Perhaps the only thing you need to know about the MX-30: The function of the steering wheel paddles differs from what you are used to – pulling to the left increases recuperation and helps to save charge, pulling to the right puts it in coasting mode with minimal driving resistance.
On the left the petrol CX-30, on the right the electric MX-30 with rear side doors that open in opposite directions.
Synchronous motor and heat pump are modern on the electric Mazda. Elsewhere it seems outdated: The range is only sufficient for commuting, with the 2022 model year an 11 kW on-board charger was added.
From a height of 1.80 meters there is a risk of contact with the roof
engine
perfomance
torque
0-100km/h
Top
drive/transmission
Test Consumption/Range
battery capacity/tank
L/W/H
wheelbase
trunk
curb weight/load
trailer/nozzle load
Type classes (HPF/TK/VK)
Price (Electric: before funding)
cost per kilometer
It is all the more surprising that the Japanese have nevertheless opted for the spacious SUV format that is not absolutely necessary in the city; The rear can also be easily reached via the doors that open in opposite directions, the passengers on the back seat sit reasonably comfortably, but from a height of 1.80 meters there is a risk of contact with the roof.
Costs stay within limits
Rear visibility is even more obstructed than the petrol CX-30, and that’s saying something. Like the MX-30, the combustion engine is agile, somewhat stiffly sprung, tightly cut, and its range with the 51-liter tank is not huge.
Classic automotive aesthetics also in the electric Mazda. Cork inserts as a recycling set piece, but plastic dominates.
You can’t drive this naturally aspirated petrol engine lazily, which, thanks to the fine gearshift, isn’t a penalty. And the costs are also reasonable, only slightly above the Stromer tariff.
