Showing posts with label Mazda. Show all posts
Showing posts with label Mazda. Show all posts
2024 Mazda CX-30 G25 GT SP
2024 Mazda CX-8 G25 GT SP FWD
2024 Mazda CX-8 G25 GT SP FWD
Mazdas have a great reputation in Australia for being affordable, reliable, spacious and stylish. But the car maker's latest push upmarket with its range of Large Architecture SUVs has moved the brand away from being one of the strongest mainstream players in the market to an unproven premium one.
The premium push has also been at the expense of traditional Mazda nameplates such as the CX-8 – the model now only has limited runout stock available. The call to discontinue the seven-seat model comes in October 2023, so its time inside Mazda showrooms is limited.
As an alternative, pricing for the five-seat medium-sized CX-60 kicks off from around $60,000, and the massive CX-90 SUV tops out beyond $100,000 for the flagship specification. It feels as though the brand is leaving behind its traditional space in the market to find new types of well-heeled buyers – you need only look at the exquisite cabin details of these new models to appreciate as much.
One model that has been pushed out of showrooms as Mazda prepares to launch even more premium SUVs is the CX-8 seven-seat SUV. It blends aspects of the renowned CX-5 with the popular seven-seat layout of its larger CX-9 alternative.
It's not flashy and new like other models in the brand's line-up, but has Mazda turned its back on the CX-8 too soon? It's now in run-out as the brand attempts to rid its remaining stock ahead of the CX-80's debut, but there could still be merit in buying a CX-8 – especially at a discount.
I've spent time in the well-specified Mazda CX-8 GT SP front-wheel drive and here are my thoughts.
How much is a Mazda CX-8?
The Mazda CX-8 line-up is extensive. You can have all-wheel drive paired with a diesel engine (originally the point of difference for the CX-8) or a front-wheel-drive layout with a petrol motor.
Even with one of those drivetrains, there are six derivative trim levels that buyers can choose from. Pricing starts from $42,810 before on-road costs and extends to $72,160 plus ORCs for the top-grade version.
The car concerning this review is the middling GT SP variant that costs $59,310 before ORCs. It's powered by a naturally aspirated 2.5-litre petrol four-cylinder engine that sends 140kW/252Nm to a six-speed automatic transmission and the front wheels.
But spend $7000 extra and the brand will slip a 2.2-litre diesel engine (as well as all-wheel drive) under the CX-8's skin.
It slots into the large-sized SUV segment to compete with alternatives such as the Kia Sorento Sport+ FWD ($58,230), Skoda Kodiaq Sportline AWD ($61,490), and Mitsubishi Outlander Exceed Tourer AWD ($55,190).
Despite the model getting on in age, it still comes stocked with some appealing features and equipment. Buyers can look forward to black or burgundy leather upholstery, a 10-speaker Bose sound system, power-adjustable front seats, adaptive LED headlights, gloss black grille accents, 19-inch black alloy wheels, a sunroof, wireless phone charging, and a power-opening boot.
This comes in addition to bits and pieces such as the 10.25-inch infotainment, tri-zone climate control, tire pressure monitoring, and keyless entry that you get on the more affordable CX-8 variant.
There are relatively few additional options available on Mazda products – they come fairly well equipped as standard.
Key details 2024 Mazda CX-8 G25 GT SP
Price $59,310 plus on-road costs
Color of test car Deep Crystal Blue Mica
Options None
Price as tested $59,310 plus on-road costs
Drive-away price $64,697 (Melbourne)
Mitsubishi Outlander Rivals | Kia Sportage | Volkswagen Tiguan
How big is a Mazda CX-8?
I'm a big fan of this test car's dark blue exterior paint and how well it pairs with the burgundy leather upholstery inside the cabin. The burgundy leather seats are on the firmer side, but the supportive bolstering keeps drivers and passengers put.
It's far from the newest car in its segment, but the dashboard design has kept pace with its rivals and it feels like a premium space. The CX-8 only gets a small sunroof over the front seats that doesn't allow in too much light, and while it looks smart, the black headlining doesn't help the cabin darken.
There is seat heating, as an added convenience, which is quick to warm up on a winter's morning, plus an easy-to-operate tri-zone climate-control system found just above the center console.
Storage-wise, there's a small, lidded center console bin between driver and passenger, plus two large cupholders that I tended to hold my phone, wallet and keys inside. A small stowage tray is found in front of the shifter with a wireless phone charger, while other options include the door pockets and glovebox.
The second-row space accommodates tall passengers like my 194cm height, and it's handy that the seat base slides (manually) forward and back as needed. Plus, the backrest reclines. There are map pockets, air-con controls, sun shades, a fold-down center armrest with cupholders, and two USB ports. There's also outboard seat heating.
Access to the third row is made simple thanks to a one-touch button that folds the second row away, or there's a latch which is slightly quicker. The room in the third row isn't horrible for adults, but I imagine it'd be quite commodious for a couple of kids.
The only caveat with the CX-8's back-seat space is that it's tight width-wise when fully laden with passengers.
Boot space stands at 209 liters behind the third row and up to 775L behind the second row. Handily, there is underfloor storage that makes for a neat hiding place for valuables, although the high load lip doesn't make hauling heavy items easy.
2024 Mazda CX-8 G25 GT SP
Seats Seven
Boot volume 209L seats up
775L seats folded
Length 4925mm
Width 1845mm
Height 1725mm
Wheelbase 2930mm
Does the Mazda CX-8 have Apple CarPlay and Android Auto?
