It has been a good year since I was allowed to drive the Mazda MX-30 in prototype status in Portugal for a few kilometers. From a purely visual point of view, the prototype didn’t have that much in common with the Stromer, which stopped by me in mid-December 2020. But that’s the way it is with prototypes and production vehicles. While in Portugal I still had to get a feel for the driving style, recuperation and the special sound of the electric car, I was able to look at it in detail on site in Germany.
Instead of Stromer in the garb of a combustion engine, at the end of the year there was a full-fledged e-car to marvel at, which was in no way inferior to the static design prototype of the time. On the contrary, in its special paintwork 3-tone Polymetal Gray Metallic, it knew how to convince me a little more, as this knew how to underline the elegant appearance of the e-car even more. But you can convince yourself of that below. As you are used to from our test and driving reports.
As you are used to from my other test reports, the test of the Mazda MX-30 is completely subjective and looks at the all-electric car from my personal perspective. In doing so, I try to take up all the relevant points and also to reproduce interesting technical details that I encountered in my almost two-week test period. If you have any questions, just get in touch and I’ll try to answer them.
If you have already had personal experience with the Mazda electric car, then I look forward to hearing from you under this review. Otherwise, it doesn’t hurt to take a look at the FAQ if you have questions about e-mobility.
Mazda MX-30 e-SKYACTIV: See you again after a good year
So after a year it was in my yard, this time as a drivable e-car and no longer in prototype status: the Mazda MX-30 e-SKYACTIV. Like the pre-production version, this comes with a 107 kW / 145 PS electric motor and is therefore a touch more powerful than in the prototype status at the time. The torque could also be increased from 265 Nm to 271 Nm. The continuous output over 30 minutes is specified by Mazda with 81 kW / 110 PS.
The pressure on the power pedal doesn’t let the Mazda MX-30 push forward as noticeably as it did with the prototype. At least that’s my impression. And yet the Stromer knew how to exploit the advantages of the electric drive during the test period. In addition, Mazda has retained the sound design, which I was able to experience in December 2019 and which convinced me back then. For this, I quote from the “old experience report” .
“The electronic sound system in the interior, which is supposed to synchronize the engine torque with the sound frequency and sound pressure, makes the acceleration appear tangible in terms of sound when giving electricity. As soon as you take your foot off the pedal, the sound decreases. that the sound in no way seems strange or artificial. On the contrary, it feels natural and gives the otherwise quiet electric car its own voice in traffic. “
The Mazda MX-30 accelerates from 0 to 100 km / h in 9.7 seconds. The top speed is reached at 140 km / h. Of course, it cannot be compared with a Stromer like the Tesla Model 3 . But you don’t have to. Because the MX-30 takes a completely different approach. The e-car is intended for the city, as a second vehicle, for the typical routes that one covers in everyday life. Because in contrast to other automobile manufacturers, Mazda does not rely on a range monster for its debut electric vehicle. Instead, a lot of thought has been given to why a smaller battery is a better choice.
Joachim Kunz, Senior Product Development and Engineering, told Elektroauto-News that Mazda was guided by a study from Japan, among other things, which showed that a 35.5 kWh battery would run around 80,000 km with a diesel engine on CO2 emissions is tied. But more on that in one of the later sections. First, let’s take a quick look at the visual appearance of the Stromer.
Mazda’s Stromer in everyday life: dimensions, weights and comparison to the Mazda CX-30
Limited to the pure facts, the MX-30 is 4,395 mm long, 1,795 mm wide and 1,555 mm high. The wheelbase is 2,655 mm. This means that the e-car has almost exactly the same dimensions as the compact CX-30 – but with the roofline sloping sharply towards the rear. The turning circle diameter for the Stromer is given as 11.4 meters. The weight can be stated as follows: 1,720 kg empty weight, with a permissible total weight of 2,119 kg and 474 kg payload.
If you re-establish the connection to the compact CX-30 combustion engine, it is noticeable that the MX-30 relies on Mazda’s new ring structure, which, in conjunction with the massive steel frame of the battery, has over 40 percent more torsional rigidity than the CX-30. This has an extremely positive effect on the driving and steering comfort of the car for the driver. In order to further increase this driving and steering comfort, Mazda relies on a wheel load deceleration for the MX-30, which is based on the ideal line when driving. In other words, the MX-30 places the vehicle load on the front wheels when entering a curve, while driving out the load is placed on the rear wheels. Little things that you as a driver will certainly not notice in detail if you don’t consciously pay attention to them or deal with the electric car.
