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New Mazda 3: How The Japanese Crossed A Gasoline Engine With A Diesel

2024

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New Mazda 3: How The Japanese Crossed A Gasoline Engine With A Diesel
New Mazda 3: How The Japanese Crossed A Gasoline Engine With A Diesel
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Mazda 3
Mazda 3

Mazda 3 Mazda 3

Mazda 3 first generation debuted back in 2003 and replaced the Mazda 323. It looked fresh, and rode so that it was not a shame to compare it with the best European cars. The main competitors of the new car, at least in terms of handling, are Volkswagen Golf and Ford Focus. And also the Audi A3. The point, of course, is not only in driving properties: Mazda is still striving to break out of the camp of mass brands and occupy the niche of almost premium products - and maybe really premium ones.

Mazda 3

Seats 5

Length × Width × Height (US Specification) Sedan: 4662 mm × 1797 mm × 1445 mm; hatchback: 4459 mm × 1797 mm × 1440 mm

Wheelbase 2725 mm

Engines: SkyActiv-G 1.5; SkyActiv-G 2.0; SkyActiv-G 2.5; SkyActiv-D 1.8; SkyActiv-X 2.0

Transmission: 6-speed manual; 6-speed automatic; front or four wheel drive

Independent front suspension with McPherson struts

Semi -independent rear suspension with torsion beam

Rack and pinion steering, with power

Front / rear disc brakes, ventilated / disc

Tires 205/60 R16, 215/45 R18

Sedan and Hatch

The Japanese presented two versions at once - a five-door hatchback and a sedan. Three doors will not be. Station wagon - too. Neither sit down, or look under the hood, or push buttons - pre-production cars! Well, go around.

Sedan - a kind of Mazda classic. A sloping roof, like a coupe. And a little tail tail. Clean lines, nothing more.

Hatch is more aggressive. Does it look like a Mazda Kai concept car? Behind - definitely yes. The rear window is very curved. Spoiler is more powerful. The rising side glazing line is a controversial element. A kind of Japanese Alfa Romeo Brera. Someone scared by the abundance of metal on the loin of the machine. But better non-standard forms than all.

The wheelbase has grown from 2700 to 2725 mm. But if the sedan became noticeably larger (the length increased from 4580 to 4662 mm), then the hatchback, on the contrary, tightened slightly: 4459 mm instead of the previous 4475 mm.

Колесная база выросла до 2725 мм (+25 мм), но сзади мéста по-прежнему немного. Охранники не позволили сесть в выставочные автомобили, но даже на глаз видно, что «трешка» остается одним из самых тесных ­автомобилей в классе
Колесная база выросла до 2725 мм (+25 мм), но сзади мéста по-прежнему немного. Охранники не позволили сесть в выставочные автомобили, но даже на глаз видно, что «трешка» остается одним из самых тесных ­автомобилей в классе

The wheelbase has grown to 2725 mm (+25 mm), but it’s still a little behind the seat. The guards did not allow to get into the exhibition cars, but even by sight it is clear that the "treshka" remains one of the closest cars in the class. The wheelbase has grown to 2725 mm (+25 mm), but it’s still a little behind the seat. The guards did not allow to get into the exhibition cars, but even by sight it is clear that the "treshka" remains one of the closest cars in the class. Related Materials

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The new Mazda 3: we look in detail from all sides

The interior is the realm of clean lines. Japanese minimalism. And I like it! The central display, slightly turned towards the driver, unambiguously hints who is in charge. The gear knob was moved closer to the front panel - it’s more convenient to carry your hand from the steering wheel. Departure steering increased - now 70 mm (+10 mm).

This is the first Mazda with a knee airbag for the driver. In this matter, the Japanese were lagging behind, but gradually began to catch up. A knee pad is standard equipment on all markets.

Visibility has been improved: the windshield racks have become thinner, and the "driver" wiper fits almost close to the rack. Washer nozzles are now located on the leashes of the wipers.

