Mazda has joined the electric cause with its new MX-30, and its clean-green credentials extend to far more than its means of propulsion. David Thomson reports after a spell behind the wheel of the flagship Takami variant.
WHAT’S NEW?
Mazda was a laggard rather than a leader in the pioneering days of electric motoring, but in a fashion typical of the Hiroshima manufacturer, it has joined the fray decisively with the MX-30.
Based loosely on the CX-30 crossover, but massively redesigned, the MX-30 is offered here as both a mild hybrid 2.0-litre petrol and as a fully electric machine. Both variants feature the extensive use of recycled materials and eye-catching exterior design.
Featuring a 107kW/271Nm electric motor powered by a 35.5kWh battery back, the pure-EV MX-30 is moderately powerful and offers a modest range (200km on the WLTP test) by current standards. That is entirely intentional and is based on Mazda’s assessment of three things.
The first is the ‘‘whole of life’’ CO2 emissions of different sized batteries versus conventional petrol engines. This view takes account not only of tailpipe emissions — which is what many EV buyers focus on — but also the CO2 used in extracting the raw materials of a battery from the ground, in manufacturing it, and in later disposing of it. Unsurprisingly, vehicles with smaller batteries reach ‘‘breakeven’’ with an internal combustion engine after fewer kilometres and go on to make a stronger environmental difference overall.
The second are the types of trips and average distances covered by the target market that Mazda NZ describes as “mainly urban private buyers’’.
Thirdly, a smaller battery pack can be installed low in the chassis between the front and rear wheels both to optimise handling balance and minimise adverse impact on cabin space. A smaller battery pack is cheaper, and lighter, too, though the 35.5kWh pack fitted to the MX-30 still tips the scales at 310kg, which is 20% of the vehicle’s total weight.
The pure EV’s electric motor is mounted quite conventionally, under the bonnet, and drives the front wheels via an e-Skyactiv direct drive single-speed transmission. A price tag of $74,990 reduces to $66,365 once the Government’s Clean Car rebate is included.
The MX-30 hybrid, meanwhile, combines a far smaller electric motor and battery with a 2.0-litre petrol engine to deliver peak outputs of 114kW and 200Nm. Also front-drive, it is priced at $46,790.
WHAT DOES IT LOOK LIKE?
While the starting point is recognisably CX-30, the MX-30 Takami EV had a more futuristic look.
There are obvious differences at the front including a far smaller grille and at the back such as the absence of tailpipes, but it’s the choice of rear-hinged back doors that sets the MX-30 apart.
This pillarless door set-up is something of a Mazda specialty, having last been seen on the RX-8, close to a decade ago. They give the MX-30 a handsome coupe-like look which is accentuated when one of the three-tone paint options is selected; the test car featured this $700 extra, along with the $300 option of metallic red paint.
There’s some neat detailing too, including the Mazda nameplate on a chrome strip at the base of each rear pillar, but aside from a small electric decal on each rear window, the only reference to the vehicle’s EV status is a small e-skyactiv badge on the tailgate.
WHAT’S IT LIKE INSIDE?
An interesting and cleverly-executed juxtaposition of thinking is evident within the cabin. On the one hand, there’s a clear desire to make a strikingly futuristic and environmentally credible statement, on the other, Mazda wants things to be reassuringly normal in terms of the actual business of driving the MX-30.
Starting at the back, and like the CX-30, boot space is adequate rather than startling, at 341-litres with the rear seats raised, increasing to 1171-litres when folded down. The rear-hinged door set up has both pluses and minuses in terms of accessing the back seats. The seats themselves are reasonably accommodating, though legroom is tight, and visibility from the back is not great.
The front of the cabin showcases Mazda’s desire to make an environmentally friendly statement that extends beyond the MX-30’s EV powertrain. This is done through the innovative use of materials including vegan ‘‘leather’’, recycled threads in the cloth trim, and an upper door trim material made from recycled PET bottles. Most eye-catching of all is the recycled cork surfacing around the free-floating centre console. Using cork is both contemporary and a nod to the past, as Mazda started out as a cork manufacturer in the 1920s before becoming a car maker. Bold and visually effective, the inclusion of eco-friendly materials is achieved while still maintaining the quality feel of the cabin.
