SKYACTIV^®_TECHNOLOGY

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Introducing Mazda's SKYACTIV^® TECHNOLOGY | Mazda USA

In our quest for better environmental performance, our goal was to reduce fuel consumption and emissions without compromising driving performance. To get there, we started with a clean sheet of paper and engineered every major component of the automobile to work together in efficient harmony. The result is something revolutionary. You can find it in select Mazda3 models,* as well as the Mazda CX-5 and the Mazda6. Soon, SKYACTIV TECHNOLOGY will be in every new Mazda.

^*Excludes Mazda3 i SV and all s models.

The SKYACTIV^®-G 2.0L & 2.5L Gasoline Engines

Refusing to sacrifice performance for efficiency, we set out to find a way to reduce fuel consumption and emissions while also increasing power. Our result takes the combustion engine to a whole new level.

The SKYACTIV^®-D 2.2L TWIN-TURBO DIESEL Engine

Refusing to sacrifice performance for efficiency, we set out to find a way to reduce fuel consumption and emissions while increasing power. Our result takes the combustion engine to a whole new level.

The SKYACTIV^®-Drive Six-Speed Automatic Transmission

The transmission is not only extremely important in improving fuel economy, it also plays a major role in driving performance. Naturally, we were determined to improve both aspects. See how combining the best features of all transmissions, as well as a control module "brain" made that possible.

The SKYACTIV^®-Body and SKYACTIV^®-Chassis

Excess weight isn't just a problem for fitness instructors; too many pounds can impede fuel economy and driving performance. By exercising our engineering muscles, we were able to slim down our SKYACTIV^® Body and Chassis, but still improve driving attributes and efficiency.

Mazda's i-ELOOP Regenerative Braking System

Mazda's latest SKYACTIV^® TECHNOLOGY innovation does something pretty amazing: basically, it turns wasted energy into driving enjoyment. The i-ELOOP regenerative braking system recycles kinetic energy to help power your car's electronics. The result: around 5% better fuel economy, and it frees up 100% of your car's horsepower so it can go directly to the wheels. Watch the video to see how Mazda's unconventional thinking made it possible.

See the all-new Mazda6 in action.

The all-new Mazda6 is the street-ready articulation of our new KODO "soul of motion" design language. But it's much more than scorching good looks-the experience behind the wheel more than delivers on the promise of the exterior. With the full suite of SKYACTIV^® TECHNOLOGIES, the 2014 Mazda6 blends grace and energy, artistry and engineering, and efficiency and performance like no other vehicle we've ever made.

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Introducing

SKYACTIV^®_TECHNOLOGY

Fuel Efficiency. Performance. Together.

Engine
Transmission
Platform

Click and drag to rotate
Learn more about the 2015 Mazda6

See the SKYACTIV video
(1:35)

Our philosophy is that if it's not worth driving, it's not worth building.^® So in our quest for better environmental performance, our goal was to reduce fuel consumption and emissions without compromising driving performance. To get there, we started with a clean sheet of paper and engineered every major component of the automobile to work together in efficient harmony. The result is revolutionary. You can find it in select Mazda3 models,* as well as the Mazda CX-5 and the Mazda6. Soon, SKYACTIV TECHNOLOGY will be in every new Mazda.

^*Excludes Mazda3 i SV and all s models.

Engines SKYACTIV^®-D

SKYACTIV^®-G

The SKYACTIV^®-G 2.0L & 2.5L Gasoline Engines

See the gas engine video
(2:45)

Currently, 95% of the world uses gasoline or diesel combustion engines, and by 2020 90% still will. In this fact we saw an enormous opportunity: While we're developing alternatives, let's also make the internal combustion engine more efficient right now. That way we can work towards making a big difference in fuel consumption. Our solution is the SKYACTIV^®-G gasoline engine, an engineering marvel that produces more low/mid-range torque and less emissions while consuming less fuel.

Learn more about SkyActiv^®-D engine

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Sky-high 13:1 compression ratio harnesses more energy from fuel

What's the point of a high compression ratio? A bigger power stroke captures more of the expansion that happens when fuel is burned, meaning you harness a greater amount of energy from the fuel.