Интерьер - это минимализм в дизайне и максимализм в выборе матери­алов. На центральной консоли - лишь блок управления микроклиматом и несколько «горячих клавиш». Центральный дисплей слегка развернут к водителю. Шайба мультимедийной системы и селектор коробки сдвинуты немного вперед - чтобы удобнее было переносить руку с руля. Сиденье водителя опущено чуть ниже прежнего. Трехспицевый руль - с удобными кнопками и клавишами. Приборы - стрелочные
Интерьер - это минимализм в дизайне и максимализм в выборе матери­алов. На центральной консоли - лишь блок управления микроклиматом и несколько «горячих клавиш». Центральный дисплей слегка развернут к водителю. Шайба мультимедийной системы и селектор коробки сдвинуты немного вперед - чтобы удобнее было переносить руку с руля. Сиденье водителя опущено чуть ниже прежнего. Трехспицевый руль - с удобными кнопками и клавишами. Приборы - стрелочные

The interior is minimalism in design and maximalism in the choice of materials. On the center console - only the climate control unit and a few "hot keys". The central display is slightly turned towards the driver. The washer of the multimedia system and the selector box are shifted slightly forward - to make it easier to carry your hand from the steering wheel. The driver's seat is lowered a little lower than before. Three-spoke steering wheel - with convenient buttons and keys. Devices - switch. The interior is minimalism in design and maximalism in the choice of materials. On the center console - only the climate control unit and a few "hot keys". The central display is slightly turned towards the driver. The washer of the multimedia system and the selector box are shifted slightly forward - to make it easier to carry your hand from the steering wheel. The driver's seat is lowered a little lower than before. Three-spoke steering wheel - with convenient buttons and keys. Devices - switch.

Beam instead of multi-link

Mazda begins a new round of updating the lineup. Treshka is the first car on the new SkyActiv-Vehicle Architecture platform, which implies, among other things, a lower landing and radical technological solutions.

Firstly, this is a new 2.0 liter SkyActiv-X gasoline engine with a drive supercharger and SPCCI technology, that is, spark plug controlled compression ignition, which can be translated as follows: compression ignition controlled by spark ignition. As you may have guessed, the engineers tried to combine the advantages of gasoline engines and diesel engines. The Japanese have not yet shared the details, but they say that the new engine in terms of power characteristics will correspond to the well-known atmospheric engine 2.5 SkyActiv-G, and in terms of efficiency it will not yield to a diesel engine.

После того как Mazda долгое время использовала заднюю подвеску со сдвоенными трапециевидными рычагами, в 2003 году первую «трешку» перевели на фордовскую платформу С1 с задней многорычажкой, роднившей ее с Фокусом второго поколения. Теперь японцы переходят на полунезависимую подвеску со скручивающейся балкой. Она дешевле в изготовлении, менее проблемна в эксплуатации и занимает меньше места, позволяя отвести больше пространства под багажник. Проведя массу испытаний новой платформы, инженеры добились идеального сочетания между управляемостью на высоких скоростях, плавностью хода на плохих дорогах, а также шумо- и виброизоляцией. Одним из ориентиров для подражания стал Peugeot 308, задняя подвеска которого, по мнению японцев, является одной из лучших в классе. Спереди - по-прежнему стойки McPherson
После того как Mazda долгое время использовала заднюю подвеску со сдвоенными трапециевидными рычагами, в 2003 году первую «трешку» перевели на фордовскую платформу С1 с задней многорычажкой, роднившей ее с Фокусом второго поколения. Теперь японцы переходят на полунезависимую подвеску со скручивающейся балкой. Она дешевле в изготовлении, менее проблемна в эксплуатации и занимает меньше места, позволяя отвести больше пространства под багажник. Проведя массу испытаний новой платформы, инженеры добились идеального сочетания между управляемостью на высоких скоростях, плавностью хода на плохих дорогах, а также шумо- и виброизоляцией. Одним из ориентиров для подражания стал Peugeot 308, задняя подвеска которого, по мнению японцев, является одной из лучших в классе. Спереди - по-прежнему стойки McPherson

