VEHICLE STRUCTURE/CHASSIS

ENGINE
TRANSMISSION

PRODUCT LAUNCH GUIDE

Table of Contents
Defining the Mazda Brand
Consumer Purchase Reasons
Consumer Ownership Insight
Mazda Vehicles Core Competencies/Awards
The Vision Behind SKYACTIV

3
3
3
4
5

ENGINES

6
6
7
7
9
9
9
9
9
10
10
11
12
12
12
12

Y
G
O
L
E
O
D
N
I
H
U
C G
E
T CH
V N
I
T AU
C
A L
Y
T
K
S UC
D
O
R
P
The Road to SKYACTIV
ENGINES SKYACTIV-G
Compression Ratio
Pumping Losses
Engine Weight
Friction
WHAT SKYACTIV-G IS
WHAT SKYACTIV-G DELIVERS
ENGINES SKYACTIV-D
Engine Weight
Performance
Variable Valve Lift
Benefits
WHAT SKYACTIV-D IS
WHAT SKYACTIV-D DELIVERS

SKYACTIV Transmissions

SKYACTIV-DRIVE
WHAT SKYACTIV-DRIVE IS
WHAT SKYACTIV-DRIVE DELIVERS
SKYACTIV-MT
WHAT SKYACTIV-MT IS
WHAT SKYACTIV-MT DELIVERS

Vehicle Structure

WHAT THE SKYACTIV STRUCTURE IS

WHAT THE SKYACTIV STRUCTURE DELIVERS
Vehicle Chassis
WHAT THE SKYACTIV CHASSIS IS
WHAT THE SKYACTIV CHASSIS DELIVERS

PRODUCT LAUNCH GUIDE

13
13
14
14
15
15
15
16
17
17
18
19
19

Defining the Mazda Brand

Consumer Purchase Reasons

For more than a decade the rallying cry for the Mazda brand has been ZOOM-ZOOM. At the core of this brand statement has been
the enthusiast-oriented notion that vehicles should be more than efficient and reliable modes of transportation they should be
exciting to drive and instill a sense of pride of ownership.
Research consistently shows that Mazda customers are emotionally vested in the brand. They are attracted to the brand for
emotional reasons. In fact, Mazda customers are more than 60% more likely to talk about emotional purchase reasons than
customers of brands such as Hyundai, Honda and Toyota.
It is confirmation that in the eyes of the customers, Zoom-Zoom is more than a marketing slogan it is an important deliverable
found throughout the Mazda product line-up. For many customers these emotional characteristics are the reason they are
attracted to the brand and purchase the Mazda vehicles.

Consumer Ownership Insight

The emotional relationship Mazda customers have with their vehicles doesnt end with the purchase. Look at how customers rank
their vehicles once they own them and youll find that once again, their overall opinion of their vehicle is significantly higher than
key competitors such as Hyundai, Honda and Toyota. In fact, none of these competitive brands come anywhere near matching the
satisfaction rating that the Mazda brand earns.
But it isnt just consumers who consistently give Mazda vehicles top scores the press have long held the brand in similar regard.

Mazda Vehicles
Core Competencies/Awards
Vehicle

Awards

Mazda2

``

``

Since its launch, the Mazda2 has received more than 50 awards globally,
including Car of the Year in over 20 countries
IIHS Good rating for Frontal offset & roof strength, 2011

Y
G
O
L
E
O
D
N
I
H
U
C G
E
T CH
V N
I
T AU
C
A L
Y
T
K
S UC
D
O
R
P
``

World Car of the Year, 2008

``

Over 55 awards globally since its introduction

``

IIHS Top Safety Pick, 2011

``

Car & Driver Comparison test winner, March 2010

``

2010 Le Guide De LAuto Car of the Year & Best Purchase

``

Auto123 - 2010 Compact Car of the Year

``

AJAC - 2009 Best new small car under $21,000

``

AJAC - 2009 Best new small car over $21,000 (Mazda3 Sport)