The latest version of the Mazda Connect infotainment system does service in the CX-8 GT SP, and it's a slick unit to use and navigate through. Instead of a touchscreen that almost all rivals use, Mazda persists with a rotary controller to cycle through menu systems and between functions.
It's simple to use when cycling through Mazda's own infotainment, but it's a downright pain when using wireless Apple CarPlay (or Android Auto).
The main infotainment display measures 10.25 inches and the smaller digital instrument cluster is 7.0 inches. This trails rivals such as the Kia Sorento which has a 12.3-inch main screen.
Other functions of the software include embedded satellite navigation, AM, FM and digital radio, and Bluetooth phone connectivity. I had problems with the Bluetooth phone connection throughout my time with the car – all of a sudden the connection dropped and I was unable to pair my phone for the remainder of the week. It wasn't ideal, although at least I could use tethered Apple CarPlay.
There is no provision for app-based phone connectivity for controlling things like remote climate control, heated seats, and remote locking yet. However, Mazda is beginning to introduce this technology on the 2024 MX-5 soon. More models will follow in due course.
There's a small display housed within the instrument cluster that shows graphics for car-following, rev-counting, and fuel data. Many competitors will use a fully-digital layout if that's something you're looking for in a family SUV, but the Mazda unit presents nicely and contains enough information.
Is the Mazda CX-8 a safe car?
The Mazda CX-8 has a five-star ANCAP safety rating that was awarded in 2018. This will expire at the end of 2024.
Rivals such as the Kia Sportage also earned five stars with ANCAP – as do most other medium SUVs.
Calling out the specifics, the CX-8 earned a 96 per cent score for adult occupant protection, 87 per cent for child occupant protection, 72 per cent score for vulnerable road user protection, and 73 per cent score for safety assistance systems.
2024 Mazda CX-8 G25 GT SP
ANCAP rating Five stars (tested 2018)
Safety report Link to ANCAP report
What safety technology does the Mazda CX-8 have?
The Mazda CX-8 comes with a suite of active safety measures summarized below.
I loved the Mazda's adaptive cruise-control system that keeps appropriate distances to the car ahead, even though the lane-centring isn't the most sensitive to road markings. There were times when the car bounced within its lane, and it didn't always keep steady.
There are annoying beeps for blind-spot monitoring that caught me during highway driving, although it can be turned off in the settings.
Autonomous Emergency Braking (AEB) Yes Includes pedestrian detection, night-time awareness
Adaptive Cruise Control Yes Includes traffic jam assist
Blind Spot Alert Yes Alert function only
Rear Cross-Traffic Alert Yes Alert and assist functions
Lane Assistance Yes Lane-departure warning, lane-keep assist, lane-centring assist
Road Sign Recognition Yes Speed limit alert
Driver Attention Warning Yes Can toggle on/off inside infotainment
Cameras & Sensors Yes Front and rear sensors, reverse camera
How much does the Mazda CX-8 cost to run?
Included with all new Mazda models is a five-year/unlimited-kilometre warranty that is accompanied by a five-year roadside assistance program. This is basically par for the segment – many manufacturers are doing better, but several rivals offer the same coverage.
Services are scheduled to take place every 12 months or 15,000km (whichever occurs first). Cumulatively, the first three visits will cost $1325, while five will run out to $2235. As a comparison, servicing for the Mitsubishi Outlander petrol costs $947 over three years through Mitsubishi's network, while five years costs $1495.
The Mazda CX-8 GT SP FWD costs $1635 to insure per year based on a comparative quote for a 35-year-old male driver living in Chatswood, NSW. Insurance estimates may vary based on your location, driving history, and personal circumstances.
This compares with a $1358 quote for a Skoda Kodiaq Sportline or $1779 for a Peugeot 5008.
At a glance 2024 Mazda CX-8 G25 GT SP
Warranty Five years, unlimited km
Service intervals 12 months or 15,000km
Servicing costs $1325 (3 years)
$2235 (5 years)
Is the Mazda CX-8 fuel efficient?
Thankfully, the Mazda CX-8 only needs to be refueled with 91-octane regular unleaded petrol – some other medium SUVs, particularly from European manufacturers, require their vehicles to be refueled with the more expensive 95-octane premium unleaded.
Mazda claims the CX-8 GT SP sips 8.1 liters per 100 kilometers over mixed driving conditions. In my experiences with the car that claim is fair – I saw 8.2L/100km. However, my driving leans towards highway use.
Toyota's Kluger seven-seat SUV last recorded 10.0L/100km on test with us in 2023. The last time we reviewed a Skoda Kodiaq Sportline it was rated at 9.7L/100km.
Fuel efficiency 2024 Mazda CX-8 G25 GT SP
Fuel cons. (claimed) 8.1L/100km
Fuel cons. (on test) 8.2L/100km
Fuel type 91-octane unleaded
Fuel tank size 72L
What is the Mazda CX-8 like to drive?
The reoccurring thought I kept while driving the Mazda CX-8 GT SP is that although it's getting on in age, it drives extremely well. I wish Mazda's newer Large Architecture SUVs were this plush.
Comfort levels inside the cabin are high, and the suspension dispersion imperfections are big or small. Ruts on the road are ironed out without fuss, you can hit speedhumps at a decent clip and not upset the car, and even potholes don't deter the CX-8's on-road progress.
