2014 Mazda 6 With i-Eloop Capable Of 40 MPG

With neither hybrid nor electric vehicles in their lineup, Mazda has sought to perfect internal combustion technology instead. To help assist the new SkyActiv engines though, Mazda has introduced its optional i-Eloop regenerative braking technology, which can boost the Mazda 6 fuel economy ratings to 28 city and 40 highway.

Independent Japanese automaker Mazda has remained one of the few car companies uncommitted to either a corporate master or an alternative-fuel ideology. While Mazda has developed a few hydrogen fuel-cell and hybrid test vehicles, the automaker is so far sticking with its SkyActiv gasoline and diesel engines. These engines boost fuel economy through techniques like direct injection and variable valve timing.

Click to Enlarge

This allows the standard 2014 Mazda 6 to attain 26 mpg city and 38 mpg highway in the EPA testing cycle. But with the optional i-Eloop system, available only on the top-trim level Mazda 6 Grand Touring with the $2,080 GT Technology package, fuel economy is boosted to 28/40/32. That’s the best for any non-hybrid or diesel, though Mazda’s own 2.2 diesel could be good for up to 60 mpg.

The i-Eloop system recaptures energy from braking to power a small capacitor, which can temporarily power electronic systems like climate control or the stereo. It’s an innovative technology, though far from cheap, and cars like the Chevy Cruze Diesel deliver better fuel economy for less money. There’s also been talk of using hydrogen-powered rotary engines as EV range extenders, but I’m not holding my breath for that one.

But the Mazda 6 is also designed to be sporty and engaging to drive, while delivering awesome fuel economy. Plus, it’s freakin’ beautiful, especially the wagon version that we really need here in the states. Mazda is also selling a diesel (wagon!) version of the Mazda 6 in Europe and Asia, though no word on if it’ll be available in North America. Make it happen Mazda!

Source: Mazda

Mazda to double annual production capacity of SKYACTIV Engines to 800,000 units; increasing capacity for CX-5

Mazda Motor Corporation will double production capacity at its engine plant in Hiroshima from 400,000 units to 800,000 units per year in October 2012. The plant produces SKYACTIV-D diesel engines and SKYACTIV-G gasoline engines. The capacity increase is made in response to increasing demand for cars incorporating the company’s SKYACTIV Technology.
SKYACTIV-G is a highly efficient, new-generation direct-injection gasoline engine. Mazda engineers overcame the problem of abnormal combustion (knocking) to achieve the highest compression ratio for a mass production gasoline engine for vehicles. It is presently available in the Mazda Demio for the Japanese market, the Mazda Axela (known overseas as the Mazda3) for the North American and Australian market, and the Mazda CX-5, currently being launched in markets around the world. It will also be available in the next generation Mazda Atenza (known overseas as Mazda6) to be released later this year.
The SKYACTIV-D is a new-generation diesel engine that complies with global exhaust gas regulations without the need for a costly NO_x aftertreatment system. It achieves the lowest compression ratio for a mass production diesel engine for vehicles. The first model to be equipped with the SKYACTIV-D is the Mazda CX-5 for the Japanese, European and Australian markets. It will also be available in the next generation Mazda Atenza/Mazda6 to be released later this year.
Mazda intends to sell 1,700,000 units globally in the fiscal year ending March 2016. Models employing SKYACTIV TECHNOLOGY are expected to account for 80% of total sales.
Mazda also will increase production capacity of its new crossover SUV, Mazda CX-5, from 200,000 units to 240,000 units per year. This will be achieved by expanding production from Ujina Plant No.2 to also include Ujina Plant No.1. Upgrades to the assembly line are based on Mazda’s manufacturing system innovation called Monotsukuri Innovation and will enable production of new generation SKYACTIV products at Ujina Plant No.1 earlier than anticipated. The move is made in response to increasing demand for the CX-5 in countries all over the world.


Source: Green Car Congress

2014 MAZDA6 to be Mazda’s next Skyactiv technology-based vehicle

Following last month’s launch of the all-new 2013 Mazda CX-5, the 2014 Mazda6 will be the second of Mazda’s next-generation vehicles to receive the full suite of Skyactiv Technologies, and is expected to be released for sale during the first quarter of 2013.

For North America, the 2014 Mazda6 will feature a SKYACTIV-G gasoline engine and be available with two transmissions, the SKYACTIV-MT six-speed manual and SKYACTIV-Drive six-speed automatic. Best-in-class fuel economy also is targeted, as was achieved on the CX-5 compact crossover SUV.

