By Mark Elias
Tuesday, Oct 18th, 2011 @ 11:45 am

Clearly, this is a case of the little engine that could. Mazda chose their recently facelifted 2012 Mazda3 to be the first vehicle in the lineup to showcase their new Skyactiv technology, a fancy and hard to spell name for what amounts to a thorough rethink of the combustion engine.

Alert readers may recall that we drove European and Japanese-spec Mazda6 test mules earlier this year to test reliability of the brand’s holistic approach to more fuel and vehicle efficiency without having to resort to hybrids and/or battery packs for improved mileage and reliability.

Skyactiv (yes, lose the “eâ€) is Mazda’s philosophy for making the cars more efficient. It’s a case of improving what is already in play rather than reinventing the wheel, as other manufacturers have done. Their first practical application of the technology is in the refreshed Mazda3 hatchback and sedan.

It was only natural that the brand chose the Mazda3 as the first vehicle to receive it. The ’3 accounts for over 33-percent of Mazda’s worldwide sales, and, examining further, Mazda claims that 50 percent of U.S. sales come from the Northeast and the West.

Kenichiro Saruwatari, Program Manager/Chief Engineer of the Mazda3 since 2009, said the goal of the Mazda3 was to build an exciting but efficient sport compact. Although the Skyactiv is not a rocket ship by any stretch, we think they have succeeded in their efforts.

The mantra found in the Skyactiv discipline is comprised of a three-pronged fork that concentrates on the engine, transmission and driving dynamics.

Keeping cool
Facing reality, Mazda, as a company does not have a sky’s-the-limit budget for R&D. As a result, they needed to get back to basics as far as new technology was concerned. The Skyactiv-G 2.0-liter four-cylinder engine is the result of those brainstorming efforts. Producing 155 horsepower at 6,000 rpm and 148 lb-ft at 4,100 rpm, the net gain was a 5 percent power increase, better fuel economy, more low-end torque and a livelier overall attitude.

Along the way, through the design of a domed-top piston with a dimple and a smaller bore and a longer stroke, knock has been avoided by causing a cooler burn. Less surface area minimizes heat buildup, which contributes to self-ignition during the compression stroke. At the same time, the speed of combustion was increased, which also helped to minimize knock.

Other clever techniques include a multi-injection strategy, which sprays once during the intake stroke and once during compression as well. A six-hole injection pattern gets the fuel into the chamber faster.

The Skyactiv engine will consist of two types of compression ratios: 13:1 is set for the U.S., Japan, and Australia, while Europe will get 14:1. A four-to-one exhaust manifold system is in the works, but due to space restrictions underhood, it will not be available in the current Mazda3. Scheduled to appear in the next generation model, the compression ratio is limited to a still high 12:1 for the current body style. Finally, with reductions in residual drag from the oil and water pump and other internals, Mazda engineers were able to realize more torque from the engine while using less fuel.

The current MZR 2.0-liter dual-overhead-cam four-banger is still available, only on the low-end Mazda3 i SV and Sport sedan models. The range-topping 2.5-liter, with a bit more torque and power, will continue to be offered on Mazda3 s Grand Touring models.

It’s a duel dual
Next came the transmission. According to product planning engineer Dave Coleman, Mazda propeller-heads brainstormed and soon realized that no current (dual clutch, CVT, or conventional torque converter) transmission could offer the efficiency they were looking for, so they decided to manufacturer the Mazda Ideal Automatic Transmission, a name so typically Japanese that it’s bound to bring a smile to anyone’s face.

A six-speed gearbox, it uses a torque converter from 0 to 5 mph and then switches operations over to a multi-plate clutch for a direct-connected feel. The result is a transmission with high efficiency, quick and smoother shifting, easy low speed controls and a smoother and more powerful launch. We were really impressed with the smoothness both in automatic and manumatic mode and we especially liked the quick gear changes that occurred because of the new tech.

A new Mechatronic module automatically calibrates the transmission internals to compensate for production tolerances. For example, if it is supposed to effect a gear change in 15 milliseconds, but the sensors diagnose the tolerances are really closer to 16, it will activate 1 millisecond faster.

