Skyactiv (styled SKYACTIV) is a brand name for a series of automobile technologies developed by Mazda to increase fuel efficiency and engine output. The initial announcement of the Skyactiv technologies included new engines, but has grown to include transmissions, as well as complete vehicle platforms, which have appeared in Mazda vehicles from 2011 onwards.[1][2][3]
The precursor of Skyactiv, which featured a Mazda Sky-G 2.3-liter gasoline direct injection engine, a Mazda Sky-D 2.2-liter diesel engine, a Sky-Drive automatic transmission, a Mazda Kiyora with Sky-G 1.3 engine and Sky-Drive automatic transmission, was unveiled at the 40th Tokyo Motor Show in 2008.[4][5] The Skyactiv concept features a revised suspension geometry, improved automatic and manual transmission, and various improvements to Mazda's L- engine such as direct injection, upgraded exhaust manifold, increased compression ratio for cleaner burn and higher thermal efficiency, among other improvements. Mazda's previous chassis for the Mazda3 and Mazda6 were carried over to the new vehicles.
The Skyactiv-G[6] is a family of gasoline engines (the "G" suffix indicates gasoline) featuring gasoline direct injection and high compression ratios. Engines in the family have a compression ratio of up to 14: , except in the United States where it is 13:1 to allow the use of regular gasoline; the lower compression reduces torque and fuel economy by 3 to 5 percent.[7] To suppress engine knock at high compression, residual gas is reduced using a 4-2-1 exhaust system, optimized piston cavities, and fuel injection control.[citation needed] Combustion duration is shortened by increasing airflow, raising injection pressure, and using multi-hole injectors.[citation needed]
The Skyactiv-G 1.3 (engine code P3-VPS) is a 1,298cc (79.2cuin)naturally aspirated, inline-four engine with a 71mm (2.8in)bore and a 82mm (3.2in)stroke. It was unveiled at the 2011 Automotive Engineering Exposition.[8][9]
Five Mazda engineers were awarded the 2011 Japan Society of Mechanical Engineers Medal on 20 April 2012 for their work on this engine.[10]
It was first used in the Mazda Demio/Mazda2, the only Skyactiv engine paired with a CVT.[11][12] The engine produces 62 kilowatts (83hp) of power and 113 newton-metres (83lbf⋅ft) of torque.[13]
The Skyactiv-G 1.5 (engine codes PR-VP RS for RWD and P5 VPS F-P5 for FWD) is a 1,496cc (91.3cuin) naturally aspirated inline-four with a 74.5mm (2.93in) bore and 85.8mm (3.38in) stroke. Introduced in the 2014 Mazda3 for Asian and European markets, it produces 85 kilowatts (114hp) of power at 6,000 rpm and 150 newton-metres (110lbf⋅ft) of torque at 4,000 rpm. The engine significantly improved performance and fuel economy compared with the previous MZR 1.5 engine.[citation needed]
The Skyactiv-G 2.0 (engine code PE-VPS) is a 1,998cc (121.9cuin) naturally aspirated inline-four engine. It has an 83.5mm (3.29in)bore and a 91.2mm (3.59in)stroke.
In the United States, the engine has a 13:1 compression ratio that produces 116 kilowatts (155hp) of power at 6,000 rpm and 200 newton-metres (150lbf⋅ft) of torque at 4,600 rpm.[14] A flexible-fuel variant increases output to 121kW (162hp) and 210N⋅m (155lbf⋅ft) when running on E85 fuel.
Compared with the previous engine in the 2011 Mazda3 (with an automatic transmission), fuel economy improved from 10.2 to 8.4L/100km (23 to 28mpg‑US) in city driving, and from 7.1 to 5.8L/100km (33 to 41mpg‑US) on the highway.[15]
The Skyactiv-G 2.5 (engine code PY-VPS) is a 2,488cc (151.8cuin) naturally aspirated inline-four engine introduced in the 2013 Mazda 6. It has an 89.0mm (3.50in) bore and a 100.0mm (3.94in) stroke.
