Rolling up in its first all-electric offering, the 2022 MX-30, Mazda has arrived fashionably late to the EV party. It’s one of the company’s most important debuts, as the MX-30 lays the framework for the electrification of future models. It’s on the lower side for range, and there are a few quirks sprinkled in the MX-30, as well as some questionable design elements. However, everyone has to start somewhere, and for Mazda, this is its lane-change into an upcoming electric world.
With up to 161 km of range, the MX-30 runs off a 35.5-kWh lithium-ion battery powering an electric motor that generates 143 horsepower and 200 lb-ft of torque, powered through the front wheels. An all-wheel-drive system would’ve increased cost and weight, plus reduced range. On the road, there’s still the push of instant torque, but with the smaller-sized architecture, it’s not as brisk as its bigger-battery competitors, acceleration-wise.
Mazda’s power set-up is well-suited for daily urban life, with it easily being able to reach highway and passing speeds, along with being planted yet nimble on city streets. Cornering and handling are respectable, as are straightaways, as Mazda has done its best to maintain its impressive driving dynamics. It’s not as “fun” to drive as a Mazda 3 or MX-5, but for what it represents, it’s far from boring on the road.
There are five levels of regenerative braking controlled through paddles on the steering wheel. The right paddle increases coasting and the left paddle increases resistance, which maximizes the amount of power returned to the battery. The default position is three, and there is no one-pedal driving feature. I averaged between 130 and 140 kms each charge through a frosty February week that saw the HVAC system heavily used, and for my lifestyle, that’s plenty. Range anxiety can easily be quelled with some research and planning for driving behaviour to maximize up to 161 kms.
2022 Mazda MX-30 Photo by Jay Kana
2022 Mazda MX-30 Photo by Jay Kana
2022 Mazda MX-30 Photo by Jay Kana
2022 Mazda MX-30 Photo by Jay Kana
2022 Mazda MX-30 Photo by Jay Kana
2022 Mazda MX-30 Photo by Jay Kana
2022 Mazda MX-30 Photo by Jay Kana
2022 Mazda MX-30 Photo by Jay Kana
2022 Mazda MX-30 Photo by Jay Kana
2022 Mazda MX-30 Photo by Jay Kana
“The MX-30 EV was not intended to be a do-it-all vehicle for most people, and it may not appeal to a mass audience,” Chuck Reimer, Mazda Canada’s Manager of Product Communications, says of the lower range. “But for customers who appreciate the priority that Mazda places on the driving experience and overall design and attention to detail, we believe the MX-30 will create a bond with owners in a similar way that the MX-5 does as well.”
The MX-30 offers all three levels of charging, and for the ever-important 20-to-80-per-cent times, it works like this: Level 1 takes 13 hours and 40 minutes; Level 2 takes two hours and 50 minutes; and Level 3 will conveniently charge in 36 minutes. The majority of EV drivers will have a Level 2 charge box installed at home, or have close access to public charging stations.
Mazda’s research claims the average Canadian drives 40 km daily, which would allow the MX-30 to fit the lifestyle of those that Mazda is targeting. As someone who lives in central Mississauga, there are over 20 chargers within five kilometres of my home, so even without a Level 2 home charger, there are nearby options.
Inside, the cabin is handsomely designed with familiar components, aside from the new HVAC system, which is now a 7.5-inch screen at the bottom of the centre stack. Bookended by hard-touch buttons, you’ll have to touch the screen for a few commands, including the heated seats and steering wheel. Mazda has pushed the comfort and safety of its vehicles via their “human-centric design philosophy” and this steps away from that by complicating heavily used features.
2022 Mazda MX-30 Photo by Jay Kana
2022 Mazda MX-30 Photo by Jay Kana
2022 Mazda MX-30 Photo by Jay Kana
2022 Mazda MX-30 Photo by Jay Kana
2022 Mazda MX-30 Photo by Jay Kana
2022 Mazda MX-30 Photo by Jay Kana
2022 Mazda MX-30 Photo by Jay Kana
2022 Mazda MX-30 Photo by Jay Kana
2022 Mazda MX-30 Photo by Jay Kana
2022 Mazda MX-30 Photo by Jay Kana
2022 Mazda MX-30 Photo by Jay Kana
2022 Mazda MX-30 Photo by Jay Kana
2022 Mazda MX-30 Photo by Jay Kana
2022 Mazda MX-30 Photo by Jay Kana
2022 Mazda MX-30 Photo by Jay Kana
2022 Mazda MX-30 Photo by Jay Kana
2022 Mazda MX-30 Photo by Jay Kana
2022 Mazda MX-30 Photo by Jay Kana
2022 Mazda MX-30 Photo by Jay Kana
2022 Mazda MX-30 Photo by Jay Kana
2022 Mazda MX-30 Photo by Jay Kana
The infotainment screen and dashboard smartly remain the same and if I had a say, give me a fully digital dashboard before a digital HVAC system. The estimated range and battery percentage are clearly marked, steering wheel controls continue to be intuitive, and the infotainment rotary dial is still easy to navigate.
In a throwback to Mazda’s start as a cork company in 1920, the MX-30 has cork sparsely placed throughout the interior; the comfortable seats are made from 20-per-cent recycled threads; and the door panels are partially made from recycled plastic bottles. The front of the MX-30’s cabin is spacious for its smaller exterior footprint, while the rear seats and legroom aren’t as generous. Then again, with up to 161 km of range, rear-seat passengers won’t be complaining for too long.
Outside, Mazda’s opted for coach doors, which helps with ingress/egress for rear passengers but is a nuisance for front occupants, as they have to exit the vehicle each time. The front and rear ends maintain Mazda’s minimal design ethos but adds some chiseled lines for a refined and modern look. The side profile isn’t as flattering, with a bloated arched top for the roofline, though while peculiar, it wouldn’t be a dealbreaker for me. Overall, it’s certainly more cute than attractive. Cargo space is fair, with 431 litres with the rear seats up; and 1,053L with the seats folded.
Standard safety is aplenty and includes blind-spot monitoring, rear cross-traffic alert, radar cruise control, pedestrian detection, lane-departure warning, lane-keep assist, and a few others.
Interestingly, at the time of posting this review, the MX-30 is only available in Quebec and British Columbia. Mazda figured since 75 per cent of all EVs sold in Canada in 2020 were in the aforementioned provinces, it was best to launch there. If there’s a change in Ontario government this June, perhaps it’ll have expanded availability. Pricing for the GS comes in at $42,150; and for the top-trim GT at $47,150, which includes upgrades such as a Bose 12-speaker sound system, moonroof, two-tone leatherette-and-cloth-trimmed upholstery, 10-way power-adjustable driver’s seat, folding mirrors, adaptive front lighting, and others.
In today’s world, where the majority of EVs have range that at least double the MX-30’s, it’s easy to glance past this cute electric ute. To that, Reimer says “As technology for battery EVs improves, many people expect all new EV models to stretch the limits of range as far as possible. With our first EV, Mazda went against this narrative to create a vehicle that would still provide enough range for daily urban commuter use, but reduce the weight and wastefulness of carrying a bigger battery pack that isn’t always needed.“
Mazda’s gearing up to offer 13 new electrified vehicles in the next three years, and this is a crucial first step forward for the automaker. The MX-30 was intended to be a secondary car, a mostly urban car that could get Mazda’s foot (tire?) in the door. It won’t be for everyone — and likely won’t be for many — but for what it is, its purpose, and its scalable architecture, this is a smart move by a premium brand to put its future plans in motion.
Keyword: SUV Review: 2022 Mazda MX-30