Markets With Strict Emissions to Get First Dibs on Mazda Skyactiv-X Engine

Mazda’s trick Skyactiv-X engine has the auto industry’s eyes on it because it will be the first gas mill to operate primarily on compression, though a small spark is still needed to ignite and control the combustion process. But not all countries will get the cutting-edge engine right away. At the recent L.A. auto show, we sat down with Mazda engineers Dave Coleman and Jay Chen to chat about powertrains, and learned that the automaker will launch Skyactiv-X in markets with strict emissions regulations first. Additionally, each market’s iteration of the engine will have its own tune.

Europe will be the first to receive the Skyactiv-X engine, which is scheduled to launch in late 2019. Chen noted that although the European version may be calibrated to meet the tough regulations in specific parts of the world, they can also calibrate the engine for a different purpose, allowing them to optimize it for each market where it will be sold. The M Hybrid system will also be tuned on a regional basis, but Chen and Coleman said that the mild hybrid setup is strictly for energy recovery and to reduce load on the engine. Coleman points out that the Skyactiv-X engine’s powerband is wide enough that there’s no need for the system to occasionally assist it to smooth out shifts or standing start take-offs.

With the arrival of the Skyactiv-X, you’d think that Mazda will eventually phase out the Skyactiv-G family. However, that’s not the case, according to Masashi Otsuka, vice president of R&D and Mazda North American operations. That engine lineup will get more updates over time to keep it competitive, with the 2019 Mazda3 receiving a slightly updated version of the 2.5-liter naturally aspirated I-4. Otsuka also noted that the Skyactiv-X is “too tough,” hinting at the obstacles involved with introducing such a complex engine and justifying keeping the more conventional Skyactiv-G family up to date. Chen and Coleman revealed that the 2.5-liter has a new algorithm, a new electrical system, and new calibration for better drivability. Last year, this engine received cylinder deactivation, allowing it to operate in two-cylinder mode during light loads for improved fuel economy.

Before finishing our conversation, we asked Chen and Coleman if a high-performance model will ever return. Unfortunately, it’s not in the cards. What they did say, however, is to keep in mind that the Skyactiv-X prototype we drove last year had an engine that was designed to replace the 2.0-liter Skyactiv-G offered globally. Since the base engine for North America is the more robust 2.5-liter, that could mean our version of Skyactiv-X will get shorter gearing and/or more power to meet customer expectations in this market. Additionally, Chen hinted that more Skyactiv-X family members could be on the way. Because the engine is based on a 500cc-per-cylinder strategy, we could eventually see a more efficiency-oriented 1.5-liter inline-three.

The post Markets With Strict Emissions to Get First Dibs on Mazda Skyactiv-X Engine appeared first on MotorTrend.

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Markets With Strict Emissions to Get First Dibs on Mazda Skyactiv-X Engine

Mazda’s trick Skyactiv-X engine has the auto industry’s eyes on it because it will be the first gas mill to operate primarily on compression, though a small spark is still needed to ignite and control the combustion process. But not all countries will get the cutting-edge engine right away. At the recent L.A. auto show, we sat down with Mazda engineers Dave Coleman and Jay Chen to chat about powertrains, and learned that the automaker will launch Skyactiv-X in markets with strict emissions regulations first. Additionally, each market’s iteration of the engine will have its own tune.

Europe will be the first to receive the Skyactiv-X engine, which is scheduled to launch in late 2019. Chen noted that although the European version may be calibrated to meet the tough regulations in specific parts of the world, they can also calibrate the engine for a different purpose, allowing them to optimize it for each market where it will be sold. The M Hybrid system will also be tuned on a regional basis, but Chen and Coleman said that the mild hybrid setup is strictly for energy recovery and to reduce load on the engine. Coleman points out that the Skyactiv-X engine’s powerband is wide enough that there’s no need for the system to occasionally assist it to smooth out shifts or standing start take-offs.