Unfortunately, this motor isn't turbocharged like the old CX-9's and only makes do with 140kW/252Nm sent to the front wheels. However, the Mazda's feels punchy enough down low in the rev range, so it's unlikely you'll be left stranded when pulling up to a speed limit after a corner.
The transmission is responsive to kick-down throttle inputs and serves up the right ratio when needed. It's just a lack of top-end power that can be frustrating when touring away from town on highways. Overtakes need that little bit more thought before they're safely performed, and the CX-8 needs more of a 'run-up' than alternatives such as the bigger Kia Sorento and its 3.5-litre V6.
Buyers might worry about the petrol CX-8 being front-wheel drive only, but I didn't need the extra traction throughout my week with the car. In all likelihood this car will spend its time ferrying the family, not conquering off-road trails, so the front-wheel drive is more than adequate for this kind of car.
Steering efforts are smooth and true, offering decent feedback about front-wheel traction underneath. The CX-8's body is easy to place within lanes and even maneuvering into parking spots isn't difficult.
The only struggle I had with the CX-8's outward vision was the annoyingly magnified driver's side mirror. This is a consistent Mazda problem endemic throughout the Mazda range and it makes for tricky right-hand merging. I wish they'd simply utilize normal mirrors.
Key details 2024 Mazda CX-8 G25 GT SP
2.5-litre four-cylinder petrol engine
Power 140kW @ 6000rpm
Torque 252Nm @ 4000rpm
Front-wheel drive type
Six-speed automatic transmission
Power-to-weight ratio 76.6kW/t
Weight (curb) 1827kg
Spare tire type Temporary spare
Payload 554kg
Tow rating 1800kg braked
750kg unbraked
Turning circle 11.6m
Can a Mazda CX-8 tow?
The petrol Mazda CX-8s is rated to tow up to 750kg unbraked or 1800kg with a braked trailer. Our test car didn't have towing hardware installed, but it felt as though the car could tow quite sturdily. However, if there were a scenario where the Mazda's lack of torque might become a problem, it's likely towing uphill.
The CX-8 has a maximum payload of 554kg, accommodating for up to seven passengers weighing 79kg each.
Should I buy a Mazda CX-8?
While a lot of attention is leveled at the new Large Architecture SUVs, the CX-8 is a familiar nameplate to Australians and the model continues to offer a roomy interior, smooth and comfortable driving refinement, and is nicely equipped for the money. It's also much cheaper than Mazda's newer seven-seat range.
It misses out on some of the niceties you'd expect in similar alternatives – such as a touch-enabled screen and a fully-digital instrument cluster – but the overarching package is well appointed and feels premium.
The CX-8 continues to exude the right experience we looked for in a seven-seat SUV – but it's worth checking out its rivals too, such as the Kia Sorento Sport+, to decide whether that alternative better suits your needs.
But bargain hard on a CX-8 purchase, as the brand attempts to rid its dealer lots of existing stock, and you'll be rewarded with a good seven-seat SUV for years to come.
How do I buy a Mazda CX-8? The next steps.
This review focuses on the Mazda CX-8 GT SP variant with a petrol motor. At Drive we recommend the GT SP variant as the healthy balance between price and features – so it's the model grade to go after when shopping for a Mazda CX-8.
I asked Mazda about the remainder of its stock and learned the brand has two months' worth of supply sitting in dealerships around the country. This stock is largely made up of Touring petrol FWD, Sport petrol FWD and GT SP petrol FWD variants.
The next step on the purchase journey is to check the Mazda website for stock of your preferred CX-8 variant. You can also find Mazdas for sale at Drive Cars For Sale.
We strongly recommend taking a test drive at a dealership before committing because personal needs and tastes can differ. Find your nearest Mazda dealer via this link. We'd also recommend test-driving the Toyota Kluger because it is popular with consumers and is a good benchmark.
Mazda CX-30
The Mazda CX-30 targets premium rivals with great style and driving experience, although practicality and performance aren't the best.
There's no denying that the Mazda CX-30 is a well-rounded premium compact SUV. In fact, the interior build quality surpasses most of its major competitors. This, combined with the popular SUV body style and record high Euro NCAP crash test scores for adult occupant protection, could help the CX-30 become one of Mazda's best-selling models.
It's not perfect, as rivals like the Skoda Karoq and Peugeot 3008 promise more in terms of practicality and a wider range of powertrains. Even so, Mazda's compact SUV comes with the latest engine technology and is comfortable to drive – the latter quality is offered by only a few SUVs and crossovers. Overall, the CX-30 is an interesting example.
About the Mazda CX-30
Being the first of its kind, the Mazda CX-30 has little of a history compared to its competent predecessors to look back on. However, the Japanese brand's range of cars is not considered to be of poor quality and the CX-30 has some of the same technology already seen in its impressive peers.
There's only one body style available on the CX-30, and that's the five-door SUV form, although Mazda has revamped its trim lineup to now include Prime-Line, Centre-Line, Homura, Exclusive-Line, and the top-of-spec Takumi. diverse.
Equipment is strong across the range, with amenities like air conditioning, cruise control, Apple CarPlay, and Android Auto connectivity standard for all. As for engines, only two petrol units are available. One Mazda calls the “Skyactiv-G” with 120bhp, and the other the “Skyactiv-X” makes 183bhp.