Until now, high-compression engines faced a tough obstacle: knock, or premature ignition. Knock is an inefficient and potentially destructive combustion process where the heat and pressure in the combustion chamber cause the air/fuel mixture to ignite too soon.

Combat knock: It's not a Clash album, it's the job of an array of innovations in the SKYACTIV^®-G engine. These breakthroughs stave off excess temperatures in the chamber and speed up combustion to prevent knock, allowing the engine to achieve an astonishing 13:1 compression ratio on 87 octane gasoline. The Ferrari 458 reaches only 12.5:1 on premium. Rock on, Mazda.

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4-2-1 exhaust system fights engine knock

Hot air: beloved by balloons and politicians, but an enemy of engine efficiency. Averting knock in a high-compression engine requires minimizing excess heat in the combustion chamber to avoid prematurely igniting the air/fuel mixture. So we developed a special 4-2-1 exhaust system with an extended pipe length that prevents the exhaust pulses from one cylinder from pushing hot exhaust gasses back into another.

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Innovative piston cavity improves emissions, ignition

While the 4-2-1 exhaust system helps to prevent knock, it poses complications of its own. Because of the system's length, the emission-controlling catalytic converter normally wouldn't be able to reach the proper temperature quickly enough during cold starts.

To solve this, the exhaust is heated by slightly delaying the ignition timing. However, too much delay can cause unstable combustion. We came up with a novel solution: a cavity in the top of the piston that helps to stabilize combustion, even with delayed ignition.

The top of the piston is also dome-shaped. Not only does this make it look like a volcano, which is pretty cool, but it also helps to achieve high compression by reducing the volume of the combustion chamber.

Another method to improve knock resistance is to make combustion faster. Faster combustion means less time for the remaining air/fuel mixture to suffer those high temperatures, and that means less time for knock to rear its ugly head. The piston cavity also prevents the first milliseconds of flame from slowing itself down by hitting the top of the piston.

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Advanced direct injection system stabilizes combustion

Another method to improve knock resistance is shortening the duration of the combustion. The faster the combustion, the shorter the amount of time the unburned air/fuel mixture is tossed around in those high temperatures. That means less time for knock to rear its ugly head.

With super-high fuel pressure of 2,900 psi, the SKYACTIV^®-G six-hole injector improves vaporization and cooling of the air/fuel mixture, and mixes up the fuel more evenly.

It also provides much faster injection, allowing the fuel delivery to be split into multiple injection events. This helps to optimize the distribution of fuel in the chamber.

We were so obsessed with achieving optimal combustion that we studied air movement patterns inside the cylinder. Using that knowledge, the spray of fuel was adjusted to make the air in the chamber move in a tumbling pattern, helping spread the fire faster once combustion starts.

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Weight and mechanical friction reduction enhances efficiency

After tackling thermal inefficiencies, we set our sights on cutting down friction and weight. Nearly every engine part and component was examined and redesigned to trim unneeded mass and reduce friction.

Lighter pistons and piston pins (20% reduction)
Lighter connecting rods (15% reduction)
Reduced piston ring tensile force (37% reduction)
Narrower crankshaft main journals (6% reduction in diameter, 8% reduction in width)
Adoption of roller finger follower (greater than 50% reduction in valve friction)
Adoption of compact electronic variable pressure oil pump (approx. 45% reduction in oil pumping loss)

Engines SKYACTIV^®-G

SKYACTIV^®-D

The SKYACTIV^®-D 2.2L TWIN-TURBO DIESEL Engine

See the diesel engine video
(2:36)

For the SKYACTIV TECHNOLOGY goal of ultimate efficiency without compromising performance, diesel is a no-brainer: Diesel fuel holds more energy per gallon than gasoline, and diesel engines put out abundant torque to launch you off the line. But conventional diesel engines are saddled with compromises; it's time to bring the technology into the 21^st century. The SKYACTIV-D 2.2-liter twin-turbo diesel is a reinvention from the molecular level. It's not only clean, lightweight and quiet, it also generates the torque of a V8 while sipping fuel like a hybrid. Welcome to the future of the diesel engine.