Mazda5

``

World of Wheels Best Wagon, 2007

Mazda6

``

IIHS Good rating for Frontal offset & Side Impact, 2011

``

AJAC - 2009 Best New Family Vehicle under $30,000

``

Car & Driver 10 Best Cars, 2011

``

2010 Le Guide De LAuto Best Vehicle in its Category

Mazda3

MX-5

``

Guinness Book of Records The worlds favourite lightweight,

open-top, two-seat sports car

Tribute

``

IIHS Good rating for Frontal offset & Side Impact, 2011

CX-7

``

IIHS Good rating for Frontal offset & Side Impact, 2011

``

Edmunds.com, Consumers Top Rated, 2010

``

Wards 10 Best Engines, 2008/2007

``

IIHS Good rating for Frontal offset & Side Impact, 2011

``

Detroit Auto Show - North American Truck of the Year, 2008

``

Motor Trend Sport/Utility of the Year, 2008

CX-9

This is why it is important to note that in creating the SKYACTIV

TECHNOLOGIES, one of the key objectives is the sustainability of Zoom-Zoom.
SKYACTIV is about the ongoing evolution of the Zoom-Zoom brand attributes.
It is confirmation that vehicles can be environmentally friendly and fun to
drive not to mention stylish, comfortable and more.

PRODUCT LAUNCH GUIDE

The Vision Behind SKYACTIV

In 2009, Hybrid Electric Vehicles (HEV) accounted for less than 1% of global vehicle sales. Currently, North American HEV sales
account for less than 2% of total vehicle sales. In addition to this, pure electric vehicle sales are virtually non-existent.
But what about the longer-term forecast?
HEV vehicle sales will undoubtedly continue to grow and it is conceivable that within 10 years, sales of HEV will account for
10% of the market. However this number would represent dramatic growth of a technology that is inherently expensive (HEV
by definition have two engines, ensuring that they will always command a significant premium over conventional vehicles). In
addition to this, in many markets HEV sales were driven by external, political factors. In California HEV drivers were given access
to the High Occupancy Vehicle (HOV) lane even if they were driving alone. For many commuters, this was reason enough to
purchase an HEV. However single occupant HEV no longer qualify for HOV lane usage in California.
The result is that for the foreseeable future, the internal combustion engine will remain the primary means of powering
the automobile.
Fuel economy requirements and emission standards are only going to become more stringent. In order to meet future
regulatory requirements and the changing needs of consumers, the internal combustion engine will need to continue to
evolve. When you consider that less than 30% of the energy in fuel is actually converted to forward motion, there is clearly an
opportunity for enhancements in the performance and efficiency of the internal combustion engine.
A new approach is also required in vehicle design.
In the past ten years the weight of the average small car has increased by 6%, while the amount of interior room has remained
the same. This is despite an almost 30% increase in the use of high-strength steel.
This is where SKYACTIV TECHNOLOGIES come in. SKYACTIV is the next step in the ongoing evolution of ZOOM-ZOOM. It represents
a clean sheet approach to the design of the automobile, targeting three core areas:

1. Engines
2. Transmissions
3. Vehicle Structure/Chassis

VEHICLE STRUCTURE/CHASSIS
ENGINE
TRANSMISSION

ENGINES

THE ROAD TO SKYACTIV

The Road to SKYACTIV
Over the years, Mazda has earned a reputation for building small
cars designed to meet the needs of the enthusiast. These vehicles
are inevitably powered by innovative engines that accomplish
more with less. This is epitomized by the rotary engine found in

Y
G
O
L
E
O
D
N
I
H U
C
G
E
T CH
V N
I
T AU
C
A L
Y
T
K
C
S U
D
O
PR
the RX-8.

Since 1961, Mazda has single-handedly developed the rotary

engine. The RENESIS rotary engine, which powers the RX-8, was
named International Engine of the Year 2003 when it was

introduced. It also placed first in two additional categories, Best

New Engine of 2003 and 2.5-litre to 3.0-litre.

The International Engine of the Year is selected by a majority vote

of 50 motoring journalists from 22 countries around the world (in

fact with 44 votes the RENESIS engine dominated the awards).

For roughly 20 of the 40 years that the company has been developing the rotary engine, Mazda has been experimenting with
hydrogen-fuelled rotary engines. Hydrogen produces water as a by-product of combustion, making it an environmentally

appealing fuel and the rotary engine has important design advantages that make it ideally suited to using hydrogen as a fuel. But
the rotary engine, with its unique design, isnt the only innovative engine found in the Mazda line-up.

