blow the windows out, but it’s solid.
Hyundai Kona
Despite serving duty as one of the price-leaders for the range, the Kona Active is pretty well equipped. Standard-kit includes an 8.0-inch touchscreen with wireless Apple CarPlay and Android Auto, Bluetooth connectivity, a rear-view camera, wireless phone charging and a 4.2-inch driver information display.
As mentioned in earlier reviews, Hyundai’s wireless Apple CarPlay is plagued with gremlins that constantly disconnect the phone and, unlike most other cars, there is no wired backup. You need to use Bluetooth or earbud headphones if you want to talk hands-free on the phone when driving. Hyundai says a fix is on the way, but we’re yet to experience it. Dearer Hyundai Kona models have wired Apple CarPlay and Android Auto and work fine.
Safety & Technology
Mazda CX-30
Mazda has hung its collective hat on safety for some time now, and the CX-30, even in entry-grade guise, is well-equipped on that front too. Dual front, side chest, side curtain and driver knee airbags are standard across the range, and there’s a full five-star ANCAP safety rating from February 2020.
Autonomous emergency braking with pedestrian and cyclist detection is standard, along with lane-keep assist, lane-departure warning, and a clever advanced speed-limit assistance system. Blind-spot warning and rear cross-traffic alert are also standard, and that also brings AEB in reverse, too, plus there’s a rear-view camera, blind-spot monitoring, front and rear parking sensors, and adaptive cruise control.
When you consider that many young, and first-time, buyers are getting in at the CX-30 level, the list of standard safety equipment needs to be long and the CX-30 covers that nicely. As with any other Mazda product, to be fair, if you’re thinking of putting a young family member into a CX-30, it’s a good and safe choice.
Those wanting more can add an optional Vision Technology Package, adding 360-degree cameras, driver-attention monitoring, front park sensors, front cross-traffic alert, and more advanced adaptive cruise control.
Hyundai Kona
Standard safety features include autonomous emergency braking, lane-keeping assistance, radar cruise control, individual tyre pressure monitors, a rear-view camera, six airbags, and a five-star crash safety rating from 2017.
Not available, even as an option, are rear cross-traffic alert and blind-zone warning. You need to step up to the Elite, Highlander, N-Line or N-Line Premium for these features in a Kona.
And the Hyundai Kona still does not have speed sign recognition – a handy licence-saving feature that is increasingly becoming standard on new cars these days. Instead, the speed warning in the Hyundai Kona relies on navigation data (on models equipped with embedded maps), which can become outdated and don’t pick up works zones.
| At a glance | 2021 Mazda CX-30 G20 Pure | 2021 Hyundai Kona Active |
| ANCAP rating & year tested | Five stars (tested 2020) | Five stars (2017) |
| Safety report | Link to ANCAP | Link to ANCAP |
Value for Money
Mazda CX-30
The CX-30 gets Mazda’s standard five-year, unlimited-kilometre warranty, with the same coverage for roadside assistance. Services are required every 12 months or 10,000km. Most competitors push their service intervals out to 15,000km, which is handy in terms of time off the road. Personally, however, I like knowing that my oil and filter are freshened every 10,000km rather than every 15,000km, so no issues there from me.
Basic services cost either $316 or $361 across that first five years, plus extra costs for add-ons along the way like brake fluid, air filter and cabin filter, meaning you’re up for $779 across three years or $2002 over five years.
The 2.0-litre engine is interesting in that it only has to work hard if you really push it, so around town it’s efficient. Against an ADR claim of 6.5L/100km on the combined cycle, we used 7.7L/100km almost entirely around town. Running on 91RON, it’s an efficient and affordable way to get around, but as we always write, avoid E10.
Hyundai Kona
All 2021 Hyundai Kona models are covered by a five-year/unlimited-kilometre warranty. Service intervals are 12 months or 15,000km for 2.0-litre models, and 12 months or 10,000km for turbo models.
Individual capped-price servicing costs are no longer disclosed on Hyundai’s public website, and instead a query about future costs directs you to a dealer.
Prices for pre-paid service plans are published, however, and for the Hyundai Kona Active routine maintenance costs $957 over three years/45,000km, $1276 over four years/60,000km, or $1595 over five years/75,000km – provided these amounts are paid up front when the vehicle is purchased.
Fuel economy was also par for the class returning an average of 8.0L/100km in a mix of urban and inter-urban use. The Hyundai Kona Active runs on 91 regular unleaded, too, which helps the hip pocket.
| At a glance | 2021 Mazda CX-30 G20 Pure | 2021 Hyundai Kona Active |
| Warranty | Five years/unlimited km | Five years/unlimited km |
| Service intervals | 12 months/10,000km | 12 months/15,000km |
| Servicing costs | $779 (3 years) | $2002 (5 years) | $1377 (3 years) / $2182 (5 years) |
| Fuel cons. (claimed) | 6.5L/100km | 6.2L/100km |
| Fuel cons. (on test) | 7.7L/100km | 8.0L/100km |
| Fuel type | 91-octane petrol | 91-octane petrol |
| Fuel tank size | 51L | 50L |
Driving
Mazda CX-30The 2.0-litre four-cylinder is a versatile engine, and it’s one that displays many of the traits we’ve come to love about a Mazda regardless of the body style. Mated to a smooth six-speed automatic transmission, the engine is willing to rev, delivers its power effortlessly, and makes for an engaging city go-kart or highway cruiser.
Ultimately, if you nail the throttle to roll on from, say, 80km/h, it isn’t as punchy as bigger engines in the segment, but it’s not lacking too much in that regard, either.
