Mazda is recalling more than 262,000 SUVs and cars in the U.S. to fix a software problem that could cause the engines to stall unexpectedly.

The recall covers certain Mazda6 midsize sedans and CX-5 SUVs from the 2018 and 2019 model years. Also included are Mazda3 small cars from 2019.

Mazda traced the problem to a software error in the computer that controls the valves as part of the vehicles' fuel-saving cylinder deactivation technology.

The company says in government documents posted Wednesday that drivers won't get any warning before the engine stalls.

Mazda says no crashes or injuries have been reported because of the problem.

Dealers will reprogram the software at no cost to owners. The recall is expected to start before Aug. 26.

Added complexity doesn’t translate to added costs.

Customers worried Mazda’s new SkyActiv-X engine would cost more to repair should breathe a sigh of relief. In an interview with Cars Guide, Eiji Nakai, Mazda’s powertrain manager, said the new engine wouldn’t require more servicing nor cost more to repair when compared to a traditional gasoline engine. According to Nakai, Mazda worked to ensure its SkyActiv-X engine would operate as a conventional engine.



Mazda’s new 2.0-liter four-cylinder SkyActiv-X engine combines spark-controlled ignition used in most gasoline-fueled vehicles and compression ignition found in diesel engines to improve efficiency and power. However, combining the two technologies has increased engine complexity. The new ignition process is intricate with Mazda adding pressure sensors to each cylinder to send data to the engine computer. When we drove a prototype version of the engine in early 2018, Mazda research and development engineer Jay Chen said: “Only now are our engine control processors fast enough to control this event by event by event.”

The new ignition process, which Mazda calls Spark Controlled Compression Ignition (SPCCI), puts more strain on the engine internals than your standard gasoline engine, so Mazda beefed up their strength. As a result, the SkyActiv-X shares no parts with Mazda’s SkyActiv-G engine. Engineers during the drive event also noted the engine did cost more to build, too.

However, the tradeoff is more power and increased efficiency. According to Mazda, the powerplant produces 177 horsepower (132 kilowatts) and 165 pound-feet (224 Newton-meters) of torque. In Europe, the mill is rated to return roughly 44 miles per gallon, but if the engine were ever to make it to the U.S., expect a different rating as the American EPA evaluation is quite different. Mazda says the new engine could improve fuel efficiency by 20-30 percent.

It appears much of the engine’s complexity comes not from the hardware, but from the software and sensors needed to keep the ignition controlled. New technologies often worry consumers and for good reasons. Reliability and service and repair costs are important factors to consider when buying a new car, and unproven tech can throw a substantial financial wrench into the ownership experience. Mazda’s SkyActiv-X engine shouldn’t be cause for worry.

Mazda's first ever electric vehicle will be shown to the world later this year, at the Tokyo auto show in October, according to a report from Automotive News. Mazda has since confirmed to C/D that it will be an entirely new model with a battery-electric powertrain, rather than an electric derivative of an existing Mazda vehicle. We'd guess that this new EV is likely to be a small crossover or hatchback, given current market trends and the competitive set for EVs from mainstream brands.

At the company's Global Tech Forum earlier this year in Oslo, Norway, Mazda showed a test mule based on the new CX-30 crossover, which shares its platform called e-TPV, with an electrified powertrain available with a range-extender gasoline engine. According to AN, this prototype used a 140-hp electric motor and a 35.5-kWh battery pack, but we don't know if that has any bearing on the new EV model's powertrain. Mazda has talked in the past about using rotary engines as range-extenders for future plug-in-hybrid models.

It is unclear at this point whether or not Mazda will sell this new EV in the U.S. market, as the company is not talking specifics yet. Look for more details to come on this new EV over the next few weeks, as its debut is likely to take place in late October in Tokyo.

UPDATE 9/16/19: Mazda spokesperson Tim Olson confirmed that a new EV model will be shown in Tokyo, although he couldn't share any more details at this point. We have updated our story accordingly.

It’s happening, folks: Mazda is bringing back the rotary engine. According to Autocar, the company released an announcement on Chinese social media that it will reveal a new generation of its iconic powertrain later this week.

Where it’ll show up, however, remains to be seen. Mazda head honcho Mitsuo Hitomi previously confirmed would use a rotary engine as a range extender for its first electric car, expected to debut this year — but he also suggested further, more exciting applications of the rotary engine to come.

Rotary engines, after all, powered Mazda’s famed RX performance models. Those unconventional engines ran at high rpm, producing a ton of power from tiny displacements. The last model to run a rotary, the RX-8, produced 232 horsepower from a naturally-aspirated 1.3-liter engine. (The downside to those engines, howver: fuel efficiency. The last RX-8 achieved just 18 mpg combined.)

Autocar says Hitomi “strongly hinted” Mazda had a further rotary engine model planned beyond the EV. The hints are there: Mazda’s stunning “Vision Coupe” concept from 2018 presaged a rotary-powered model. Mazda has also just patented a “vehicle shock absorption structure” for what would be a new vehicle. That vehicle has a small engine bay, one that would fit a rotary engine nicely.

It may be premature to connect the dots to a new RX sports car, but things at Mazda appear to be aligning. Until then, you can find affordable examples of the legendary RX-7 available all across America.