Through all the technology, Mazda claims perfectly rev-matched downshifts and smoother upshifts. We would have to agree, as we found faster downshift response to input on the skinny pedal and a drivetrain that almost anticipates the driver’s desires. We did, however, miss having steering wheel-mounted paddle shift levers and instead had to resort to rowing the gear select lever. A small price to pay for efficiency, we say.

Oh, and did we mention that it gets seven-percent better fuel economy and is more efficient than a dual clutch or CVT transmission. By the numbers, that adds up to 28-city and 39-highway for the hatchback, and 28-city/40-highway for the slightly more aerodynamic sedan. Those figures apply to the automatic transmission, although Mazda says to expect slightly lower figures for the manual. We saw an average of 31 mpg during our brief drive through the Los Angeles area. Mazda claims a mileage range of more than 500 miles on a tankful, but we’ll have to wait to properly test the new ’3.

Looking good, but still grinning
The 2012 Mazda3 has a more serious appearance than before but still features that larger than life cheshire cat grin. Mazda’s David Matthews describes it as a little more serious, but we think that’s subtle at best. There is a new front end, which is a bit more aggressive and new 16-inch wheels as standard on the 2.0-liter Skyactiv models. Skyactiv also gets a subtle set of blue accent rings around the headlamps, engine cover and badging.

Careful tuning means they now also boast class-leading aerodynamics. Aero technicians managed to get the drag coefficient down to the neighborhood of 0.27 for the sedan and 0.29 for the five-door hatch through the use of a front tire deflector, engine and floor undertrays and a clamshell silencer in the rear. They do make it a point of reducing turbulence from underneath as well as wind noise, but they are stillno match for the road noise that rises from California’s grooved highways.

Well sprung
The Mazda3’s suspension setup is not radically different from those in their competitors, including the Hyundai Elantra, Ford Focus, Honda Civic, and Chevy Cruze. But it does seem to do its part to maintain the zoom-zoom mantra that is Mazda. Equipped with a pair of MacPherson struts in front, and an independent multi-link setup in the rear, the telescopic twin-tubes keep everything well sprung. The twisties, as found on the Angeles Crest Highway were well tamed during a spirited session up and down the grades.

We think that Mazda’s version of the electro-hydraulic power assisted steering is one of the best in the business, with great feedback when wanted and shock minimization when you don’t. In other words, it managed to isolate road irregularities while offering excellent road feel that encouraged you to test your edge, in this, of all things, an economy car.

Well equipped
Our five-door Grand Touring model is essentially the full-zoot representative in the lineup, featuring leather throughout, a power driver’s seat and navigation. The interior has been refined with easy to see black and satin-finished metal trim pieces, while the formerly red gauge readouts are now presented in an easier to read white view. We applaud Mazda for including digital maps in this level of vehicle but found that the rather diminutive size of the color multi-information display meant we spent a good deal of time leaning forward to read upcoming road names and such.

Also included was a 265-watt Bose 10-speaker audio system, a Bluetooth system with hands free telephone and audio streaming, and the available Technology package that included a segment-exclusive blind spot monitoring system, Sirius Satellite Radio, a perimeter alarm and other doodads and assists.

Mazda3 might not be the newest offering on the block, but it’s hardly lacking in premium features.

Leftlane’s bottom line
Mazda continues to find new ways to improve the internal combustion engine and surrounding peripherals in an effort to stretch mileage and performance.

Skyactiv performance is only the beginning, and although this first vehicle is not the successor to the sporty MazdaSpeed3, it still manages to make-good on its zoom-zoom cult of personality. Frankly, we can’t think of a car that offers a better fun:efficiency ratio. Maybe this eco-friendly future won’t be so dull afterall.

2012 Mazda3 Skyactiv sedan base price, $18,450.
2012 Mazda3 Skyactiv hatchback base price, $18,950.

Words and photos by Mark Elias.

Related Articles

left
right
  

LeftLane

Login

  • LeftLane

    Copyright © 2005 - 2012 Left lane News.
    All rights reserved.