The MX-30 EV is a confusing thing. It presents a unique package that is not shared with any gas-powered model, and its design details surpass the sub-$40,000 price tag. However, it does send out some disappointing signals about so-called compliant cars from a decade ago.
For the most part, these are small car electric conversions fiat500, Ford Focus, Chevy SparkAnd volkswagen golf coursejust to name a few—equipped with battery packs for approximately 100 miles of range and sold only in California or the West Coast.
While these models may have had the groundwork to demonstrate the upcoming EV technology, they were never sold in the US in high enough numbers to outpace the appeasement regulators in Sacramento.
2022 Mazda MX-30 EV
Mazda is doing it with the MX-30 EV. It plans to sell it in very low numbers of those models from a decade ago, and it lacks the performance, range and charging speeds that would attract higher sales numbers and general interest in the segment. EVs are booming.
A variety of mixed signals
At 100 miles according to EPA standards, it has the same city driving capabilities as the compliance cars of the old days. It charges quickly at the rate electric cars did 10 years ago — a speed that makes highway trips impossible. And it doesn’t always look like a finished product.
But in other respects, it seems that Mazda has reached its full potential. While they didn’t spend more money to give the MX-30 a little more range, they did give it some sumptuous cabin materials — including woven recycled fibers that are soft to the touch and some cork decorations look great, with Mazda noting that the company was originally a cork manufacturer. It feels exceptional inside — even if to some eyes (including mine) there’s just too much light.
For all the specials inside, the MX-30 looks awkward up close. While it mostly shares dimensions with the CX-30 on which it’s loosely based, the MX-30 has its own unique shape throughout. And while it can be appealing at some angles, when viewed up close, the sides meet the roofline in ways that tend to be seen through a fisheye lens.
2022 Mazda MX-30 EV
Excess design details, lack of space
The MX-30 has an attractive suicide door layout, which looks like it could help improve accessibility. But watch your noggin; even if it points to the front seats, the door cutout seems small. Getting into the back seat involved negotiating the side sills awkwardly high but below the bottom overhanging latch. And in any driving position close to an acceptable driving position for anyone about 6 feet tall, there simply isn’t enough space in the back for the head, knees or feet. . Or, as I have discovered, for a child seat while asking any adult to sit in front of it.
Instead of a revolutionary approach like that of the BMW i3, which redesigned the traditional cabinless cabin, the MX-30 is built on a borrowed ICE platform and represents an unwillingness from remove design features related to gasoline-powered models. Even as a coupe, it feels rather cramped up front. Because of the way Mazda designed the center console, it feels as if it takes up a lot of space between those in front, and for my long legs, the sharp side vertical edge is a constant reminder.
2022 Mazda MX-30 EV
2022 Mazda MX-30 EV
2022 Mazda MX-30 EV
To put it bluntly, Mazda has gone overboard with the design, and you either love it or hate it. After a week, I couldn’t understand the layout of the multi-level center console, what was inside it, and why the armrests couldn’t align with each other.
The 8.8-inch infotainment screen relies on a rotary controller (yup, no touchscreen) on the center console. Apple CarPlay works just fine over a wired connection, if you have a little patience. Between the infotainment screen and the dashboard, there’s a second 7.0-inch touchscreen that covers the climate functions and is flanked by hard buttons for important items like the defrost, thermostat, and more. speed and fan speed.
Effective, yes
Last year, when I spent a week with the MX-30 EV, none of the examples then showed up as available at West Coast dealers. It seemed like we missed a lot of just 520 MX-30s Mazda delivered for 2022. But now with the 2023 numbers confirmed — and the tantalizing possibility of one. MX-30 R-EV . extended shooting range—these details will be helpful in deciding if the MX-30 EV is for you.
The MX-30 delivers 143 hp and 200 lb-ft of torque through a single engine driving the front wheels. It feels quite powerful at low speeds, and is quite playful and quick up to about 50 mph, but other than that it’s nothing to behold.
2022 Mazda MX-30 EV
When I bought the MX-30, its trip calculator has never reset and at just over a thousand miles it shows 2.9 miles per kw. Once fully charged, it suggests a range of 97 miles—just 100 miles short of the official EPA range.
From what I’ve seen over the next few days, it’s easy to match the MX-30 EV’s EPA estimate, even in frigid weather (temperatures mostly in the 40s)—and very likely to exceed too it in warmer weather.
