Mazda

Revived affordable roadster segment. 1.6L with 116hp, later 1.8L with 131hp. Pop-up headlights. 3970mm length. Five-speed manual or automatic. Weight 940kg. 0-60 mph in 8.6 seconds (1.8L). Double wishbone suspension. Perfect 50/50 weight balance. Limited slip differential. Lightweight philosophy. Over 400,000 sold first generation.

Fixed headlights for safety. 1.8L with 140hp. Mazdaspeed version with turbo 178hp. 3955mm length. Six-speed manual option. Weight 1065kg. 0-60 mph in 7.9 seconds. Glass rear window standard. Improved structural rigidity. Torsen limited slip differential. SE trim with Bilstein shocks. Very communicative steering.

Retractable hardtop coupe option. 2.0L with 167hp. 4020mm length. Five or six-speed manual. Weight 1149kg (PRHT). 0-60 mph in 6.9 seconds. Stability control standard. Shared platform with RX-8. Larger cabin space. Club and Grand Touring trims. Limited slip standard Sport. Sport suspension package.

SKYACTIV-G 2.0L with 181hp. RF retractable fastback. 3915mm length. Six-speed manual or automatic. Weight 1058kg (Sport). 0-60 mph in 5.8 seconds. SKYACTIV-Chassis. Kodo design language. 100kg lighter than NC. Bilstein dampers available. Brembo brakes Club. 30th Anniversary Edition. Recaro seats optional. Perfect driver's car focus.

Replaced 323/Protegé. 2.0L with 148hp. Mazdaspeed3 with 2.3L turbo 263hp. 4490mm length. Five-speed manual or automatic. Weight 1330kg (Speed3). 0-60 mph in 5.8 seconds (Speed3). Zoom-Zoom driving focus. Multi-link rear suspension. Hatchback and sedan. Bose audio optional. Very engaging handling.

Flowing Nagare design language. 2.0L with 148hp. 2.5L with 167hp. Mazdaspeed3 with 263hp turbo. 4490mm length. Six-speed manual option. Weight 1382kg (Speed3). 0-60 mph in 5.9 seconds (Speed3). SKYACTIV-G introduced late. i-ELOOP regenerative braking. Improved interior quality. Navigation available.

Full SKYACTIV technology. 2.0L SKYACTIV-G with 155hp. 2.5L with 184hp. Kodo Soul of Motion design. 4470mm length. Six-speed manual or automatic. Weight 1314kg. 0-60 mph in 7.2 seconds (2.5L). SKYACTIV-Body lightweight. SKYACTIV-Chassis responsive. G-Vectoring Control. i-ACTIVSENSE safety. Premium interior materials.

Premium market positioning. SKYACTIV-X compression ignition. 2.5L turbo with 250hp. AWD available. 4459mm length. Six-speed manual or automatic. Weight 1407kg (turbo AWD). 0-60 mph in 6.4 seconds (turbo). Torsion beam rear hatchback, multi-link sedan. Minimalist interior. 8.8-inch screen. Bose 12-speaker system. Very refined NVH.

Replaced 626. 2.3L with 160hp. Mazdaspeed6 with 2.3L turbo 274hp AWD. 4670mm length. Five or six-speed manual. Weight 1550kg (Speed6). 0-60 mph in 5.7 seconds (Speed6). Sport wagon available. Multi-link rear suspension. Very driver focused. Torque-sensing AWD Speed6. Leather and sunroof available.

Larger dimensions. 2.5L with 170hp. 3.7L V6 with 272hp. 4945mm length. Five or six-speed automatic. Weight 1555kg (V6). 0-60 mph in 6.4 seconds (V6). Nagare flowing design. Sport appearance package. Keyless entry and start. Blind spot monitoring. Premium Bose audio. Comfortable highway cruiser.

Full SKYACTIV implementation. 2.5L SKYACTIV-G with 184hp. 2.5L turbo with 250hp. SKYACTIV-D diesel option. 4865mm length. Six-speed automatic. Weight 1534kg. 0-60 mph in 6.4 seconds (turbo). Kodo design stunning. G-Vectoring Control Plus. Signature trim with Nappa leather. Head-up display. 360-view monitor. Production ended 2021.

First full SKYACTIV vehicle. 2.0L SKYACTIV-G with 155hp. 2.5L with 184hp. SKYACTIV-D 2.2 diesel 175hp. AWD available. 4540mm length. Six-speed automatic. Weight 1569kg. 0-60 mph in 7.4 seconds (2.5L AWD). Kodo design debut. SKYACTIV-Chassis. Smart City Brake Support. i-ACTIVSENSE. Rear cross traffic alert.