After Mazda had been using the rear axle with double trapezoidal levers for a long time, in 2003 the first three-wheeler was transferred to the Ford C1 platform with a rear multi-link that related it to the second-generation Focus. Now the Japanese are switching to a semi-independent suspension with a twisting beam. It is cheaper to manufacture, less problematic in operation and takes up less space, allowing you to allocate more space for the trunk. After conducting a lot of tests of the new platform, the engineers achieved the perfect combination between handling at high speeds, smoothness on bad roads, as well as noise and vibration isolation. One of the landmarks to follow was the Peugeot 308, the rear suspension of which, according to the Japanese, is one of the best in the class. At the front are the McPherson struts. After Mazda had been using the rear axle with double trapezoidal levers for a long time, in 2003 the first three-wheeler was transferred to the Ford C1 platform with a rear multi-link that related it to the second-generation Focus. Now the Japanese are switching to a semi-independent suspension with a twisting beam. It is cheaper to manufacture, less problematic in operation and takes up less space, allowing you to allocate more space for the trunk. After conducting a lot of tests of the new platform, the engineers achieved the perfect combination between handling at high speeds, smoothness on bad roads, as well as noise and vibration isolation. One of the landmarks to follow was the Peugeot 308, the rear suspension of which, according to the Japanese, is one of the best in the class. At the front are the McPherson struts.

These are not figurative expressions. In some modes, the engine will work with spark ignition (like regular gasoline) - for example, during cold start, at insufficient temperature in the combustion chamber, and also at high loads. And in other modes, for example, when driving quietly on the highway, like a diesel engine with compression ignition, since the compression ratio is much higher than that of a conventional gasoline engine.

The transition from one mode to another is completely invisible. With a return of about 187 hp such a motor is significantly cleaner, produces less emissions than an equally economical diesel engine. During factory tests, a flow rate of about 6 liters per 100 km was shown. Under comparable conditions, it is 20-30% more economical than the 2.5 SkyActiv-G engine.

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Mazda CEO Akiro Marumoto said the new motor fits well with a “soft” hybrid (with a small battery), when the electric motor only helps a little in acceleration. And he added that a full-fledged hybrid propulsion system with a large battery is not needed - a “soft” hybrid is enough.

The "soft" hybrid is a key component in Mazda's strategy, which is to electrify (at least partially) the entire lineup by 2030. Pure electric cars and rechargeable hybrids will make up only 5% in the lineup, the remaining 95% are “soft” hybrids.

The Americans are not stupid, they don’t start experimenting right away, therefore, for the North American market, the very same naturally aspirated SkyActiv-G 2.5 engine, with which the new engine is compared, will be kept as the base one. In addition, old aspirators of the current SkyActiv-G family will be available - these are engines 1.5, 2.0 and 2.5, which develop from 100 to 184 hp on the outgoing “troika”. In Europe there will be a diesel engine - this is a new 1.8-liter SkyActiv-D unit, like on the Mazda CX 3 crossover. The old gearboxes are 6-speed manual and automatic.

Двухлитровый бензиновый двигатель SkyActiv-X с приводным нагнетателем интересен технологией SPCCI - spark plug controlled compression ignition, «воспламенение от сжатия, управляемое искровым зажиганием». При холодном пуске и высоких нагрузках он работает с воспламенением от искры, а при спокойной езде и малых нагрузках - с воспламенением от сжатия, как дизель. Инженеры уверяют, что мотор может работать на обедненной рабочей смеси, поэтому в определенных режимах расход топлива по сравнению с мотором SkyActiv-G той же мощности ниже на 20-30% - при солидной тяге. Японцы не дают полных характеристик, но, как мне удалось узнать, предельный крутящий момент достигает 230 Н•м
Двухлитровый бензиновый двигатель SkyActiv-X с приводным нагнетателем интересен технологией SPCCI - spark plug controlled compression ignition, «воспламенение от сжатия, управляемое искровым зажиганием». При холодном пуске и высоких нагрузках он работает с воспламенением от искры, а при спокойной езде и малых нагрузках - с воспламенением от сжатия, как дизель. Инженеры уверяют, что мотор может работать на обедненной рабочей смеси, поэтому в определенных режимах расход топлива по сравнению с мотором SkyActiv-G той же мощности ниже на 20-30% - при солидной тяге. Японцы не дают полных характеристик, но, как мне удалось узнать, предельный крутящий момент достигает 230 Н•м