Learn more about SkyActiv^®-G engine

Engines Main

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Super-low compression ratio for cleaner combustion

To modernize the diesel engine we started small—at the molecular level. Diesel engines start burning fuel the instant it is injected instead of waiting for a spark plug to ignite it like a gasoline engine does. This means there's little time for the molecules of air and fuel to mix as thoroughly as possible. If the fuel and air don't mix well enough, areas with too much air will cause NOx emissions, and areas with too much fuel will cause soot particles. By dropping the compression ratio to 14:1, we were able to delay combustion by just a fraction of a millisecond, but that's enough to get those fuel and air molecules where they belong. The result: better efficiency, more power and a huge reduction in emissions.

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Meets emissions standards without urea-based NOx after-treatment system

Older diesel engines earned a bad reputation for being dirty. Because of poor combustion control, they produced high levels of NOx and soot. The conventional way to clean them up is to add complex and expensive urea-injection aftertreatment systems to scrub the exhaust. But SKYACTIV-D is engineered for better control of the combustion process, so fewer emissions particles form in the first place. And that means it doesn't need the most complex and expensive NOx after-treatment systems to meet the toughest emissions standards. Diesel is now cleaner than ever.

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Lightweight engine parts enhance driving performance

Since SKYACTIV-D works at low combustion pressures, it doesn't need the thick, massive parts typical of conventional diesels. We were able to chop the weight of the reciprocating parts, including the crankshaft, pistons and connecting rods. And no more heavy cast-iron engine blocks—the SKYACTIV-D block is made of aluminum. For the driver, this weight loss has three huge benefits: lighter reciprocating parts make for a more responsive, higher revving engine, less mass to move around results in better fuel economy, and a lighter engine allows for a lighter, better-handling car.

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Cold starting made easier with intelligent glow plugs and patented warm-up technology

One of the biggest problems that's stood in the way of low-compression-ratio diesels is getting them started in cold weather. When compression pressure is reduced, the compression temperature during cold operation is too low to cause combustion. SKYACTIV-D solves that problem with two solutions. First, new glow plugs can go from freezing cold to over 1,000 degrees Fahrenheit in less than a second, providing near-instant heat for a cold start. Next, a patented variable valve lift system recycles hot exhaust gases back into the combustion chamber to help warm it up. Together, they give SKYACTIV-D effortless cold-starting in even the worst weather.

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Two-stage turbocharger for smooth responsiveness at any speed

While diesel engines typically have plenty of low-rpm torque, they often lack power at high engine speeds. Not fun when you need a quick burst of passing speed. To solve this problem, SKYACTIV-D uses a two-stage turbocharger in which one small and one large turbo kick in according to driving conditions. This delivers high torque and response at low speeds, and high power at high speeds. In fact, SKYACTIV-D has a redline of 5,200 RPM—very high for a diesel. The perception of diesels as slowpokes is in for a change.

^*Late availability.

Transmissions SKYACTIV^®-MT

SKYACTIV^®-Drive

The SKYACTIV^®-Drive Six-Speed Automatic Transmission

See the transmission video
(2:14)

Now that we had come up with such a revolutionary engine, we needed the ultimate transmission to get all that precious energy to the wheels. How do you build that? Study every modern transmission made, take the best features of each and fire up the blender. Then, top it all off by adding a brain, A.K.A. an advanced control module. The result is the SKYACTIV^®-Drive six-speed automatic transmission. It shifts smoothly for steady acceleration and quickly for the connected feel of a manual transmission, while the brain delivers precision responsiveness and reliability.

Learn more about SkyActiv^®-six-speed manual transmission

Transmissions Main

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Best features of all types of transmissions combined

Before designing the SKYACTIV^®-Drive transmission, we studied every modern transmission type: continuously variable transmissions (CVT), dual-clutch transmissions (DCT) and conventional automatics. From this transmission buffet, we picked the four best features and found a way to bring them together:

The fuel efficiency of a manual transmission
Quick, direct shifting like a DCT
Easy to control at low speeds like a conventional automatic
Smooth, seamless shifting of a CVT

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Torque converter and clutch together deliver smooth, direct feel

A conventional torque converter is still the smoothest, easiest way to control a car at slow speeds (like pulling in and out of your driveway or creeping through rush-hour traffic), but they're inefficient at higher speeds.