Final specifications and pricing will be announced closer to the vehicle’s sale date. The global lineup of the all-new Mazda6 is expected to make its world debut at the upcoming 2012 Paris Motor Show in late September.

Mazda debuts CX-5 crossover with full SKYACTIV technologies for North America at LA Auto Show

Mazda North American Operations (MNAO) unveiled its all-new 2013 CX-5 compact SUV (earlier post) at the Los Angeles Auto Show. The CX-5 is the first Mazda fully to encompass the range of SKYACTIV technologies. The first applications of SKYACTIV engine and transmissions was in the refreshed Mazda3 (earlier post).

CX-5. Click to enlarge.

The 2013 CX-5 features a SKYACTIV-G 2.0-liter gasoline engine with a 13:1 compression ratio. With its 4-2-1 exhaust system, the 2013 CX-5 delivers 155 hp (116 kW) at 6,000 rpm; torque is measured at 150 lb-ft (203 N·m) at 4,000 rpm and redline is reached at 6500 rpm. The CX-5 offers a choice of transmissions in either the SKYACTIV-MT six-speed manual or SKYACTIV-Drive six-speed automatic, a 2,000-pound towing capacity and an optional all-wheel drive.

Estimated EPA fuel economy for the CX-5 is 26 city/33 highway (9.04 and 8.72 L/100km, respectively) for a front-wheel drive equipped with SKYACTIV-MT. When equipped with SKYACTIV-Drive, the front-wheel drive model garners 26 city/32 highway (9.04 and 7.35 L/100km, respectively). The all-wheel drive version, only available with SKYACTIV-Drive, carries an EPA rating of 25 city/30 highway (9.41 and 7.84 L/100km).

With a targeted coefficient of drag of 0.33, the CX-5 aims to be the most aerodynamic compact SUV in the field. Not just for Zoom-Zoom but for the added benefit of improving fuel economy.

Re-examining the suspension and steering systems, the lightweight construction

of the SKYACTIV-Chassis includes a front strut suspension and a multi-link rear format along with an assortment of design changes.

The SKYACTIV-Body uses 61% high-tensile steel, creating a lighter, stronger body with superior handling. As a result, the overall structure is 8% lighter than previous Mazda models. The all-new CX-5 also has the distinction of being the first vehicle ever to utilize 1,800 MPa ultra-high tensile steel in manufacturing. Located in the front and rear bumper beams, they are 20% stronger and 10.6 pounds (4.8 kg) lighter than previous generation bumpers.

Standard safety offerings include six airbags (front, side and full side-curtain), four wheel disk brakes, anti-lock brakes (ABS), daytime running lights, active headrests, Dynamic Stability Control (DSC), a Traction Control System (TCS) and a tire pressure monitoring system (TPMS). Also available are a Blind Spot Monitoring (BSM) system, Adaptive Front-Lighting System (AFLS) with auto-leveling bi-xenon headlamps and a rear view camera with distance guide lines.

Source: Green Car Congress

Mazda SkyActive-G 1.3 Engine Set to Achieve 70 MPG - Without Hybrid Tech

The 2011 Mazda2 is already one of the most fun small cars on the market, sharing its platform with Ford's Fiesta. It's pretty economical too, but with Mazda's next generation of gasoline engine, it'll become very efficient indeed.

The 1.3-liter Skyactiv-G unit soon to be found in the Mazda2 gets 30 kilometers per liter on Japan's 10-15 mode test cycle. That's just over 70 miles per gallon, with no diesel nor hybrid system in sight. EPA figures are usually 10-20 percent below that of Japanese tests, but even considering that, a worst-case 56 mpg doesn't seem too bad to us.

Behind the ultra-efficiency is the Skyactiv's high compression ratio at 14:1. Normally the high pressures created under such a high ratio would result in knocking, but revised pistons and other modifications have taken care of the problem. Skyactiv-G also uses direct injection and stop-start technology to further increase efficiency on the Japanese cycle.

The engine makes 83 horsepower and 82 pounds-feet of torque, which sits between the two current 1.3-liter MZR units Mazda sells in other markets. Japan loves automatics as much as the U.S. does, and the car manages its 70mpg with a CVT transmission.

Unfortunately for small car fans, the 1.3-liter Skyactiv isn't likely to hit U.S. shores, but a larger 2.0-liter variant with the same technology is due in the Mazda3 and Mazda CX-5 crossover in 2012.



