Toyota Camry VS Mazda3
I've got a line of Camry jokes that stretches to Mars and back, and I'm not alone. Heck, even Akio Toyoda sledged his own company's products when he famously delcared it would produce "no more boring cars". To be fair, the company is still struggling with that promise.
The new version has, sadly, knocked some of the stuffing out of my established Camry repartee. Until today, I had not yet had a go in the new car, and thus it was something of a shock to realise that it doesn't even look terrible any more.
My cruel colleagues, however, muttered darkly that this was still a Camry, just not as we've always known it.
Hmmm. I'm getting too old to deal with change. This Camry Ascent Sport Hybrid had better be boring.
|Fuel Type||Hybrid with Premium Unleaded|
We all know that X means buried treasure in the world of children’s book pirates, but it’s looking like it could hold similar relevance for what lies under the bonnet of future Mazdas.
We first officially heard about Mazda’s industry-leading Skyactiv-X technology at the brand’s Global Tech Forum in Germany two years ago, but now we’ve ventured back to Germany to drive it in production form ahead of its Australian arrival aboard a new flagship version of the Mazda3 early next year.
No other manufacturer has managed to productionise compression ignition for a petrol engine, and with an underlying intention to make the combustion engine work better for everyday driving, in the face of the electric-focus of all other global brands, this could be the most exciting technological development of my career.
Why invest so much in combustion engines if every other major brand is beginning to treat them like yesterday’s news? While the Japanese government predicts that 52 per cent of new cars sold in 2030 will use some form of electrification in their drivetrain, the same data suggests 90 per cent will still use an internal combustion engine as at least an element of their drivetrain. That’s 90 per cent of the market, more than a decade from now.
|Fuel Type||Regular Unleaded Petrol|
It's a pity families don't buy sedans any more, because this is a terrific family car, particularly if you're not bothered by badge cache or speed, but do like an easy-to-drive, cheap-to-run car. Just a few years ago it would have been almost laughable to contemplate a car this big, for this money, being so cheap to own and run.
I'm also really annoyed that my hackneyed Camry jokes are no longer just not funny, they're not funny because they're not (as) true. No, it's not a super-fun excitement machine, but that's not the point. It is a very good car, with all the Toyota goodness of old, added warranty and the bonus of genuinely feeling good to drive. And you're a mild shade of enviro-green to go with it.
Is it true? Has the Camry shaken off most of its dowdy image?
Unlike most big technological advancements, this isn’t about extra performance or reinventing the wheel, it’s about Mazda’s bigger picture approach to deliver the best mobility solutions for right now, while still planning for electric and fuel cell vehicles in the future.
That may sound like a line straight out of the Skyactiv-X press release, but Mazda’s realistic approach to our continued dependence on combustion engines is commendable.
My final judgement will have to wait until we know how much more it will cost over a regular Mazda3, but I can say the technology works really well and should really suit Australian conditions.
Note: CarsGuide attended this event as a guest of the manufacturer, with travel and meals provided.
Some key changes to the design approach on the new Camry means it's not as knock-kneed and simpering as the last, um, six or so generations.
To be fair, the previous one wasn't terrible but there are actual hints of mild bravery, with an angry front-end look, some interesting surface detailing and, even what might be called a "Lexus-lite" look for the rest of it.
The new Camry is lower, has big wheel arches that the 17s struggle to fill but it has some genuine style, rather than looking like the clay modellers knocked off before lunch. The dual exhaust seemed incongruous to me, but is, in fact, a styling win.
Jokes aside, I don't mind it at all. It's no Supra, but it's no mid-90s Camry, either. Yeah, I bet you don't remember which one I'm talking about, either.
I really like the cabin. The dash design is quite something and shows some real flair. William Chergowsky told me last year that this interior was going to be more emotional and memorable. And it really is, along with Toyota's impressive build quality. Even the volume knob feels substantial, the materials are nice but the steering wheel is... well, more of that later.
Aside from the stunning good looks of the new Mazda3, the only visual distinctions the Skyactiv-X version scores over a regular high-sec model are bigger exhaust tips like those seen on the latest version of the Mazda6, and a Skyactiv-X badge in place of the regular models’ Skyactiv-G.
The new, stretched wheelbase has meant a lot more interior space for passengers, particularly in the rear. The Camry hasn't really been small for a very long time, but this one's generous rear legroom is probably why it's a smash-hit with the Uber crowd. The seats are comfortable too, if trimmed in what appears to be neoprene.
Front and rear passengers each have a pair of cupholders for a total of four, plus there's a deep central console bin and a space under the stereo for a phone. There's even a coin slot. Each door also has a bottle holder.
The boot in the Ascent Sport is a voluminous 524 litres - the Ascent has a full-size spare that swallows up 30 litres of that space. The seats fold down 60/40, but the cargo volume when they are down is not readily available.
Price and features
The hybrid drivetrain is available on the Ascent, Ascent Sport and SL. I had the $31,990 Ascent Sport for the week.
