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Mazda's Skyactiv-X power and efficiency ratings released in Europe

Mazda's long-awaited Skyactiv-X engine is finally headed for production, though not yet for the United States. The Japanese automaker says "various European countries" will get access to the unique engine in the Mazda3 starting this fall. Still, the announcement is relevant to the rest of us because we now have official power levels and fuel efficiency numbers that we can use to compare the Skyactiv-X with other engines offered in the compact Mazda. First, the power. According to Mazda, the 2.0-liter Skyactiv-X makes 178 horsepower and 165 pound-feet of torque. By way of comparison, the 2.5-liter Skyactiv-G engine currently used in the Mazda3 here in the States makes 186 hp and 186 lb-ft of torque. Sure, it's a little less powerful, but note that the displacements don't match and remember that the real reason the Skyactiv-X exists is to reduce fuel consumption. And that brings us to the Skyactiv-X's combined rating of around 53.5 miles per gallon (converted from liters per 100 kilometers). That's around 8 mpg better than the 2.0-liter engine that comes standard in Europe. Before we go any further, it's important to note that these numbers represent official figures for the European NEDC combined cycle, which means they are not directly comparable to the ratings we'll get from the United States EPA. Our official ratings will almost certainly be lower. With that disclaimer out of the way, the 2.5-liter Mazda3 scores a combined 30 mpg here in the States. The obvious unanswered question is when the Skyactiv-X might actually come to America. And the unfortunate answer is that we don't know. Mazda has yet to make an official decision on timing for the U.S market's launch of the engine, but as soon as we know, so will you.

Mazda patent shows rotary placement in complex AWD hybrid layout

If we were playing alt-powertrain Bingo, a recent Mazda patent application filed in Japan would be one or two letters from victory. What's exciting about the patent, discovered by Japanese outlet T's Media via Motor Trend, is that while it makes a case for an internal combustion engine of any configuration, one of the drawings showing a rotary engine. The wild bit is that the whole powertrain comprises the ICE, a transaxle, two tiny in-wheel electric motors turning the front wheels, a third electric motor in the driveline, a capacitor, a lithium-ion battery, and three inverters. Motor Trend parsed the mechanics, and the way it reads, Doc Brown couldn't have done a better job. The rotary engine at the front turns the rear wheels, but not directly. Instead of a flywheel on back of the engine, the drawing shows a 25-kW electric motor and an inverter, then a driveshaft running to the transaxle. Along the axis of the transmission tunnel in a normal car, between the inverter and the transaxle, lies a 3.5-kWh battery running at 48 volts. MT writes that the electric motor can add its output to the ICE output to drive the rear wheels, or the e-motor can turn the rear axle on its own. Up front, two inverters and a double-layer capacitor join the ICE in the engine bay. The capacitor and tiny hub motors in the front wheels run at 120 volts, a higher voltage than the rest of the electrical system, so that the small in-wheel motors can generate the same torque as a larger motor running at a lower voltage. The AWD system acts on-demand. Given the signal, the capacitors discharge their energy to the wheel motors, and recover energy from braking. When the capacitors are at full charge, they send excess regen energy to the lithium-ion battery; conversely, the battery can recharge the capacitors when they're low and the front hub motors need power. The patent explains that the ICE works with the rear e-motor to drive the rear wheels at low speeds, the front motors called on to "generate an output only when a large output is required in the high vehicle speed range." The rather complicated system is focused on providing the benefits of a hybrid system and all-wheel drive, but at lower weight than one would expect. A rotary serves due to its compactness, but one of the drawings shows an engine with a V layout. Hub motors get dinged for adding unsprung weight, hence the small motors here.

2019 Mazda3 sedan and hatchback get IIHS Top Safety Pick awards

The 2019 Mazda3 is all-new, and now we have crash test ratings from the IIHS for both the sedan and hatchback. A Top Safety Pick (not the TSP+) award was given to both variants of the compact car. Since the IIHS only rates the Mazda3 headlights as "Acceptable" and not "Good," it doesn't get the "Top Safety Pick+" rating. All the major crash categories like small overlap front, side and moderate overlap front are rated as Good. The IIHS also makes crash avoidance part of its battery of tests now to evaluate forward collision and pedestrian detection systems. Both versions of the Mazda3 offer these systems, but the IIHS points out that Mazda's "Smart Brake Support" is only standard on the hatchback. This makes the hatchback standard with a "superior-rated" crash prevention system, and only optional on the sedan. Both cars equipped with the system were able to avoid collisions at 12 mph and 25 mph in the IIHS tests. Even though the Mazda3 does come standard with LED headlight projectors, the IIHS still didn't think they were good enough for a Good rating. There is one video of the Mazda3 going through the side crash test if you'd like to watch the new sedan get hit. You can read our thoughts on the new Mazda3 here. We certainly like driving the redesigned Mazda, and it's good to know the car will perform well in a crash, too.