Mazdas MZR 2.3L DISI (Direct Injection Spark Ignition) Turbo engine is Zoom-Zoom in its purest form. It is found in the

MAZDASPEED3 and the CX-7. It utilizes a turbocharger, an intercooler and direct injection to produce the power and torque of a
large V6 engine from an in-line 4-cylinder.

In a typical engine, fuel injectors operating at roughly 40psi spray atomized droplets of fuel into the intake manifold. But in the

MZR 2.3 DISI Turbo, fuel is injected directly into the combustion chamber at 1,600psi 40 times higher than the pressure utilized

in conventional fuel injection. The net result is fuel droplets that are significantly smaller. These droplets vaporize instantly when
injected into the combustion chamber absorbing heat in the process.

Absorbing heat just before combustion is very beneficial to any engines health and well being. Cooling the intake charge raises
its density, allowing more air to fit in a given space. More air yields more power. A cooler fuel and air mix is also less prone to
detonation. This in turn facilitates a higher compression ratio; something that is core to the design of the SKYACTIV-G engine.

PRODUCT LAUNCH GUIDE

ENGINES SKYACTIV-G
In the internal combustion engine there are four key ways in
which energy from the fuel is wasted:

4 Exhaust loss
4 Cooling loss
4 Pumping loss
4 Mechanical loss
The remaining energy (currently less than 30%) is converted into
engine output/forward motion. Improving the efficiency
of the engine requires reducing these four areas of thermal loss.
In order to accomplish this, Mazda set out to create an all
new gasoline-powered engine that improves efficiency and
performance beyond the current industry benchmarks by
targeting four key areas of engine design:

4 Compression Ratio
4 Pumping Losses
4 Engine Weight
4 Internal Friction

Compression Ratio
In order to dramatically increase the compression ratio (13:1 in
North America and 14:1 in the rest of the world, due to fuel
octane levels), the engineers had to address knock
(uncontrolled combustion that results from excessive heat).
This requires that the temperature of the combustion process
is reduced and the combustion process itself, is very
precisely controlled.
To reduce the temperature of the combustion process,
especially at Top Dead Centre (TDC the time when the piston
is at the top of its stroke), engineers created a long runner, 4
into 2 into 1 exhaust header.

ENGINES

SKYACTIV-G
In a conventional short runner exhaust manifold, the hot gases
from one cylinder arrive at another cylinder as the exhaust
stroke is finishing and the intake stroke is beginning (in the
illustration to the left, the exhaust gas from cylinder 3 arrives
at cylinder 1). Hot exhaust gas, which has just moved out of

Y
G
O
L
E
O
D
N
I
H
U
C
G
E
T CH
V N
I
T
U
C
A
A
L
Y T
K
S UC
D
O
R
P
the cylinder, is forced back inside the combustion chamber,
increasing the amount of hot residual gas present and
consequently the combustion chamber temperature.

However, with the long runner 4-2-1 exhaust manifold of the

SKYACTIV-G, it takes more time for the high pressure wave

to reach the next cylinder, making the reduction of residual

exhaust gas possible. The net result is a significant reduction

in the combustion chamber temperature and the resulting
production of NOx.

Combustion chamber temperatures also benefit as a result of

the sophisticated multi-hole injectors utilized by the SKYACTIV-G.

Mazda took lessons learned from the MZR 2.3L DISI Turbo to

refine the design of the high pressure injectors, increasing the

number of holes and the precision of the spray pattern. This

precision is important because the SKYACTIV-G features a unique

style of piston that incorporates a cavity at the top that contains

the explosion in a more controlled fashion, enhancing efficiency
and reducing the production of emissions.

The next thing that engine designers did to enhance efficiency

was to reduce the bore of the engine and lengthen the stroke.
By reducing the bore of the engine (essentially the wide of

the piston), the engineers were able to further enhance the

efficiency of the engine.