With peak torque on offer right in the middle of the rev range, you don’t have to strain the engine around town, and if you need to go for a gap, or get away from the lights in a hurry, there’s enough grunt in reserve to get that done easily. If you do work the engine hard, it’s got a gruff, almost edgy note, which might not seem endearing for the segment, but it does share characteristics with what we’d expect from a sporty Mazda offering. Some might prefer more insulation, but I quite like the sporty undertone.
A turbocharger would obviously add more punch, especially in the mid-range, but the 2.0-litre is perfectly fine for just about everyone. There’s one caveat, though. If you’ve got friends or family in far-flung rural areas and you spend a large amount of time on the freeway to get there, I’d recommend the G25 to open up an easier performance envelope at the outer limits.
Around the Drive office, we all appreciated the way in which the CX-30 soaks up poor surfaces, even if it does edge more toward the firm side of suspension tune. It’s a quality chassis, in that it does feel firm and almost sporty, but then it can also absorb nasty bumps and ruts comfortably. Usually, we’d expect a firm suspension tune to be less capable of dealing with bigger hits, but the CX-30 does it easily.
Mazda has put time and effort more recently into isolating the cabin from what is going on outside, and the CX-30 benefits from that. There’s little in the way of tyre or wind noise that interrupts your drive, even on harsher B-road surfaces. Plenty in this class can’t match the Mazda’s cabin insulation.
If you do head to your favourite twisty road, there’s a surprising reward on offer in the way that the supposedly base-level CX-30 can hook into a corner and fire out the other side. We probably shouldn’t be surprised, but Mazda has engineered some of its sporting DNA into the way the steering, brakes and handling perform, despite the segment not necessarily needing it. In short, it’s fun. Your passengers might not like it, but a solo drive can put an unexpected smile on your face.
Hyundai Kona
We sampled turbo and non-turbo versions of the 2021 Hyundai Kona at the media preview drive earlier this year. Now we’ve spent a week with the Hyundai Kona Active, the second model up from the cheapest variant.
It is powered by a new-generation 2.0-litre four-cylinder petrol engine paired to a continuously variable automatic transmission (CVT) that drives the front wheels.
Unlike conventional torque converter automatics or twin-clutch designs, CVT autos have an internal belt and pulley system that delivers an infinite number of ratios. The idea being that the transmission will find the optimum engine revs based on how much throttle is applied.
Earlier versions of this type of transmission made the engine rev high, and sounded like there was a clutch slipping.
Newer CVTs such as the one in the updated Hyundai Kona – which have eight ‘steps’ to mimic a conventional torque converter automatic – have largely masked these traits and feel more natural to drive. You only really notice the technology when you floor the throttle. In commuter driving, it’s difficult to spot the difference.
In terms of performance, the Hyundai Kona Active is par for the class, doing the industry benchmark 0–100km/h dash in an as-tested 9.5 seconds (versus a rather leisurely 8.8 seconds for the turbo Kona variants).
The suspension is more comfortable on the cheaper models that run 16- and 17-inch wheels and tyres (as per the Active tested). The 18-inch wheel and tyre package on the N-Line has plenty of grip, but is noisy on coarse surfaces.
Tyre performance is variable on the updated Kona range depending on which model you buy. The Hankook tyres on the base model were okay, while the Nexens on the Active tested here noticeably lacked grip and were noisier than their counterparts, pulling up in an average-to-below-average 40.5m in an emergency stop from 100km/h.
The Michelin-equipped Kona N-Line stopped in 36.8m – similar to hot-hatch emergency braking performance.
| Key details | 2021 Mazda CX-30 G20 Pure | 2021 Hyundai Kona Active |
| Engine | 2.0-litre four-cylinder petrol | 2.0-litre four-cylinder petrol |
| Power | 114kW @ 6000rpm | 110kW @ 6200rpm |
| Torque | 200Nm @ 4000rpm | 180Nm @4500rpm |
| Drive type | Front-wheel drive | Front-wheel drive |
| Transmission | Six-speed torque convertor automatic | Eight-step CVT auto |
| Power to weight ratio | 79.1kW/t | 81.3kW/t |
| Weight (kerb) | 1442kg | 1383kg |
| Tow rating | 1200kg braked, 600kg unbraked | 1300kg braked, 600kg unbraked |
| Turning circle | 10.6m | 10.6m |
Conclusion
With so many competitors in the compact city SUV segment, Australian buyers are the winners because car companies have to be on their game to survive.
But we are not going to sit on the fence here; one of these two is incrementally better in almost every one of our measures. Let’s find out which.
The CX-30 is the bigger car, by 180mm over the Kona and with a longer wheelbase, both of which translate to more interior space. It has a touch more bootspace too, which might be important to some.
The battle of the infotainment systems is very much a case of personal preferences. The two systems are very different but ultimately do the same things.
When it comes to Safety, both cars have been given five-star ratings by ANCAP, but the CX-30 pips the Kona because it has rear cross-traffic alert and blind zone warning standard, whereas Kona buyers cannot get this on the Active spec for love nor money.
In terms of running costs, the two use roughly the same fuel to get your where you need to go. Over the longer term the Mazda’s cheaper servicing costs will add up to bigger savings, although the Mazda does require servicing every 10,000km compared to the Hyundai’s 15,000km.
If, for you, the Mazda’s advantages to date are not enough to sway you, then it may well come down to how the two drive on the road. Here, too, the Mazda has the edge thanks to a more comfortable ride – despite also being a sportier, more nimble car to drive.
So, while it’s clear the Mazda pips the Kona in almost every one of our ratings, it’s not an overwhelming victory because the Kona is marginally cheaper and still a very competent machine. But if it was our money, we’d be heading to the Mazda dealer.
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