Mazda MX-30 test: an electric crossover that convinces when driving it

For its first electric car, Mazda has done things very well. They don't say it, but it's as if, from the very beginning, they had as one of their main objectives to offer a driving feel and dynamic behaviour as similar as possible to one of their petrol-engined cars. Saving, of course, the distances, marked mainly by the characteristics of each technology. And with all the advantages – also the disadvantages, at least today – of the electromobility.

With this I have already advanced one of the first sensations that the new Mazda MX-30 in this first contact. Although it is better to go little by little. And a good start is to talk about Prices.

Mazda MX-30: range and prices for Spain.

Mazda markets the MX-30 with a single engine and battery option: 143 hp of power and 35,5 kWh of capacity, respectively. The approved autonomy is only 200 km according to the WLTP cycleThere are four finishes for the Spanish market, applying to the recommended list price a Promotional discount of 1.210 eurosWith this discount, the prices of the range are as follows:

• MX-30 Origin: 33.165 euros
• MX-30 1st Edition: 33.380 euros
• MX-30 Evolution: 35.640 euros
• MX-30 Zenith: 37.050 euros

Additionally, as with all electric cars, you could add the discounts that the Plan Moves II, which allows you to access the MX-30 Origin for just under 28.000 euros. With or without a discount, The MX-30 is not that expensive when compared to some of its direct alternatives.. It is another matter if we analyze the autonomy/price ratio. But the MX-30 does not enter into that game.

Un BMW i3 It starts at 40.600 euros, although it has 170 hp and reaches 300 km of WLTP approved autonomy. Smaller than the Mazda but also with that extra exclusivity compared to options from other generalist brands we have the Honda and, from 34.400 euros for the 136 hp version with 222 km of autonomy.

Other cheaper rivals that exploit the practical aspect more would be the Hyundai Kona EV or Peugeot is 2008. If we compare it with a petrol CX-30, the 2.0 hp 180 Skyactiv-X with automatic transmission and Mild-Hybrid technology (ECO label) costs around 4.000 euros with the same equipment. That is, with purchase aid, you get the electric car “at the price of gasoline”.

By the way, one note: the equipment of the Origin versions is already very complete as standard. But as long as it continues to be offered, the 1st Edition leaves no room for doubt: it costs just 215 euros more and offers extra equipment that includes, among other things, adaptive led headlights, heated seats (the driver's seat with electric adjustments and memory), gloss-finished wheels, a central armrest and a higher level of upholstery, with a choice of two options: modern or vintage.

Like all Mazda “MX”, a different model

What Mazda does say at the start when presenting the MX-30 is that the name “MX” has been used in this model because, as with each of the brand’s cars that have worn these initials, the electric crossover also responds to a challenge: to break away from the conventional and offer new values. Among all these Mazda “MXs”, both prototypes and production cars and racing vehicles, one shines with its own light: the MX-5, which has already become an icon.

The MX-30 will hardly reach that status of a legendary car, even though it is the first 100% electric model from the Japanese brand. But, without a doubt, it is different from everything that is coming to the market in this category. By design, but also by the driving experience it provides. And by the brand's commitment to going "against the grain", never better said, and not obsessing over the autonomy. We will talk about this later.

First, a few brushstrokes on the exterior design of the MX-30. It measures 4,40 metres long, 1,80 metres wide and 1,57 metres high, more or less the same as the Mazda CX-30, although the latter is around 30 mm lower. The generous body protections, especially in the wheel arches, as well as a greater ground clearance than in a compact, give it that air of SUV… or of CrossoversBut if it weren't for that, its silhouette would be closer to that of a compact car.

Don't be "fooled" by the photos, as I was. In person, and especially in the most striking body colours (up to three shades can be combined between the body, roof and pillars), the MX-30 is more attractive – or less "strange", depending on how you understand it – than some of its features suggest. Although its lines are not as harmonious and elegant as what we are used to from the brand. Next to a CX-30, for example, there is no colour that is worth it...

Without a doubt, the door opening system, with the rear doors smaller than the front ones and opening in the opposite direction of travel, is one of its most distinctive features. It is not the first Mazda to use this system, which we already saw in the Mazda RX-8. Curiously, it is also used by one of the electric cars that could be one of the main alternatives to the MX-30, the BMW i3.

The Mazda MX-30's cabin

I don't particularly see any advantage to this door opening system over a conventional rear door, at least in a car the size of the MX-30. It may be easier to fit a child chair in the rear seats, for example. But access to these seats did not seem any more comfortable to me, despite the absence of a central pillar, as the rear door – and therefore the gap left when opening it – is very small.

Another thing is if the front seat backrest is folded down and the whole thing slid forward, although this is not essential. All the front occupant needs to do is briefly remove the seat belt, which is anchored far back due to the aforementioned absence of the central pillar.

One of the things I liked most about the MX-30 is that Behind the wheel you feel like in a CX-30, both in terms of the design and placement of the controls and in terms of the overall quality, presentation and fit of the controls. The differentiation here comes with the use of some exclusive materials to highlight the sustainable aspect of the electric car, applied with great taste. For example, the Natural cork in some areas on the centre console. Or the fabric on the door panels, which is made from recycled PET bottles – although you wouldn’t notice this if you weren’t told, just like the fact that the so-called “Premium Vintage” leather, which feels great and looks even better, is artificial.

The floating console is a real success. The gear selector lever and the control knob are located here. multimedia system, whose 8,8-inch screen, located in a high position in the center of the dashboard, is not touch-sensitive. Better. It is handled in a safer and more intuitive way with controls like Mazda's, which, unfortunately, many brands are abandoning, relying on "touch" for everything. The system MazdaConnect it's compatible with Apple CarPlay and Android Auto, always via cable connection and USB port.