I would like to say a few words about the design, because in this case too, the automobile manufacturer is breaking new ground. The “Human Modern” interpretation of Mazda’s successful Kodo design gives Mazda’s first electric vehicle an independent appearance, which is further individualized thanks to the free-style door concept adopted from the Mazda RX-8 without a fixed B-pillar.
It is precisely these doors hinged in opposite directions that do not have a B-pillar that make the electric car something special. As a passenger, you get more comfort when getting on and off, more options for loading are created and handling with child seats is made easier. And yet this type of door does not only bring advantages. Because you can only get in and out when the front door is opened. In terms of comfort, the second row of seats in the MX-30 is also convincing. When it comes to headroom, however, you definitely have to accept compromises, especially if you are over 1.80 meters tall, like me. Depending on how far the driver / front passenger seat has been pushed back, you have to make do with little space. As a plus you can still hold on to
Mazda MX-30: between range and environmental balance
Let’s come back to “rightsizing”, by which Mazda understands the approach of giving an electric vehicle a CO2 advantage in the medium-term electricity mix in Germany and Europe even with lower total mileage. In the case of the MX-30, the first-time electrician will be able to cover a range of up to 200 km according to WLTP (combined). More than enough for everyday journeys.
Already mentioned at the beginning, the Mazda MX-30 relies on a 35.5 kWh battery, which is about 80,000 km on a par with a diesel in terms of CO2 emissions. With every meter that is then driven in the electric car, the Stromer shows its advantages. In comparison, Mazda had considered a 95 kWh battery, which is also available on the market. This carries a significantly larger CO2 backpack with it and even after> 160,000 km has not yet caught up with the CO2 advantage of the diesel. Hence the decision to “rightsize” the battery , which is not only noticeable in terms of CO2 emissions but also in the price of the electric vehicle .
Mazda’s European boss does not find the low, no longer entirely up-to-date route performance for a car of this size too bad . He assumes that ” the MX-30 will mainly be bought as a second vehicle and used in urban areas, but not for long trips, ” he told the NZZ.
In addition, the MX-30 can benefit from a range boost thanks to the recuperation power of the electric motor. Insofar as you choose the right level of recuperation in everyday life. As usual with other electric vehicles, the respective level can be selected using two paddles, on the right and left of the steering wheel. “The energy when decelerating can be recovered in five stages using steering wheel paddles. So you can sail depending on demand, or during Lupfen “slow , as our author Wolfgang MX-30 in his first test drive with the Mazda knew already noted.
Range and consumption of the Mazda MX-30
The Mazda MX-30 e-SKYACTIV should be able to cover a range of up to 200 kilometers (combined WLTP cycle). This had to be proven. Before we turn to the everyday range or consumption, however, first a few facts about our test car, clearly summarized.
- AC synchronous motor e-SKYACTIV installed in the front
- 107 kW / 145 PS output
- 271 Nm
- Acceleration from 0-100 km / h in 9.7 seconds
- 140 km / h top speed (electronically limited)
- 200 km range according to WLTP
- Power consumption (weighted) of 19.0 kWh / 100km
Everything was included, from pure city trips to overland and motorway trips. This gave us the opportunity to map a very good cross-section through the routes that the MX-30 would probably have to master even under “normal conditions”. In the end, due to the current Covid-19 restrictions, there were only about 350 kilometers on the clock that I covered. Still enough to get a first picture of the Stromer.
Mainly the 350 km were covered in the city and overland. Autobahn were only there for a short distance. As mentioned at the beginning, the MX-30 was not quite as lively as I was used to from the comparable (technical data) Renault ZOE, for example . Regarding power consumption, it has to be said that the MX-30 did worse.
If the WLTP values are 19.0 kWh / 100km, at the end of the test period I was able to look at 21.1 kWh / 100km. So once again quite a bit below the manufacturer’s specifications. Despite a leisurely, anticipatory driving style and using the recuperation paddles. If you compare this to the ZOE, which achieved around 14.7 kWh / 100 km at the end of around 900 km of test drive, the Mazda Stromer is in a worse position. In addition, it is important to consider that the ZOE is a tad cheaper. A 1: 1 comparison is really not fair; there are different target groups – but it just makes sense.
