The future engine of Mazda
Topping the list is its new “one-size-fits-all” philosophy when Mazda reveals next year they will create a unique vehicle platform to fit different models.
At its first show in Berlin, Mazda introduced new diesel and petrol engines, automatic and manual transmissions and a host of new chassis systems.
Although displayed inside the old Mazda6 bodywork, the powertrain will be seen – as early as next year in Australia – in the upcoming Mazda3, Mazda6, new SUV models including the future CX-5. , commercial vehicles and beyond, in the small B segment. chassis in which Mazda2 sits.
Mazda also revealed that they have achieved fuel consumption as low as 5.8 liters / 100km compared to the naturally aspirated 4-liter petrol and 4.2 liters / 100km from the new 2.2-liter bi-turbo diesel engine. More importantly, engines that meet stringent emissions regulations in the future include Euro-6. So this is what’s new.
Mazda launches Sky-G (petrol) and Sky-D (diesel) engines. Technically, they represent a new wave of ICE development. For example, diesel engines often have very high compression ratios of about 20: 1 but Sky-D has an unusually low 14: 1 ratio.
Sky-G also has 14: 1 when the naturally aspirated petrol engine is around 10: 1. The head of powertrain development division Mitsuo Hitomi said by increasing compression ratio and controlling cylinder head temperature. , can reduce fuel use. An additional benefit – backed by a four-into-two exhaust system into a high performance and long stroke cylinder design – is a 15% increase in torque while longer bore / smaller bore allows put the cylinder closer and the engine block was shorter and 20 mm lighter.
Sky-G is a 2-liter engine but Mazda is completing the 1.3-liter version for Mazda2. A smaller diesel engine is also under development. Both diesel and gasoline engines – and manual and automatic transmissions – come with Mazda’s “i-stop” stop system.
There are four Sky-Drive-branded gearboxes: six-speed manual and six-speed automatic for petrol and diesel applications. The big story is the locking system for all cars that Mazda claims allows for fuel savings of up to 7% while shifting gears. Mazda is considering gearshifts in some auto models and even a “sporty” shift knob to highlight changes.
Mazda shows the next body and chassis details of Mazda6 and says it will be used on the board – with the same suspension, steering and brake design. So Mazda3 will use identical Mazda6 components but sit on a smaller platform.
In the case of the Mazda6, the bodywork is only slightly larger than the current Mazda6 but sits on a 50mm longer wheelbase. The front line increases by 18mm but due to a new crossbar can accommodate a rear drivetrain, the race line is up 27mm.
Mazda has delivered with the wishbne double suspension in front and, from the new Mazda6 late next year, will use MacPherson struts. The handlebars are fully electrically assisted with the engine placed in the cabin, in the middle of the column.
The total body weight is claimed to be reduced by 100kg despite not using aluminum.
Four ‘mules’ trials are available in Berlin with 2011 mechanical components under the ’06 -model Mazda6 bodywork.
The first car I drove – a manual for Sky-G petrol – was quiet and smooth. Mazda makes a lot of noise about the gearbox feeling of manual transmission but it feels quite similar to the gearbox in today’s Mazda6. Gasoline output of 123kW and 210Nm of gasoline felt irrelevant on the narrow rural roads and automatically limited the opening speed near Berlin. The engine has good response but perhaps its best feature is the smoothness and linear power supply.
Gasoline auto is a better drive. The automatic torque converter unit is snappier far on upchanges. But the Sky-D diesel is outstanding. It has 420Nm of torque and that might be too much in the Mazda6. Manual transmission model can be easily changed short or gears can be ignored. In cars, the conversion is very fast and the engine rarely needs Mazda’s engineering that allows it to spin up to 5200 revolutions – unusually high for diesel engines.
Engine aside, steering is a major improvement. It has enough sensation through bends to get close to a hydraulic system and, unlike many rivals, is not too light and vague.