The MX-30, Mazda’s first mass-market electric vehicle, packs quirky design touches with a one-size-fits-all approach.
It is engineered on a versatile platform used for a variety of electrified drivetrains, including a mild-hybrid version and a full-electric variant.
But the MX-30 is also a compromise car, or for some, a niche player.
The front-wheel-drive baby crossover is powered by a new Skyactiv powertrain that Mazda calls e-Skyactiv. It runs on a 35.5-kilowatt-hour lithium ion prismatic battery. Mazda says the motor delivers 105 kilowatts of power with maximum torque of 195 pound-feet. But it delivers just 100 miles of range and availability is limited to California for the 2022 model year.
Still, Mazda has adopted some novelty flourishes inside the cabin, including cork inlays for trim detailing. It is a nod to Mazda’s roots as a cork maker — the company was founded in 1920 as Toyo Cork Kogyo.
The well-equipped base version starts at $34,645, including shipping. The MX-30 qualifies for federal and state tax breaks for EVs. Mazda is working on a rotary engine range extender for the MX-30 and is expected to sell that version in additional states in late 2022.
We’ve rounded up some reviews.
“”cceleration is adequate. The MX-30’s 3,655-pound curb weight, 143 horsepower and 200 pound-feet of torque pencil out to a poorer weight-to-power ratio than its competitors. The steering requires a fairly high effort, but doesn’t provide much feedback, unlike the sporty tuning characteristic of most Mazdas.
“The driver can increase regenerative braking to recapture energy when slowing down, but the MX-30 lacks the ‘one-pedal driving’ feature many other EVs offer. One-pedal driving essentially raises the amount of energy channeled back to the battery when slowing down so much that the driver seldom has to touch the brake pedal at all.
“Mazda would’ve been better off launching the MX-30 — a sleek, distinctive little vehicle — with the plug-in hybrid the automaker says will go on sale in 2022. The PHEV will use a small Wankel rotary engine — the type Mazda made famous in its RX sports cars — to generate electricity for longer drives.”
— Mark Phelan, Detroit Free Press via Hamodia
“”he MX-30’s powertrain keeps it from being as fun-to-drive as its CX-30 sibling. The lone electric motor and 35.5-kilowatt-hour battery pack send just 143 horsepower and 200 pound-feet to the front wheels, which tugs the Mazda to 60 miles per hour in a lackluster 9.6 seconds. That’s slower than even the slowest alternatives; the Nissan Leaf and Chevrolet Bolt are both about two seconds quicker per testing by other media outlets.
“The MX-30’s lack of power meant burying my sneakers deep into the throttle to bring the car up to passing speed on the highway. Some onramps felt like an ordeal, with the pedal about plastered to the floorboard in order to match the speed of surrounding traffic. Between 50 and 60 mph, there’s a significant power plateau.
“But I never yearned for more oomph while driving the MX-30 around town; the 200 lb-ft was plenty to bring the MX-30 up to speed from a red light or stop sign. The MX-30 also has ample passing power below 60, which makes it peppy enough for the city, and on top of that, it nails the basic Mazda driving properties. The MX-30 is agile, quick-reacting, and fun to fling around, just like the CX-30.”
— Jeff Perez, motor1.com
“”he 2022 Mazda MX-30 EV might beat this curated canvassing by three-to-one odds. But 100 miles of range in a car that begins at $34,645 is a tough sell in an electric-car market where similarly priced competitors like the Chevrolet Bolt EUV and Hyundai Kona Electric double that distance and add around an extra 50 miles for good measure. The MX-30 doesn’t blow minds with charge speed, either; its 35.5-kWh battery pack charges from 5 to 80 percent in 36 minutes on a Level 3 50-kW fast charger. For Level 2, bring a book; the same charge range takes just shy of three hours.
“Those stats were all right for 2015, not great for 2021. Brand reps told us the goal was to avoid building ‘a battery on wheels.’ Job done on that part, as there’s barely any battery on which to mount said rollers. It also claimed the smallish battery size was chosen over a presumably larger battery pack for weight savings. Yes, just imagine the weight of a battery with 300 miles of range — but, er, also imagine the sales.
“Everything else with the 2022 MX-30 EV is chic and cheerful in typical Mazda fashion, particularly the tidy styling and excellent footwork while on the move. If you couldn’t guess, the MX-30 takes much of its structural bones from the CX-30, so the general swept-back origami-edged proportions are familiar. The new MX-30’s exterior duds are quite sharp; they look very much like someone slimed the CX-30 with a coat of pureed Volvo XC40 and Hyundai Ioniq 5. More so than any crossover ‘coupe,’ the MX-30 nails the not-a-two-door two-door look with the return of reverse-opening ‘Freestyle’ doors last seen on the bygone RX-8.”
— Conner Golden, Motor Trend
“”f your usage case for an EV is what Mazda predicts — 30 miles of daily commuting on largely flat terrain, plugging in at work and at home — then there is no problem. But if you want to take advantage of the MX-30’s engaging driving dynamics in a hilly area or enjoy a weekend road trip in its cozy seats, you’ll run into a couple of complaints.
“Mazda’s EV is currently only available with a single motor making 143 horsepower and 200 lb-ft of torque. It’s zippy enough around town, but on the highway, or even some of the wider, meaner streets of Los Angeles County, you won’t be passing any Teslas — or even Chevy Bolts. At the test track, it took a lazy 8.7 seconds to get the MX-30 up to 60 mph. The CX-30 does it in 7.6 seconds, while other similarly sized electric SUVs such as the single-motor ID.4 and the Hyundai Kona Electric do it in 7.6 and 6.3 seconds, respectively. It’s even worse at freeway speeds: Accelerating from 50 to 70 mph takes 5.3 seconds, which feels like an eternity on an onramp. Top speed is a mere 91 mph. This sluggishness is somewhat expected given the MX-30’s $34,695 starting price, which is slightly more than a Chevy Bolt EUV’s yet less than what it takes to unlock the ID.4 and Kona.
“Our well-equipped example cost $38,600. We tend to accept a certain lethargy in small gas engines in return for fuel economy or a low buy-in price, but electric motors need to make up for their lack of fun noises with fun acceleration. The drivetrain in the MX-30 feels detuned, maybe to stretch the range of its small 32.0-kWh battery pack, which leads us to our next performance demerit.”
— Elana Scherr, Car and Driver