After nearly 70 miles—all mixed speed, suburban driving—the odometer has 31 miles and 32% remaining charge, and chimes and warns me that the battery is low . After 83 miles, the battery pack has 20% remaining and the range meter says 21 miles remaining. I arrived at a convenient charger with 14% remaining, when it estimated 16 miles left, and at that point I had 85.3 miles—very close to the EPA rating.
Overall, over about 110 miles including some driving beyond that charge, the MX-30 average locked in at the same 3.4 mph I saw on first charge.
2022 Mazda MX-30 EV
I used the climate control during that time, and it represented three or four “cold starts” where the heater needed to bring the cabin back to temperature. Based on a quick look at consumption with the climate system turned off, you can see 20% more in mild weather or just using the seat warmer.
Range, charging: This doesn’t work for highway trips
The MX-30’s DC fast charging is just as accurate as Mazda claims, but it takes a while to charge at the claimed speed to understand that this is going to be tough for any kind of highway trip.
I plugged in a 125 kw DC fast charger and the MX-30’s gauge cluster claims I have 2:15 left on a full charge. It looks like it should be much faster at first, as it spiked to Mazda’s listed 36kw max and stayed there for 14 minutes until I doubled the charge state to 28%. After that, the charging speed gradually slows down. Up to 40% is less than 21 kW, at 50% is about 18 kW.
2022 Mazda MX-30 EV
2022 Mazda MX-30 EV
2022 Mazda MX-30 EV
It seems like the right time to unplug at 54%, when it has dropped to about 17kw and the charger shows that I have added 40% and gone 40 miles in 40 minutes.
If you decide to try driving the MX-30 EV on a weekend road trip, that means the best case scenario is you’ll drive 70 or 80 miles at a time, then wait about 90 minutes for most of the charge. . When iterating over this pattern, simply put, you’ll charge more than you’ll spend on the road.
Driving Experience: Pleasant but not inspiring
The default MX-30 has really good regenerative braking which, when you lift the accelerator, compares with a petrol car that runs a few more than you normally would at that speed. From there, you can click two steps up to get to a destination that is essentially slow, or two steps down to get there akin to driving with one pedal, but leaving the brake app to you.
The MX-30 inspires driving, especially if your inspiration comes from tweaking the steering and suspension as you adjust to the network of city streets. While the steering offers unusually good feedback, and Mazda has worked to make the body stiffer, the high driving position and some front and rear throws on anything but surfaces. The perfect face can perfectly predict any confidence this setup inspires on twisty roads. Thanks to its small battery pack, though, its 3,700-pound weight is only slightly higher than comparable gas-powered models.
2022 Mazda MX-30 EV
Other pleasant surprises include how quiet the MX-30 is inside. It is very well insulated from road and wind noise—even at 75 mph, in any case, you won’t be in for too long, given the range.
Unfortunately, that means you only pay more attention to the “electronic sound” that the MX-30 produces at all speeds through the speakers, a whine/squeak that reminds me of games. old fashioned tank driver. It’s novel for the first few minutes, but I find it hard to filter out at city speeds. I prefer the silent nature of the tram and how it can help me get more in touch with the conversation in the car or in the cabin.
The manual explains: “Electronic audio is a system that uses loudspeakers to emit sound into the cabin to inform the driver of vehicle behavior.” I couldn’t find any alternative and no recommended way to turn it off (other than opening the door or turning on the electronic brake).
The price of compromise
The MX-30 is offered in base and Premium Plus models, with the main additions being Bose audio, a heated steering wheel, a surround-view camera system, and several other safety features.
My 2022 test model, the Premium Plus with metallic paint, added up to $38,150 when tested, including destination. For 2023, including modest price increases, it will total $38,990—and because it’s made in Japan, it doesn’t qualify for the electric vehicle tax credit.
2022 Mazda MX-30 EV
What does the MX-30 mean in today’s electric vehicle market? It does not compete with Leaf Nissan or Chevy Bolt EV. It is much more realistic.
Even two doors Mini Cooper SE seems like a pragmatic option besides this. It’s all relative.
The MX-30 isn’t much different from some of the compliant cars of a decade ago, either, but it can be as rare as some exotic sports car that costs many times as much. If you already have another car for your weekend getaways, so do you.
