2012 Mazda MAZDA3 with SkyActiv

2012 Mazda MAZDA3 with SkyActiv


Listen to some automakers, and you might think that conventional automated transmissions are obsolete and junior—and to exist replaced by continuously variable (CVT) automatics or dual-clutch (DCT) gearboxes.

This just in: not everyone is convinced they're better. Co-ordinate to Mazda, the practiced ol' hydraulic automatic—especially with a smart technology rethink—is withal one of the all-time bets for those of u.s. who don't desire to manually bandy cogs all the time. And, they think, that'south true for cars meant to be driven very enthusiastically, every bit well every bit those for which gas mileage is a little more of import.

Both CVTs and DCTs are arguably less complex as well as cheaper to build when compared to a conventional automatics and all the requisite planetary gearsets, bands, hydraulics, and controllers. While the honeymoon seems over for CVTs—and some companies, including Ford, have cut that engineering science back out of their lineups—a number of automakers are in the procedure of phasing out their automatic transmissions in favor of dual-clutch gearboxes that, the companies argue, provide the more direct driving feel of a manual gearbox, combined with increased gas mileage.

For case, that's what Ford did with its Fiesta and Focus small cars. Both models offer a so-chosen PowerShift automatic that'southward a DCT setup, with 2 smaller gearboxes side by side (and dual clutches to engage them). Like systems offered in BMW (DCT), VW/Audi (DSG), and Mitsubishi (Twin-Clutch) products, amid others, ane side provides outset, third, and 5th, while the other allows second, 4th, and sixth.

And while Mazda considered a DSG-type gearbox for its front-bicycle bulldoze models, similar the 2012 Mazda3, it opted against information technology.

Dual-clutch a weakness for downshifts, transitions

Every bit engineers point out—and as we've noticed with some DCT systems—shifts are snappy, decisive, and incredibly quick when merely accelerating, merely if yous suddenly need a burst of additional power for passing, a steep grade, or accelerating out of a corner, these transmissions aren't as responsive as you might hope, because it'due south rare the other clutch would accept the ideal gear on the ready.

So fifty-fifty when given a clean slate—equally part of its SkyActiv carbon-reduction initiative—Mazda engineers weren't convinced that a dual-clutch design was the mode to go. And with those drivability issues, and some potential durability issues, engineers told Motor Authority that they accept no plans to offer a dual-clutch unit in whatever of their vehicles. Rather, they chose to take a fresh look at hydraulic automatic transmissions and produced a design that they claim gives better functioning and is superior in but about every manner when stacked up confronting a dual-clutch.

Mazda claims to accept gotten shifts under total throttle to be most as quick as with a dual-clutch setup, while delivering consistently faster and smoother downshifts—helping the engine stay in its almost powerful or efficient range.

Better gas mileage, no more slushbox feel

How is it different? Ane of the central philosophies in the design, from the commencement, was to radically minimize torque converter usage, which serves to both improve fuel economy and provide more than of a direct driving experience. In the U.South. city driving cycle, the torque converter is locked upward 88 percent of the time with the new pattern, versus 64 percent of the fourth dimension with Mazda'southward existing 5-speed automatic.

Those are only numbers, only what you lot feel, engineers betoken out (and we did in several test mules) is that from a start engine revs don't rise, then fall, and so ascension once again in typical slushbox fashion; instead, each gear has just a minimum of sideslip right at the start and and then is completely linear. This is one of the get-go transmissions that allow total lockup fifty-fifty in offset gear.

Mazda SkyActiv-Drive next-generation 6-sp automatic

Mazda SkyActiv-Drive next-generation 6-sp automated

The key to making this new logic work is a new multi-plate clutch system, rather than a single-disc or piston-based system, to engage or disengage the torque converter with way more finesse than existing automatics. And the clutch pack is controlled past an advanced mechatronics module that'due south integrated into the transmission instance, containing its own microprocessor, software, and direct-acting solenoids.

Traditional automatics have long relied on enough of torque-converter engagement, both every bit a way of keeping gear date especially smooth, and as a sort of crutch to help keep automatic transmissions more reliable. But equally transmissions are designed to disengage the torque converter more oftentimes and more than readily, they can get shaky, said Masamitsu Koike, the powertrain's evolution managing director. Then through a data-bus system, the mechatronics module is able to help adapt shift quality—for a alter in vehicle load, for instance—to reduce driveline jolts, and it could help prolong the life of the transmission.

Shifts like a racing bike

In the test vehicle, we establish that shifts with the new transmission, even moderate throttle, felt about instantaneous—quite like a racing wheel with a high-finish derailleur (and a good sign, given the make's 'zoom-zoom' intent)—with none of the lumpiness or noticeable pause in momentum felt in Mazda'south existing five-speed automatic.

The new transmission is slated for all of Mazda'south hatchbacks, sedans, and crossovers that are based on forepart-wheel-drive architecture, and so expect information technology eventually (within a couple of model years) in the Mazda5, Mazda6, CX-5, CX-7, and probably Mazda2 and CX-9, along with the 2012 Mazda Mazda3, which will go very shortly—hooked up to the all-new Sky-Grand direct-injection gasoline engine, this fall.