BMW 118i vs Mazda CX-30

What's the difference?

The 118i has restored my faith in entry-level models from premium brands. Could it do with more standard gear? Absolutely, especially at $50K, and given what you could get in a higher-grade variant from a mainstream manufacturer, like the Mazda3 or VW Golf.

But the 118i is a cut above the mainstream hatchbacks in terms of performance, driver engagement and how the car makes you feel. 

If value is the priority, look elsewhere. But if your budget stretches this far and you can live without some of the luxo features, there’s little to complain about with the 118i hatch.

About to enter its fifth year in market the Mazda CX-30 is holding up well and this GT SP FWD grade delivers solid value relative to its key competitors, of which there are many. It’s also space-efficient, practical and performs well with top-shelf safety, decent refinement and good dynamic ability.

Alternately, it’s crying out for a hybrid powertrain to improve fuel efficiency, the interior form and function is starting to date and while it meets the market the ownership promise could be sharper. But this little SUV is still worthy of a spot on your new-car short list.

Since the first-generation model arrived on the scene in the early 2000s, the 1 Series has had a slightly awkward design, partly due to the rear-wheel drive underpinnings. But this latest third-gen model, that debuted in 2019, is by far the most sleek and stylish yet. 

This is helped by the slimline tail-lights, rising shoulder line and well-executed front-end design with the signature BMW quad headlights and wide 'kidney' grille. 

In Australia the 118i comes as standard with 'M suspension' that lowers the ride height by 10mm, which gives it even more of a hunkered down look. The 'Black Sapphire' paintwork of the test car also upped the sexiness of the little hatch.

The 1 Series, and its competitors from Benz and Audi, are all visually appealing in different ways, ensuring they will each appeal to different buyers. 

The interior design is unmistakably BMW, which hasn’t evolved significantly for about 15 years. Although new-generation models like the iX and the soon-to-launch X1 SUV prove that BMW can evolve.

BMW’s overall dash design and layout isn’t a million miles away from the edgy angular look of the new Audi A3 - and that’s no criticism.

The mixed synthetic leather and cloth trim on the seats has a cool blue cloth motif to break up the grey and add a small splash of colour to the cabin. Matching blue stitching on the dash and doors is a nice touch.

Mazda continues to follow a disciplined design path with everything from the MX-5 sports car to the BT-50 dual-cab ute sharing key attributes like the brand’s signature trapezoidal grille, simple flowing lines and sleek head- and tail-lights, all wrapped up with a subtle hint of chrome here and there.

Car-spotters with the GT SP on their checklist should look out for 18-inch black metallic rims as well as black exterior trim, including the mirror caps. 

Inside, the CX-30 maintains Mazda’s restrained approach with smooth surfaces integrated across the multi-layer dash and primo leather-trimmed seats.

That said, this car is starting to show its age with the multimedia screen plonked on the top of the dash (in typical Mazda fashion) and a largely conventional instrument cluster.

Yes, the main dial is configurable courtesy of a central 7.0-inch TFT screen, but next to more recent arrivals boasting sleek, often twinned, flat screen displays the CX-30 looks and feels out of touch. 

Functionally, there’s a sensible mix of digital controls and physical buttons (points for audio volume and ventilation dials!), but… the multimedia screen can only be accessed by a rotary controller in the centre console once the car is mobile (it works as a touchscreen when you’re stationary).

Some say touchscreens take your eyes off the road so the controller makes sense, but with a sequential app like Spotify it can take a lot of twirls to get to where you want to go, which upsets concentration and takes your eyes off the road, anyway. I’d prefer the relative ease of a quick press on a screen.

Aside from all that, the materials used are high quality with soft-touch surfaces across key contact points and hard plastics confined to high-wear areas. 

Up front the 118i’s sports seats offer unbelievable levels of lateral support, and despite the bolsters being adjustable, it might be a little too snug for some. It’s expected for a pricey hot hatch but not the lower grade 1 Series. And given how much side support there is, it could do with a touch more under-thigh padding. The driver’s seat is power adjustable while the front passenger has to adjust their seat manually.

The typically chunky BMW M leather steering wheel looks and feels expensive and offers good grip. The minimal steering wheel controls are well labelled with text or clear icons. I appreciated the analogue air conditioning controls instead of them being buried in a multimedia screen menu.