In the United States, the 13:1 compression version produces 139 kilowatts (187hp) of power at 6,000 rpm and 252 newton-metres (186lb⋅ft) of torque at 4,000 rpm.[16] Output was raised to 142kW (191hp) in 2023, with torque unchanged.[17] Since 2018, the engine has also featured cylinder deactivation for improved fuel economy.[18]
The engine is also used on Mazda's plug-in hybrid (PHEV) models, where it is marketed as the e-Skyactiv PHEV, and paired with an electric motor mounted between the engine and transmission. In the CX-60, it works with a 100kW (134hp) electric motor and a 17.8kWh lithium-ion battery for a combined 241kW (323hp) and 500N⋅m (370lbf⋅ft).[19] In the CX-70, CX-80, and CX-90 PHEVs, it is paired with a 129kW (173hp) motor and the same battery, producing 241kW (323hp) and 500N⋅m (370lbf⋅ft) on premium fuel, or 238kW (319hp) on regular.[20]
The turbocharged version of the Skyactiv-G 2.5 (engine code PY-VPTS) has a 10.5:1 compression ratio.[22] On premium fuel it produces 190 kilowatts (250hp) of power at 5,000 rpm and 430 newton-metres (320lb⋅ft) of torque at 2,500 rpm, while on regular fuel output is reduced to 169kW (227hp) at 5,000 rpm and 420N⋅m (310lbf⋅ft) at 2,000 rpm.[23] Maximum boost pressure is 120kPa (17psi). To reduce turbo lag, the engine uses specially designed exhaust passages and butterfly valves that route gases through smaller orifices at low rpm, allowing the turbocharger to spool more quickly. It also employs a unique 4-2-1 exhaust manifold to improve exhaust scavenging and a cooled exhaust gas recirculation system, both designed to reduce combustion chamber temperatures and allow for increased boost with better fuel economy.[24]Intercooler configuration varies by application: the CX-5 and CX-9 use an air-to-air intercooler, while the Mazda3 and CX-30 use an air-to-liquid intercooler integrated into the intake manifold to save space.
The Skyactiv-G 3.3 (engine code H3T) is a longitudinal3,283cc (200.3cuin) turbocharged inline-six gasoline engine introduced in the 2023 Mazda CX-90. It has an 86.0mm (3.39in) bore and a 94.2mm (3.71in) stroke. It has a 12:1 compression ratio.
The engine is offered in two versions. The lower-output version produces 209 kilowatts (280hp) of power and 450 newton-metres (330lb⋅ft) of torque. The higher-output version produces 254kW (341hp) and 500N⋅m (370lbf⋅ft) on premium fuel, or 238kW (319hp) on regular.[25][26][27]
Skyactiv-X is the first commercial gasoline engine to use homogeneous charge compression ignition (HCCI), in which the fuel-air mixture ignites spontaneously when compressed by a smaller, separately ignited charge of fuel. This allows it to reach a compression ratio of 16:1, an improvement over the 14:1 ratio of the Skyactiv-G. The engine can operate much leaner than a conventional spark ignition engine, reducing fuel consumption and emissions.[28][29]
This engine targets 20-30% greater fuel efficiency by utilising HCCI technology. In order to handle ignition problems caused by compression ignition, each cylinder also incorporates a spark plug featuring Spark Controlled Compression Ignition (SPCCI) technology.[30][bettersourceneeded] A small Roots-type supercharger further expands the compression ignition operating window by feeding more air into the engine, leaning out the mixture sufficiently for compression ignition even at higher speeds.[31]
SPCCI works by drawing in a lean, homogeneous air-fuel mixture, it then compresses the mixture until it approaches the point at which it would spontaneously detonate. A second injector then adds a secondary charge of fuel directly on the spark plug. This secondary charge is ignited by the spark plug, causing the cylinder pressure to very quickly rise to a point where the rest of the fuel undergoes compression ignition. The presence of the spark plug allows the engine to also operate as a spark-ignition engine under some operating conditions, such as high-speed high-load situations. Revealed June 5, 2019, the output is 132kW (179PS; 177hp) and 224N⋅m (165lb⋅ft).[30]
Mazda is developing an inline-six variant of the Skyactiv-X, with displacements of 3.0 and 3.3 liters and a rear-wheel-drive layout. It was believed that production of the new engine would begin in 2022 with the Mazda CX-60 and possibly a fourth generation rear-wheel drive Mazda6.[32][33][19] However, according to Road & Track magazine, in the March 2022 edition of Autocar magazine Mazda Europe's Development & Engineering Senior Manager Joachim Kunz stated that there were no plans for a Mazda rear drive sedan, since Mazda was prioritizing SUV sales.[34]
Skyactiv-D is a family of turbocharged diesel engines, designed to comply with global emissions regulations.
To eliminate the need of NOx and particulate treatment in contemporary diesel engines, the cylinder compression ratio is reduced to 14.0:1. Cold engine start is achieved via multi-hole piezo injectors with 3 programmable injection patterns, and adoption of ceramic glow plugs. Engine misfiring is prevented via variable valve lift at exhaust, which opens exhaust valves during the intake stroke, which in turn increases engine air temperature. The Skyactiv-D also uses a two-stage turbocharger, in which one small and one large turbo are selectively operated, according to driving conditions.
