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Mazda CX-30 in endurance test

The CX-30 e-Skyactiv X with a self-igniting petrol engine is currently the best-selling Mazda in Germany and has been in the long-term test fleet of auto motor und sport since May 1st. So far he is doing very well.

A shaky head-up display due to strained engine mounts - that was the only defect that the CX-3, the last Mazda to date, had in the endurance test. Otherwise, the small SUV held up well over 100,000 kilometers. About two years later, the CX-30 follows, a sporty crossover that has outsold the larger CX-5 since its market launch.

One thing is for sure: With a strong vibration HUD, the Mazda painted magma red shouldn't annoy us. It projects its wide range of information directly onto the windshield, the display is sharp and the associated mirror optics are neatly embedded in the dashboard. This in turn is covered with brown artificial leather with white stitching - a nice combination that is also found in the doors and the center console. In general, the Mazda is stylish and of high quality, and we already appreciate the easy-to-read classic round instruments and the simple operation of infotainment, navigation and assistance systems via a large rotary pushbutton in the center console and direct selection buttons after the first 10,000 kilometers.

The range of security systems is also commendable. Adaptive cruise control including traffic jam assistant, an active lane keeper and traffic sign recognition are always on board. Useful helpers such as parking aid with rear emergency brake or LED matrix headlights cost extra. A CX-30 comes fully equipped as a Selection with all equipment packages for 37,850 euros - including the technically complex and 186 hp Skyactiv-X engine. With a conventional two-liter vacuum engine (150 hp), it would only be 1,500 euros cheaper.

There is strength in calm

A lot has already been written about the unusual concept of the self-igniting petrol engine. No other manufacturer currently builds a high-compression (15:1) naturally aspirated petrol engine that works with both compression and spark ignition. As if that wasn't enough effort, a belt-driven starter generator with 4.8 kW also supports brisk acceleration.

Ultimately what is important for us is pure driving, i.e. response, consumption, turning ability and smooth running. Yes, and he really has it with rest. Although it delivers 186 hp (at 6,000 rpm) and applies up to 240 Nm (at 4,000 rpm) to the crankshaft, it comes across as very reserved compared to other turbo diesel or turbo petrol engines in the long-term test fleet. In other words: when accelerating, you have plenty of time to enjoy the homogeneous power delivery. The 1.5-ton truck needs almost ten seconds to sprint to 100 km/h.In addition, with an average consumption of 7.9 l/100 km so far, it is hardly more economical than conventional turbo petrol engines, despite its complex engine concept.

In contrast to most of the specimens in previous comparison tests, the long-term test car does not have the standard six-speed manual transmission, but the optional six-speed automatic (2,200 euros), which changes gears quickly and smoothly and increases travel comfort. But the fun of fast shifting, of consciously revving up the engine, falls by the wayside. Too bad, because the handling is a pleasure. The tightly tuned CX-30 clearly passes bumps on to the occupants, but how nimble, neutral and precise it circles through corners is simply great. It's also good that a cargo concept with floor elements that can be set up secures the luggage in these moments.

And now: carry on. Service is coming up soon, and the Mazda still has many kilometers to go before the end of the endurance test. We're curious to see if it tops the CX-3 in terms of ease of use.


So far everything is going well for the Mazda. There were no dropouts or breakdowns, but lots of praise for handling, quality and service. The motor? Stay under close surveillance.


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