PRODUCT LAUNCH GUIDE

Pumping Losses
In order to appreciate the concept of pumping losses, think of putting your hand over the end of a vacuum hose. The more your
hand covers the end of the hose, the less air can get into the vacuum. This is how most engines control the amount of air that
enters the engine; by opening and closing the throttles in the intake manifold. But as with the vacuum, it takes a great deal of
work to move air past the throttles when attempting to have a limited amount of air enter the engine at lower RPM.
Mazda managed to minimize pumping loss with a continuously variable dual S-VT (Sequential Valve Timing) on the intake and
exhaust valves. This changes the opening and closing timing of the valves, enabling the air intake quantity to be controlled by
the valves rather than the throttle. During the intake stroke, the throttle and intake valves are kept wide open while the cylinder
moves downward. The intake stroke finishes when the piston reaches the bottom (Bottom Dead Centre or BDC). But if the intake
valves close here, there is too much air inside the cylinder when only a small amount of air is needed at lower engine loads. In
order to push out the excess air, the intake S-VT keeps the intake valves open when the piston starts to move upward during the
compression stroke. The intake valves then close when all unnecessary air is pushed out. As a result of the S-VT system utilized
by the SKYACTIV-G, pumping losses are reduced by 20%, making the overall combustion process more efficient.

Engine Weight
The next area engineers turned to in their quest to enhance the efficiency of the SKYACTIV-G is the weight of internal components.
The weight of the pistons was reduced by 20% and the weight of the connecting rods by 15%, with additional changes to the overall
weight of the engine reduced by 10%.

Friction
The final area of opportunity identified by engineers to enhance efficiency was through the reduction of internal friction.
Key improvements were delivered in the valvetrain and piston rings where friction was reduced by 50% and 37% respectively.
The net result is a reduction in friction of 30%.

WHAT SKYACTIV-G IS

WHAT SKYACTIV-G DELIVERS

``

It is lighter

``

It is 15% more efficient than conventional engines

``

It has a high compression ratio

``

It produces 15% fewer emissions

``

It breathes more efficiently

``

It produces 15% more torque

``

It runs cooler

``

``

With less friction

It delivers all of these benefits without the cost of

premium fuel

ENGINES

SKYACTIV-D
To fully appreciate the breakthrough represented by the SKYACTIV-D engine, it is important to review how conventional diesel
engines work. Diesel engines dont use sparkplugs to ignite the fuel. They accomplish this by injecting the fuel directly into the
combustion chamber when the piston is near the top of the stroke (known as Top Dead Centre or TDC). Ideally, the fuel is injected
at TDC, however doing this with a conventional diesel increases the temperature in the combustion and elevates the level of
emissions produced. In order to avoid this, manufacturers wait until the piston is on its way back down before injecting the fuel.
This reduces emissions but it also reduces the amount of work the fuel does.

Y
G
O
Current Mazda MZR-CD
2.2L
L
Current Mazda MZR-CD
2.2L E
O
Small expansion
ratio ID
N
Small expansion
ratio
H
U
C
G
E
T CH
V N
I
T AU
C
A L
Y
T
K
C
S U
D
O
High expansion ratio
R

CURRENT DE
CURRENT DE

The distance the piston travels between when the fuel is injected and when the piston hits the bottom of its stroke (Bottom Dead
Centre or BDC) is known as the expansion ratio. The greater the expansion ratio, the more work the engine is able to accomplish.

SKYACTIV-D was designed to utilize a lowest in class compression ratio. As a result the fuel can be injected before TDC. This results
in a significantly longer expansion ratio and dramatically increases the amount of work the engine can do for each stroke the

piston travels. A lower compression ratio also reduces the emissions that are produced and the fuel that is consumed by 20%.

SKYACTIV-D
SKYACTIV-D

SKYACTIV-D
SKYACTIV-D

High expansion ratio

Engine Weight
Beyond improving efficiency and reducing emissions, a lower compression ratio allowed the engineers to rethink the design of the
engine. Conventional diesel engines have cast iron blocks and heavy internal components in order to handle the extraordinary
internal pressures that accompany extremely highly compression ratios (versus gasoline fuelled engines). With a lower
compression ratio, engineers were able to design the SKYACTIV-D with an aluminum block and internal components that are similar
in size and weight to components that would be used in a gasoline engine.