The two-liter SkyActiv-X gasoline engine with a driven supercharger is interesting in SPCCI technology - spark plug controlled compression ignition, "spark ignition controlled compression ignition." With cold start and high loads, it works with spark ignition, and with a quiet ride and low loads - with compression ignition, like a diesel. Engineers claim that the engine can run on a lean working mixture, therefore, in certain modes, fuel consumption compared to a SkyActiv-G engine of the same power is 20-30% lower with solid traction. The Japanese do not give full characteristics, but, as I was able to find out, the maximum torque reaches 230 N • m. The two-liter SkyActiv-X gasoline engine with a driven supercharger is interesting in SPCCI technology - spark plug controlled compression ignition, "spark ignition controlled compression ignition." With cold start and high loads, it works with spark ignition, and with a quiet ride and low loads - with compression ignition, like a diesel. Engineers claim that the engine can run on a lean working mixture, therefore, in certain modes, fuel consumption compared to a SkyActiv-G engine of the same power is 20-30% lower with solid traction. The Japanese do not give full characteristics, but, as I was able to find out, the maximum torque reaches 230 N • m.

The chassis has also changed. Fans, tear your hair out: the Japanese abandoned the back mnogoryichazhka! Now - a simple twisting beam, a semi-independent suspension. There is no catastrophe, especially since the creators promise a higher smoothness. But fans need sharp handling! Well, wait.

A clear plus - all-wheel drive versions that were previously available only in the Japanese market. Good news, because the i Activ transmission with a multi-plate rear axle clutch is combined with the G Vectoring Control Plus electronic system, which varies engine traction and selectively brakes the wheels depending on the angle and intensity of the steering wheel, speed and accelerations acting on the car.

And what is the rear-wheel drive suspension? Is the beam too? The Japanese are silent - apparently, they are preparing a surprise.

More engineers talk about good sound insulation. The share of ultrahigh-strength steels (yield strength - 980 MPa) in the power structure of the body increased to 30%.

Новая «трешка» - первая Mazda c коленной подушкой безопасности под рулевой колонкой. Она входит в серийное оснащение всех машин. Доля сверхвысокопрочных сталей в кузове увеличена на 30%. Новые сминаемые зоны кузова эффективнее поглощают энергию удара. Передний бампер спроектирован так, чтобы в случае наезда на пешехода меньше травмировать колени
Новая «трешка» - первая Mazda c коленной подушкой безопасности под рулевой колонкой. Она входит в серийное оснащение всех машин. Доля сверхвысокопрочных сталей в кузове увеличена на 30%. Новые сминаемые зоны кузова эффективнее поглощают энергию удара. Передний бампер спроектирован так, чтобы в случае наезда на пешехода меньше травмировать колени

The new "treshka" - the first Mazda c knee airbag under the steering column. It is part of the standard equipment of all machines. The share of ultra-high-strength steels in the bodywork is increased by 30%. New crumpled areas of the body more efficiently absorb impact energy. The front bumper is designed so that in the event of a collision with a pedestrian less injure your knees. The new "treshka" - the first Mazda c knee airbag under the steering column. It is part of the standard equipment of all machines. The share of ultra-high-strength steels in the bodywork is increased by 30%. New crumpled areas of the body more efficiently absorb impact energy. The front bumper is designed so that in the event of a collision with a pedestrian less injure your knees.

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