Refined SKYACTIV. 2.5L with 187hp. 2.5L turbo with 250hp. 2.5L turbo diesel Europe. AWD with off-road traction assist. 4550mm length. Six-speed automatic. Weight 1654kg (turbo AWD). 0-60 mph in 6.4 seconds (turbo). G-Vectoring Control Plus. Premium interior materials. 10.25-inch screen. Signature trim with wood accents. i-ACTIVSENSE suite standard. Very quiet cabin.

First RX-7 model. 12A rotary with 100hp. Later 13B with 135hp. Turbo version 165hp. 4285mm length. Five-speed manual. Weight 1050kg. 0-60 mph in 8.6 seconds (Turbo). Front-mid engine layout. Perfect weight distribution. Live rear axle. Very lightweight and nimble. GSL-SE top trim. Pop-up headlights.

Larger and more refined. 13B rotary with 146hp. Turbo II with 200hp. Convertible 1988. 4310mm length. Five-speed manual or automatic. Weight 1300kg (Turbo). 0-60 mph in 6.1 seconds (Turbo II). Independent rear suspension. Four-wheel steering optional. Smooth power delivery. Handling excellence. GTUs competition model.

13B-REW sequential twin-turbo. 255hp in US (280hp Japan). 4295mm length. Five-speed manual or automatic. Weight 1310kg. 0-60 mph in 5.0 seconds. Active suspension. Recirculating ball steering. Perfect weight balance. R1 and R2 variants. Spirit R final edition. Very smooth twin-turbo delivery. Regarded as ultimate RX-7. Rotary engine apex.

13B-MSP Renesis naturally aspirated. High-power version 232hp at 8500rpm. Standard 212hp. Unique freestyle doors (suicide rear). 4435mm length. Six-speed manual or automatic. Weight 1384kg. 0-60 mph in 6.0 seconds. 50/50 weight distribution. Double wishbone front and rear. R3 package with Bilstein. Spirit R final edition. High-revving character. Rotary smoothness. Four-seat practicality with sports car dynamics.

Based on Mazda3 BP platform. 2.5L SKYACTIV-G with 186hp. 2.5L turbo with 250hp. SKYACTIV-X compression ignition markets. AWD i-ACTIV available. 4395mm length. Six-speed automatic. Weight 1510kg (turbo AWD). 0-60 mph in 6.6 seconds (turbo). G-Vectoring Control Plus. Kodo design refined. 8.8-inch screen. Mi-Drive mode selector. Premium interior materials. i-ACTIVSENSE standard.

Ford CD3 platform. 3.5L V6 with 263hp. 3.7L V6 with 273hp later. AWD available. 5074mm length. Six-speed automatic. Weight 2068kg. 0-60 mph in 7.6 seconds. Seven-seat configuration. Nagare design elements. Bose audio. Power liftgate. Blind spot monitoring. Comfortable family hauler.

New SKYACTIV architecture. 2.5L turbo with 250hp. AWD i-ACTIV. 5065mm length. Six-speed automatic. Weight 1969kg. 0-60 mph in 7.1 seconds. Kodo design language. Premium interior with Nappa leather. Rosewood trim Signature. 12.3-inch digital gauge cluster. Bose 12-speaker. Three-zone climate. G-Vectoring Control Plus. Very refined for segment.

The revolutionary twin-rotor Wankel engine that launched Mazda's rotary legacy with the Cosmo Sport. This 982cc twin-rotor engine featured two rotating triangular rotors in epitrochoidal chambers, with each rotor displacing 491cc per revolution. The rotor housing used aluminum with chrome-plated surface for wear resistance, while the side housings were cast iron. The rotor seals used carbon apex seals with spring tension, while the eccentric shaft (equivalent to a crankshaft) ran in three main bearings. The intake system used a four-barrel Hitachi carburetor feeding peripheral ports, while the exhaust featured a two-into-one header. With 9.4:1 compression and a 7,000 RPM redline, it produced 110 hp at 7,000 RPM and 96 lb-ft at 5,000 RPM. The cooling system used a front-mounted radiator with thermostatically controlled electric fan, while the oiling system employed a metered oil injection system that mixed oil with fuel for rotor lubrication. This engine's compact dimensions, smooth high-RPM operation, and incredible power density made it the perfect powerplant for Mazda's ambitious GT car and established the rotary as Mazda's engineering signature.