PRODUCT LAUNCH GUIDE

10

By rethinking the approach taken to the engine block,

connecting rods, crankshaft and pistons, engineers were
able to reduce the weight of the engine by 10%. This results
in a reduction of internal friction and further enhances
fuel efficiency.
Finally, thanks to its low compression ratio, the SKYACTIV-D
engine also burns cleaner, producing significantly less NOx
and virtually no soot. Consequently it doesnt require NOx
Exhaust after-treatment hardware to meet global emissions
standards. This further reduces the weight and complexity
of the engine.

Performance
There are a number of reasons that the majority of modern
diesel engines are turbocharged. Turbocharging a diesel
engine increases the amount of torque produced while
simultaneously reducing the amount of fuel consumed and
the emissions produced. The SKYACTIV-D takes this to the
next level with two-stage turbocharging.
One small and one large turbocharger are featured in
the SKYACTIV-D. The smaller turbo, which is capable of
responding quite quickly, feeds air to the combustion
chambers at low engine speeds to enhance low-speed
torque and eliminate turbo lag. The larger turbocharger
provides exceptional performance at higher RPM.

11

ENGINES

SKYACTIV-D
Variable Valve Lift
Low compression ratios in diesel engines can negatively impact cold-start performance. The reason for this is that unlike
gasoline engines which use a sparkplug to initiate combustion, diesel engines use the heat of compression to ignite the
fuel. To put it simply, with less compression there is less heat. This is less of an issue once the engine is warmed up, but
when the engine is cold it can impact performance. In order to address this, engineers incorporated variable valve lift

Y
G
O
L
E
O
Benefits
D
N
I
H
U
C
G
E
T CH
V WHAT N
I
WHAT SKYACTIV-D IS
SKYACTIV-D DELIVERS
T
U
C LA
A
Y T
K
S UC
D
O
R
P
for the exhaust valves. When the engine is cold the exhaust valves stay open a little longer so that hot exhaust gases

can flow back into the engine to increase the combustion chamber temperatures (the opposite of what is done with the
SKYACTIV-G). Once the combustion chamber is warm, the exhaust valve timing returns to normal.

The benefits of all of these efforts include a 20% reduction in fuel consumption and CO2 emissions, a boost to low and high
RPM torque and compliance with current and future emissions standards all without after-treatment for the exhaust.

``

It is 10% lighter

``

It is 20% more efficient than conventional engines

``

It has a lower compression ratio

``

It produces 20% fewer emissions

``

It has a larger expansion ratio

``

``

It breathes more efficiently

``

It runs cooler

``

With less internal friction

PRODUCT LAUNCH GUIDE

12

It delivers all of these benefits without the cost of exhaust

after-treatment

SKYACTIV TRANSMISSIONS

SKYACTIV-DRIVE
SKYACTIV-DRIVE
In creating the SKYACTIV-DRIVE automatic transmission,
Mazda engineers didnt merely set out to improve on existing
automatic; they compared it against dual clutch transmissions
and continuously variable transmissions as well. SKYACTIVDRIVE had to deliver the best of all possible options.
Four key performance characteristics were identified:

4 High fuel efficiency

4 Quick & direct shifting
4 Smooth & powerful start up
4 Smooth & vibration-free shifting
The decision was made to build SKYACTIV-DRIVE around a torque converter but to address the limitations of current
transmission designs. Torque converters are the best solution for smooth, easy standing-start control, but a clutch is the best
solution any time the car is already moving. To get the best of both worlds, Mazda incorporated a small torque converter and
a multi-plate clutch into one mechanism. The torque converter only operates below 5mph, with the clutch taking over at
higher speeds.
In the current Mazda 5-speed automatic, the torque converter is locked up 64% of the time (during the US City Mode fuel
economy test cycle). With the new SKYACTIV-DRIVE the torque converter is locked up 88% of the time. As a result, SKYACTIVDRIVE has the lowest losses of any equivalent competitive transmission design (including dual clutch, CVT and conventional
automatics). As a result of these significant improvements in the design and operation of the torque converter, fuel
consumption is improved by roughly 4% - 7% (4% for the small transmission, 7% for the high torque versions used with
diesels). Performance also benefits as well the new SKYACTIV-DRIVE downshifts faster than competitive dual
clutch transmissions.