The multimedia system menu is unfussy and while it’s not as tech heavy as some other systems, I don’t see that as a negative. It just means there are fewer functions you’re forced to remember. You can control the system via the 'iDrive' controller in the centre console or it can be used as a touchscreen. I like the way users are given both options. The 10.25-inch screen is nice and wide but quite narrow. Overall, BMW’s operating system is easy to use and functions well.

In terms of devices, the 118i has a wireless charging pad, as well as a USB-A and USB-C port, and a 12-volt charger up front.

It has a smallish central bin, but it’s fine for a number of smaller items. Tall bottles fit easily in the door storage bin and there’s a secondary slot for other items. The 118i comes with a decent sized glovebox, and two front cupholders with a nook for phones just behind it.

The 118i is more spacious than anticipated, especially in the second row. The back of the front seats are scalloped, allowing for a little extra knee room, but there is a good amount of legroom generally, and plenty of headroom, despite the lower roofline. 

The rear seats are on the flat side but still comfortable, and there are ISOFIX points on the two outboard seats.

Rear seat occupants have access to map pockets, two more USB-C ports, and storage for big bottles in the doors (just), but there are no rear air vents. The seats fold 60/40 and there’s no central armrest.

Open the hatch and you’ll find a reasonably sized boot that can swallow 380 litres, expanding to 1200L with the rear seats stowed. There is plenty of under-floor storage because there’s no spare tyre on account of the run-flats favoured by BMW. There are, however, a couple of tie-down anchors and shopping bag hooks.

At just under 4.4m long, close to 1.8m wide and little over 1.5m tall (with a 2655mm wheelbase) the CX-30 is in the middle of the pack it competes with in terms of key dimensions.

And space up front is more than adequate, with an impressive feeling of roominess for a relatively small SUV.

For storage, there’s a large lidded box (which doubles as an armrest) between the front seats as well as a pair of cupholders in front of the gear-shifter with a bay for wireless device charging ahead of that.

The glove box is big, there are bins in the doors with room for decent size bottles and a drop-down tray for sunglasses sits overhead.

Move to the rear and the amount of space on offer is surprisingly generous. Sitting behind the driver’s seat, set for my 183cm position, I have plenty of head and legroom, although three full-size adults across the back seat will be an uncomfortable proposition for anything other than short trips. A trio of up to mid-teenage kids will be fine.

Adjustable air vents at the back of the front centre console are a welcome inclusion for back-seaters and storage runs to a map pocket (weirdly, on the back of the front seat only), a pair of cupholders in the fold-down centre armrest and bins in the doors with room for smaller bottles.

In-cabin power and connectivity includes two USB-C outlets and a 12-volt socket in the front centre storage box. No USBs specifically for those in the rear, which is a miss for road trips and no 12V in the boot which can be handy when camping or picnicking.  

Speaking of the boot, cargo volume with the rear seat upright is okay for the class at 317 litres, which expands to a healthy 1479L with the 60/40 split-folding backrest lowered. For comparison the Kia Seltos coughs up 433L with the rear seat upright.

The space is illuminated, there are tie-down anchors to help secure loose loads and there’s a space-saver spare sitting under the floor.

And if you’re keen on towing a tinnie or similar you’re good to go for a 1200kg braked trailer (600kg unbraked).

The Mazda CX-30 G25 GT SP FWD weighs in at $43,140, before on-road costs and our test example features the optional ‘Vision Pack’, the details of which we’ll get to shortly, raising the price $1300 to $44,440. 

Alternate options around that price point include the Hyundai Kona Premium N Line 2WD ($42,500), Kia Seltos GT-Line FWD ($41,850), Mitsubishi Eclipse Cross Exceed 2WD ($40,990), Honda HR-V e:HEV L 2WD ($42,900, drive-away), Nissan Qashqai ST-L FWD ($42,690), Peugeot 2008 GT FWD ($44,490), Renault Arkana Techno FWD ($41,000), Suzuki S-Cross Plus FWD ($41,490), Toyota C-HR 2WD GXL Hybrid ($42,990) and Volkswagen T-Roc Style FWD ($40,590).

That’s quite the automotive smorgasbord, the resulting price and specification cage fight meaning every included feature counts and the Mazda heads into battle with some significant weapons in hand.