Both engines feature a mild hybrid system but only the mild hybrid system uses Mazda's innovative compression ignition system (more on this later). In contrast to some of its rivals, all trim levels and engines are available with manual or automatic gearboxes, while the more powerful 183bhp model comes with front or all-wheel drive.
Mazda isn't known for making great performance versions of its mainstream cars, and even the ones they have made are simple and forgettable – few will see an MPS version of the second-generation Mazda 3 on the road. Instead, the Japanese automaker ensures its standard models have good driver appeal, and the CX-30 is no exception.
However, if there's one thing the CX-30 has going for it, it's a lot of mid-size SUV rivalry. On the one hand, there are more premium alternatives such as the BMW X1, Mercedes GLA, Audi Q2, and Lexus UX. Meanwhile, on the other hand, there are less glamorous rivals such as the Vauxhall Grandland and Honda CR-V.
The cars the CX-30 really has to beat are the class leaders, including the Skoda Karoq, SEAT Ateca, and Peugeot 3008. In general, Mazda's pricing structure allows it to compete with most of its competitors, although some German rivals can easily surpass the price of the top-end CX-30.
As mentioned previously, the CX-30's driving experience is impressive. Few SUVs come close to how well rated the Mazda's pedals, steering and gearshift are. Making sure these key touchpoints are fun to use helps make the CX-30 fun, whatever the speed.
Mazda engineers have also done a good job of ensuring body roll remains under control – meaning it's easy to judge when the tires are reaching their limits. That said, those who prioritize sharp handling will probably be better served by the Mazda 3 as it promises less body roll (helped by being closer to the ground).
2023 Mazda BT-50 XTR LE
Mazda's BT-50
While the abundance of choice and customization possibilities may be appreciated by customers in the high-end luxury vehicle market, the opposite is true for double-cabs and single-tons, with the majority of buyers preferring vehicles packaged to their liking. rack. Choice is king and offering multiple variants on a given model range is a great way to increase appeal.
Take, for example, the most popular ute model in Australia at the time this article was written. Ford is offering 10 double-cab versions of the Ranger and, while there are still several options to be offered later, sales show there's something for everyone.
Mazda's offering also continues to be a popular choice in the vehicle segment, with the BT-50 competing in the top five favorite vehicles in Australia, and they are also expanding their range to offer more choice.
For now, the XS and XT represent the most affordable of the range, while the slightly lukewarm GT, SP, and Thunder tackle the pointy end, but somewhere in the middle Mazda offers the
It's this very well-rounded variant that Mazda chose as the basis for a new offering dubbed the 2023 Mazda BT-50 the flyer said.
Oh, and don't worry. There are still plenty of Mazda factory options on offer if you want to build something bespoke.
Opening the BT-50 double-cab range is the XS, which is the only version to get the smallest 1.9-litre diesel engine and, while all other variants are offered with a choice of six-speed manual or automatic transmission, the entry version is automatic only. It's priced at $51,510 before on-road costs, which is about the same as the next version, the XT when ordered with a manual gearbox. Adding an automatic transmission costs between $2500 and $3000 depending on the variant.
At the top of the range, the BT-50 Thunder car costs $71,290 plus on-road costs and represents the flagship of the fleet with the highest level of equipment inside and out.
However, in the middle of the family, the XTR offers a respectable list of standard equipment at $57,610 before on-road costs when ordered with a six-speed automatic. That's cheaper than Toyota's midrange champion SR5 and Ford's Ranger XLT.
However, adding the LE to the XTR badge would increase the price by about $6700 bringing it to $64,295, and Mazda doesn't offer that variant as a more affordable manual transmission like almost all the others.
The BT-50 tested here may look as if it ticks a few option boxes, but it just uses the LE's standard inclusions, and that's the goal of this new variant. With some tougher exterior trim, the LE offers a custom look without having to break out the wrenches.
A polished aluminum roof bar, stainless sports bar, full tray liner, and Ingot Silver paint are all included in the price and added to the same kit list that is standard on the XTR. This may raise the asking price by a few thousand dollars, but Mazda says the LE saves customers $2,500 if the option is matched to the standard XTR.
If you want the tougher look of the Thunder but without the hefty price tag, the LE offers a more elegant execution as it doesn't get the slightly awkward plastic arch extensions, but practical and aesthetically pleasing side steps are included. The bright metallic extras versus the Thunder's black pieces are a matter of preference.
Important 2023 Mazda BT-50 XTR LE details
The price is $64,295 plus travel costs
Test car color Metal Silver Ingot
Options None
The price as tested was $64,295 plus on-road costs
Drive away price $68,882 (Melbourne)
Ford Ranger Rival | Isuzu D-Max | Mitsubishi Triton
As with most double cabs, boarding the BT-50 is a process of climbing into the cabin, which may be inconvenient for short passengers and potentially difficult to load luggage or children into the second row of seats. The rear doors also don't open as wide as some competitors, and that may exacerbate the problem for some people.
However, once in use, the BT-50 has one of the most accommodating cabins in its segment. The front seats in the LE are very comfortable with excellent support, especially for the shoulders and lower back. At the same time, the fabric upholstery strikes the right balance between quality and usability. Of course, it doesn't feel cheap. There's about 90mm of headroom over the 188cm driver and enough elbow room for both front passengers.
