Mazda MX-30 R-EV 2024 review

Mazda has never shied from doing things differently, and the MX-30 R-EV is a case in point. Not only is it an unconventional type of ‘range extender’ hybrid, it also has a rotary engine. In a sector piled high with same-again small SUVs, it’s an intriguing alternative – albeit not one without certain drawbacks.

If your eyes glazed over reading that second sentence, allow us to explain. A range-extender hybrid is so-called because the combustion engine acts solely as a generator, there to extend the car’s range and boost its power output, rather than drive the wheels directly. In the MX-30 R-EV, a 830cc, single-rotor engine tops up the 17.8kWh battery, which in turn feeds an electric motor to power the front axle.

As for the engine, it spins a single triangular rotor inside a circular combustion chamber, rather than pumping pistons inside individual cylinders. Mazda has form with rotary engines, having fitted them to many of its sports cars, and says their advantages include compact size, light weight and smooth running.

As you may know, Mazda already sells a fully electric version of the MX-30. However its limited range – just 124 miles from a 35.5kWh battery – has stifled sales, prompting this more practical, range-extender alternative. It looks like the default option on paper, but how about on the road?

If that ‘MX’ prefix puts you in mind of the MX-5 roadster, prepare to curb your enthusiasm. Mazda might say the MX-30 is sporty and dynamic, but the reality is more… meh. Yes, it has more power than the electric version, but the R-EV also has to lug around an extra 131kg. So don’t expect too much Zoom Zoom, as Mazda might say.

Let’s start with the numbers. A power output of 170hp propels the Mazda to 62mph in 9.1 seconds and a top speed of 87mph. Official fuel consumption is 282.5mpg, although that figure is only realistic for shorter journeys with regular charging stops. More relevant are CO2 emissions of just 21g/km, which mean low tax bills – particularly in terms of BIK for company car drivers.

The presence of a 50-litre petrol tank also banishes range anxiety at a stroke. From fully brimmed to running on fumes, the MX30 R-EV can travel 423 miles: nearly three-and-a-half times further than the electric version.

For all its clever technology, the Mazda feels very conventional from behind the wheel. It operates in Electric mode until the battery is depleted, then switches into Normal, where the engine cuts unobtrusively in and out, recharging and maintaining the battery at a steady 50 percent capacity while it powers your progress.

The gearbox is automatic and the engine revs rise as you accelerate, rather than droning at a fixed rpm like some hybrids. Even so, the laboured, rather monotonous blare of the rotary engine is hardly inspiring.

The MX-30 R-EV is refined at motorway speeds, while its ride is pleasingly composed for a compact crossover. It takes corners tidily and safely, using regenerative braking to smoothly scrub off speed and charge its battery. However, the nuanced steering and poise of other Mazda models, such as the 3 hatchback, never make their presence felt. Shame.

The Mazda’s nicely designed and beautifully built interior stands up to comparison with premium-badged rivals, such as the BMW X1 or Lexus LBX. Its driving position is very comfortable and there is an interesting mix of quality materials – including sustainable cork on the centre console, a nod to Mazda’s origins as a cork manufacturer in 1920.

Unlike many car manufacturers, Mazda hasn’t taken a ‘bigger is better’ approach when it comes to infotainment. Its 8.8-inch screen uses a rotary controller, rather than touch inputs, to help you keep your eyes on the road. There is a smaller touchscreen lower down for the climate control, but it’s quick and intuitive to use.

Every MX30 also features a head-up display, along with Apple CarPlay and Android Auto phone connectivity. Options are quite limited and mostly cosmetic, such as alloy pedals or illuminated sill plates.

Inspired by the RX-8 – now a fully fledged modern classic – the MX30 has rear-hinged ‘Freestyle’ back doors that can only be opened after the fronts. They look cool, but are rather impractical, and you’ll forever be demonstrating to passengers how they work. After a week of running the MX-30 as a family car, we found them a pain.

Those sitting in the back of the MX-30 aren’t exactly spoiled for space either, although it’s fine for children. The car’s high waistline and small rear windows also make it feel rather gloomy back there. One neat touch, though: a switch on the back of the driver’s seat allows the passenger to slide it forward for easier egress.

As for the boot, a capacity of 350 litres (332 litres with the upgraded Bose audio system) is more medium hatchback than small SUV territory, which also limits the MX-30’s usefulness as a family car. It’ll be fine for daily duties, but holidays may require the optional roof box.

When the MX-30 R-EV was first launched, prices were level-pegged with the electric version. Now, the EV has got cheaper (a difference of £3,500 at each of the three trim levels), but its limited range means that, unless you solely want a second car, the range-extender still makes more sense.

Trim levels, you say? These start at Prime-Line (£27,995 or £191.65 a month at the time of writing), which comes with 18-inch alloy wheels, front and rear parking sensors, climate control air-con, cruise control and automatic wipers. Stepping up to Exclusive-Line (£29,995 or £224.15 per month) adds part-leather trim, heated front seats, keyless entry and tinted glass.

At the top of the range is the Makoto model (£32,395 or £258.46 per month), with a sunroof, heated steering wheel, adaptive LED headlights and a pair of three-pin plug sockets. So if there’s a power cut, you can plug your TV and kettle into the car. Probably.

Mazda first launched the MX-30 as a fully electric car in 2020. We’re not sure if the R-EV range extender hybrid was in the product plan from the start, or simply a response to slow sales of the EV. Either way, this alternative powertrain has granted the car a much-needed fresh lease of life.

Mazda’s history with rotary engines stretches back to the space-age Cosmo sports car of the 1960s. Most car manufacturers rejected the technology due to issues around reliability and high fuel/oil consumption, but Mazda has continued to refine it, now combining it with an electric motor to create a rotary hybrid in the MX-30 R-EV.

The beautiful Mazda Iconic SP concept suggests the next MX-5 could be a rotary hybrid, too. The show car produces a stonking 390hp – more than twice the power of the MX-30 – and tips the scales at a modest 1,450kg. So the future for rotary hybrids looks bright…