The conceptual Mazda Takeri is made in the new Kodo corporate identity - the Soul of movement. This immediately recalls the previous work of Mazdian designers on the topic of the future middle-class car - the Shinari one-year-old concept, implemented in the same vein. If you compare them, it becomes obvious that the current concept is another iteration on the way from a pure design idea to a production car.
Mazda Shinari Concept
The Mazda Shinari concept was low in silhouette and was made in the format of a four-door coupe The Mazda Shinari concept was low in silhouette and was made in the format of a four-door coupe
Mazda Shinari set the general design idea for the next Six, but could hardly seriously claim the conveyor future. After all, mass-producing a niche four-door coupe, such as Shinari, is clearly not from the hands of such a relatively small company as Mazda. The Japanese need a successful mass model. And that is why Takeri has left absolutely merry proportions, preserving, however, almost all the key Shinari design elements.
Mazda Takeri Mazda Takeri
Having two starting points in the form of Shinari and Takeri concepts, it is easy to predict how the production Mazda6 will look, because, as you know from geometry, you can draw a straight line through two points, and therefore, extrapolate the direction of design development. You can also build a parallel line. The recent Frankfurt debutant - the Mazda CX-5 crossover - also once walked in concepts. Using the evolution of the Mazda Minagi prototype as a production model for the CX-5, it’s easy to see which transformations Takeri expects on the way to the conveyor. Moreover, the design of the Mazda CX-5 is also created in the style of Kodo. In general, using all these key elements, we have put together a puzzle for you called Mazda6, and now you can see what the future serial "six" will be like, which will appear in a year and a half.
The proportions of the body will change again: the height will increase, which will increase the interior space of the cabin. The contours of the headlights on a production car will remain approximately the same as on the concept, but the composition of the lighting equipment will not be so avant-garde. By analogy with the transformation of the Minagi concept into the Mazda CX-5 serial crossover, the false radiator grille of the future Six will take on a more familiar - civilian - look than on the Takeri. In the same way, the fog lights of the conveyor version will take a calmer look: instead of spectacular LED boomerangs, ordinary lenses will appear. The proportions of the body will change again: the height will increase, which will increase the interior space of the cabin. The contours of the headlights on a production car will remain approximately the same as on the concept, but the composition of the lighting equipment will not be so avant-garde. By analogy with the transformation of the Minagi concept into the Mazda CX-5 serial crossover, the false radiator grille of the future Six will take on a more familiar - civilian - look than on the Takeri. In the same way, the fog lights of the conveyor version will take a calmer look: instead of the spectacular LED boomerangs, ordinary lenses will appear
The next generation Mazda6 will receive more “large-format” taillights with a voluminous internal structure, and LED technology will probably be actively used in their “stuffing” The next generation Mazda6 will receive more “large-format” taillights with a voluminous internal structure, and they will probably be in their "filling" actively use LED technology
The serial “six” will receive an interior that will not differ much from the concept (by analogy with the same Minagi and CX-5). The innovation will be the on-board multimedia controller located on the tunnel. The serial Six will receive an interior that will not differ much from the concept (by analogy with the same Minagi and CX-5). The innovation will be the on-board multimedia controller located on the tunnel
And with almost one hundred percent accuracy we can talk about the technical stuffing of the new Mazda6, since all its basic design solutions, united by the common name Skyactiv, have been announced for a long time. Skyactiv's set of technologies includes a new generation of gasoline and diesel engines with an almost “unified” compression ratio, new automatic and mechanical transmissions, a lightweight body built with extensive use of high-strength steels, as well as a new undercarriage and a revolutionary recuperation system that uses energy storage supercapacitor.
The i-ELOOP regenerative braking system on the future Mazda6 is unique in that it uses a large capacitor, which, unlike rechargeable batteries, can charge very quickly and give off a charge. In addition, it is able to work out a much larger number of charge-discharge cycles without compromising efficiency. When braking, the i-ELOOP system converts the kinetic energy of the car into electrical energy and then uses it to power the climate control, audio system and other on-board consumers. As a result, when driving in the characteristic acceleration-braking mode typical of the city, efficiency increases by about 10%. And in tandem with the i-stop engine restart system, the novelty extends the period of time during which the engine can be turned off.
In the Skyactiv-D turbodiesel, the compression ratio is reduced from the usual values for today's units at 16: 1–18: 1 to 14: 1. For what? A lower compression ratio gives a lower temperature of the working mixture. Due to this, Skyactiv-D provides cleaner combustion with significantly less harmful emissions and complies with Euro 6. In addition, the earlier fuel injection of Skyactiv-D diesel engines makes it very efficient: the expansion ratio is greater than that of engines with a high degree of compression. Well, a 2-speed turbocharging provides high torque and responsiveness at low revs.
Skyactiv-G gasoline engine technology involves increasing the compression ratio from 10: 1–11: 1 to 14: 1. Mazda engineers achieved this in a simple but effective way - by lowering the initial temperature of the working mixture, for which they used a long exhaust manifold working according to the 4-2-1 scheme, which prevents the return of exhaust gases to the combustion chamber. The result is a 15% reduction in fuel consumption compared to the current engine of a similar volume.
The introduction of the new Skyactiv-Drive automatic transmission aimed to reduce fuel consumption. At the same time, it was possible to improve the smoothness of gear shifting and make the response to pressing the accelerator pedal more “linear”. All this was achieved by increasing the number of steps to six against the current four to five on Mazda "automatic machines", as well as using the powerful friction clutch to lock the torque converter and changing the logic of its operation. Now its blocking time has increased on average from 54 to 89%. A tight connection between the motor and the wheels just contributes to a good understanding of the driver and the car, as well as fuel economy.
The chassis of the Skyactiv-Chassis has a lot of changes compared to the current Mazda. In the front suspension, double wishbones gave way to MacPherson struts, and in the rear multi-link, the attachment points of the longitudinal arms are changed. The steering with a reduced gear ratio responds faster to the actions of the driver, and the weight of the chassis components has been reduced by 14%.
The technology for creating a Skyactiv-Body body provides for its significant relief while increasing rigidity. For this purpose, modern high-strength steels are widely used in the body structure, and the configuration of power elements is maximally “flattened” - for a better load perception. As a result, the body, made according to the prescription of Skyactiv-Body technology, turns out to be about 8% lighter than the current one and at the same time 30% tougher.