The design of this console leaves a generous space underneath for storing items, as well as having an SD card reader, a power socket and two USB sockets. Ahead of the gear lever, in this floating console, there is a second 7 inch touch screen, from which the air conditioning or seat heating and ventilation are controlled.

The third of the three screens available in the MX-30 cockpit is on the instrumentation, which continues to rely on two analogue clocks. It is 7 inches, and is placed right between these two indicators, one that shows the energy used and the recharging phases when braking or decelerating, and another for the battery level. It allows you to choose between different menus from the steering wheel itself, and offers very legible graphics with good resolution. As if that were not enough, the instrumentation is complemented by a HUD system that projects relevant information directly onto the windshield, which I also found to be very well resolved.

Rear seats and trunk: a car designed for the city

As for the rear seats, the CX-30 is approved for five passengers, so there are three seats here. And they are not at all comfortable for adults, let alone two. There is little room for the knees, and not being able to put the feet under the front seats, plus the height of the floor when the battery is underneath, forces you to sit with your knees bent and raised in relation to your hips. This is something to take into account depending on the use you are going to make of the car, although Mazda is clear about who it is aimed at: short and mainly urban journeys.

In this sense, the trunk capacity It is proportionally much better than the comfort in the rear seats. It has 365 litres, about 65 less than the CX-30, with which it shares the platform and exterior size. It is certainly more than enough for a car that, as we say, is not designed for travelling with luggage. Under the boot floor, the subwoofer that incorporates the most powerful sound system can be installed.

Mazda MX-30 range and recharge times

To understand the philosophy behind this car, and why Mazda has chosen to offer it with “only” 200 km of autonomy, when the trend is to fit batteries with greater capacity or, at least, to offer several options, it is necessary to take into account who it is aimed at. And Mazda is clear about this: they will be customers with a rather high purchasing power, for whom technology and design are differentiating factors, and who need a second car at home intended for urban journeys. These are users who, according to studies carried out by the brand, do not travel more than 50 km per day, in the best of cases.

If the MX-30 appeals to you, and its range is already a reason to rule it out, there is another possibility: The extended range version is expected in 2021, which uses a Wankel engine petrol engine located next to the electric motor at the front (a space has already been provided for this) to generate electrical energy on board while driving. BMW already offered a similar solution in the i3 REX, in this case with a twin-cylinder motorcycle engine placed under the trunk floor.

For now, and lacking a thorough review, the MX-30 has already made one thing clear to us: The 200 km of approved autonomy are easy to achieveBecause consumption is very low, around 18 kWh per 100 km, even if you drive without paying attention to efficiency. And this is combining kilometres of curves and highways with urban driving. In the city it should not be difficult to reach 250 km with a single battery charge.

With a maximum charging power With a 6,6 kW AC power supply and 50 kW DC power supply, the MX-30 can go from 20 to 80 percent battery capacity in 3 hours on a single charge. Wallbox, or just over half an hour with a fast charge. With the launch promotion, in addition to the discount, Mazda includes a Wallbox (with an estimated price of 800 euros, installation is separate) and advantages in electricity tariff prices by contracting the special plan offered by Iberdrola.

At the wheel of the Mazda MX-30

Now it's time to talk about sensations, and the MX-30 is a pleasant surprise. Especially considering that the best comparison point would be a CX-30, which weighs 300 kg less. The MX-30 "gained" a lot of kilos, but not all of them are due to the electrification process: to do away with the central pillar and use this door opening system, the body needs additional reinforcements.

This weight is not a problem even on courses with linked curves, which do not seem, at least a priori, the best terrain for the MX-30. But The feel of the steering wheel is magnificent, both for the engine response and the behavior of the chassis, including the steering, suspensions and brakes.

Mazda proves that agility is not at odds with the driving comfort and refinement that an electric car allows, even if it is designed primarily for the city. And it achieves this through a combination of different factors.

One of them, the smooth engine power delivery, with 145 hp and 271 Nm that appear more smoothly and progressively than in other electric cars, in which when accelerating the sensation is more of an “on-off” one. This does not mean that the MX-30 does not have the immediacy of response that characterizes electric cars. The sensation, in fact, is that of a much faster acceleration than the 9,7 seconds officially announced. This is achieved, to a large extent, thanks to the active accelerator pedal, with a more gradual response when pressed slowly and more energetic when accelerating more quickly, even if not fully accelerated. The maximum speed is limited to 140 km/h.

The good suspension setup and precise and direct steering also contribute, along with the help of the e-GVC Plus system, which is responsible for distributing the torque that reaches the wheels dynamically to improve efficiency in curves by mitigating body movements during load changes. I also really liked an element that, in principle, does not seem to make much sense in an electric car. It is a Simulator that emulates the sound of a gasoline engineAnd it does so in a way that allows the driver to feel the acceleration without that strange sensation of absence of noise that electric cars have, but without ever becoming annoying, although perhaps Mazda should have considered making it disconnectable.

Finally, the MX-30 also stands out from other cars of this type in that it makes things very easy for the driver: there is not even a button to choose between different driving modes, which is not even used most of the time. The chassis already offers a perfect balance for any type of use.

Control over the engine is easily done through the steering wheel cams, with different positions to choose the retention level, two above the level offered by default by the “D” position of the gearbox, and two below. Of course, you have to learn how it works, because each lever is used for a purpose depending on the driving situation. For example, the left lever increases resistance and causes greater deceleration when driving downhill, but it also allows you to extend the range of control of the accelerator pedal, which also regulates the deceleration response according to the speed at which you lift your foot off the pedal. The right-hand paddle can be used, for example, to reduce resistance on an uphill slope or when driving on a motorway, making it easier to maintain cruising speed without paying as much attention to the accelerator.

Mazda MX-30 Image Gallery