The turbocharged rotary that powered the legendary RX-7 and established Mazda's performance credentials. This 1,146cc twin-rotor engine featured the same basic architecture as the 10A but with increased displacement and a Hitachi HT12 turbocharger. The rotor housing used improved aluminum-silicon alloy with plasma-sprayed coating, while the apex seals evolved to two-piece carbon designs. The intake system used the turbocharger with air-to-air intercooler and electronic fuel injection, while the exhaust featured a low-restriction manifold feeding the turbo. With 9.4:1 compression and a 7,000 RPM redline, it produced 135 hp at 6,000 RPM and 135 lb-ft at 4,000 RPM. The cooling system used an upgraded radiator with oil cooler for the turbocharger, while the oiling system employed both metered injection and conventional pressure lubrication. This engine's combination of turbocharged power, rotary smoothness, and compact dimensions made the RX-7 a giant-killer in sports car competition.

The technological tour de force that powered the third-generation RX-7 and represented the pinnacle of production rotary development. This 1,308cc twin-rotor engine featured sequential twin turbochargers—a small primary turbo for low-RPM response and a larger secondary turbo for high-RPM power. The rotor housing used carbon-insert apex seals and improved cooling passages, while the side housings featured reinforced construction. The intake system used the sequential turbo system with dual intercoolers, while the exhaust featured equal-length runners feeding the turbos. With 9.0:1 compression and a 8,000 RPM redline, it produced 255 hp at 6,500 RPM and 217 lb-ft at 5,000 RPM. The cooling system used twin side-mounted radiators with electric fans, while the oiling system employed a dual-stage pump with oil cooler. This engine's sequential turbo system provided both immediate low-RPM response and explosive high-RPM power, creating one of the most charismatic powertrains of the 1990s.

The legendary four-rotor racing engine that powered the 787B to overall victory at the 1991 24 Hours of Le Mans—the only Japanese car and only rotary engine to ever win the historic race. This 2,622cc four-rotor engine featured four rotors in two banks with a complex geartrain connecting them. The rotor housings used carbon-carbon composite apex seals and ceramic coatings, while the intake system used individual throttle bodies for each rotor and a variable-length intake system. With 10.0:1 compression and a 9,000 RPM redline, it produced 700 hp at 9,000 RPM and 448 lb-ft at 6,500 RPM. The engine's distinctive screaming exhaust note—a result of the four-rotor configuration and high RPM—became one of the most iconic sounds in motorsport history. This engine's victory at Le Mans represented the ultimate validation of Mazda's decades-long commitment to rotary engine development.

The naturally aspirated rotary that powered the final RX-8 and featured side intake and exhaust ports for improved efficiency. This 1,308cc twin-rotor engine moved the intake ports from the periphery to the side housings, allowing larger port area and better breathing. The exhaust ports remained peripheral but were redesigned for better flow. The rotor housing used aluminum-silicon alloy with hard anodizing, while the apex seals evolved to three-piece designs. The intake system used variable-length intake manifold with electronic throttle control, while the exhaust featured a 4-2-1 header. With 10.0:1 compression and a 9,000 RPM redline, it produced 238 hp at 8,500 RPM and 159 lb-ft at 5,500 RPM. The cooling system used an advanced dual-circuit design, while the oiling system employed both direct injection and conventional lubrication. Though it solved many of the rotary's traditional efficiency issues, this engine would be the last production rotary until the MX-30 R-EV's resurrection.

The revolutionary naturally aspirated four-cylinder that redefined efficiency through extreme compression ratio. This 1,998cc DOHC inline-four featured an aluminum block and head with 14.0:1 compression ratio—unprecedented for a mass-production gasoline engine. The valve train used chain-driven dual overhead camshafts with 4-2-1 exhaust manifold that reduced exhaust gas interference. The crankshaft was a forged unit running in five main bearings, while the pistons featured special cavities for optimized combustion. The intake system used variable-length intake manifold with high-pressure direct injection, while the exhaust featured the 4-2-1 layout that allowed the high compression without knock. With 14.0:1 compression and a 6,800 RPM redline, it produced 155 hp at 6,000 RPM and 150 lb-ft at 4,000 RPM. The cooling system used a dual-circuit design with cooled EGR, while the oiling system employed a variable-displacement vane pump. This engine's combination of diesel-like compression ratio and gasoline power delivery achieved thermal efficiency of 38%—among the highest of any mass-production naturally aspirated engine.

