Mazda BT-50. Unlike conventional engines, it’s the lower compression version that will deliver the biggest benefits, because The Euro-spec engine puts out 132kW at 6000rpm and 224Nm from just 3000rpm, which on paper sounds about halfway between the existing Skyactiv-G 114kW/200Nm 2.0-litre and 139kW/252Nm 2.5-litre petrol engines.The engine also incorporates a mild hybrid system, but don't be confused by the H-word, there's no electric drive element. Calculate your repayments in minutes for your Mazda CX-3.The only small SUV designed with a sense of timeless beauty, Mazda CX-3 is a bold and graceful example of Mazda’s signature Kodo Design philosophy.The smartest vehicles don’t just offer an outstanding drive, they can read what’s ahead. This improves traction and grip giving you an unparalleled connection to the road.i-Activ AWD uses real-time data from 27 different sensors to monitor, predict and respond to even the slightest change in driving conditions. Push the start button and it gets going like any other petrol Mazda, although perhaps quieter. Mazda CX-5. The 2.3 DISI engine has the same cylinder block as the naturally … It simply means its got a cleaver alternator that only engages when needed and on deceleration to reduce efficiency-sapping drivetrain friction,Pop the bonnet and you’re confronted by the biggest engine cover you’ve ever seen, but unlike most, this one is equipped with labeled latches that encourage you to have a look underneath. Don’t be misled by the Civic’s evocative ‘RS’ badge. Mazda MX-5. Thanks to the breakthrough Skyactiv Technology, Mazda CX-3 delivers an impressive mix of power and fuel efficiency to truly take your driving experience to a new level. Mazda CX-8. This encouragement continues with a clever little retention hook to hold the cover up against the bonnet while you’re poking around.Unless you’re a Mazda engineer you’re likely to be baffled by the array of hoses, ducts and wiring, but you might get a kick out of spotting the supercharger.There’s less to be said for the transmissions though, with versions of the existing six speed manual and torque converter automatics deemed up to the task, with the new engine’s increased efficiency zone negating any increase to the ratio count. Key to managing all these heightened parameters (and the very technological advancement that makes it all possible) is an ultra sensitive in-cylinder pressure sensor that has been developed specifically for this task. If it comes close to matching the NEDC figure it will be a win, sitting comfortably While the Australian-spec Skyactiv-X engine is expected to align with Europe rather than the US, and therefore be tuned to deal with Premium 95 RON unleaded, it’s still unclear if it will accept the cheaper Regular 91 RON unleaded.Honda has tuned the 1.5-litre turbo/CVT combination to great effect around town, since it offers seamless acceleration and (mostly) quiet operation in almost all urban environments, for un-intrusive point-to-point motoring. Enormous cavities to lose things in seem to proliferate everywhere.
We do know the hatch is rated at 4.5L/100km in manual and 5.3L/100km in auto according to the NEDC, which is historically close to the figures generated by the ADR 81/02 test we go by in Australia. Two of the main elements carried over from that car are the huge grille and the frowning headlights. With 450kg loaded into the tray, the 3.2 and 2.0’s rear suspension both dropped by about 70mm. Mazda is making two versions of the Skyactiv-X 2.0-litre for now, one with 16.3:1 compression designed for Europe that favours Premium unleaded petrol, and one 15:1 version aimed at the US with their abundance of lower grade unleaded.
The ratios have been adjusted to suit the new output characteristics, and while the ratios are yet to be published, there’s a narrower spread across the six with what feels to be taller first and sixth gears.Another key benefit to going turbo in the RS’ case is commendable fuel consumption. Both vehicles have 3500kg towing capacities and 350kg maximum towball download limits. When I drove the prototype version of this drivetrain, there was a slight pinging under light throttle as it transitioned from spark to compression ignition, but I’m pleased to confirm that the extra two years of calibration has tuned this down to the tiniest occasional diesel sound, and it all feels a bit like a smooth diesel that’s more responsive than you expect.The European-spec Skyactiv-X 2.0-litre’s outputs suggest it should be closer to the existing 2.5-litre in terms of performance, but in reality it feels closer to the 2.0 litre.My perception is likely to be clouded by the Skyactiv-X’s specific transmission gearing, but it could also be because it’s able to do the same job with less revs and therefore not sound like it’s working so hard. But, like we said, it’s avoidable for most urban scenarios, and soon just blends in with the rest of the RS' driving experience.What’s compression ignition again?
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