It comes with 17-inch alloy wheels, a six-speaker stereo (with CD player!), dual-zone climate control, cloth trim, with space-saver spare wheel, electric driver's seat, auto LED headlights, keyless entry and start, sat nav, reversing camera, active cruise control, front and rear parking sensors, an impressive safety package, power mirrors and windows. Did I mention the CD player?
The six-speaker stereo is powered from the 8.0-inch touchscreen and the software is...um...not great. Which wouldn't matter if it had Android Auto and/or Apple CarPlay but Toyota Australia stubbornly refuses to include them. The damn Seppos get it in their Toyotas, so it's not like it's impossible. But our version does have a CD player. Hipsters rejoice!
This is probably the biggest question mark above the Mazda3 Skyactiv-X’s head for now, with all we know being Mazda Australia’s plan to launch it as a new top-spec version, so sit above the existing $36,990 G25 Astina flagship.
How far above will be the clincher, and given it’s not likely to quite match the performance of the G25, it will depend on what value you place on outright driveability and a marginal fuel saving over the base 2.0-litre engine.
Engine & trans
While the standard Camry packs the same 2.5-litre four-cylinder, the Hybrid's ICE output is slightly lower, at 131kW. When paired with a hybrid motor, the total power figure is a pretty decent 160kW, but the torque figure appears to be unaffected, at 202Nm. Toyota doesn't quote combined torque figures, because it's tricky with the type of transmission it uses.
The front wheels are driven by Toyota's favoured e-CVT, with six artifical steps to make it feel like a proper auto, if you're feeling racy.
What’s compression ignition again? It’s basically how a diesel engine works, by using extreme pressure instead of spark plugs to burn fuel. Skyactiv-X still uses spark plugs, but only to kick off the ignition process and act as a safety net for cold starts and other edge cases, while extreme compression makes for much more effective combustion, which means improved efficiency.
This combustion efficiency means the engine can use a much leaner fuel-to-air mixture, and make more power and torque with less fuel and even less wasted fuel out the exhaust. Mazda describes it as delivering diesel-like torque and fuel consumption, with the power, responsiveness and refinement of a petrol. Or in other words, one step away from turning water into wine...
Mazda is calling the process Spark Controlled Compression Ignition (SPCCI), and the extreme pressures required to make it all happen are created by higher static compression ratio (but less than a typical diesel), much higher fuel pressure and boosted air pressure entering the combustion chamber.
Key to managing all these heightened parameters (and the very technological advancement that makes it all possible) is an ultra sensitive in-cylinder pressure sensor that has been developed specifically for this task.
Delivering the boosted air pressure is a Roots-type supercharger - or what Mazda describes as a high-response air supply - which was chosen over other air pump designs like a turbocharger or the Miller-cycle supercharger previously used in Eunos models because of its instantaneous boost delivery and breadth of efficiency.
Speaking of breadth of efficiency, perhaps the biggest plus for average motorists is that the engine’s efficiency zone has multiplied, meaning the difference between city and highway consumption, leadfoot drivers and my Dad, heavy and empty loads etc will be far less than a typical petrol engine.
This all represents a continuation of core principles we’ve seen from the start of Mazda’s Skyactiv era. That is, to make an existing engine type work better under everyday driving conditions rather than targeting outright performance.
The Skyactiv-X era starts with a 2.0-litre based on the regular Skyactiv-G engine, with the same 1998cc capacity. Other capacities are planned, with the eventual reborn rotary looking increasingly Skyactiv-X along with a straight-six version for a new CX-9 in a couple of years. Smaller versions are unlikely due to the economies of scale involved with such technology in a smaller and therefore cheaper car.
Mazda is making two versions of the Skyactiv-X 2.0-litre for now, one with 16.3:1 compression designed for Europe that favours Premium unleaded petrol, and one 15:1 version aimed at the US with their abundance of lower grade unleaded.
Unlike conventional engines, it’s the lower compression version that will deliver the biggest benefits, because Skyactiv-X relies on the usually “bad thing” pinging to do its best.
We’re set to get the Euro-spec one in Australia, which unfortunately means we won’t quite be getting the very best Skyactiv tech again.
The Euro-spec engine puts out 132kW at 6000rpm and 224Nm from just 3000rpm, which on paper sounds about halfway between the existing Skyactiv-G 114kW/200Nm 2.0-litre and 139kW/252Nm 2.5-litre petrol engines.
The engine also incorporates a mild hybrid system, but don't be confused by the H-word, there's no electric drive element. It simply means its got a cleaver alternator that only engages when needed and on deceleration to reduce efficiency-sapping drivetrain friction,
Pop the bonnet and you’re confronted by the biggest engine cover you’ve ever seen, but unlike most, this one is equipped with labeled latches that encourage you to have a look underneath. This encouragement continues with a clever little retention hook to hold the cover up against the bonnet while you’re poking around.
Unless you’re a Mazda engineer you’re likely to be baffled by the array of hoses, ducts and wiring, but you might get a kick out of spotting the supercharger.
