SKYACTIV-G for facelifted Mazda3

The Mazda3 is going from strength to strength with a facelift, enhanced specification and an impressive new engine that leads the small-car class for fuel efficiency.

It's the new naturally-aspirated SKYACTIV-G engine in the upgraded Mazda3 range that is the big news. A four-cylinder displacing 2.0 litres, the highly efficient engine is good for a combined-cycle fuel consumption figure of 6.1L/100km — a figure Mazda claims equals the figure for Volkswagen's Golf with the 1.4 TSI engine.

The frugal powerplant is not ultimately as efficient as it might be though. For Australia, where most drivers fill up with 91 RON ULP, Mazda has bumped back the compression ratio from its sky-high 14:1 to 12:1. In Japan the maker recommends 95 RON premium unleaded and the SP20 could be expected to do better than 6.1L/100km in Australia using the higher octane fuel. But it’s a balancing act for Mazda; the SP20 can match the Golf’s fuel consumption without the VW’s added mechanical complexity (forced induction) -- and all while running on 91 RON. The factory is “on board” with the detuned engine for Australia though, says Mazda’s Public Relations Manager, Steve Maciver.

“All our passenger car range runs on regular,” explained Maciver; “and we were keen to continue that with Mazda3 – with the new SKYACTIV technology as well.”

“They [the factory] have been very supportive of that.”

Despite the lower compression ratio, the SKYACTIV-G engine is still 25 per cent more efficient that the conventional 2.0-litre engine in the Mazda3 range, according to the importer. Peak power of 113kW and torque (194Nm) are 4.6 and 6.6 per cent better than the respective figures for the continuing 2.0-litre engine in the Mazda3 Neo and Maxx Sport. The new engine powers just one variant in the range, the Mazda3 SP20 SKYACTIV. According to Mazda, the plant building the engine wouldn’t keep up with demand if the entire range migrated to SKYACTIV power, so the advanced technology engine will only be available in the higher grade model, expected to account for about 15 per cent of all Mazda3 sales moving forward.

The engine is mated to a six-speed automatic transmission that was also developed by Mazda under the SKYACTIV technology umbrella. Unlike other automatics, the Mazda's locks up mechanically for 90 per cent of the operating time; versus 55 per cent for conventional units.

The final piece of the SKYACTIV jigsaw puzzle is Mazda’s I-Stop system, which kills the engine when a certain level of brake pedal pressure is applied and the vehicle is at standstill. As for other sophisticated systems, it can determine the difference between higher pedal pressure, indicating the driver has relaxed the foot in anticipation of a longer wait, and lighter pedal pressure. Lower pressure tells the system the driver’s foot is tensed, ready to release the brakes for a start. In this context, I-stop won’t stop the engine. Should the engine stop to conserve fuel at traffic lights, a computerised system will ensure the engine’s internals are halted precisely with one cylinder at the commencement of its power stroke. Then, when the light changes to green, fuel is discharged into the cylinder and the charge is ignited for the engine to turn over – without need for a starter motor to do the grunt work.

At times, if the car is at standstill for a longer period, a message will display, encouraging the driver to apply more brake pedal pressure to stop the engine until it is required again. Conversely, if the system needs the engine to generate more power – to supply power to the air conditioning system, for instance – the engine will restart of its own accord, even if the driver is still pressing the brake pedal firmly.

The fuel-saving devices are the signature features of the SP20, but the whole Mazda3 range has been subject to a general upgrade for the new model year. All models gain from added rigidity and enhanced noise insulating properties. Both the MacPherson struts at the front and the multi-link rear end have been re-tuned to provide a better balance between ride and handling, plus the electrically-assisted steering – newly-introduced across the range – has been calibrated to deliver more positive feedback at middling to high speeds.

With the exception of the range-topping MPS and the new SP20, all Mazda3 variants score more equipment with the upgrade. The entry-level Neo now gets around on 15-inch alloy wheels and boasts body-colour door handles; the Maxx Sport gains auto-on/off headlights and rain-sensing wipers; and the SP25 now comes with bi-xenon headlights, sliding centre armrest, smart (keyless) entry with push-button starting.

Mazda claims that the Mazda3 Neo, priced at $20,330 for the manual variant, is not only $1000 cheaper than the superseded counterpart, but offers more value from its enhanced specification – to the tune of $1790. As Mazda has deleted the six-disc CD changer in lieu of a single-disc unit, the Maxx Sport manual variant, at $24,490, is $1870 cheaper than its forebear, but Mazda claims a difference in value of just $1815. The difference between the calculated value gain and the extra features is related to the downgrade in the audio system.

It’s a similar situation for the diesel; $27,360 is a price drop of $1870 over the previous price of $29,230, but value is calculated to be worth an extra $1815. At $31,490, the SP25 is now $1630 less than the previous price, but is worth $2885 extra in value, according to the importer. And the flagship MPS now comes in below $40,000 at $39,490 – a reduction of $2425 for added value worth $2175.

Automatic transmission as an option available with those models sold with manuals as standard costs $2000 extra for the Neo and Maxx Sport grades, or $2180 with shift paddles for the SP25.

The pricing for the SP20 starts from $27,990 and there’s a luxury pack model for $30,990, offering buyers the added comfort and convenience of bi-xenon headlights, a sliding centre armrest, leather upholstery and a premium BOSE audio system with 10 speakers including subwoofer.

While Mazda is taking advantage of favourable currency exchange rates to bring a better-equipped, lower-cost range to Australian consumers, it’s not all being done out of the goodness of the company’s heart. To illustrate, pricing of the Neo is clearly competitive with Hyundai’s recently introduced Elantra at the entry level and the incorporation of auto-on/off headlights and rain-sensing wipers in the Maxx Sport raises that car’s specification to the same level as the Mitsubishi Lancer VR, with the lower cost of the Mazda compensating for the six-stack CD that the Lancer offers.

Mazda has launched the new 3 at a crucial point in the sales calendar. The importer has done well to retain its fourth-place position in the market this year, despite the impact of the Japanese tsunami earlier on, and the 3 is challenging Holden’s Commodore for the accolade of Australia’s most popular car. With the runout of the superseded model and the need to ramp up sales again for the new car, the small Mazda’s pitch for the title might fall by the wayside.

Mazda Australia’s MD, Doug Dickson, states that pursuit of a number-one sales position for the Mazda3 is not driving any product planning decisions, all the evidence from the changes wrought for the new car notwithstanding.

Pictured: Mazda3 SP20 SKYACTIV

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