Source: Autoblog Green

Mazda SKYACTIV transmission, body and chassis technology

The new SKYACTIV-Drive automatic transmission features full range direct drive. Click to enlarge.

In addition to the new gasoline and diesel engines (earlier post), Mazda’s SKYACTIV technology portfolio includes new transmissions (automatic and manual), body and chassis technology. At a media workshop last week in Vancouver, Canada, Mazda engineers stepped through the highlights of the new SKYACTIV systems. (Mazda hosted Green Car Congress at the event.)

SKYACTIV-Drive six-speed automatic transmission. The new six-speed automatic (which is being applied in the Mazda3/Axela commencing production in Japan, earlier post) combines the advantages of continuously variable (CVT), dual clutch and conventional automatic transmissions.

SKYACTIV-Drive automatic transmission. Click to enlarge.

The heart of SKYACTIV-Drive is a newly-developed six-speed torque converter with a full range lock-up clutch for all six gears that Mazda calls “full range direct drive”. The lock-up clutch ratio has been raised from 64% from the current five-speed automatic to 88% during vehicle operation.

The early lock-up between engine and transmission by the torque converter (which enables engine output to be sent directly to the drive wheels) inhibits the characteristic loss of power during acceleration, delivering a more direct driving feel. Preventing engine output loss also improves fuel economy; Mazda calculates that the new transmission improves fuel economy by up to 7%.

High-precision hydraulics are required to support such a design. In order to make the necessarily fast and accurate oil pressure modulation possible in the first place and improve reliability, Mazda furnished SKYACTIV-Drive with a new mechatronics module.

The mechatronics control module is integrated into the transmission case, and features new software and new direct linear solenoids. Benefits include improved shift response and quality, higher precision, and less hydraulic fluctuation.

While maximizing the lock-up range is necessary to improve the driving feel and fuel economy, a negative effect is an increase in NVH (noise, vibration and harshness) because there is nothing to absorb the difference in the rotational speeds of the engine and transmission. Mazda developed a new torque converter to resolve this conflict. The expanded lock-up meant the role of the torus piece was confined to very low speeds. Therefore, it became smaller and thus creating space for an improved damper as well as a multi-disk lock-up clutch and its piston, which improve clutch durability and control.

SKYACTIV-Drive is available in two versions—a mid-sized version for up to 200 lb-ft (271 N·m) of torque, and a large version for up to 340 lb-ft (461 N·m) of torque—making the automatic transmission compatible with both SKYACTIV gasoline and diesel engines.

Newly introduced technologies in the SKYACTIV manual transmission. Click to enlarge.

SKYACTIV-MT six-speed manual transmission. Like the automatic transmission, the SKYACTIV-MT six-speed manual transmission will be launched in two versions to meet different engine torque requirements. The goal was to reduce weight by between 7 to 16% (depending on the model) relative to the current manual transmissions.

Optimized for front-engine, front-wheel-drive vehicles, the transmission features a new architecture with a shortened countershaft and no separate reverse idling shaft in the larger model; a common input gear is used for 1^st gear and reverse. A common input gear is used for 2^nd and 3^rd gear, and the length of the secondary shaft is reduced by 20%.

The SKYACTIV-MT features a light and compact layout. Click to enlarge.

With the shift knob having a 1.8-inch (4.57-centimeter) stroke from neutral to the in-gear position, the SKYACTIV-MT’s tight-shifting is reminiscent of the MX-5. To add precision and crispness, the shifter was designed to feel moderately heavy at the start of a gear shift and gradually became lighter, as if simply sliding into the next gear.

Mazda also reengineered the transmission case with a thinner metal, resulting in a 30% weight reduction compared to the current 6-speed manual transmission.

SKYACTIV-Body. The new SKYACTIV-Body weighs 8% less than its predecessor while the SKYACTIV-Chassis is 14% lighter. Mazda has set the goal of making all its next-generation models 220.5 pounds (100 kilograms) lighter than their predecessors.

To efficiently transmit forces, Mazda said, a lightweight yet strong body structure requires as many straight sections as possible. The layout also needs to be optimized so that forces are dispersed throughout the structure and not concentrated at localized sections. Mazda engineers created a design featuring continuous straight lines from front to rear, and curves were removed from the underbody to as great an extent as possible.