The innovative diesel that achieved gasoline-like refinement through low compression ratio. This 2,191cc DOHC inline-four featured an aluminum block with cast-iron liners and an unprecedentedly low 14.0:1 compression ratio for a diesel. The valve train used chain-driven dual overhead camshafts with piezoelectric injectors, while the crankshaft was a forged unit running in five main bearings. The intake system used variable-geometry turbocharger with low-pressure EGR, while the exhaust featured a ceramic particulate filter. With 14.0:1 compression and a 5,200 RPM redline, it produced 173 hp at 4,500 RPM and 310 lb-ft at 2,000 RPM. The cooling system used a dual-circuit design with separate cooling for EGR and charge air, while the oiling system employed a variable-displacement vane pump. This engine's low compression ratio reduced mechanical stress and NOx formation while maintaining diesel efficiency, achieving thermal efficiency of 41%.

The groundbreaking spark-controlled compression ignition engine that combines gasoline and diesel combustion principles. This 1,998cc DOHC inline-four features Mazda's Spark Controlled Compression Ignition (SPCCI) system that uses a spark plug to initiate compression ignition under most conditions. The valve train uses chain-driven dual overhead camshafts with supercharger for air supply, while the crankshaft is a forged unit running in five main bearings. The intake system uses a Roots-type supercharger with air-to-water intercooler, while the combustion system employs both direct and indirect injection. With 16.3:1 compression and a 6,500 RPM redline, it produces 189 hp at 6,000 RPM and 165 lb-ft at 3,000 RPM. The SPCCI system allows ultra-lean combustion (up to 29:1 air-fuel ratio) under light load, switching to conventional spark ignition at high load. This engine achieves thermal efficiency of 43%—comparable to diesel engines while running on gasoline.

The resurrected rotary engine that serves as a range extender in the MX-30 R-EV. This 830cc single-rotor engine operates exclusively as a generator at constant RPM, charging the 17.8 kWh battery pack. The rotor housing uses modern materials including aluminum with plasma-sprayed coating, while the apex seals employ diamond-like carbon coatings. The intake system uses port fuel injection with optimized airflow for the constant-RPM operation, while the exhaust features a compact aftertreatment system. With 11.9:1 compression and operating only between 2,000-4,500 RPM, it produces 74 hp exclusively for electricity generation. The integrated generator is a permanent magnet synchronous unit, while the thermal management system captures waste heat for cabin heating. This application solves the rotary's traditional efficiency issues by operating only at its most efficient point, while providing the compact dimensions and smooth operation that made the rotary ideal for range extension duty.

The compact V6 that powered the MX-3 and demonstrated Mazda's expertise in multi-cylinder engines. This 1,996cc 60° V6 featured an aluminum block and heads with variable-length intake system. The valve train used belt-driven dual overhead camshafts with hydraulic lash adjusters, while the crankshaft was a forged unit running in four main bearings. The intake system used variable-length intake manifold with sequential fuel injection, while the exhaust featured equal-length headers. With 9.5:1 compression and a 7,000 RPM redline, it produced 164 hp at 6,500 RPM and 132 lb-ft at 5,500 RPM. The cooling system used a front-mounted radiator with electric fan, while the oiling system employed a gear-type pump. This engine's compact dimensions—it was one of the smallest production V6 engines ever made—made it ideal for the small MX-3 coupe while providing the smoothness of a six-cylinder.

The turbocharged four-cylinder that powered the Mazdaspeed Protegé and Mazdaspeed3. This 1,999cc DOHC inline-four featured an iron block with aluminum head and Garrett turbocharger. The valve train used timing belt-driven dual overhead camshafts with hydraulic lash adjusters, while the crankshaft was a forged unit running in five main bearings. The intake system used the turbocharger with air-to-air intercooler, while the exhaust featured a low-restriction manifold. With 9.1:1 compression and a 6,500 RPM redline, it produced 170 hp at 6,000 RPM and 160 lb-ft at 3,500 RPM. The cooling system used an upgraded radiator with oil cooler, while the oiling system employed a high-flow gear pump. This engine established Mazda's 'Mazdaspeed' performance brand in the North American market and demonstrated that front-wheel-drive compact cars could deliver genuine hot-hatch performance.

The direct-injection turbocharged engine that powered the Mazdaspeed3 and Mazdaspeed6. This 2,260cc DOHC inline-four featured an aluminum block with cast-iron liners and direct injection. The valve train used chain-driven dual overhead camshafts with variable valve timing, while the crankshaft was a forged unit running in five main bearings. The intake system used a KKK K04 turbocharger with air-to-air intercooler, while the exhaust featured a low-restriction manifold. With 9.5:1 compression and a 6,500 RPM redline, it produced 263 hp at 5,500 RPM and 280 lb-ft at 3,000 RPM. The cooling system used a dual-pass radiator with electric fan, while the oiling system employed a variable-displacement vane pump. This engine's combination of direct injection, sophisticated turbocharging, and robust construction made it one of the most powerful front-wheel-drive production engines of its era.

