Mazda on Friday unveiled a range-extended version of the MX-30 electric vehicle, called the Mazda MX-30 e-Skyactiv R-EV.
The MX-30 R-EV will offer a much greater range than the MX-30 EV’s 100-mile EPA. But as Mazda USA suggested earlier in the week, this model was previously confirmed for the US may have been delayed or canceled altogether.
The R-EV is virtually indistinguishable from the MX-30 EV except for some decorative differences. That means you’ll get the same rather eccentric package — a compact crossover with a slightly more rambunctious roofline and two smaller rear-hinged rear doors. The bottom line: The MX-30 is essentially the same overall size as the CX-30 crossover, but it doesn’t offer much usable passenger space.
2023 Mazda MX-30 EV
Instead of a 35.5 kwh battery pack, the R-EV gets a 17.8 kwh battery, allowing for a 53-mile range under the more generous European WLTC combo standard. Based on how plug-in hybrids differ from that European standard, that could mean around 40 miles of plug-in range by US EPA standards, though much of that depends on the government itself. test cycles.
The Wankel rotary engine range extender is a 0.83-liter unit — with a single rotor, as opposed to the dual rotor units in previous RX-8 and RX-7 sports cars — that makes just 73 horsepower and 86 lb-ft of torque. Its part-time job (and only job) is just driving a generator. That pair fits under the hood with an electric motor, making 168 hp and 192 lb-ft of torque here—about 25 hp more but 18 lb-ft less than the MX-30 EV. . Its official 0-62 mph time is 9.1 seconds
Mazda MX-30 R-EV
Mazda MX-30 R-EV
Mazda MX-30 R-EV
Mazda boasts that the use of a rotary engine instead of a reciprocating engine (piston) allows for a more compact packaging and weight savings. Mazda says the engine’s side covers are made of aluminum rather than iron, which it claims has cut more than 33 pounds. Overall, the R-EV weighs 3,912 pounds—257 pounds more than the EV’s curb weight.
Fuel efficiency was terrible in previous rotary designs and exhaust from the exhaust was a challenge, which made this engine design a confusing choice in the first place; but Mazda says direct fuel injection makes it more efficient. It has also added an exhaust gas recirculation (EGR) system to help increase efficiency at low loads and further developed the design of the washers, which is a weakness of the rotary engine.
Mazda MX-30 R-EV
Mazda says the MX-30 delivers the same driving experience whether it’s running entirely on the battery pack or when the engine revs. That’s different from the only other US market-widening EV in recent years, BMW i3RExcan sometimes get stuck and lack power on long highway stretches, when its small two-cylinder range extender under the cargo floor can’t keep up.
The Chevrolet Volt sometimes referred to as an extended-range electric vehicle, but Green Car Reports doesn’t consider that to be the case, as the full-size petrol engine drives the wheels at light cruise speeds.
Mazda MX-30 R-EV
Mazda says that one of the reasons behind this configuration is to extend driving range for long trips, and despite that and the car’s range of specs, it says nothing about performance. results of the MX-30 R-EV in extended range mode — or its mode. highway range.
The 13.2-gallon fuel tank isn’t the same as the small under-two-gallon tank used in the BMW i3 REx, so taking into account a full charge and a full tank, the RE-V will likely deliver all the range. of a gasoline vehicle. And really, what can stop the drivers from doing that?
Mazda MX-30 R-EV
The answer could be that, like the i3 REx, it’s just an easier car to drive with the engine off. Small revs need to spin at 4,700 rpm to produce peak power. The shrill sound of the engine spinning during acceleration is mesmerizing, but any owner of an RX-8 or RX-7 sports car can attest that rotary engines tend to be unpopular. on long road trips.
There also seems to be a gray area where the engine will start even while charging—a serious problem for anyone expecting a true electric city driving experience.
Mazda says that in EV mode, the R-EV will exclusively use electric drive “until the gauges indicate that the battery is completely drained.” It also notes, even in EV mode: “In addition, in situations such as if the driver needs to accelerate suddenly and intentionally presses the accelerator pedal beyond a certain point (equivalent to accelerator pedal switch on standard automatic transmission vehicles), the rotary engine generator will activate and generate the required output power.”
Mazda MX-30 R-EV
In Normal mode, Mazda says the engine revs up more often, based on how far you press the accelerator. There’s also a Charge mode that can save power so owners can drive gently in EV mode or later use their car to power devices. Owners can set the maximum amount they want to charge, in 10% increments.
According to Mazda, using the MX-30 R-EV’s 7.2-kw built-in charger — more than the 6.6-kw charger that comes with US MX-30 EVs — can charge from 20% to 80%. in about 90 minutes. It’s unclear if that 20% charge is the lowest for power-only operation. It is also one of the only vehicles with DC fast charging—in the case of the R-EV, the output goes up to 36 kW and allows charging from 20% to 80% in about 25 minutes.
Mazda MX-30 R-EV
The R-EV supports V2L and has an outlet in the cargo area that delivers 1500 watts.
It will be launched first in the Edition R version that features a rotary engine-inspired design, Mazda says — with Rouge Metallic roof accents and black bodywork and trim.
That includes the unique wheels, plus some nods to the unique trochoid shape of the engine rotor’s movement, including a logo with an extra orange accent “to convey the power needed.” needed to generate energy,” said Mazda.
Mazda’s rotary engine returns in 2023 as a range extender for the electric MX-30 crossover
Mazda has yet to confirm pricing for Europe, but it says it’s not much more expensive than the MX-30 EV, if at all. “Large batteries are more expensive, so using one makes the vehicle more expensive,” the product information provided says. “In addition, the life cycle assessment (LCA) perspective requires optimizing the battery capacity of the vehicle.”
Now that it’s outlined what it is and how the specs are written down, it’s not only something that stumps Americans when they buy a car, but it’s also a vehicle that Americans, literally, there can’t be.