Our solution: use the torque converter only below 5 mph, where it works best. The rest of the time SKYACTIV^®-Drive uses a multi-plate clutch to directly and efficiently transmit power. That's called "lock-out," and we took it to an extreme level.

Because of the torque converter's more limited role, we were able to make it smaller, leaving room to package it with the clutch in the same space as a conventional torque converter.

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Advanced mechatronic control module for precise response

Locking out the torque converter achieved our direct, connected feel and fuel efficiency goals. But getting fast, smooth shifts required speed and precision from deeper inside the transmission.

A new mechatronic module combines the transmission control computer and all the sensors and shift solenoids into one unit. Think of it as the transmission's brain.

Each module is individually calibrated when the transmission is assembled so the computer can learn the precise response characteristics of each part it has to control.

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Innovative design helps to improve fuel efficiency by 4% to 7%

As a result of this innovative approach to automatic transmission design, SKYACTIV^®-Drive operates more efficiently than conventional transmissions. It upshifts smoothly and directly like its DCT competitors, it rev-matches precise downshifts, and it yields 4% to 7% gains in fuel economy.

Transmissions SKYACTIV^®-Drive

SKYACTIV^®-MT

The SKYACTIV^®-MT Six-Speed Manual Transmission

See the transmission video
(2:14)

Creating a new manual transmission from scratch was no easy task. Because our existing one was already responsive and naturally fuel-efficient, our engineers needed to go to great lengths to push it to the next level—the new SKYACTIV^®-MT six-speed manual transmission. We began by shortening the internal shift throw—a small detail that means everything to serious drivers who cherish the incomparable feel of a manual gearbox. We were also able to make the transmission itself smaller, which means the car's body structure can be more efficient and therefore lighter.

Learn more about SkyActiv^®-six-speed automatic transmission

PLATFORM

SKYACTIV^®- Platform

The SKYACTIV^®-Body and SKYACTIV^®-Chassis

See the platform video
(2:14)

With our SKYACTIV^® Body and Chassis, we were determined to get more of that exhilarating Mazda driving feel while increasing crash safety performance and reducing weight. Through smarter engineering and materials, we were able to improve body rigidity by 30% (for better handling) and shed 220 pounds, all while improving crash safety performance. To give you more of that "oneness" between car and driver, the suspension was redesigned for greater agility at low speeds and more stability at high speeds.

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Body made 8% lighter but 30% more rigid

Smarter engineering allowed us an enormous achievement: a body that's 8% lighter but 30% more rigid.

It was time to get metal. In previous Mazda body structures, about 40% of the structure was comprised of high-strength and ultra-high-strength steel alloys. In the SKYACTIV^®-Body, we increased that amount to 60%.

The body structure was made stronger and lighter through smarter geometry: By eliminating corners in each load path, we created a straight frame from front to rear. The back half of the center tunnel was also reinforced so load directed to the floor can be carried there as well.

Building a more efficient structure created manufacturing challenges. Some reinforced areas couldn't be accessed by conventional spot welders, so new techniques such as laser welding and advanced, structural adhesives—known as weld bonding—were used instead.

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Smarter engineering for top crash safety performance

To improve crash safety performance, we adopted a multi-load path structure that uses the whole body to absorb crash energy rather than just the floor. In a collision, this structure efficiently absorbs the load by dispersing it in multiple directions. The same approach was adopted for individual parts, allowing them to be made stronger without being made heavier.

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Chassis redesign delivers greater stability and agility

Our goal for improving suspension and steering seemed like a contradiction: Take that light, nimble feeling that Mazdas are known for and get more of it without losing stability. In fact, we wanted greater stability for that smooth-mover-on-the-Autobahn feeling.

The rear suspension was rearranged to give it more toe-in, with the front of the tires angled slightly toward each other. That improves the stability, but normally at the expense of nimbleness.

No way we were going to give up nimbleness, so we used a quicker steering ratio and electric-power-steering tuning. That's good at low speeds, but on the expressway it can make the car feel nervous, like it drank too many energy drinks.