Too many double cabs offer greatly reduced second-row comfort, but the Mazda is one of the best with a comfortable recline angle – not the upright church pews offered by many of its rivals – just enough headroom for taller passengers, and around 100mm. The knee room with the driver's seat is set for the same driver with a height of 188cm.
Rear passengers also get a folding center armrest with two small cupholders, AC vents (but no three-zone climate panel), a USB charging socket, and even roof-mounted speakers. There's also a neat little folding hook hidden in the front passenger seat for hanging a suit bag or whatever else you choose.
The large door pockets can accommodate large bottles and the same goes for the front. We especially like the tiered glove box (although the entire bottom space is occupied by one of the largest user guides in gaming), and there's plenty of storage in and around the center console. Front occupants also get one USB-A socket and a 12-volt PowerPoint.
Spend a little extra money on a top-grade GT or SP and Mazda will equip the interior with one of the most car-like cabins on the ute market. But on the XTR and LE, there's more evidence to suggest the BT-50's relationship to the Isuzu D-Max has a more purposeful feel.
Too much hard plastic adorns the dash and door trim with only a small amount of cloth-covered surface covering it. Traditional analog gauges look increasingly dated in the age of digital displays – despite the colorful screen nestled between the speedo and tacho which, despite its small size of 4.2 inches, contains a surprising amount of vehicle information.
With its extra equipment, the XTR LE's tray load is under the 1000kg mark and prevents it from claiming to be a one-tonne vehicle, but with a maximum rating of 989kg, it can still handle quite a large payload.
The LE gets points for the tray protector, which is part of the standard equipment and helps prevent damage to the BT-50's paint as well as items stored inside. But with only two tie-down points at the rear, it's less versatile than other ute load bays. Higher grade variants are offered a more secure but space-consuming roller cover, while the LE's stainless sports bar doesn't encroach on valuable load area.
With a distance between wheel arch intrusions of 1120mm, the LE can't accommodate a full-size Australian standard pallet (1165x1165mm) in the rear tray, while its 1571mm length and almost half a meter (490mm) depth make for a huge bin volume. accommodating.
2023 Mazda BT-50 XTR LE
Seat Five
Payload 989kg
Length 5280mm
Width 1870mm
2160mm (including mirror)
Height 1790mm
Wheelbase 3125mm
A 9.0-inch touchscreen is at the heart of all BT-50 variants and offers access to a decent number of entertainment and information features, but it's unchanged compared to the XTR for LE spec. This includes a native navigation system, digital radio, and Android Auto and Apple CarPlay smartphone mirroring.
However, while the latter is available wirelessly or via cable, Android Auto is only available when plugged in at this stage.
Once it's up and running, the graphics are sharp the display is unique, and the touchscreen responds quickly to instructions. But the system takes 20 seconds to boot when the ignition is turned on, and it's not the brightest display in its class, which can make information harder to read in bright conditions.
We commend Mazda for resisting the temptation to bury the climate control options in the digital display (as some brands do), with hard switches preferably located beneath the display for maximum convenience.
An eight-speaker sound system and self-dimming rearview mirror complete the list of respectable tech for a mid-range spec. You won't find a head-up display, heated seats, or electric seat adjustments currently on the market, highlighting the XTR version's position as the leader of the range, while the LE adds a more rugged exterior. only.
The Australasian New Car Assessment Program (ANCAP) tested the BT-50 in 2022 and awarded it a full five-star rating with praise for curtain airbags for both rows of seats, the introduction of a driver knee airbag, and a comprehensive active suite. security features.
However, these ratings apply to all but the Thunder and now the LE. The addition of a fully engineered front bar is unlikely to impact passenger safety, but the protection of pedestrians and other road users may be affected if ANCAP tests the pair.
2023 Mazda BT-50 XTR LE
ANCAP Rating Not yet rated
Safety report Link to ANCAP report (for regular BT-50 range)
Australian Consumers will no longer be offered entry to a double cabin for safety equipment simply because the class falls within the light commercial categorization. Furthermore, one-ton production has increased dramatically in recent years, and the BT-50 is no exception.
The XTR LE is equipped with adaptive cruise control, driver attention monitoring, automatic LED headlights with high-beam control, blind-spot monitoring and lane-keeping assist, autonomous emergency braking (AEB), and rear cross-traffic alert.
There is also space to install two child seats with ISOFIX mounts including top tethers.
Of course, in an emergency, you'll be glad that they're included as standard, but in normal day-to-day driving, some of the active safety features can be a bit frustrating.
Firstly, the rear camera has a rather poor resolution and does not represent high-quality touchscreen graphics. Forward collision avoidance is overzealous in both its warning of perceived danger and subsequent automatic application of the brakes.
Lastly, lane-keeping assist is very effective, but the force exerted on the steering is too aggressive and difficult to overcome if the system intervenes unnecessarily.
How much does it cost to maintain a Mazda BT-50?
All Mazdas, including the BT-50, are sold with a five-year, unlimited-kilometer warranty that also includes roadside assistance. Service intervals are every 15,000 km or 12 months – whichever comes first.
The first scheduled maintenance appointment to one of Mazda's 150 service centers will cost $443, the third visit is the most expensive at $699, while a full five years of maintenance will cost around $2400.
The cost of BT-50 insurance is $1296 per year based on a comparison quote for a 35-year-old male driver living in Chatswood, NSW. Insurance estimates will vary based on your location, driving history, and personal circumstances.