Charging the Mazda MX-30 e-SKYACTIVE in everyday life
For Mazda it would have been easy to compensate for the disadvantage of the “small battery” with better charging performance . But then you didn’t do it after all. The MX-30 can be charged by DC charging via CCS connection with up to 50 KW. According to data from Fastned and the display of the live data when charging, the Stromer has reached its peak between 36 to 37 kW charging power at around 55%. This means that it can still be charged from 10 to 80% in just 39 minutes. So it’s okay.
At home, however, the whole thing slows down a little. Because there it can only be charged with one phase. This means that charging on a 22 kW wallbox takes 4.5 hours. At the household socket it is all the more important, it takes 15 hours 30 minutes until the battery is full again. Three phase charging in the next generation and the MX-30 is even more convincing here.
Exterior and interior of the Mazda MX-30 in detail
Hopefully first experiences, described impressions and integrated photos have given you an impression of the MX-30 from Mazda. Now let’s dive in a little more together and take a closer look at the exterior and interior of the Mazda electric car.
Exterior: MX-30 a powerful, minimalist beauty
If the automobile manufacturer Mazda has its way, the MX-30 embodies power and beauty in equal measure. Coupled with doing without unnecessary elements and concentrating on the essentials. This is how the Stromer presents itself in the Kodo design mentioned above, which embodies the “human modern” approach through the combination of natural presence and simple shapes.
A symbol of simplicity and strength that Mazda strived for when designing the Stromer is certainly the front. Compared to other Mazda models, it does without the characteristic radiator grille. Instead, the designers worked to ensure that the reflections and elements converge centrally in the Mazda logo. The strong, uniform impression extends from the front section over the large side to the rear. With the C-pillars, care was taken to ensure that they pivot downwards at an acute angle in order to seamlessly connect the roof and passenger compartment with the rear. All in all, the e-car has a simple, yet expressive and diverse design.
The appearance of the MX-30 is underlined by the matching paintwork. In the case of the test car from Elektroauto-News.net, this came with a 3-tone paint job, which is subject to a surcharge. The metallic paintwork, which can be found on the sides between the A and C-pillars and on the tailgate, underlines the streamlined design of the passenger compartment and at the same time creates a visual connection to the rear end. The 3-tone paintwork is offered in combination with the body colors Magma Red Metallic, Polymetal Gray Metallic and Moonstone White Metallic and contains a black roof paint and window frames, which are combined with Magma Red Metallic and Moonstone White Metallic in gray and in combination with Polymetal Gray Metallic in silver are painted.
One of the most striking features of the Mazda MX-30 is its extraordinary freestyle doors that do not have a B-pillar. Thanks to the tailor-made hinges, the front doors can be opened at an angle of up to 82 degrees and the rear doors up to 80 degrees. This simplifies entry and exit even for people with wheelchairs and provides space for loading. By eliminating the central B-pillar, a stroller, for example, can be parked right next to the rear seat, which means that children can be placed gently and comfortably in the child seat.
Freestyle doors
All in all, the MX-30 is truly an eye-catcher, especially if, like me, you are more into minimalist design approaches. Coupled with a decent workmanship and a well-rounded overall appearance, the Stromer cannot not please. And to be honest, just the already mentioned freestyle doors, which open in opposite directions, make Mazda’s debut Stromer a design piece par excellence.
Interior: reduction, open spaces and sustainable materials
The “human modern” design of the exterior is also continued inside the vehicle. The comparison to other vehicles of the brand is not difficult, as Mazda relies on the characteristic driver-oriented cockpit. The MX-30 has a horizontal layout that emphasizes the width of the vehicle and gives a sense of spaciousness. The “floating” center console, which is independent of the surrounding components and houses all the necessary controls, is certainly noticeable.
Paired with the touchscreen display, this gives the electric car a modern flair. The space that this floating design creates can be used freely to stow smaller items and at the same time serves to create a connection between the driver and front passenger seats. The center console also clearly shows the brand’s sustainable approach. Mazda specifically relies on materials that minimize environmental pollution.
Cork, as one of the sustainable materials used, cannot be hidden in the Mazda MX-30. The cork is usually obtained in the production of bottle corks. The naturally obtained product is obtained from removed tree bark. Since no trees have to be felled for this, the environmental impact is extremely low. Mazda also uses the visual warmth emanating from the material to create a sense of well-being for the driver and front passenger. The soft feel of the material makes it ideal for shelves in the center console and door handles.