Geometry time again. In front, caster and trail were dramatically increased to the highest of any front-wheel-drive sedan; this gives the steering more self-centering, stabilizing force for enhanced feel and performance, especially at high speeds. Put simply, we made it Autobahn-ready.

In the rear, we raised the pivot point of the trailing arm by two inches to make bumps feel less bumpy and provide more stability when you hit the brakes.

Energy Recovery

¡-ELOOP

Mazda's i-ELOOP Regenerative Braking System

See energy recovery video
(1:55)

Mazda's SKYACTIV engines work to harness maximum energy from every drop of fuel, but what's the point if that hard-won energy is allowed to go to waste? Yet every time you slow down much of that energy is lost. Mazda engineers came up with a solution to this problem. i-ELOOP is a groundbreaking regenerative braking system that harnesses the car's kinetic energy and converts it into electricity. This electricity is used to power your car's electronics—a job that used to fall to the engine. Now, every time you slow down, you charge up. The result: around approximately five percent better fuel economy, and your engine is freed up for more exciting tasks.

Energy Recovery

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Frees up fuel and horsepower to drive the car

i-ELOOP operates whenever the vehicle decelerates, reducing the need for the engine to burn extra fuel to generate electricity. As a result, in "stop-and-go" driving conditions, i-ELOOP improves your fuel economy approximately five percent. Meanwhile, more of your engine's horsepower can go to where it counts—the wheels. In effect, i-ELOOP turns wasted energy into driving enjoyment. That's a perfect fit for SKYACTIV TECHNOLOGY.

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Powers your car's electronics without using fuel or horsepower

Cars are packed with devices that run on electricity, from essentials such as headlights and windshield wipers to features like navigation systems and advanced audio systems. Powering these things takes a lot of electricity. Just the lights, air conditioner and wipers together consume around 500W—about the same as a large refrigerator! This electricity is generated by an alternator, which is normally powered by the engine—a method that saps fuel and redirects horsepower away from powering your car. However, a special alternator used in the i-ELOOP system turns with the car's momentum. The result is free electricity—no need to burn extra fuel or horsepower.

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Every time you slow down, you charge up

With i-ELOOP, the moment you lift your foot off the gas pedal, a 12-25V variable voltage alternator is activated. When you coast or slow down, the engine continues to cycle, yet it doesn't burn fuel. The i-ELOOP alternator takes advantage of that movement to generate as much as 25V of electricity. Without i-ELOOP, this kinetic energy would go to waste. Now it gets "recaptured" and put to work again.

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Capacitor-based design captures and stores energy faster than competing systems

Regenerative braking systems are growing in popularity as a fuel-saving technology. In hybrid vehicles they are generally paired with the same electric motor and heavy battery used to power the vehicle. Mazda engineers, however, came up with an innovative regenerative braking system that uses a capacitor. Unlike a battery, a capacitor can be charged quickly and repeatedly. Specially developed for use in a vehicle, our Electric Double Layer Capacitor (EDLC) can be fully charged in seconds. A DC/DC converter steps down the electricity from as much as 25V to 12V before it is distributed directly to the vehicle's electrical components.

Gallery

Press Reviews

Mazda SKYACTIV^® TECHNOLOGY

New Solutions for Others to Follow

"Mazda tweaked the heck out of internal-combustion processes that have been in place for more than 100 years, coming up with solutions that make you wonder why no one else has done this stuff."

—AutoWeek | August 2011

More Efficient and Fun to Drive

"Mazda is to be congratulated for bumping mileage up and still making cars that are fun to drive."

—AutoWeek | October 2011

Blank-Slate Engineering

"Everything is new — all-new gasoline engines and diesel engines, all-new manual and automatic transmissions, and an all-new, lighter modular vehicle platform."

—Edmunds' InsideLine.com | August 2011

Efficiency That's Fun to Drive

"The idea is to build lighter, more efficient cars that get better mpg, yet are still fun to drive…"

—Edmunds' InsideLine.com | October 2011

Efficiency Without Hybridization

"… A whole suite of technology and powertrain packages that aim to improve fuel economy — without having to resort to hybridization or related battery-based technologies."

—The Detroit Bureau | April 2011