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          A B C D E F G H I J K L M N O P Q R S T U V W X Y Z

Mazda 2









Mazda 2
EngineIn-line four-cylinder
Displacement, (bore * stroke)
Compression ratio10,0 : 1
Engine controlDOHC, chain, 4 valves per cylinder, variable intake valve timings
Mixture preparationMulti-point injection
Torque
Performance
CO2 emission
Drive trainFront drive, transversal
Transmission
Wheelbase2.490 mm
Turning circle9.800 mm
Front suspensionMcPherson
Rear suspensionTwist-beam axle
Brakes f/rInternal ventilated disks/drums
SteeringGear rack, servo, electric, depending on speed
Wheels185/65 R 15 (5") up to
195/45 R 16 (6,5")
Length3.920 mm
Width1.695 mm
Height1.475 mm
Drag coefficient (area)
Tank capacity43 litres
Load volume250-787 litres
Payload
Kerb weight
Top speed
Purchase price
Year of manufactureFrom 2014


Don't fall too much in love with it, you're still going to have to wait a while. The production in Mexico has just started. If you're looking forward to the Diesel variation, which is more seldom in this class, your wait will be a bit longer still. The design of the new one has already appeared in outlines, with the Hazumi, whose video can be seen here.This is now the fourth generation of the car called, except in Japan, the 'Mazda 2'. The severance from Ford, has obviously given them a new breath of life. The confidence in the individual areas, is marked in each case, by a name. The name for the design is 'Kodo', a direct translation appears to be difficult, but it could mean something like 'heartbeat'.

According to the manufacturers, the design should suggest movement. It was best shown in 'Zoom-Zoom', when e.g., children move around freely, happily and boisterously. Have a look at the following videos of two design-studies, the Minagi and the Takeri, which are prime examples of Kodo:



More pictures of the Minagi on the Mazda-homepage.

With Kodo, a design is probably meant, which tends more to curved surfaces than to the increasingly popular beading. Here the light can play more effectively with the car body contours, making the car look different, depending to the perspective. A harmonious approach to the potential buyer is desired and not only the smallest air-resistance.

The 'Skyactive' is the next area to be outlined. At first, one thought it only had to do with the engine itself, we must now however, realise that it also encompasses the gearbox, and probably the entire drive-train. Herewith, a normally aspired petrol engine with a considerably higher geometric compression than the competition, is meant, indeed, also a not particularly low RPM-level.

Apparently there are three 1,5 litres petrol engines with varying performances waiting to be installed. The later following Diesel engine will probably have the same capacity. Because of its, differing here from the competition, substantially lower compression ratio, one can justifiably assume a higher charging pressure.

'Monotsukuri' is not only difficult to pronounce, it is also not easy to understand. Here obviously, all the interests, also those of the other car manufacturers, are summarised. First of all, there is the four-year-plan. It determines, e.g., how the sales in this period should develop. Of course, in combination with Monotsukuri, the sustainability appears once more. If one really tries to research this expression, it would be the will to steadily improve with longer term targets, from which not only will the customer profit but also the company's finances. These steps are nothing new, also for the competition, but they are certainly interesting in this exclusivity.

With the somewhat more detailed description of Monotsukuri it carries on with what are actuallly inconsistencies. Thus, the specifications of each individual model are given, however, as many of the same parts as possible are to be used, to improve the cost-aspect. There is hardly any other company, which speaks so openly about the undisputed connection between quality and the resultant profit.

Here are the specifications of the Diesel engine, whose geometric compression is not quite as spectacularly low as that of the larger 2,2- litres engine. With this, it reaches the performance values of the older 1,6 litre VW, which installed in the Polo, counted as one of the large Diesel engines. It does not however, reach the same technical standard as the newest VW-three-cylinder. At least one can avoid the expensive systems for the NO aftertreatment. 10/14




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2001-2015 Copyright programs, texts, animations, pictures: H. Huppertz - E-Mail
Translator: Don Leslie - Email: lesdon@t-online.de

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