The Stromer also uses fibers that are made from recycled PET plastic bottles and used in the upper part of the door panel. In contrast to plastics or leather, it supports the typical vehicle feeling of openness – also thanks to a surface that appears to contain air. A newly developed process for the joint shaping of textile and synthetic fibers creates a material with a soft feel that is easy to process. Some of the seat fabrics use up to 20 percent recycled fibers, while the feel and high-quality look are retained.
It should also be mentioned that Mazda relies on a hybrid of a seven-inch touchscreen, which enables closer communication between the vehicle and the driver. This enables the air conditioning to be controlled with regard to temperature, air flow and seat heating while driving. In addition, there is the 8.8-inch display on the dashboard, which was introduced in the Mazda3. All main functions are controlled by this; operated via the rotary knob and buttons in the center console of the Stromer.
A look at the technical specifications of the Mazda MX-30 e-SKYACTIV
Before we look at the technical data of the Mazda MX-30 in detail, it should be said that these are based on the technical data sheet as of 11/2020 and correspond to our test vehicle. You will also find additional technical details / data distributed throughout the entire test report.
| Technical specifications | Mazda MX-30 e-SKYACTIV |
|---|---|
| Body type | Hatchback, self-supporting Skyactiv-Body all-steel body with four doors (freestyle door system) and tailgate |
| Available equipment | Mazda MX-30 |
| Number of seats | 5 |
| Drive type | e-Skyactiv AC synchronous motor installed at the front, lithium-ion battery in the underbody |
| Max. Power (kW / PS) | 107/145 |
| At 1 / min | 4,500 – 11,000 |
| Continuous output 30 minutes (kW / PS) | 81/110 |
| Max. Torque (Nm) | 271 |
| At 1 / min | 0-3,240 |
| Maximum recuperation power (kW) | 65 |
| Battery capacity (kWh) | 35.5 |
| Battery voltage (V) | 355 |
| Battery weight (kg) | 310 |
| Battery charge | DC charging via CCS connection, AC charging via type 2 connection, maximum charging power 6.6 kW with 22 kW AC charger (wallbox or mobile AC charger) |
| Battery charging times (at 25 ° C battery temperature) | Fast charging 20-80% (DC) in 30-40 min., Wallbox 22 kW 80% (AC) in 4-5 h, Wallbox 22 kW 100% (AC) in 7-8 h, household socket 100% (230 V, 16 A) in 10-12 h |
| Front suspension | Skyactiv chassis with lower triangular wishbones, MacPherson struts, anti-roll bar |
| Rear suspension | Skyactiv chassis with twist beam rear axle, lateral stabilization via torsion profile |
| Gear ratio motor-drive axle | 9,986 |
| drive | Front-wheel drive with electronic torque control |
| Rim size | 7.0 J x 18 |
| wheel size | 215/55 R18 |
| Braking system | front: internally ventilated disc brakes rear: disc brakes Brake-by-wire control with adjustable recuperation, electronic brake assistant, electronic ABS with electronically controlled brake force distribution EBD |
| Brake disc diameter | 326 Ø mm at the front 303 Ø mm at the back |
| Steering system | Rack and pinion steering with speed-dependent electrical power assistance |
| Steering ratio | 15.94 |
| Turning circle diameter (m) | 11.4 |
| Length (mm) | 4395 |
| width (mm) | 1795 |
| Width with exterior mirrors (mm) | 2035 |
| Height (mm) | 1555 |
| Wheelbase (mm) | 2655 |
| Track width front / rear (mm) | 1,565 / 1,565 |
| Ground clearance (mm) | 130 |
| Trunk volume according to VDA standard (l) | 366 |
| Luggage compartment capacity with folded rear seats up to roof height according to VDA standard (l) | 1171 |
| Perm. Total weight (kg) | 2119 |
| Perm. Axle load front / rear (kg) | 1.078 / 1.116 |
| Empty weight 2 (kg) | 1720 |
| Empty weight without driver (kg) | 1645 |
| Load (kg) | 463 |
| Trailer load braked at 12% incline (kg) | not applicable |
| Trailer load braked at 8% incline (kg) | not applicable |
| Trailer load unbraked (kg) | not applicable |
| Max. Support load (kg) | not applicable |
| Max. Roof load (kg) | 75 |
| NEDC power consumption combined (kWh / 100 km) | 17.3 |
| Combined NEDC range (km) | 237 |
| NEDC range in urban areas (km) | 298 |
| NEDC CO2 emissions combined (g / km) | 0 |
| CO2 efficiency class 3 | A + |
| WLTP power consumption combined (kWh / 100 km) | 19th |