There’s less to be said for the transmissions though, with versions of the existing six speed manual and torque converter automatics deemed up to the task, with the new engine’s increased efficiency zone negating any increase to the ratio count. The ratios have been adjusted to suit the new output characteristics, and while the ratios are yet to be published, there’s a narrower spread across the six with what feels to be taller first and sixth gears.
The Hybrid's windscreen sticker makes the bold claim of 4.2L/100km on the combined cycle, which is amazing for a big sedan. Reality isn't quite so amazing. In our week with the car, 5.7L/100km was the best I could get, but it was mostly city driving, the weather was really humid and, it turns out, this isn't a bad thing to drive, which means you're tempted to hit the throttle regularly.
All this hooha about fuel savings, and Mazda is yet to confirm an actual figure for Australia. We do know the hatch is rated at 4.5L/100km in manual and 5.3L/100km in auto according to the NEDC, which is historically close to the figures generated by the ADR 81/02 test we go by in Australia.
If it comes close to matching the NEDC figure it will be a win, sitting comfortably under the 6.4L/100km (manual) and 6.2L/100km (auto) figures currently applied to the Skyactiv-G 2.0-litre Mazda3 hatch.
While the Australian-spec Skyactiv-X engine is expected to align with Europe rather than the US, and therefore be tuned to deal with Premium 95 RON unleaded, it’s still unclear if it will accept the cheaper Regular 91 RON unleaded.
All the Camry markers are here. It's easy to get in and out of and easy to get comfortable. The dash isn't too high and, uh, the steering wheel is plastic, which is genuinely disappointing. A Mazda6 (no, not a hybrid, I know) doesn't have a plastic steering wheel. The Toyota one is pretty cheap-feeling.
Pressing the start-stop button, you hear the electrics switching on and, if you're backing out of the drive, you won't hear the engine until you're on the gas driving away. You may not hear anything, but your passengers might hear your tutting. The brakes are very grabby when you're in stealth, I mean, electric mode, whether you're going forward or backwards. No doubt it's something you will become accustomed to, but it's there. Toyota hybrids seem to be behind the game on this particular score.
In every other way, the Camry is exactly as it has always been. Except it isn't. Toyota kept all the good things - it's smooth, it's quiet and it rides well. Everyone is comfortable and everything works. I've already mentioned it was stinking hot the week we had it and the Camry's air-conditioning was super-fast cold.
The bit that's different, though, is that, just like the styling, things are better. Camrys past had over-light steering, marshmallows for suspension and as much grip on the road as Kanye West has on reality. This one has body control. The steering feels good. There is actual grip and you feel like you're driving the car rather than just steering it around.
What’s probably most amazing about Skyactiv-X is that you can’t really tell there’s anything special going on under the bonnet.
Push the start button and it gets going like any other petrol Mazda, although perhaps quieter.
Move off from rest and there’s no significant difference to the way it feels.
When I drove the prototype version of this drivetrain, there was a slight pinging under light throttle as it transitioned from spark to compression ignition, but I’m pleased to confirm that the extra two years of calibration has tuned this down to the tiniest occasional diesel sound, and it all feels a bit like a smooth diesel that’s more responsive than you expect.
The European-spec Skyactiv-X 2.0-litre’s outputs suggest it should be closer to the existing 2.5-litre in terms of performance, but in reality it feels closer to the 2.0 litre.
My perception is likely to be clouded by the Skyactiv-X’s specific transmission gearing, but it could also be because it’s able to do the same job with less revs and therefore not sound like it’s working so hard.
First gear feels quite tall with either transmission, and we also found the auto and manual were only sitting on 3500rpm in sixth at 160km/h on the Autobahn.
Mazda doesn’t specify performance figures, so it would be handy to put all three alongside each other from a standing start. But then, that’s not what Skyactiv-X is all about, it’s more about performing better under light throttle and incidental bursts of acceleration.
We can’t wait to put it to the test over some hilly terrain and familiar territory when it hits Australia early next year.
The Ascent Sport ships with seven airbags, ABS, stability and traction controls, active cruise, lane-departure warning, forward-collision warning, forward AEB, reverse cross traffic alert and blind-spot monitoring.
The Camry scored five ANCAP stars in November 2017.
The existing Mazda3’s maximum five-star ANCAP safety rating will almost certainly be carried over, and the high level of safety gear fitted to the existing G25 Astina is also likely to be matched.
In news that still has me all a-tingle (okay, not really), Toyota now offers a five-year/unlimited kilometre warranty. There's till no roadside assist offered for free, though, so you have to pay extra for it.
The first five service intervals are capped at $195 each so, if you're lucky, five years of servicing will only sting you $975. Intervals are set at 12 months/15,000km.
Service pricing is also yet to be confirmed, but Mazda engine development boss Eiji Nakai assures CarsGuide that the new engine will not need servicing more frequently or cost any more to service than existing Skyactiv-G engines.
So expect the same 12month/10,000km intervals, with five year/50,000km capped servicing plan totalling just under $2000 over that period.
Like all new Mazdas, the recently upgraded five-year, unlimited kilometre warranty will apply to the 3 Skyactiv-X.