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.

Minimal body roll and light steering had us whipping in and out of the cones with a surprising amount of speed.