The CX-60 is Mazda's first six-cylinder rear-drive model to hit the high-end market and the first car to have a PHEV version.
Recently, Mazda held a technical briefing. At the meeting, Mr. Ichiro Hirose, Senior Executive Officer of R&D and Cost Innovation, said: "Now [Mazda] is focusing on straight-six power and rear-wheel drive structures, which are not only the natural result of the pursuit of economy and originality" in addition to more stringent safety crash tests and power smoothness. ”
Good guys, in order to save fuel, replace the four cylinders with six cylinders, turn the front drive into the rear drive, Mazda you are really my god!
Theoretically, a six-cylinder engine with the same displacement and the same technical conditions will definitely cost oil than a four-cylinder because it is heavier and can rub more things (2 more cylinders and 2 sets of intake and exhaust camshafts).
But the reality is that six-cylinder engines tend to have larger displacements and are more pro-dynamic, so fuel consumption will naturally be higher than that of four cylinders.
So Mazda is lying to me?
I don't know, and we don't even have the possibility of comparison, after all, we can't control the variables...
Take the CX-60 in Japan as an example, it has 4 sets of powertrains, namely:
1. Four-cylinder 2.5L Skyactiv-G petrol engine
2. Four-cylinder 2.5L e-Skyactiv-G gasoline engine + motor (PHEV)
3. Six-cylinder 3.3L Skyactiv-D diesel engine
4. Six-cylinder 3.3L e-Skyactiv-D diesel engine (48V light mix)
The displacement, fuel type, and drive form are really a bit worse, and since there is no such premise as "equal displacement and same technical conditions", it is naturally impossible to examine whether Mr. Hirose's sentence is right or wrong.
And Mazda only announced the fuel consumption of the second power version. In the WLTC mode (Japan), the CX-60 PHEV fuel consumption is 66.7km/L, which is much stronger than the fourth-generation Toyota Prius, after all, everyone has a pure electric endurance of about 60km, and the Prius WLTC is only 30.3km/L.
From the data alone, the CX-60 PHEV, as a rising star, is obviously friendlier to polar bears.
At the communication meeting, Mazda also revealed a lot of technical details of the car, 175Ps/270Nm motor integrated between the engine and the gearbox, the system comprehensive output reached 327Ps/500Nm, which should also be the strongest PHEV model in the Japanese camp so far.
The 17.8kWh ternary lithium battery can provide a pure electric battery life of about 60km.
And then the 8-speed manual self-contained gearbox behind the motor is not idle.
Both ZF and Aisin's 8AT use torque converters to transmit torque, but Mazda's 8AT has replaced this with a wet multi-piece clutch. Although the presence of torque converters makes gear switching silkier than Dove chocolate, transmission efficiency has always been a bug, and Mazda even called it "the black history of the gearbox".
After replacing the wet multi-plate clutch, the transmission efficiency is greatly improved, and the gear change response is also faster.
In fact, the new 8AT abandonment of the torque converter is not empty, after all, the previous set of self-developed 6AT has joined the multi-piece clutch to broaden the latching range (up to 89%), many people directly called "Mazda's 6AT is more fragrant than aisin 8AT!" ”
Mazda, who has eaten the sweetness, naturally does not miss any opportunity to kill the torque converter. "Compared to its own 6AT (new 8AT gearbox), energy losses are reduced by 22%."
In addition to the gearbox, the straight six machine is also the focus of fans.
Mazda's last > 4-cylinder model may date back to the Xianfeng era (in the early 90s, "Horse King" Amati also had a 12-cylinder version)...
In the Japanese market, the CX-60 has a six-cylinder 3.3L Skyactiv-D diesel engine version, while Europe has a 3.0L gasoline six-cylinder version.
(3.3 Oil Recovery Machine +48V Light Mix)
The large displacement and multi-cylinder can extend the high efficiency range of the engine to low load speed, and the in-line placement is to share the architecture with future CX-70, CX-80, and CX-90 high-end models to reduce development and production costs.
Don't think that burning diesel is equivalent to backward technology, this Skyactiv-D engine uses a new combustion chamber design, adding a circular bump to the side wall of the traditional piston head concave combustion chamber, so that the combustion chamber (when the oil and gas is burning) can be divided into multiple layers. Mazda calls this technology DCPCI (Space Controlled Premix Combustion), which expands the combustion area and improves the combustion efficiency of the engine, which is higher than that of traditional PCI.
"Driving pleasure" and "energy saving and emission reduction" are like two ends of the balance, and Mazda's seemingly "non-mainstream" new technologies are like weights, maintaining the balance of this balance.
"In order to develop a new platform, engineers tested a lot of cars from the 1960s, they didn't have a booster and electronic system, and we (Mazda) wanted to build a car with good basic qualities, not a car armed with electronic systems" - Yasunori Buggaya, an engineer in Mazda's control stability performance research and development department
(Tainori Buggaya is the proposer of the concept of "unity of man and horse")
In the context of the global transition to electrification, it is not easy to continue to gain driving pleasure by squeezing the internal combustion engine, not to mention that the new CX series also shoulders Mazda's mission to hit the high-end market.
"We're all in Benz, Rolls-Royce, you're in Mazda, no wonder you're stuck in traffic. You're on a Mazda, you're not qualified to come to this meeting at all! "——— 'Black Gold'
You may not have seen this '97 movie, but you must have seen Leung Ka Fai's meme. This line also reflects that Mazda is not popular with the high-end market.
But in fact, as early as the late 80s to the early 90s, Mazda launched luxury sub-brands in Japan and North America, of which North America is called Amati, the first flagship model is Amati 1000, which shows that this is a luxury large car with 3.6L, 4.6L, 5.0L three displacements, and 12 cylinders.
But Amati can be described as untimely, in less than a year after the birth of the brand, the economic situation in the United States and Japan has undergone earth-shaking changes, directly dragging down the mazda luxury brand plan, amati is also stillborn.
Today, 30 years later, Mazda has chosen to give it another shot and re-enter the high-end market, the internal reason is that Mazda hopes to increase profits through the high-end of brands and products, and the external reason is that the medium-sized SUV market in North America and Europe has great potential. But perhaps learning the lessons of 30 years ago, Mazda seems to have no intention of launching a sub-brand, but instead chooses to re-create a high-end image around the brand.
Writing here, some people may ask, why does Mazda not use electric vehicles to open up the high-end market? At present, new forces such as Weilai and Tesla have gained a firm foothold, and traditional car companies such as SAIC and Dongfeng have also achieved brand upwards by launching Zhiji and Lantu.
Indeed, whether from the product level or policy level, electric drive is the optimal solution at this stage, and Mazda also has such technology, after all, it has been put in the local market 10 years ago Mazda 2 EV, when the car has a variable winding motor, 50kW fast charging, mobile phone interconnection (on / off the air conditioner, check the battery status) and so on are not outdated today.2
In the end, I believe that this problem will return to the four words of "driving pleasure". Electric cars are fast, but "happy" really has nothing to do with "fast".
A rear-drive Model 3 can easily drop the MX-5, 86, brz in seconds, but if 4 cars are in front of you, which one will you choose?
If your answer isn't Model 3, you can see why Mazda is so persistent.
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