The 2019 Mazda3 marks the point of no return for Mazda—it's the line that separates everyman "zoom-zoom" Mazda from its ambitions to be a luxury automaker. Although many carmakers signify luxury intent with big, expensive flagships, Mazda opted instead to use the entry-level Mazda3 as the foundation for its climb. Its latest Skyactiv vehicle architecture is one piece of the puzzle; the new platform is both stiffer and lighter than before, and it uses technologies both old and new designed to help it ride and handle better than before.

One example of "old" tech in the new Mazda3's platform is a simple, cost-effective twist-beam axle in back. Twist-beam suspension setups can be prone to undesirable ride and handling characteristics, but Mazda says it counterintuitively used a twist-beam because it's easier to control those undesirable movements in its suspension bushings versus a comparably more complex multilink rear suspension, as found in the previous-generation Mazda3. In other words: because of pelvises.

Powertrains ought to be familiar to current Mazda3 and CX-5 owners; the latest Skyactiv-G 2.5-liter I-4 with cylinder deactivation making 187 hp and 186 lb-ft of torque is shoehorned into the 2019 Mazda3 sedan and hatch. It's mated to a six-speed automatic or six-speed manual and is available with all-wheel drive. Loaded automatic-equipped front-drive Mazda3 Premium sedans were all Mazda made available to drive.

Mazda's impressive spark-compression-ignition Skyactiv-X engines will debut under the hood of the Mazda3 this year in Europe, followed by Japan. Mazda will slowly roll out Skyactiv-X engines globally with emission-strict markets getting priority. Smart money says Skyactiv-X doesn't come Stateside until at least 2021—and perhaps longer if another Republican administration is in the White House in 2020.

Ignoring the carryover powertrain, the 2019 Mazda3 really feels like an evolutionary leap forward from the old model. The old Mazda3's Achilles' heels were always its somewhat stiff (albeit sporty) ride and cabin noise, and the night-and day-difference between the old car and the new is immediately apparent after just a few miles of driving. The time and money Mazda invested in studying the human body really appears to have paid off. Ride quality is simply exceptional. Even on the harshest potholes and bumps, occupants are completely isolated from the impacts.

Yet despite that isolation from impacts and noise, the Mazda3 remains remarkably engaging to drive. The Mazda3's steering is direct and progressive, with a hint of lightness to it that brings the Miata to mind. That pelvic voodoo Mazda engineers did really rewards the driver in bends, too, as suspension and seat combine to make the driver feel one with the car.

The weak point in the Mazda3's driving dynamics, if I had to pick one, is its powertrain. There's nothing outright wrong with it—the 2.5-liter I-4 feels peppy and revs happily, and the six-speed gearbox is well tuned—but this new chassis is so good that I want more from it. A touch more torque would be nice—a new Mazdaspeed3 isn't in the cards, but an electrical assist ought to do just nicely, especially considering the platform has been future-proofed for electrification.