Introducing

SKYACTIV^®_TECHNOLOGY

Fuel Economy. Performance. Together.

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 something revolutionary.

Engines

SKYACTIV^®-G

The SKYACTIV^®-G 2.0L Gasoline Engine

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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: If we could find a way to make the internal combustion engine work better, we could make a big difference in how much fuel the world uses and how much CO₂ is emitted. Our solution is the SKYACTIV^®-G gasoline engine, a 2.0-liter marvel that produces 10% to 15% more low/mid-range torque, along with 15% lower fuel consumption and emissions than our previous 2.0-liter engine.

Engines Main

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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)

Transmissions SKYACTIV^®-MT

SKYACTIV^®-Drive

The SKYACTIV^®-Drive Six-Speed Automatic Transmission

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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.

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

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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.

_SKYACTIV^®Platform

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

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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.

Platform Main

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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.

Gallery

Specs

2012 Mazda3

	4-Door Learn More	5-Door Learn More
Disclaimers	* Power figures are lower in California emission states including CA, CT, MA, MD, ME, NM, NJ, NY, OR, PA, RI, VT and WA. † EPA-estimated mileage. Actual results may vary. ‡ The Bluetooth^® system functions only with select manufactured devices. Please consult www.MazdaUSA.com/bluetooth for device compatibility. ** Always wear your seat belt and secure children in the rear seats in appropriate child restraints. †† Dynamic Stability Control (DSC) is an electronic system to help the driver maintain control under adverse conditions. It is not a substitute for safe driving practices. Factors including speed, road conditions and driver steering input can all affect whether DSC will be effective in preventing loss of control. Please see the Owner's Manual for further details. ‡‡ SiriusXM Satellite Radio-compatible audio system requires additional dealer-installed hardware and subscription.
Engine & Drivetrain Choices	148-hp, 2.0L 4-cylinder engine with a choice of 5-speed manual or 5-speed Sport automatic transmission (i SV and i Sport models) 155-hp (154 hp for PZEV)* SKYACTIV-G 2.0L 4-cylinder engine with a choice of SKYACTIV-MT 6-speed manual or SKYACTIV-Drive 6-speed Sport automatic transmission (i Touring and i Grand Touring models) 167-hp (165 hp for PZEV)*, 2.5L 4-cylinder engine with a choice of 6-speed manual or 5-speed Sport automatic transmission (s models)	155-hp (154 hp for PZEV) SKYACTIV-G 2.0L 4-cylinder engine with a choice of SKYACTIV-MT 6-speed manual or SKYACTIV-Drive 6-speed Sport automatic transmission (i models) 167-hp (165 hp for PZEV)*, 2.5L 4-cylinder engine with a choice of 6-speed manual or 5-speed Sport automatic transmission (s models)
Fuel Efficiency	25/33 mpg (2.0L MT)† 24/33 mpg (2.0L AT)† 27/39 mpg (SKYACTIV-G 2.0L MT)† 28/40 mpg (SKYACTIV-G 2.0L AT)† 20/28 mpg (2.5L MT)† 22/29 mpg (2.5L AT)†	27/38 mpg (SKYACTIV-G 2.0L MT)† 28/39 mpg (SKYACTIV-G 2.0L AT)† 20/28 mpg (2.5L MT)† 22/29 mpg (2.5L AT)†
Available Features	Available dual-zone automatic climate control, heated front seats, 265-watt Bose^® audio, Bluetooth^® hands-free phone and audio capability‡, Mazda Advanced Keyless Entry & Start System and compact navigation system
Safety Features	Standard safety features include advanced front air bags, front side-impact air bags, side-impact air curtains**, Dynamic Stability Control (DSC)†† with Traction Control System (TCS). A new Blind Spot Monitoring (BSM) System, is now available in the optional Grand Touring Technology Package

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