Some electric cars reduce more emissions than others.

Mazda's Managing Director in New Zealand, David Hodge, says the company is not only focusing on reducing the environmental impact of its BEVs, it also favours a multi-solution approach which includes not just electric, but the use of other fuels derived from renewable sources. To this end, Mazda Corporation has been working with Hiroshima University and Euglena Industries in developing a carbon-neutral microalgae biofuel that doesn’t compete with food production.

Mazda’s multi-solution approach is a view that recognises that, although the modern world is turning electric, there will still be a need for other methods of clean propulsion as well as technologies that can meet the various needs of the end customer.

Mazda shares the same target as the government – to be carbon neutral by 2050 - in its vehicle manufacturing and Hodge welcomes a number of the plan's measures including funding for low-income families to buy low-emitting vehicles and improvements to EV charging infrastructure.

But where the government is focused primarily on the electric solution, Hodge says Mazda is treading a somewhat different path.

“We don’t think electric is a silver bullet everywhere,” says Hodge. “It will play a major role in New Zealand but our belief is that a multi-solution approach is the most practical way of reducing global CO2 emissions from vehicles.  

“The source of fuel is a big point for Mazda. Many governments are banning ICE (internal combustion engines) vehicles as an easy political fix but we think it is not the engine that should be the focus. No, it should be the fuel that’s the focus – whether it’s petrol, diesel, or electricity from fossil fuels or renewable sources,” he says.

Despite this view, Hodge says EVs have a big future in New Zealand, especially because of the high demand among the environmentally conscientious.

He also believes New Zealand is well-placed for large EV fleets because most of its electricity (81 per cent in 2020) is generated from renewable sources.

"The MX-30 Electric, for example, has been deliberately designed with this in mind – its smaller 35.5V battery is ideally suited for everyday use without hiking up the CO2 emissions that occur with the production of bigger battery EVs."

He says the government - which is considering a ban on fuel-burning cars by 2050 and a ban on importation of ICE vehicles by 2035 - will have a big influence on how the electric landscape evolves here.

Hodge says while all EVs are part of the journey to develop more sustainable fleets, he believes not everyone will switch to electric.

“We expect that ICE engines, combined with some form of electrification, will still account for the majority of the vehicles we produce up to 2030 and that liquid fuel will remain dominant in the automotive industry as a whole, nationally, until at least 2040."

Hodge says when electricity is derived from non-renewable sources, EVs actually produce more CO₂ than ICE vehicles. Globally over 60 per cent of electricity is sourced this way (in New Zealand it is much lower at around 20 per cent).

"Mazda Corporation will only introduce EVs as the optimum solution in countries where electricity is generated from such clean energy," he says. "If this is not the case, it makes sense to look at other fuel options."

Mazda New Zealand Manager, Product and Sales Planning, Tim Nalden says while the MX-30 Electric marks an important step in the multi-solution approach, it is also aimed at "undoing the myth" about EVs.

"New Zealanders drive, on average, less than 30km a day, so the average MX-30 charge easily lasts a regular working week," he says. "A long-range prerequisite is simply a myth because we know the reality is most Kiwis only drive long distances a few times a year. Furthermore, because a home wall-charger is provided with the MX-30, the MX-30 can quickly and easily be charged to 100% every day – akin to your smartphone. It’s the perfect daily-driving car for every household.”

Nalden also notes that because more CO₂ is emitted during the production of a battery than in the manufacture of petrol-powered vehicles, EVs hit the road with a relatively large carbon footprint  and, the larger the battery, the larger the CO₂ baggage.

"Large batteries emit a lot of CO₂ (during manufacturing) which is counter to the whole idea of reducing emissions," he says. "They also add weight, which is the enemy of efficiency and performance."