1.5 L
The Skyactiv-D 1.5 (S5-DPTS/S5-DPTR) is a 1,497cc (91.4cuin) engine first introduced in the fourth generation Mazda Demio/Mazda2. It features a compression ratio of 14:1.[35]
The Skyactiv-D 2.2 (SH-VPTS/SH-VPTR) is a 2,191cc (133.7cuin) engine that was the first Skyactiv-D engine used in production vehicles. It was first used in the Mazda CX-5.[37][38] In the Mazda6, it produces 129kW (173hp) and 420N⋅m (310lb⋅ft).[39] An upgraded version of the Skyactiv-D was run in the 2013 Rolex Sports Car Series season and helped Mazda win the GX manufacturer's championship. The engine is slated to be used again in two Lola LMP2s in the United SportsCar Series.
150PS (110kW; 148hp) at 4,500 rpm 170PS (125kW; 168hp) at 4,500 rpm (North American version) 175PS (129kW; 173hp) at 4,500 rpm 190PS (140kW; 187hp) at 4,500 rpm 200PS (147kW; 197hp) at 4,000 rpm
Max torque
380N⋅m (280lb⋅ft) 420N⋅m (310lb⋅ft) 450N⋅m (332lb⋅ft) at 2,000 rpm
The Skyactiv-D is the first low compression diesel in a production car, having a significantly lower compression in the first generation of 14:1 rather than typical compression ratios of 16:1 and beyond.[42] Numerous university studies have investigated the benefits of low compression diesel for decades, with the major benefit, noted in single cylinder university tests, being a drastic reduction in NOx emissions while also reducing particulate matter and combustion noise.[43][44] These studies all concluded that while there were noticeable reductions in emissions, this came at the expense of difficult cold starts. Mazda resolved this in the Skyactiv-D by using piezoelectric fuel injectors with multiple nozzles that change their pattern depending on operating conditions. Furthermore, exhaust valves are left slightly open as the engine starts, causing exhaust gases to be sucked into the cylinders and help the engine warm up quickly.[42]
Early issues
The CX-5 with Skyactiv-D engines were reported to have oil levels rising earlier than expected upon release, which required owners to check the vehicle's engine oil every 1000 kilometres or every month and return to the dealer if the oil appeared over the level of the dipstick.[45] This procedure was initiated by Mazda worldwide as a precaution. Mazda resolved the issue in the first few months of the engine's availability via a software revision and a new dipstick with a corrected level.[citation needed]
This was later found out to be false, the core issue being the injector seals – the method Mazda employed to secure these did not result in sufficient clamping force whenever a low-temperature Diesel Particulate Filter regeneration cycle was triggered, leading to exhaust leaking into the valvecover and contaminating the oil. In addition, it also overpressurized the engine block resulting in high volumes of unmetered fuel/oil mixture re-entering the combustion chamber.[citation needed]
The end result was either a clogged oil pickup resulting in engine failure, or a very costly feedback loop of extreme cylinder pressures, clogged up intake manifold, ash filled particulate filter, the exhaust- and intake manifold pressure sensors, and a skyrocketing fuel consumption due to near constant regeneration cycles.[citation needed]
Mazda officially refuses to acknowledge this, except for the Australian market,[46] even though there are several different Mazda Service Information documents on the issue, and resolving it. Most notably M001/007A which documents the new SHY1-13-148A injector nut/washer fastening procedure.[citation needed]
Emission standards and tests
At launch in 2012, Mazda claimed the Skyactiv-D engine would only comply with Euro 5 emission standards (NOx of 0.18 g/km), and further work was required to achieve stricter emission standards.[citation needed]
In the aftermath of the Volkswagen emissions scandal, the Japanese government performed testing of all diesel engines produced in Japan to ensure Japanese manufacturers were not falsifying emissions as had been done by Volkswagen. It was determined that the Skyactiv-D engine was the only engine which tested at or near the standard.[47]
Achieving US EPA emission standards
At the 2019 New York Motor show, Mazda announced that it would commence pre-sales of the 2019 CX-5 with the Skyactiv-D 2.2L engine.[48] Changes required to achieve the US EPA emissions standards, however, resulted in significant performance and economy penalties when compared with the Euro 5 compliant engine, as illustrated below.
The Euro stage V compliant Australian Skyactiv-D 2.2L has the following specifications:[49]
Power: 140kW (190hp) @ 4,500rpm
Torque: 450N⋅m (330lbf⋅ft) @ 2,000rpm
Fuel consumption (Australian ADR 81/02)
Combined 5.7 L/100km (41.3 mpg)
City 6.5 L/100km (36.2 mpg)
Highway 5.2 L/100km (45.2 mpg)
The US EPA compliant US Skyactiv-D 2.2l has the following specifications:[50]
Power: 125kW (168hp) @ 4,000rpm
Torque: 390N⋅m (290lb⋅ft) @ 2,000rpm
EPA Estimated fuel economy:
City 27mpg‑US (8.7L/100km; 32mpg‑imp)
Highway 30mpg‑US (7.8L/100km; 36mpg‑imp)
Recall
In September 2016, Mazda recalled 130,000 vehicles in Japan over a defect that could lead to diesel engine failure.[51]
Although most problems were fixed later on, the 2.2 suffered from bad carbon build up that would block the intake manifold. Other faults include a turbo diversion valve failure that required replacement of the complete twin turbo unit.