13

SKYACTIV TRANSMISSIONS

SKYACTIV-DRIVE
Eliminating torque converter slippage while driving meant the engine could now operate at low RPM and high load where
it is more efficient, but this causes new low-frequency engine sounds and vibrations that never occur with a conventional
automatic. In order to ensure that comfort and refinement werent compromised, Mazda engineers set out to minimize Noise,
Vibration and Harshness (NVH) and optimize clutch reliability. To reduce NVH, they enhanced the engine/exhaust/body mounts,
and system control as well as the transmission design itself. Furthermore, improvement in clutch response and precise lock-up

Y
G
O
L
E
O
D
N
I
WHAT SKYACTIV-DRIVE IS
WHAT SKYACTIV-DRIVE
DELIVERS
H U
C
G
E
T CH
V N
I
T AU
C
A L
Y
T
K
C
S U
D
O
PR
control ensures reliability by preventing heat build-up due to slippage.

The net result of these efforts is an automatic transmission that delivers many of the benefits of Continuously Variable
Transmissions (CVT) and Dual Clutch Transmissions (DCT) in a lightweight and efficient conventional transmission.

``

It is quick shifting

``

It is 4% - 7% more efficient than conventional automatics

``

It is mechanically efficient

``

It downshifts faster than a dual clutch transmission

``

It is reliable

``

It is smooth

PRODUCT LAUNCH GUIDE

14

SKYACTIV-MT
The goal with the design and construction of the SKYACTIV-MT
was to produce a compact manual transmission for front wheel
drive applications that delivered the satisfying feel of the highly
acclaimed class-leading transmission in the MX-5. However,
exceptional feel wasnt enough it had to be lighter and more
compact and enhance fuel efficiency by reducing internal friction.
Four key areas were targeted in creating this clean sheet design:

 Reduce the weight of the transmission housing

4
4 Reduce the weight of the internal components
4 Reduce frictional losses
4 Enhance shift quality

By approaching the design of the transmission housing from a clean sheet perspective, engineers were able to reduce the weight
of the housing by 30% (versus the current 6-speed manual transmission). In order to reduce the weight of the internal components
(and reduce friction) engineers looked for ways to have internal components perform more than one function. 1st/reverse and
2nd/3rd share input gears. This allowed the length of the secondary shaft to be reduced by 20%. As a result of these efforts, the new
transmission is up to 16% lighter than conventional manual transmissions (depending on model), and fuel efficiency is improved
by 1%. While this may seem insignificant, manual transmissions are, by their very nature, highly fuel efficient to begin with, so any
gain in fuel efficiency will be relatively small.
Finally, in order to deliver the shift quality of the much vaunted MX-5, the shift stroke was reduced from 50mm to 45mm and effort
was reduced as well.
The net result are manual transmissions that deliver on the promise of the SKYACTIV technologies and the Mazda brand.

WHAT SKYACTIV-MT IS

WHAT SKYACTIV-MT DELIVERS

``

It is smaller

``

``

It is 16% lighter

``

``

It has shorter shifts

``

It is more efficient

15

It is 1% more efficient than conventional manual transmissions

It is more fun to shift

SKYACTIV STRUCTURE

VEHICLE STRUCTURE
As discussed in the SKYACTIV SPEEDREAD, in creating the SKYACTIV body, engineers set out to create a structure that is 30% more
rigid than an equivalent conventional vehicle, while simultaneously reducing the average weight of a vehicle by 100 kg. In order
to do this they utilized two design approaches:

4 Straight Frame Structure

4 Continuous Frame Structure

Y
G
O
L
E
O
D
N
I
H U
C
G
E
T CH
V N
I
T AU
C
A L
Y
T
K
C
S U
D
O
PR
In realizing these two design goals, designers were able to simultaneously deliver on all of their design objectives creating a vehicle
structure that is as innovative as the rest of the SKYACTIV technologies (see the SKYACTIV SPEEDREAD for additional information).