| WLTP power consumption in town (kWh / 100 km)) | 14.5 |
| WLTP range combined (km) | 200 |
| WLTP range in urban areas (km) | 265 |
| WLTP CO2 emissions combined (g / km) | 0 |
| Acceleration from 0 to 100 km / h (s) | 9.7 |
| Top speed (km / h) | 140 (regulated) |
| Driving noise (dB (A)) | 63 |
| Standing noise (dB (A)) | not applicable |
| Drag coefficient cw | is not available |
| Frontal area A (m2) | is not available |
| Maintenance service | every 20,000 km or every 12 months |
| Guarantees – vehicle guarantee – rust perforation guarantee – paint guarantee – mobility | Warranties 3 years / maximum 100,000 km 12 years 3 years unlimited if the maintenance instructions are complied with |
| Type classes liability / fully comprehensive / partially comprehensive | 14/19/22 |
Mazda MX-30: prices & promotion through environmental bonus
If you have been convinced by the impressions of the MX-30 from Mazda so far, then it is now time to take a look at the prices. We also do not want to ignore whether the environmental bonus for Mazda electric cars is an option.
Since February 2020, there has been more money when an e-car is purchased below a list price of 40,000 euros. 6,000 euros instead of 4,000 euros will now be reimbursed from the purchase price. For plug-in hybrids in this price range, there will be 4,500 euros instead of 3,000 euros. For electric cars with a list price of over 40,000 euros, the subsidy for pure e-cars will in future be 5,000 euros, for plug-in hybrids it will be 4,000 euros. So far, electric cars have only been subsidized up to a net list price of 60,000 euros. This cap will take place in the future at 65,000 euros. Furthermore, the latest economic stimulus package is intended to support pure e-cars up to a maximum of 9,000 euros; if the net list price is below 40,000 euros.
The Mazda MX-30 e-SKYACTIVE that was presented to me came with the usual standard equipment at a list price of ~ 32,646 euros – list price as of November 20, 2020 with 16% VAT. In addition to this, the Stromer had built in special equipment worth 6,777 euros. This consisted of the special 3-tone polymetal gray metallic paint (1,463 euros), the industrial vintage interior concept (1,950 euros) – details on this in the test report itself, the comfort package (1,950 euros) and the premium package with 360 ° monitor ( 1,901 euros).
For our test car – with the optional special equipment – a list price of 39,423 euros would have been due, including 16 percent VAT. According to the current regulation, the 9,000 euro environmental bonus would have been deducted from this. This would land you at 30,423.00 euros, minus the VAT savings due to the lower base price.
A conclusion after two weeks with the Mazda MX-30 e-SKYACTIV in everyday life
The MX-30 accompanied me for a good two weeks from mid to late December 2020. During this time, like many others, I wasn’t able to travel much due to the current Covid-19 restrictions. As a result, the Stromer was used right there, for which it is intended. Everyday urban life. Because of its range of 200 km according to WLTP alone, this is certainly not the first choice for making longer trips.
But it doesn’t have to, because Mazda makes it clear from the start that the MX-30 sees itself as an electric second car. Even if not as a cheap second car. The comparison to the ZOE from Renault is obvious and personally would be my first choice. Even if the overall appearance of the Mazda e-car is convincing, there are still a few small things that have to be addressed: Keyword charging.
If the range is rather short, you could definitely increase the charging speed for the wallbox at home. Or let the price difference to vehicles with a larger battery be more pronounced. Because in the end, despite the fact that the battery was made smaller due to the CO2 emissions, this will be the decisive reason for the Stromer to sell.
Either way, the Mazda MX-30 is a real eye-catcher that lives sustainability. Be it through the smaller battery, the use of sustainable materials or the catchy design, which will probably be remembered mainly due to its freestyle doors. Should Mazda actually bring the MX-30 onto the road with a range extender, there is no longer any need to discuss range fears. Only the subject of CO2 pollution will certainly come up again.