Mazda recalled the 2012 to 2018 model year diesel Mazda 3, Mazda 6 and CX-5 because of a build-up of carbon deposits.[52]
Skyactiv-Hybrid
The Skyactiv-Hybrid technology is an electric hybrid engine technology using Skyactiv-G engine with technology from Toyota's Hybrid Synergy Drive, originally licensed for use with the Sky engine for vehicles sold in 2013.[53][54]
The first retail Mazda Skyactiv-Hybrid vehicle, a Mazda3 Skyactiv-Hybrid with Skyactiv-G 2.0 engine with 14:1 compression, was unveiled at the 2013 Tokyo Motor Show.[55][56]
Skyactiv-CNG
The Skyactiv-CNG engine is powered by compressed natural gas. The first retail Mazda Skyactiv-CNG prototype vehicle, a Mazda3 Skyactiv-CNG Concept, was unveiled in 2013 Tokyo Motor Show.[55][56][57][58]
Skyactiv-R
The Skyactiv-R engine is Mazda's new generation rotary engine.
The Mazda RX-Vision Concept, powered by a Skyactiv-R rotary engine, was unveiled in 2015 Tokyo Motor Show.[59]
In 2023, Mazda unveiled the first production version of this generation of rotary engines. Used in the Mazda MX-30 R-EV, the engine provides 56kW (75hp) at 4500rpm and has a displacement of 830cc in a single-rotor design.[60]
e-Skyactiv
e-Skyactiv is the battery-electric powertrain.[61]
This section needs expansion. You can help by adding to it. (August 2025)
The Skyactiv-Z engine was developed to replace the Skyactiv-G and Skyactiv-X engines. It is a hybrid 2.5-liter inline-four gasoline engine designed to meet stringent emission standards, including Euro 7 and North America's LEV4 and Tier 4 regulations. The engine aims to deliver improved fuel efficiency and enhanced performance, while maintaining affordability for mass-market vehicles.
Skyactiv-Drive is a family of automatic transmissions named SKY-Drive. Mazda rejected dual-clutch technology in automatic transmissions because the dual-clutch behavior in certain situations was sub-optimal.[62] Instead, Mazda chose to re-design the conventional automatic transmission, making the torque converter take less duty while a multi-plate clutch disengages the torque converter most of the time. The new Skyactiv automatic transmission is designed to have six or eight gears forward, one reverse gear, a short torque converter, and a clutch integrated with the torque converter.[63][19]
Skyactiv-MT
Skyactiv-MT is a family of manual transmissions. To achieve lighter shift effort with a short shift lever stroke, the lever ratio is increased. However, to overcome the shorter internal stroke, a small module spline is used. Shift throws are reduced by 15 percent, making it the shortest shifting of any passenger car.[64]
To reduce weight, the triple-shafted gear train is designed with the reverse and first gears on the same shaft, and uses a shorter secondary shaft.
Skyactiv Multi-Solution Scalable Architecture
The Skyactiv Multi-Solution Scalable Architecture is a car platform that supports both front-wheel drive models with a transverse engine layout (under the Small Product Group) and rear-wheel drive cars with a longitudinal engine layout (under the Large Product Group).[65]
↑ "Turning Up the Pressure to Keep Gas in the Game". New York Times. 11 November 2011. Retrieved 14 November 2011. But the most daring advance is the 2-litre Skyactiv-G gasoline engine. That 4-cylinder power plant made its North American debut in the 2012 Mazda 3, where it raised the fuel economy rating to 8.5 L/100km in town and 5.8 on the highway with an automatic transmission, from 24/33 for the 2011 model sedan with a 2-litre engine. ...
↑ Pacaud, P.; Perrin, H.; Laget, O. (2009). "Cold Start on Diesel Engine: Is Low Compression Ratio Compatible with Cold Start Requirements?". SAE International Journal of Engines. 1 (1): 831–849. doi:10.4271/2008-01-1310. ISSN1946-3936. JSTOR26308324.
↑ Swan, Tony (February 2013). "2014 Mazda 6 2.5L – First Drive Review". Car and Driver. Retrieved 2 April 2014. The engineering team nixed a CVT option early on and then decided against a dual-clutch type a little later in the planning process. The reasoning: A dual-clutch automated manual delivers sportier performance, but Mazda felt it was a little abrupt for everyday urban driving. As a result, the new self-shifter is a conventional automatic, with paddle shifters available in higher trim levels.
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