Mazda MX-30 R-EV long-term test

The car Mazda MX-30 R-EV Makoto Run by Allan Muir, managing editor

Why we’re running it To see how much more usable this quirky small SUV is when it's a plug-in hybrid rather than a regular electric model

Needs to Be more than just an urban runabout, successfully combining the refinement and lower running costs of an electric car with the ability to tackle longer trips without hassle

Mileage 6215 List price £35,895 Target Price £34,193 Price as tested £37,895 Dealer price now £24,900 Private price now £22,200 Test economy 65.8mpg Official economy 282.5mpg Running costs (exc depreciation) Electricity £170, petrol £186

8 October 2024 – In the final stretch

Whether you need an extra bedroom, a larger kitchen/dining area or a downstairs toilet, adding an extension can transform your home and make it a better place in which to live. Likewise, extending the range of the Mazda MX-30 by adding a small petrol engine to generate electricity on the go has had a dramatic effect on this small SUV’s usability. 

You see, the original, fully electric MX-30 couldn’t travel very far between charges. One of my colleagues ran one a couple of years ago and found its short range (barely 100 miles in real-world use) inconvenient for out-of-town journeys. In contrast, my more recent plug-in hybrid (PHEV) MX-30 R-EV reeled off longer trips with ease, while retaining many of the qualities that I like so much in fully electric vehicles (EVs).

As intended, the majority of the miles I covered in my car were on battery power alone, with top-ups being delivered by plugging in to my home charger. I was able to travel for up to 53 miles between charges – bang on the official figure – and on those shorter trips my MX-30 (like most PHEVs) felt as smooth, hushed and easy to drive as a full EV. 

It wasn’t as quiet as a full EV at sustained motorway speeds or when the battery level was low, though, with the rotary engine emitting a near-constant background drone as it worked to create electricity. Still, this didn’t stop me from taking advantage of its range-extending ability on occasional long journeys, when the combination of electric and petrol power allowed me to cover around 360 miles before I had to either plug in or refuel.

What’s more, I liked the fact that, apart from the elevated noise level, my car felt the same to drive no matter how much juice was left in the battery. Which is to say, it was very pleasant, with a nicely judged ride and handling balance, well-weighted steering and smooth, progressive brakes, although it could have done with a bit more punch for getting up to motorway speeds briskly and overtaking slower cars.

As well as being good to drive, my MX-30 felt great to sit in, with varied and interesting materials covering most surfaces. I found the driving position excellent – albeit not all that elevated – and the dashboard and steering wheel controls were mostly very user-friendly. Most of all, I enjoyed having a rotary controller between the front seats for easy, distraction-free interaction with the infotainment system.

However, I underestimated the inconvenience and annoyance of the MX-30’s short, rearward-opening rear doors. Even if it was just to stash a bag or coat in the back before getting behind the wheel, I found access awkward at best and sometimes impossible if another car was parked alongside.

The rather cramped and claustrophobic back seats managed to accommodate a single passenger on a few short jaunts, but I ended up treating my MX-30 more like a two-door coupé by favouring the decent-sized boot for carrying even small loads. Although I was under no illusions about the MX-30’s practicality limitations from the beginning, sometimes this frustrated me more than expected.

The other downside of the MX-30’s rakish roofline is that over-the-shoulder visibility is shocking. Pulling out of angled urban intersections could be nerve-wracking, and I was completely reliant on the door mirrors when changing lanes on the motorway. 

On the subject of running costs, the MX-30 R-EV wasn’t bad, although the petrol bills meant it cost me more than a full EV would have. I wouldn’t recommend this car to anyone who can’t (or won’t) plug in regularly, because fuel economy was poor (around 30-35mpg) with the generator running continuously. 

However, the higher costs can be justified in you do long journeys only now and then, because there’s no doubt that the addition of the range extender succeeds in allowing a car with limited usability to spread its wings considerably, and the MX-30 R-EV is still very keenly priced for a PHEV. Yes, those bothersome rear doors would make me think twice about considering another MX-30 in future, but my car managed to make up for most of its flaws with charm and likeability.

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