On purpose or otherwise, Mazda have always gone against the grain; you don’t really know where their focus is on but you also have a feeling it is not a response for what Toyota, Nissan or Honda is doing. Their commitment to perfect rotary engine construction for road cars (the world ‘perfect’ chosen for cynical effect) did a sterling job in enchancing their reputation with enthusiasts, but it could have easily went the other way around. Since they stopped making them, we can only come to the conclusion that the Wankel engine does not serve the purpose of a money maker.
The general public does not understand the rotary engine, especially when you only put it in the sportier models. The industry and buying public is in concert in going green. In reponse, forced induction is the best answer. Mazda, of course, ignores this and thinks that they have a better response.
Whether Skyactiv is ‘better’ in giving lower fuel consumption and exhaust emissions when compared to turbocharging will take more convincing. The point of assessment is not merely those two factors because it all has to be digested in context to power: at its current level of technology, a defining item in Skyactiv is high in-cylinder compression (13.0:1, without inherent knocking). So, power output is by and large determined by displacement only; an engineer cannot simply create a significant horsepower jump from tweaking something ( a turbine for example ).
The 2.5 litre engine here is top of the range and generates 185bhp at 5700rpm and 250Nm of torque at a rather heady 3250rpm. The other variant carries a 2.0 litre engine, the engine size of what a force-fed continental car would use to generate that same amount of power at lower revs, i must say.
However, it’s not all bad; power delivery from the Skyactiv powerplant is well executed. There is a certain noticeable eagerness to it, a willing thorottle that’s easy to modulate which is perhaps the good thing coming out from a naturally aspirated engine that utilises direct injection. Underneath the smooth acceleration and creamy power delivery, you can notice an underlying clatter not unlike a CVT- equipped engine would. This one is a lot muted though so it’s not at all a problem, it even adds a bit more character to the experience.
Speaking of which, the Mazda makes do without a twin-clutch gearbox, or even CVT types; instead relying on the usual slush box. But with Skyactiv getting into the picture this 6-speed is a more efficient unit that helps to contribute to its low (claimed) fuel use but at the same time is quick shifting and is smart in choosing ratios.
The fuel efficiency part is true too- I got an average of mind-11 litres per 100km, with 11.2 being the best. But that’s driving rather conservatively in urban environment, with the high speed runs naturally attempted only on the highways-and the i-stop function activated most of the times. This is Mazda’s first attempt at a start-stop system-one that uses combustion energy rather than the starter motor in other applications-and supposed to feel smoother. But it is not, the restart once you release the brake pedal is very noticeable, the engine sounding gruff as the crank spins into work. lt got to a point where l switch the feature off during particularly long traffic crawls for mechanical sympathy, regardless whether it’s needed or not.
Another function that works in the background is i-Eloop, a system that converts power otherwise wasted during deceleration/ throttle off into energy much like those seen in current hybrid cars. The difference is that rather than using batteries, Mazda utilises high capacity EDLC (electric double layer capacitor) which is able to be fully recharge in just 7 to 10 seconds. This claim is pretty much spot-on if the indicator in the dashboard is accurate. The energy is used once the accelerator is applied; and as the saying goes ‘easy come, easy go’, the EDLC storage is emptied quickly too.
As a driving machine, the Mazda 6 displays above average performance, particularly against the Toyota Camry. With an overall length of 4865mm, it is sizable but moves well. I gave particular attention to turn-in because l needed to verify what l felt during an earlier media drive. True enough, the car somehow has a very good talent in resisting understeer; it’s a real challenge to find the adhension limits since it’s able to stay on track when other cars would probably falter. Not that is a problem, of course.
More importantly, it plays the role of a sedan just as well, isolating road imperfection without so much complaint. The 2830mm wheelbase is particularly well in providing high speed stability at the highways and from my own experience, those on the rear passenger seats get as much comfort as those in front.
Together with its enormous cabin and high level of refinement, the Mazda 6 is truly a magnificent contender to sit at the top of the D-segment pyramid, at least for the time being. The 2-litre car is also available and that one just misses out on a few features,such as the i-Activesense. Mazda’s Skyactiv technology, as a whole, is a splendid suite of technology that defines the Mazda 6. I’m not the biggest believer in the insistence of avoiding the most obvious choice of turbocharging but, at the same time, l can’t say that it does not function just as fine.
SAFETY SYSTEM
A huge advantage the Mazda 6 has over its competitors are its safety systems, at least until Toyota and Honda starts to equip these features into their own currently active-system deficient D segment models. The whole suite of features is what the company calls i-Activesense which includes:
Smart City Brake Support
SCBS uses infrared laser to measure the distance to the vehicle in front and when it determines that there is a possibility of collision, will apply the brakes automatically to avoid or lessen impact. Works at speeds between 4kmh to 30kmh.
Lane Departure Warning System
lt senses markings on the road and when you go over the line without usingthe turn signals, will produce an audible warning. It does not automatically correct the steering however.
Rear Vehicle Monitoring
Popularly known as BLIS or Blind Spot Warning System. It beeps to warn you (also with a lighted LED in the side mirror) that there is a vehicle nearby. Only works above 30kmh.
High Beam Control System
Switches between high and low beams; wiil dip the headlights when it senses that a car is coming from the opposite direction.
Adaptive Front Lighting System
Known also as bending lights and helps to illuminate into a corner for better realisation of the road ahead. Works in relevance to steering angle.
BATTERY,LIGHT
The new Mazda 6′s use of capacitors rather than batteries to store energy generated by the i-Eloop system does not only free the engine from the strain of being connected to the alternator, but evidently also very light. The 2.5 litre variant’s kerb weight of 1444kg is much lighter from its immediate competitors- the Toyota Camry and Honda Accord.
The former- with the 2.5 litre engine – is 1480kg without running a brake energy harvesting system while the 2.4 litre Honda Accord is roughly around 1519kg (based on the latest version with about the same specification).
lt may be light weight compared to its closest fights but that does not mean it’s less safe – the Skyactiv body is designed for safety, and rigidity without having much weight penalty. For this, high tensile steel is used abundantly and incorporated into the structure to get the desired objective.
No comments:
Post a Comment