However engineers didnt just set out to create a lighter stiffer structure that enhances performance they also wanted to create

a vehicle thats safer. In order to accomplish this they looked at how impact loads are handled by the front structure of the vehicle.
To improve crash safety performance, Mazda adopted a multi-load path structure. The structure efficiently absorbs the load at the
time of a crash by dispersing it in multiple directions. For example impact energy from a frontal collision is dispersed along three
continuous load paths that run from the front frame to the:

4 A-pillar
4 Side of the body
4 B-frame

In particular, the upper branch frame, which diverts the load to

the A-pillar, is a multi-functional part that also works to cancel

the upward motion of the front frame. To create this kind of path,
parts such as door hinges, which do not normally play any role in

absorbing shock, are important elements in the design. Naturally,

the multi-load path structure is adopted for lateral collisions and
rear collisions as well to function in the same way, thus greatly
improving safety performance.

PRODUCT LAUNCH GUIDE

16

The multi-load path approach was also adopted for individual parts. Mazda focused on directing the crash energy mainly along
the ridge lines of the parts, molding the front tip of the front frame into a cross shape. In a conventional square section, there are
four ridge lines, but when a cross is created there are twelve ridge lines, and the shock is dispersed more widely. By doing so, the
energy is then absorbed more efficiently, the space in the engine room is more effectively used, and there is also greater freedom
in exterior design.
This attention to detail was key throughout the design process for the full range of SKYACTIV TECHNOLOGIES and it is just one of the
many ways in which engineers have been rethinking the way that Mazda vehicles will be redesigned in the years ahead.

Upper Path

Mid Path

Lower Path

WHAT SKYACTIV STRUCTURE IS

WHAT SKYACTIV STRUCTURE DELIVERS

``

It is 8% (roughly 100kg) lighter

``

It is more efficient

``

It is 30% stiffer

``

It is more fun to drive

``

It is better able to handle impact forces from collisions

``

It is safer

17

SKYACTIV STRUCTURE

VEHICLE CHASSIS
In creating the SKYACTIV-Chassis engineers set out to create a vehicle that is more comfortable, more capable and more stable.
In order to accomplish these objectives engineers incorporated:

4 New suspension geometry

- Front increased front caster angle & trail

- Rear newly arranged suspension links for enhanced back tire grip
4 Shorter steering gear ratio

- Reduced from 15.4:1 to 14.5:1
4 New EPAS management for smooth and secure steering
4 New rear trailing arm positioning

Y
G
O
L
E
O
D
N
I
H
U
C
G
E
T CH
V N
I
T
U
C
A
A
L
Y T
K
S UC
D
O
R
P

For additional information on the SKYACTIV CHASSIS,

see Speedread, Issue 10.

PRODUCT LAUNCH GUIDE

18

As with the rest of the SKYACTIV-TECHNOLOGIES, Mazda set out to reduce the
weight of the chassis without compromising functionality. In order to do this
they examined the size of components, the configuration of the components
and the way in which they are constructed.
Two of the key areas targeted were the front and rear suspension cross
members. In the front, the centre car section was extended and the
longitudinal offset of the lower arm attachment position was reduced. In
the rear, the longitudinal span of the cross member was extended and the
longitudinal offset of the lateral link attachment position was reduced.
Welding flanges were also removed from the front and the rear, to enhance the
overall rigidity of the welded sections. As a result, the suspension structure
is both stiffer and lighter, contributing to the 14% in weight reduction of the
entire chassis, compared with current models.

WHAT SKYACTIV-CHASSIS IS

WHAT SKYACTIV-CHASSIS DELIVERS

``

It is 14% lighter

``

It is more efficient

``

It is stiffer

``

It is more responsive

``

It is better able to handle imperfect road conditions

``

It is more comfortable

The net result of the all of these efforts, and the resulting SKYACTIV-TECHNOLOGIES, is that SKYACTIV
vehicles will offer consumers superior performance and efficiency without compromising what
consumers have come to expect from the brand.
Take the time to review this Product Launch Guide and the SKYACTIV-SPEEDREAD (Issue 10) to ensure
that you are well equipped to answer any questions about how SKYACTIV is changing the way that
Mazda is building cars and redefining what is possible.

19

Y
G
O
L
E
O
D
N
I
H U
C
G
E
T CH
V N
I
T AU
C
A L
Y
T
K
S UC
D
O
R
P
VEHICLE STRUCTURE/CHASSIS
ENGINE

TRANSMISSION

PRODUCT LAUNCH GUIDE

20