Mazda MX-30

SUV-like ride height is a more rare feature on EVs, but the MX-30 offers a commanding view of the road. There’s a decent amount of nooks and crannies for interior storage, and although the center console is wide, it’s padded enough that it doesn’t intrude painfully on the driver’s knee.

We were a bit worried when we first saw photos of the MX-30’s climate control screen because it appeared to hide commonly used functions on a screen-based menu, but it turned out to be a false alarm. There are still tactile buttons on the side of the screen for the most frequent choices, such as temperature selection. This allows for easy use with gloves on, or for drivers to find buttons by feel without taking eyes off the road. We can’t help but wonder why Mazda is seemingly okay with a low-mounted touch screen for the climate system, but the primary infotainment display can only be controlled with a rotary dial, as with other Mazda models.

Aside from some efficiency displays in the infotainment screen and a charge status display in the gauge cluster, there aren’t any specific features that make it easier to own the MX-30. For example, many newer EVs will automatically show charging stations along a navigation route, or even design a custom route to maximize range and minimize stops to plug in. Not so with the MX-30. Where most EVs have at least some storage space under the hood, the little Mazda has no “frunk.” Instead, there is a gaping hole where the range extender engine will eventually reside. Another glaring omission is the lack of any one-pedal driving option. There are paddles behind the steering wheel, but there are only two levels of regenerative braking to choose from. Aside from the neat interior flourishes, it feels like a converted gas-powered car.

We thought the MX-30’s steering felt dull and disconnected, which is very atypical of Mazda. The car is still responsive through turns, aided by its small dimensions, but unlike other Mazda models, its steering lacks the satisfying heft that builds naturally the farther you turn the wheel.

Usually, we’re impressed with how quiet EVs are. But the MX-30’s electric motor whirred loudly—especially at highway speeds. We suspect the expanse of empty space surrounding the electric motor underneath the hood is partially to blame. There is a subtle, but undefeatable, synthetic noise played through the speakers in an attempt to mask the motor sound.

The MX-30’s gear selector looks like a traditional lever that moves forward for park and back for Reverse, Neutral, and Drive. But Park requires that the driver move the lever forward and left. It took us a while to get the hang of this, and we’re not sure why Park wasn’t in a more traditional position.

If there’s one thing both modern Mazdas and EVs are known for, it’s a good burst of power from a stop. But the MX-30 somehow lacks that sprightliness. Highway merges and acceleration from stop lights feel strained.

We drove the MX-30 on a rainy day, and drops of water obscured the view of the backup camera. Unfortunately, the slanted roof and small windows made it difficult to navigate in reverse while looking out the back.

Perhaps inspired by similar doors on the modern classic RX-8 sports car, Mazda installed clamshell doors on the MX-30. They’re also common on extended-cab pickup trucks, but we’re not sure how much sense they make here. It’s impossible to open the rear door without opening the front door first, and that makes it very difficult for rear passengers to get out without being let out, because they have to reach the front door release. In addition, gusts of wind might blow the doors closed on themselves in the wrong order—front door first. They also result in extremely wide body pillars that hurt side visibility. One benefit compared to a two-door car is being able to access the rear seats without first having to move the front seats out of the way.