With the arrival of the Skyactiv-X, you’d think that Mazda will eventually phase out the Skyactiv-G family. However, that’s not the case, according to Masashi Otsuka, vice president of R&D and Mazda North American operations. That engine lineup will get more updates over time to keep it competitive, with the 2019 Mazda3 receiving a slightly updated version of the 2.5-liter naturally aspirated I-4. Otsuka also noted that the Skyactiv-X is “too tough,” hinting at the obstacles involved with introducing such a complex engine and justifying keeping the more conventional Skyactiv-G family up to date. Chen and Coleman revealed that the 2.5-liter has a new algorithm, a new electrical system, and new calibration for better drivability. Last year, this engine received cylinder deactivation, allowing it to operate in two-cylinder mode during light loads for improved fuel economy.

Before finishing our conversation, we asked Chen and Coleman if a high-performance model will ever return. Unfortunately, it’s not in the cards. What they did say, however, is to keep in mind that the Skyactiv-X prototype we drove last year had an engine that was designed to replace the 2.0-liter Skyactiv-G offered globally. Since the base engine for North America is the more robust 2.5-liter, that could mean our version of Skyactiv-X will get shorter gearing and more power to meet customer expectations in this market. Additionally, Chen hinted that more Skyactiv-X family members could be on the way. Because the engine is based on a 500cc-per-cylinder strategy, we could eventually see a more efficiency-oriented 1.5-liter inline-three.

The post Markets With Strict Emissions to Get First Dibs on Mazda Skyactiv-X Engine appeared first on MotorTrend.

Agya Club Indonesia

Refreshing or Revolting: 2020 Jeep Gladiator vs. The Competition

The 2020 Jeep Gladiator stole the spotlight at the Los Angeles auto show this week. It may be a little tardy to the midsize pickup segment when it goes on sale in the second quarter of 2019, but it’s well worth the wait if it drives anything like the Wrangler, our 2019 SUV of the Year. And we think the outdoor-adventure styling is a breath of fresh air compared to rivals, which look slightly soft in comparison. But what do you think? Did Jeep capture the right look for its new pickup, or do competitors offer a sleeker package?

Up front, the Gladiator features a seven-slot grille just like the Wrangler. Its slots are a bit wider, however, so additional air can flow through to keep the engine cooler when towing. Of course, the Gladiator has the round headlights that are unmistakably Jeep. The rest of the model is unapologetically boxy, from the shape of the cab to the fender flares and huge wheel flares. The Ranger, on the other hand, takes on a very modern look with slim headlights attached to a small grille on a rounded front end. The Tacoma has a large hexagonal grille that gives it some presence, while the Colorado’s front end is starting to look dated thanks to the chunky headlights.

Move to the side profile and the Gladiator’s appearance really lives up to its name. The wheel flares look especially aggressive at this angle, especially when compared to the round flares on the Ranger. From the black door handles to the boxy doors, every little design detail looks unique. Notice the Gladiator also has a higher ground clearance than all three competitors, hitting 11.1 inches. The Tacoma and Colorado take on a muscular look with their square wheel flares, although the Ranger deserves praise for its sleek character lines. Of course, another big difference between the Gladiator and its competition is the removable body parts.

The Gladiator looks slightly less interesting from behind. It’s only available with a 5-foot bed, and the taillights are small relative to the tailgate, which keeps it simple with a small Jeep logo in the center. Of course, the Jeep offers a heavy-duty off-road bumper that lends the rear a more rugged look. The rear window is boxier than competitors, but it also looks like it offers a clearer view out the back. The Ranger stands out for its “Ranger” badging that spans the entire width of the rear end. Like the Ranger, the Colorado and Tacoma have vertical-oriented taillights.

Inside, the Gladiator’s design becomes just a bit cheeky. Rounded vents complement a rounded shift lever and rounded instrument cluster, plus there are bold color options for the dashboard. The Gladiator Sport gets a 5-inch touchscreen, while other models upgrade to a 7-inch or 8.4-inch screen. The Ranger features a somewhat old-school look, with the touchscreen embedded into the dash and traditional gear stalk. The Colorado has its buttons nicely organized around the touchscreen, although the overall design might be considered a little dated. The Tacoma also has rounded air vents like the Gladiator, but the largest available center screen is 7 inches.

Which truck do you think looks the best? Let us know in the comments on Facebook.

The post Refreshing or Revolting: 2020 Jeep Gladiator vs. The Competition appeared first on MotorTrend.

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