2012 Mazda3 SKYACTIV
There have been a slew of new fuel saving power train technologies in recent years from hybrids to full-electrics and even fuel cells. Still, the traditional gasoline or diesel internal combustion engine is far from obsolete, and many would argue it hasn’t come close to its full potential for efficiency, especially when combined with a new whole-vehicle approach to saving fuel. And, that’s just the point of the new Mazda3 SKYACTIV.
Mazda plans to spread its new SKYACTIV approach across the brand, but it’s the 2012 Mazda3 that is the first to bring much of the technology to market, and that’s fitting as it is Mazda’s best selling model. And one of the big reasons the Mazda3 sedan and 5-Door hatchback are so popular is because of Mazda’s zoom-zoom nature that is fully evident in the 3’s compact chassis. And while that chassis is not all-new for ’12, and therefore doesn’t get the full SKYACTIV effort, it does get an all-new power train, the heart of every fuel saving program.
The 2-liter SKYACITV-G gasoline I4 puts out 155-horsepower, up 5-percent and 148 pound feet of torque, up 10%; all thanks to both intake and exhaust variable valve timing, direct injection, and a hefty 12-to-1 compression ratio. Low-friction transmissions are new as well, and both manual and automatic are efficient 6-speeds.
All of that makes for Government Fuel Economy Ratings of 28-City and 40-Highway for our SKYACTIV-Drive automatic. That’s a solid 20% boost over the non-SKYACTIV 2.0. The manual rates slightly lower. We average 33 miles-per-gallon of Regular in real world driving. SKYACTIV also helps the Mazda3 get a very good Energy Impact Score, burning through just 10.4-barrels of the black stuff, while emitting just 4.5 tons of CO2 per year.
As to the ‘whole car’ fuel saving aspects, the updated styling also improves aerodynamics. That includes a new front fascia with redesigned grille opening for better airflow management. Additional covers under the car help keep the air moving smoothly as the new Mazda3 sedan cuts through air with 7% less drag than before. SKYACTIV models are also set apart by a transparent blue ring in the headlights, and badging. New 16-inch alloy wheels complete the package.
The transformation inside the cabin is a bit more thorough. A new instrument cluster adds blue accent lighting and there’s new satin trim throughout. The Multi-Information Display is now easier to read, and there’s a new shifter to go along with the new transmission, as well as new fabric choices for the seats. Touring trim adds Bluetooth and our GT a new 265-watt 10-speaker sound system. The Mazda3 is the only vehicle in this class to offer Blind Spot Monitoring. Rear seat legroom is among best-in-class, but we still felt cramped and the long, wide, flat floor trunk looks as if it would hold more than the 11.8 cubic-feet of cargo that it’s rated for.
While the chassis is unchanged mechanically, some additional reinforcements have been added, as well as extra body welds, which helps to give the already solid feeling Mazda3 an even more unyielding feel. Through the cones, the Electro-Hyrdraulic power steering provided good feel and quick response, and the 3 gripped our cold test track well, even with snow tires. Off the line, the fuel-efficient SKYACTIV power train stood up well. The 2-liter has adequate torque right from the get-go and reached 60 in 8.9-seconds. Power quickly levels out, and the full quarter mile passes in a leisurely 16.9-seconds at 86 miles-per-hour.
As to pricing, a well equipped Mazda3i Touring SKYACTIV 4-door begins at $19,245. That’s only $350 more than a comparable non-SKYACTIV sedan. The hatchback adds $600 more to the base price.
While every manufacturer is now shooting for 40 miles-per-gallon in the compact car segment, Mazda’s whole vehicle approach, which includes not sacrificing driving enjoyment, makes the new Mazda3 a hit with us. And as Mazda expands this approach throughout their line-up, with new lighter-weight chassis’s and even diesel engines, we look forward to getting even more SKYACTIV in the future.
Specifications
- Engine: 2-liter SKYACTIV-G I4
- Horsepower: 155
- Torque: 148 lb-ft.
- 0-60 mph: 8.9 seconds
- 1/4 mile: 16.9 seconds @ 86 mph
- EPA: 28 mpg city/ 40 mpg highway
- Energy Impact: 10.4 barrels of oil/yr
- CO2 Emissions: 4.5 tons/yr
2024 Hyundai Kona Electric
Plugging In And Riding The Wave
With Hyundai expanding their fantastic lineup of IONIQ EVs, it’s easy to forget about the Kona, which has been available in all-electric form since 2019. In fact, this second-gen Kona was designed as an EV from the get-go and adapted to employ ICE powertrains for those who are either not ready or not willing to go down the full EV path. It’s a great strategy, one we’re about to dive further into.
As we nudge closer to the theoretical end of the internal-combustion engine for our personal transportation, it’s vehicles like this 2024 Hyundai Kona, available with both ICE and electric powertrains, as in this Kona Electric, that are best equipped for this transition, allowing consumer demand to be the sales driver.
All Kona Electrics are front-wheel drive, available in SE, SEL, and Limited trims. The base SE gets a 133-horsepower motor and a range of 200 miles from its 48.6-kWh battery. SEL and Limited get a larger 64.8-kWh battery, and a bigger 150-kW motor producing 201 horsepower and 188 lb-ft of torque. This Limited is rated for 261 miles, but based on our highway-heavy driving loop, we’d put the actual range closer to an impressive 290 miles. With DC Fast charging, the Kona Electric can get to 80 percent in 43 minutes, and with the charge port mounted right up front, we like the convenience of being able to just pull right up to the charger without worrying about which side the port is on.
Now, this is not the kind of EV that feels crazy fast wherever you go, but like most EVs it clearly has an edge over gas-fueled competitors. And it was plenty quick at our test track, where despite a hesitation to deliver full power immediately off the line, 60 mph arrived in just 7.1 seconds; plenty quick for a commuter car and half a second quicker than its turbocharged ICE counterpart. Power did seem to taper off towards the end of the track, but we still managed to clear the quarter in a decent 15.6 seconds at 92 mph. Stops from 60 were well-controlled and consistent, averaging 110 feet with good initial bite, and an acceptable amount of nosedive.
This is not the kind of EV that feels crazy fast wherever you go, but like most EVs it clearly has an edge over gas-fueled competitors.
Carrying its powertrain weight down low instead of over the front axle, the Kona EV felt even more stable in our handling course. The front end will start to slide as you reach its limits, but we’ll chalk that up to the hard, eco-minded tires as much as the chassis. The steering feel tightens up quite nicely in Sport Mode.
This second-generation Kona is much roomier inside than the first gen, and while there are some EV-oriented aspects to the new design, the overall layout appears fairly traditional, and it shares everything with the ICE version. Front seats are firm but supportive, and covered in H-Tex simulated leather, helping top Limited feel a tad more lavish than it should at its price point. The large horizontal 12.3-inch touchscreen display with navigation sits more in front of the dash than on top of it, and merges directly with the 12.3-inch digital driver’s display; both are standard.
Using 29-kWh of electricity per 100 miles, the Kona Electric is quite efficient. Pricing starts at $34,070; that’s about eight-grand over a base ICE Kona, but certainly at the low end when it comes to battery electric vehicles. Top Limited comes in at $42,440. A sportier N Line version is set to arrive next year.
The Kona design is a great package, made even better with the option to go Electric. And even with all the push to go full EV, there are still relatively few inexpensive options for buyers to choose from. This 2024 Hyundai Kona Electric is one of the best yet, making it one of the easiest ways to join the EV lifestyle.