The suspension mounting positions at the rear, for example, are bonded directly to the underbody framework as a dual brace. Additionally, the four vertically-positioned ring structures used for the upper body are bonded to the reinforcement area of the underbody, further enhancing overall rigidity. Redeveloped suspension cross members not only enhance body rigidity locally but also improve it overall since the body mount positions were optimized in the process.

SKYACTIV-Body reduces weight by 8% while increasing rigidity by 30%. Click to enlarge.

Mazda engineers enhanced passive safety performance by re-engineering crash zones using multi-load paths. This structure efficiently absorbs the load at the time of a collision by dispersing it into multiple directions. For example, during a frontal collision, crash energy is dispersed from the front (and thus absorbed) along three continuous routes or upwards to the A-pillar, downwards through the underbody and via a middle path to the sides of the car body. The upper branch frame plays a multifunctional role. It not only diverts energy to the A-pillar but also works to counter any upward motion of the front frame since this would negatively affect the desired distribution of energy.

On the manufacturing side, weld bonding is used for the roof-rail section to create a circular ring-like reinforcing structure. Previously, the body assembly process meant that this structure was separate from the C-pillar section. With weld bonding, parts are attached in advance and sent to the assembly line as a unit. This same method was used in creating the wheel housing. The number of spot weld points also was greatly increased, contributing significantly to the body’s increased rigidity.

Additional advantages were generated by greatly increasing the use of high-tensile steels in the SKYACTIV-Body, and engineering efforts have paid off. Utilization of high-tensile steels has grown from 40 to 60%, thus reducing the weight of the car body while increasing its strength and rigidity at the same time.

High tensile steel usage rate. Click to enlarge.

SKYACTIV-Chassis. The SKYACTIV-Chassis achieves increased rigidity along with a 14% reduction in chassis weight thanks to newly developed suspension with front struts and a multi-link rear axle. The new chassis improves driving quality at all speeds (low- and mid-range agility as well as high-speed stability) following a complete re-engineering of rear suspension mountings, trailing arm position, steering components and set-ups (among other things).

SKYACTIV-Chassis technologies. Click to enlarge.

Mazda also developed a new electric power steering system that enhances the driving experience by providing an immediate response to the driver right from very low starting speeds. To prevent overreaction at higher speeds, Mazda optimized suspension links and enhanced rear-wheel grip to reduce yaw gain (or ease of turning). Meanwhile, a higher steering gear ratio (for more direct steering) was adopted, increasing yaw gain to maintain nimble steering at lower speeds. As a result, the vehicle is both agile and stable.

The firmer high-speed steering feel was reinforced by increasing the caster angle — and subsequent caster trail — on the front wheels, which enhances the steering’s self-aligning torque. Power steering assistance was then increased at lower speeds to ease steering and give it the desirably lighter feeling at such velocities.

To enhance the operational efficiency of the dampers in the rear suspension, the mounts were set at a position enabling a greater lever ratio. The damping force and rigidity of the top mount rubber were thus reinforced, reducing their impact on ride comfort. The position of the rear suspension trailing link attachment was also shifted upwards, thereby adjusting the direction of movement of the trailing links to more easily absorb longitudinal impact shocks from the road. This improves ride comfort while at the same time preventing the rear of the vehicle from rising. The result is increased stability when braking, which helps reduce stopping distance.

Source: Green Car Congress

New Mazda Demio posts 13,500 orders in first month, more than 2x target; 1.3L SKYACTIV engine driving popularity

First-month orders for the facelifted Mazda Demio (known overseas as the Mazda2) reached 13,500 units, more than double the 6,000-unit monthly target, since its sales launch in Japan on June 30, 2011.

Additionally, the number of new Mazda Demios registered in Japan during July exceeded 10,000 units. This is the first Mazda model to surpass 10,000 registrations in a single month since March 2004, seven years and four months ago.

To date, 70% of orders have been for the new 13-SKYACTIV model grade, surpassing initial expectations of 60%. The 13-SKYACTIV delivers fuel efficiency of 30.0 km/L (10-15 mode test cycle)/25.0 km/L (JC08 test cycle)—71 mpg US and 59 mpg US, respectively.

Customers are mainly single men and women, and people over 40 who are downsizing to a compact car. Customer feedback indicates that the main reasons for choosing the facelifted Demio are its fuel economy, advanced technologies and quiet cabin.

Mazda is introducing a facelifted Mazda3 with SKYACTIV technology this fall, followed by the all-new CX-5 next year. Going forward, all new Mazda models will incorporate SKYACTIV technologies.

Source: Green Car Congress