The sophisticated twin-rotor engine that powered the Japanese-market Cosmo and featured three-stage variable intake and twin turbos. This 1,308cc twin-rotor engine featured sequential twin turbochargers with three-stage variable intake system. The rotor housing used improved ceramics and carbon composites, while the intake system used the complex variable intake that optimized airflow across the RPM range. With 9.0:1 compression and a 6,500 RPM redline, it produced 300 hp at 6,500 RPM and 300 lb-ft at 3,500 RPM. This engine represented the ultimate evolution of the 13B platform for luxury GT application, combining rotary smoothness with twin-turbo power and sophisticated intake technology.

The core automatic transmission of the Skyactiv generation, renowned for its intelligent and direct feel. Unlike many modern automatics that prioritize a high number of gears, Mazda focused on a wide-ratio 6-speed design with exceptionally smart programming. It features a full-range direct lock-up clutch that engages early and across a wide range of gears, reducing the 'slippery' feel of a traditional torque converter and creating a more direct, manual-like connection between the engine and wheels. The transmission's control module actively monitors driver inputs—not just throttle position, but the *speed and force* of pedal application—to intuitively select the right gear and shift timing, making it feel like an extension of the driver's will. This results in a responsive and engaging automatic that perfectly complements Mazda's sporty ethos.

The benchmark for affordable, tactile manual gearboxes. The MX-5's transmission is a masterpiece of mechanical harmony, featuring an incredibly short, precise, and lightweight shifter that slots into each gate with a satisfying, metallic click. The clutch is light and progressive, and the entire assembly is perfectly balanced to encourage smooth, rev-matched heel-and-toe downshifts. In the ND-generation Miata, the gearbox was designed to be as compact and lightweight as the rest of the car, contributing to its low polar moment of inertia. It is often described as one of the best-shifting gearboxes in the world, regardless of price, and is the absolute embodiment of the Jinba Ittai philosophy, providing a pure and unadulterated connection to the driving process.

The modern, cable-shifted 6-speed manual offered in Mazda's core models like the Mazda3 and CX-30. While not quite as legendary as the Miata's unit, it is a refined, precise, and pleasant gearbox to use. The shift throw is relatively short, and the action is smooth and positive. It is designed to be robust and reliable for daily driving while still providing the engagement that driving enthusiasts crave. Its presence in an increasingly automatic-dominated market is a testament to Mazda's commitment to offering a driver-focused experience even in their mainstream vehicles. The final drive ratio is often tuned to work in harmony with the Skyactiv engine's torque curve for responsive in-gear acceleration.

The version of the Skyactiv-Drive 6-speed automatic that is fully integrated with Mazda's predictive i-ACTIV all-wheel-drive system. This transmission works in concert with a network of sensors (steering angle, outside temperature, wiper operation, etc.) to predict slippery conditions before wheel slip occurs. It proactively sends torque to the rear wheels by engaging a electronically controlled coupling. The transmission's shift logic is calibrated to support this system, ensuring optimal power delivery and stability in all weather conditions. This integration provides the security of all-wheel drive without compromising the rear-wheel-drive-like handling feel that Mazda prioritizes.

A new, longitudinally-mounted 8-speed automatic transmission developed for Mazda's Large Product group vehicles. This transmission is a key part of the brand's move upmarket and is used with their new inline-6 engines and plug-in hybrid powertrain. It features a centrifugal pendulum damper torque converter that helps cancel out engine vibrations, allowing for a wider and more aggressive lock-up range for improved fuel efficiency and direct feel. The transmission is designed for rear-wheel-drive-based platforms and is paired with Mazda's new Mi-Drive system, which offers multiple driving modes including an off-road mode. Its calibration focuses on delivering smooth, refined power befitting a premium vehicle while retaining Mazda's characteristic responsiveness.

The simple and efficient single-speed reduction gearbox used in the all-electric Mazda MX-30. As with most EVs, this transmission has no gears to shift; power from the electric motor is delivered directly to the front wheels through a fixed gear ratio. This provides the instant, seamless, and quiet acceleration typical of electric vehicles. Mazda's focus with the e-Skyactiv system was on creating a natural and intuitive driving feel, with pedal response calibrated to mimic the progressive build-up of a conventional car rather than the often overly aggressive throttle mapping of other EVs. This aligns with the MX-30's overall philosophy as a stylish, comfortable urban commuter rather than a high-performance machine.