2023 Mazda BT-50 XTR LE at a glance
Five-year guarantee, unlimited km
Service interval 12 months or 15,000km
Service fee $1551 (3 years)
$2404 (5 years)
Is the Mazda BT-50 fuel-efficient?
The BT-50 may not have the most advanced or refined drivetrain, but it is one of the most frugal in its class. Mazda claims it will return an average figure of 8.0 liters per 100 km, slightly above average for the category.
During our time with the LE, consumption figures were 9.4L/100km during suburban duty, but the average was 8.9L/100km.
In comparison, Ford's four-cylinder diesel Ranger has a smaller engine and a pair of turbochargers for good power and torque but lower fuel consumption – 7.6L/100km on average.
Perhaps a closer comparison is the Toyota HiLux, which has a 2.8-litre engine and uses an average of between 7.8L/100km and 8.4L/100km depending on the variant.
Since the BT-50 that's a good thing.
With underpinnings borrowed from the excellent Isuzu D-Max, the Mazda is also one of the best vehicles to drive, relatively speaking. Compared to its Japanese sibling, the BT-50's ride is slightly refined to improve ride quality, while its steering and body control remain sharp and composed.
A 3.0-litre turbocharged four-cylinder diesel engine is also shared with the Isuzu, and its outputs of 140kW and 450Nm are average for the segment. There's more noise than some of its rivals, but power delivery is generally strong despite having little agricultural or commercial character.
Peak torque comes in a narrow band of just 1000rpm, meaning it's easy to get out of the zone of maximum growl, and, with just six gears to play with, it can be a kind of cat-and-mouse that extracts optimal performance from the engine. BT-50.
This steadfast diesel engine is mated to a six-speed automatic transmission that is starting to look old in a market filled with seven, eight, and even 10-speed units in the Ranger. Gear shifts can be a little clunky and smooth only if you're not in a rush.
Unlike the Ford, the Mazda's size is still very manageable. While it's a shame that the BT-50 is confined to largely urban landscapes, it's one of the most enjoyable (least frustrating) vehicles on narrow roads with heavier traffic.
On the open road, the Mazda handles distance admirably. There's no disguising the active rear axle and a bit of classic ladder-chassis vibration, but the suspension is relatively composed and good for all occupants' comfort. Road noise from the standard fitment 265/60 R18 Bridgestone Dueler H/T tires is quite low, and general cabin comfort is only diminished by wind noise around the driver's door that sounds like a dodgy window or door seal.
Those looking to tow with the LE will appreciate the industry standard maximum of 3500kg braked or 750kg unbraked and a maximum tow ball weight of 350kg. Electronic trailer-sway mitigation is also included.
If the sub-1000kg payload is a bit of a letdown, Mazda has a great configurator on its website for calculating BT-50 option combinations and their impact on tray capacity. This even allows you to increase the planned weight of the toolbox and so on.
Important 2023 Mazda BT-50 XTR LE details
Engine 3.0-liter four-cylinder turbo diesel engine
Power 140kW @ 3600rpm
Torque 450Nm @ 1600–2600rpm
Drive Type Part-time 4x4, low-range transfer case,
rear differential lock
Transmission Six-speed torque converter automatic
Power to weight ratio 66kW/t
Weight (curb) 2111kg
Spare tire type Full size
Tow rating 3500kg braked
750kg unbraked
Spinning a 12.5m circle
As more and more Australians turn to one-tonne cars as primary family cars, comfort, convenience, and safety are now priorities for these once humble cars. At the BT-50 end of the range, the SP and Thunder offer one of the most car-like options on the market, and perhaps second only to the Ford Ranger.
However, the new
At under $60K, the standard location or school environment.
However, if there's a customization itch you can't resist scratching, the new LE delivers a perfectly balanced engine that covers a lot of bases, packs in a look that has a bit of flagship appeal and appears to command a great price. more than the actual price to upgrade.
2022 Mazda CX-30 G25 "Touring"
The Mazda CX-30 is the perfect replacement for the gap in the Japanese company's range. The gap is between the aging (but still pretty good) CX-3 and the all-conquering CX-5. I know the gap from personal experience because I begged my dad to wait for the CX-30 to arrive instead of opting for the larger CX-5 that he clearly didn't need. He just thought – for reasons unknown – that the CX-3 was too small. For him and my mother.
Of course, the bottom line is that gaps exist and need to be corrected. If you want to do that, you'd be better off using a good Mazda 3 chassis, using a larger body but keeping most of the interior the same, adding a few bucks to the price as it doesn't seem to bother buyers. and you get a COTY-winning plug.
It’s better than just a plug, though. When some carmakers are considering what to do in the same situation, the first attempt is often half-baked. On the cheap, if you will. Since its triumph in the pages of Wheels magazine, the range has received an annual tweak and, like the 3, picked up the SP black pack, which as it turns out is slightly less black than on its sedan and hatch counterpart.
Pricing and Features
As is Mazda’s habit, there are approximately one billion versions of the CX-30. A mild exaggeration, yes, but few manufacturers are as game to offer so many variants within a range as Mazda. It didn’t work for Jaguar because it was a colossally expensive exercise but it clearly is working here.
The CX-30 Touring SP can be had in either front-wheel drive or all-wheel drive versions, both of them packing the now middle-of-the-drive train-list 2.5-litre four-cylinder petrol.