There’s no shortage of contemporary technology either. Two centre colour touchscreens are provided, one mounted high on the dash for the navigation, infotainment and EV motoring display screens, and one mounted lower down for the climate control system. Along with the usual wireless and wired connectivity options, there’s even a regular 240-volt 3-pin plug socket at the base of the console.
However, Mazda has stuck with an analogue main instrument cluster. There is an LCD monitor between the main gauges, and even a conventional fuel gauge to show the amount of battery charge remaining. There is a conventional gear-shift lever, too, though with ‘‘park’’ oddly requiring a shift to the right from reverse. With no gears to worry about, the paddle shift controls on the steering column are deployed to manage the intensity of the regenerative braking.
WHAT’S STANDARD?
Takami grade brings with it an array of standard kit including keyless entry and push button start, a power-operated sunroof, power adjustable heated front seats with combined synthetic leather and cloth trim, a 12-speaker Bose sound system, dual zone climate control, satellite navigation, and 360 degree surround view camera system, head up display and front and rear parking sensors.
Key safety items include adaptive radar cruise control, adaptive LED headlights, lane assist and land departure warning, front and rear emergency braking with pedestrian detection, blind spot monitoring, and front and rear cross traffic alert. The navigation system includes traffic sign recognition and a driver attention alert system is also fitted.
WHAT’S IT LIKE TO DRIVE?
One of the most impressive things about the MX-30 EV is that it is supremely easy to drive, even for electric novices; just hop aboard, press the start button, select drive, press on the accelerator, and glide off down the road. Conventional instrumentation keeps it simple, though some instruction may be required to get to grips with the regenerative braking.
Acceleration is adequate rather than startling when measured against the stopwatch, but like most electric cars, the MX-30 EV is more immediately responsive than its petrol equivalents under acceleration, especially stepping off the mark. Aside from a subdued EV hum, it is silent at around-town speeds, easy to steer, and the ride is quite cushioned too.
Though it fails to accelerate like a rocket ship, the combination of the CX-30’s well balanced underlying platform and the weight distribution enabled by the battery location, ensure that the MX-30 drives nicely though twists and turns — not ‘‘chuckable’’ in a sports-car sense, but secure and deftly well-balanced, even when pressed hard.
EASE OF MOTORING
The MX-30’s battery pack can be refreshed via commercial chargers of up to 50kW capacity in the usual way; about 40 minutes is needed to bring the battery from near-empty to 80%. Home charging is possible either by a conventional socket or more quickly by a wall box fast charger. Normally costing $2000, a wall box charger is being included as a no-cost extra with the first MX-30 EVs delivered here.
Perhaps of more interest is the impact of its relatively small battery on range. By way of an opening gambit, while the 200km WLTP figure is the MX-30 EV’s official combined cycle consumption, a real-world range of about 160km is what Drivesouth came to expect during a mix of light-footed motoring in and around Dunedin.
As Mazda rightly claims, that is more than adequate for everyday round-town motoring, even for those with a moderate daily commute from anywhere within half an hour’s drive from work.
Life will become less convenient on longer trips. A drive from Dunedin to Invercargill, Alexandra or Timaru is not possible without a recharge. Three EVs have appeared on these pages in recent months that are capable of managing — if driven with care — a Dunedin-Queenstown or Dunedin to Wanaka run without any pause to recharge. For those same vehicles Invercargill, Alexandra and Timaru are all within very easy non-stop reach from Dunedin.
None of these are journeys the MX-30 will manage without a stop to add charge along the way. Fortunately, the ongoing roll out of commercial charge points in the lower South Island (about 40 south of the Waitaki now) mean this is no longer a logistical limitation.
So while by no means a reason to steer clear of the MX-30, it is a factor to be aware of when considering it as an EV choice.
VERDICT
Mazda’s never been afraid of playing its hand differently to the rest of the motoring pack, and the MX-30 is a case in point. Beautifully and cleverly designed, engagingly conventional to drive, and lacking only for a little range, it is a vehicle that excels in being both thoughtful and thought provoking at the same time.