Specifically, dual-zone climate control, a head-up display, a 10.25-inch ‘widescreen’ multimedia display, 7.0-inch driver’s multi-information display, 12-speaker Bose audio (with digital radio), wireless Android Auto and Apple CarPlay, ‘Burgundy’ leather seat trim, heated front seats, leather trim on the gearshift and heated steering wheel, wireless phone charging, power-adjustable driver’s seat (with memories), a glass power tilt and slide sunroof and a power tailgate.   

There’s also adaptive auto LED headlights, 18-inch black metallic alloy wheels, radar cruise control (with stop/go), a reversing camera, auto-fold (and tilt) heated exterior mirrors and keyless entry and start. 

It’s an impressive and competitive equipment list for a small SUV under $45K, even before we get to the performance and safety tech covered later in the review.

The 118i is powered by a three-cylinder turbocharged petrol engine, offering up 103kW of power and 220Nm of torque. It’s the same unit found in the Mini Cooper, albeit uprated by 3kW for the BMW.

It is front-wheel drive and the engine is paired with a seven-speed dual-clutch automatic transmission.

BMW says the 118i can cover the 0-100km/h sprint in 8.5 seconds.

If you’re after a quicker 1 Series, then the 180kW i28ti or 225kW Mi35i xDrive could be a better pick.

The CX-30 GT SP is powered by a 2.5-litre, naturally aspirated, four-cylinder petrol engine producing maximum power of 139kW at 6000rpm and peak torque of 252Nm at 4000rpm.

It’s a proven all-alloy unit featuring direct-injection as well as variable intake and exhaust valve timing with drive going to the front wheels via a six-speed auto transmission. 

The AWD version of the GT SP adds an electromagnetic multi-plate clutch pack (managed by a multitude of sensors) to selectively engage the rear wheels, as well. But its engine and transmission combination is identical to this FWD model’s.

According to BMW, the 118i consumes 5.9 litres of fuel per 100 kilometres. During my week of mixed driving with the hatch, I recorded a much higher average figure of 10.8L/100km. This was exacerbated by the fact I did my main test drive shortly before returning the car. It was much more efficient around town.

It has a 50-litre fuel tank and does require premium 95 RON petrol. In terms of CO2, the 118i emits 135g/km.

The CX-30 GT SP FWD’s official fuel consumption figure on the combined (urban/extra-urban) cycle is 6.6L/100km, the 2.5-litre atmo four-cylinder engine emitting 154g/km of C02 in the process.

It features fuel-saving stop-start and cylinder deactivation functions as standard and over a combination of city, suburban and some freeway running we saw an average of 8.4L/100km, which is average for an SUV in this class. A comparable hybrid package would easily better this result.

Based on the car’s 51-litre fuel tank theoretical range between refills is 772km, which drops to just over 600km using our real-world test consumption number. But the good news is this CX-30 runs happily on cheaper 91 RON ‘standard’ fuel.

To be honest I wasn’t particularly hopeful of an engaging driving experience with the 118i given I have been underwhelmed by the base Mercedes-Benz A-Class. But after a week with the 1 Series, I reckon it might well be the pick of the premium players in this segment.

The 118i is also a much more enjoyable car to drive than the entry-level version of the outgoing X1 SUV with which it shares a powertrain. If you don’t need the extra cargo space or the ride height of the X1, then please test drive the 118i just to see what you’d be missing if you opted for the X1.

BMW has always excelled when it comes to building punchy powertrains for driver’s cars, and that continues to be true, even for its smallest internal combustion unit.

The 103kW/220Nm turbocharged three-pot is smooth yet responsive, offering linear power and torque delivery and acceleration that will bring a smile to your face.

Obviously it’s not as quick as its sportier 1 Series siblings, but make no mistake, you can still have fun in a 118i.

There’s a little bit of lag when taking off and some hesitation from the seven-speed dual-clutch transmission during shifts, but neither are deal-breakers.

That obsession with driver engagement has paid off with the steering which is quick and direct.

The suspension is geared towards dynamism and as a result of that, and the sharp steering, you’ll be seeking out the nearest twisty section of road every time you get behind the wheel. It’s planted in corners with excellent road-holding characteristics.

Unfortunately that dynamic tune, and the low-profile tyres, means the ride is on the firmer side and a little jiggly around town, but it settles at speed. 