As is Mazda’s habit, there are approximately one billion versions of the CX-30. A mild exaggeration, yes, but few manufacturers are as game to offer so many variants within a range as Mazda. It didn’t work for Jaguar because it was a colossally expensive exercise but it clearly is working here.
The CX-30 Touring SP can be had in either front-wheel drive or all-wheel drive versions, both of them packing the now middle-of-the-drive train-list 2.5-litre four-cylinder petrol.
Another two other engines can be found across the range, the basic 2.0-litre (front-drive only) and a fancy-pants 2.0-litre combining compression and spark ignition with a rather cheeky “hybrid” badge on it. Having driven a car so equipped can’t really work out why you’d want it. However, that’s irrelevant here because you can only get the larger engine with this spec.
The FWD car is priced at $39,190 before on-road costs while the all-wheel-drive machine I had comes in at $41,190 plus on-road costs, adding not just dollars but around 100kg in weight.
You get 18-inch alloys, an eight-speaker stereo, dual-zone climate control, cameras in all directions, reversing camera, front and rear parking sensors, powered front seats, sat-nav, auto LED headlights, auto wipers, keyless entry and start, and a space-saver spare.
In the SP specification, you get glossy black 18-inch alloys with Toyo tires, blacked-out mirror caps, and burgundy-colored leather seats and trim bits to replace the brown (ahem) of the Touring
The media system is powered by the latest version of Mazda Connect on the very fetching 8.8-inch screen mounted on the dash away from your grubby digits. The reason it’s so far away is that it’s not a touchscreen; you control the whole shebang from the console-mounted rotary dial.
Its basic software looks terrific and is easy to use although, with USB-connected Android Auto and Apple CarPlay, the dial control can test your patience. You also get sat-nav and DAB+ digital radio.
The SP also has the Vision Technology Pack and that means a properly comprehensive safety package. You get seven airbags, ABS, stability and traction controls (including mild offroading support), blind-spot monitoring, forward and reverse auto emergency braking, front and rear cross-traffic alert, forward collision warning driver attention detection, lane-keep assist, lane departure warning, traffic sign recognition and intelligent speed assist.
Comfort and Space
The CX-30 has a beautifully designed interior. There’s nothing whacky or “goodness, that’s clever” but it’s a model of clarity and deeply sensible ergonomics. Everything falls easily to hand, the materials are top-notch and with the SP’s burgundy leather, it’s not as dark as lower-spec CX-30s in the cabin.
Smaller Mazdas tend not to be market leaders in cabin space and the CX-30 is no different. The boot starts at a small-for-its-class 317 liters, rising to 422 or 430 liters with the underfloor storage, depending on spec. Mazda doesn't supply a figure for when the 60:40 split-fold seats are but bet on around the 1000-liter mark.
Front and rear-seat passengers each score a pair of cup holders and a bottle holder in each door. The center console bin is a small but useful space and the glove box is tiny, presumably in the interest of offering more knee room.
Rear-seat passengers get roughly the same deal as those in the 3 except for the middle passenger.
There is a reasonably chunky transmission tunnel that robs the middle occupant of precious foot space. It will do the job for most city trips. Headroom isn't super generous, either, but I'm okay at almost 180cm and fit comfortably behind my own driving position.
The Touring SP features the always-preferred (for me, anyway) 2.5-litre four-cylinder SkyActiv petrol engine, paired with a six-speed automatic and, as I’ve already mentioned, the car was equipped with all-wheel drive.
Outputs of 139kW at 6000rpm and 252Nm at 4000rpm are far from startling, especially when curb weight tips over 1500kg. It means a hard-fought 0-100km/h time of just over nine seconds. Not bad, but you’ll notice the effect of more people and things in this naturally-aspirated, torque-light configuration, but Mazda has so far resisted throwing in the excellent turbo 2.5.
The real deal here is the chassis. Mazdas are terrifically balanced machines and what’s more important about that is that each car has its own unique character. The engineering teams don’t try and chase MX-5 feel in a CX-30 and that’s a good thing because it would make the latter not very nice.
Even on 18-inch wheels, the ride is plush and forgiving. The CX-30 rolls more noticeably in fast cornering than the 3, but that’s got a lot to do with the extra height and weight. It’s all very well controlled and passengers don’t even really notice. The front end is eager to change direction and the traction of the all-wheel-drive set-up makes it feel very secure in the wet and dry.
It’s an eminently comfortable cruiser, cheerfully knocking over the miles. The 2.5-litre has the distinct advantage of being able to shut down cylinders when on a level cruise to reduce fuel consumption. It’s quiet and composed and you only get a mild racket from the tyres if the surface is terrible. Which in Sydney is an unfortunately common proposition.
It’s very happy around town, too, and the lovely thin-rimmed steering wheel is just right for all the maneuvering and turning in and out of the cut and thrust of suburban and urban driving. The transmission calibration also does its best to make it feel sprightly, although do expect to get rinsed by plenty of other cars on the road.
The penalty for that does come through in the extra 100kg of weight and the inevitable whack at the petrol station. Mazda claims 6.8L/100km on the combined cycle but the best I could do was
Mazda offers a five-year/unlimited-kilometre warranty and five years of roadside assistance.
Despite having a naturally aspirated engine, Mazda wants to see you every 12 months or 10,000km for a service, an impost usually reserved for turbo-engined cars in most rivals.