In terms of visibility, the 118i has huge B- and C-pillars, small rear side windows and a narrow rear windscreen, so you’ll be relying on the parking sensors and camera. The 11.4m turning circle feels large for a small car, too. 

The cabin is well insulated from some outside noise but coarse chip roads will make their presence felt.

It’s rare in 2024 to find a small SUV that doesn’t have at least one turbocharger attached to its engine, the CX-30’s 2.5-litre ‘atmo’ four being one of those increasingly scarce examples.

But Mazda’s been laser-focused on extracting maximum power and efficiency from its non-turbo petrol engines for yonks and this one stands up well.

It doesn’t have the low-down punch a turbo typically delivers but maximum pulling power arrives at a useable 4000rpm and it’s eager enough for easy city and suburban running as well as confident freeway cruising.

Although Mazda doesn’t quote an official number you can expect a sprint from 0-100km/h in around 8.5 seconds, which is quick for the class.

Worth noting engine noise and a raspy exhaust note make their presence felt under acceleration and the throttle isn’t as refined as it could be. Not a huge deal, but a slight jerkiness is evident on initial, especially moderate, acceleration.

The six-speed auto is smooth and fuss-free, the steering wheel paddle shifters on hand if you need to intervene and select a specific ratio. ‘Sport’ mode peps things up, causing the transmission to shift down earlier and up later. But it’s aggressive in that it often holds onto a gear for too long and you find yourself diving back to the default normal setting.

Tipping the scales at just under 1.5 tonnes, the CX-30 is underpinned by a MacPherson strut front, torsion beam rear suspension and ride comfort on typically pock-marked urban surfaces is average for the category. That is, a bit jittery over bumps and corrugations but there’s no bone-jarring going on here.

Steering feel and response is good and the grippy steering wheel helps with a connection to the front tyres. Speaking of which, the standard rubber is high-performance (215/55) Dunlop SP Sport Maxx 050 which is  grippy and commendably quiet. 

Push on into a corner and the CX-30 remains balanced and predictable with body roll well under control. Torque vectoring, by engine and physical braking, is also onboard to reel things in if you overstep the mark.

Braking is by discs all around, vented at the front and solid at the rear, and they wash off speed effectively with a satisfyingly progressive pedal action.

Vision is good, which combined with the CX-30’s compact dimensions and 10.6m turning circle, means parking is easy. Especially when you factor in the hi-res reversing camera and front and rear parking sensors. 

The CX-30 carries a maximum five-star ANCAP assessment from early 2020 when the car was introduced locally.

It scored a stunning 99 per cent in the adult occupant protection category and an impressive 88 per cent for child occupant protection.

Active (crash-avoidance) tech includes AEB (operating from 4.0-160km/h) as well as lane keep assist, lane departure warning, traffic sign recognition, intelligent speed assistance, blind-spot monitoring, front and rear parking sensors, rear cross-traffic alert, a reversing camera and tyre pressure monitoring.

Mazda’s ‘Vision Pack’ is also standard which includes a 360-degree camera view, ‘Cruising & Traffic Support’, driver fatigue monitoring and front cross-traffic alert.

The airbag count runs to seven - dual front and front side, full-length side curtains and driver’s knee.

There are three top tether points for child seats across the second row with ISOFIX anchors on the two outer positions.

BMW continues to offer a three-year/unlimited kilometre warranty for its models, which is disappointingly a couple of years off most rivals these days.

The German giant also does things a little differently when it comes to servicing. Instead of service schedules, it has ‘condition-based servicing’, which is when the vehicle’s computer will inform you when the car needs a service. 

BMW’s Service Inclusive pre-paid plan runs for five years or 80,000km for the 1 Series, and costs $1700 up front when you buy the car. That averages out to about $340 per service, which isn’t bad for a premium marque.

Mazda covers the CX-30 with a five-year/unlimited km warranty which is the norm in the mainstream market, and it’s worth noting a growing number of competitors are now at six, seven or even 10 years, although the latter are typically conditional on authorised dealer servicing. Roadside assistance is provided for the duration of the warranty.

Service is recommended every 12 months or 15,000km and Mazda’s ‘Service Select’ program sets maintenance pricing out to seven years, the lowest over that period being $352 and the highest $626, for an annual average of $459, which is reasonable but not exceptional for the category.

For comparison, a similarly specified Toyota C-HR averages $330 per workshop visit over the same period.