Mazda’s Service Select program lists the price of each service up to the fifth. Total cost over five services is $1700 at an average of $340 per service. You'll pay either $322 or $367 on each visit, plus extra items listed on the website for things like filters and brake fluid.
As with the 3, SP spec is a good one on the CX-30 but unlike the 3, it’s not the pick of the range. I would stick with the Touring if I really wanted the 2.5L engine or drop down to an Evolve, although neither has the Vision Package as standard, so do your sums.
The CX-30 is still a terrific car, though, and after more than two years on sale, still punches on quite happily with the vast amount of competition available. The SP makes no real mechanical difference but it’s just a nice little addition to the range, with a brighter cabin and a slightly tougher appearance.
Its overall excellence, regardless of specification, more than vindicates its COTY win.
2022 Mazda CX-30 G25 Touring specifications
Body: 5-door small SUV
Drive: all-wheel
Engine: 2.5-litre four-cylinder
Transmission: 6-speed automatic all-wheel drive
Power: 139kW @ 6000rpm
Torque: 252Nm @ 4000rpm
Bore stroke (mm): 89.0 x 100.0mm
Compression ratio: 13.0: 1.0
0-100km/h: 9.1 sec (claimed)
Fuel consumption: 6.8L/100km (combined)
Weight: 1529kg
Suspension: MacPherson strut front/torsion beam rear
L/W/H: 4395mm/1795mm/mm
Wheelbase: 2655mm
Brakes: 295mm ventilated discs, single-piston calipers; 264mm solid discs, single-piston calipers
Tires: 215/45 R18 Toyo Proxes
Wheels: 18-inch alloy wheels (space-saver spare)
Price: $41,190 plus on-road costs
New CX-60 "3,283 cc Turbo engine"
Mazda All New CX-60. This car offers a powerful driving experience with its 3,283 cc turbo engine.
This also adds to the fun handling for a Sport Utility Vehicle (SUV) with a large body with dimensions up to 4.7 meters long.
That's what Carmudi felt when he tried driving this car in early July, before its official launch.
Apart from that, of course there are still many aspects that consumers need to know if they intend to buy this car.
On the outside, the Kuro as the highest variant uses a honeycomb grille, while the Elite variant has a vertical striped design.
Then if you enter the interior, the Kuro variant is seen using brown Nappa leather material.
Material with the same color can also be found on the steering wheel of the Kuro variant which is combined with black.
On the other hand, the Elite variant also uses Nappa leather interior material, but in white.
Then the steering wheel of the Elite variant uses black leather.
It is known that the All New CX-60 is included in the Large Product Group category from the Mazda manufacturer.
It is natural that the body of this car is also relatively large, similar to the body dimensions of ladder frame SUVs currently available in Indonesia.
According to the specification sheet, this car has dimensions of 4,740 mm in length, 1,890 mm in width and 1,686.5 mm in height.
Meanwhile, the wheelbase and ground clearance are 2,870 mm and 177.7 mm respectively.
When compared to the Pajero Sport or Fortuner, the All New CX-60's body has a lower profile.
Apart from that, the two rivals have higher ground clearance, the average of which is above 200 mm.
The All New CX-60 which entered the Indonesian market is only available in a mild hybrid engine version, although overseas it is also available in a Plug-in Hybrid (PHEV) version.
At a time when most automotive manufacturers are competing to promote small engines, Mazda is confident in its 3,283 cc engine for this car.
The engine with an inline 6-cylinder configuration is also equipped with a turbo.
On paper, the All New CX-60 engine can produce maximum power of 280 hp @ 5,000-6,000 rpm and maximum torque of 450 Nm.
All variants of the All New CX-60 use an 8-speed automatic transmission system.
Meanwhile, the power produced by the engine is distributed to each wheel via the All Wheel Drive (AWD) system.
The All New CX-60 will offer its own enjoyment for those who take the position of driving this car.
For example, through an ideal seating position for comfort while driving.
The All New Mazda CX-60 has a driver personalization system feature which allows the driver to get the best seating position automatically.
This is done by using the facial recognition camera located next to the head unit screen.
To take advantage of this feature, the driver only needs to select the menu then enter his height.
The car will automatically adjust the ideal driving position based on that.
If the driver is not satisfied with the results, he can make the necessary adjustments and then save the settings.
The driver-oriented cabin can also be felt from the wide center console, which clearly separates the driver from the passengers beside him.
The luxurious impression of this car cannot be separated from the premium features it has.
For example, for infotainment, this car uses an audio system from Bose which is equipped with 12 speakers.
This can be found by consumers who choose the Elite or Kuro variants.
The head unit is 12.3 inches and is also equipped with Mazda Connect. The instrument panel also uses a digital screen of the same size.
Other features that are standard on all variants include a sunroof and various active safety features.
These include radar cruise control, Lane Departure Warning System (LDWS), Lane Keep Assist System (LAS), Blind Spot Monitoring (BSM), or Rear Cross-Traffic Alert (RCTA).
The powerful pull of the engine seems to mean that this car doesn't need to try hard to reach high speeds.
Even though the trials were carried out in limited places, the potential for this can be seen.
This is accompanied by handling that is fun to maneuver.
The All New CX-60's suspension is not the softest, but this actually makes it more stable when cornering.
You can still feel the roar of this car's 6-cylinder engine from inside the cabin, making it even more adrenaline driven to drive it.