Another day, another report about the coveted rotary engine from Mazda. This time around, Mazda's head of R&D and chief of design shed some light about the return of a rotary-powered Mazda sports car.

Speaking to Wheels at the 46th Tokyo Motor Show, Ichiro Hirose and Ikuo Maeda said that bringing back the rotary engine is "still our dream." Maeda-san, however, added that they are in a race against time when asked about a time frame.

"I understand the clock is ticking and the environment can change. We have to see if the future environment will accept a sports car with open arms. So we understand we are racing against time," Maeda-san explained.

With this, we can infer that the company isn't giving up on its dream of a rotary-powered sports car, but it isn't in development just yet. We can also deduce that problems with emissions still play a huge part in hindering the RX moniker's return.

However, patent filings were discovered earlier this year pointing towards Mazda doing something about the dreaded emissions issue. The patents discussed enhancing intake efficiency, improving performance without increasing the rotor's sliding resistance, and a method of removing soot and water from the rotor chamber. Turbocharging also entered the picture, apparently.

Be that as it may, all things we know right now are all speculations at this point, even with the RX-8s spotted testing around the Nurburgring. The return of the legendary rotary sports car will remain a dream, even for Mazda.

Moreover, the Japanese company seems to be turning its focus on EV development with a new MX-30 out and about. But as always, we'll always be on the lookout for further reports from Mazda.

While other manufacturers are downsizing engines and sticking turbos anywhere they’ll fit, Mazda has attempted to maintain a home for naturally aspirated motors — engines it believes should be sized appropriately for their intended application. On paper, this appears to be giving the competition an edge. Yet Mazda remains committed to offering the right tool for the job, introducing naturally aspirated Skyactiv engines with unusually high compression ratios. The latest, Skyactiv-X, combines spark-controlled gasoline combustion and compression-ignition diesel tech with a 24-volt mild-hybrid system.

The system delivers 178 horsepower and 164 lb-ft of torque in 2.0-liter guise, plus MPG improvements of up to 20 percent vs the old Skyactiv-G. But there’s a problem. With Mazda attempting to go upmarket, an economy-focused powertrain has to deliver in whatever region it’s sold, and introductory Skyactiv-X units are now viewed as too small for the United States. The result? The technology’s delayed arrival in North America, despite its deployment via the new 2.0 liter found in the 2020 Mazda 3 and CX-30 sold in Japan and Europe.

Eiji Nakai, Mazda’s executive officer for powertrain development, said as much to Automotive News. “We think this Skyactiv-X can be used for larger engine displacement in the future, in line with our product planning,” he explained. “This technology is applicable to other engine displacements.”

U.S.-spec Mazdas will continue utilizing the old 2.5-liter mill in lieu of the 2.0-liter Skyactiv-X, though Nakai said the manufacturer is already running simulations to assess how the latest Skyactiv technology would perform on engines with larger displacements.

Mazda engineer Yoshiaki Yamane believed such units would be better suited to American driving habits, where drivers tend to prioritize power for longer-distance expressway driving at the expense of maximizing their fuel economy. It’s not that the U.S. doesn’t appreciate high mpg estimates — quite the contrary, it’s just not in the habit of making that a keystone of any automotive purchase. “Maybe U.S. customers require more power, because fuel economy is not the top requirement,” Yamane mused correctly.

From Automotive News:
While TTAC garnered some face time with a Mazda3 Skyactiv-X prototype and has gone into great detail as to how the new motor works, we also knew it’s entry to the U.S. was probably going to be delayed. Mazda has been very careful not to promise anything, instead expressing a desire to make the technology global by rolling out versions that are best suited to specific regions. For the United States, that means the 186 horsepower/186 lb-ft of torque 2.5-liter unit carries over. Meanwhile, Canadian shoppers continue to have access to the old 2.0-liter Skyactiv-G making 155 hp and 150 lb-ft, plus additional transmission options.

Pricing is another issue. In the Japanese market, the Mazda 3 with Skyactiv-X is now the most-popular powertrain on offer. It stickers 27 percent higher than the base 2.0-liter Skyactiv-G gasoline engine, offering a 9 percent improvement in fuel economy and a 15 percent increase in overall horsepower. North American customers might it find harder to rationalize spending more on a vehicle who’s party piece is slightly improved overall efficiency — especially when that money could be used to buy something larger and more powerful.

Unfortunately, Skyactiv-X simply requires too much fancy hardware to be sold for less. In addition to all the trick compression, spark and hybrid stuff, there’s also a supercharger. The unit, however, is not responsible for boosting power — it’s just there to help lean out the motor, which is how Mazda can continue to claim it’s providing “naturally aspirated” engines.

No one reviewing them seems to mind. Outside of a few diesel-like startup sounds, there’s not much to give away Skyactiv-X as anything abnormal. We’re not gobsmacked that it has become the dominant powertrain option (for the Mazda 3) in Japan. But does it make sense for the automaker to chase down complicated Skyactiv technologies when the rest of the industry is running with small-displacement turbos and widespread electrification?

Mazda thinks so. It believes it can do more in the short term by promoting exceptionally efficient motors, generating more market appeal than present-day EVs. But Mazda has also said that the regulatory presumption that the emissions of an electric vehicle are effectively zero are disingenuous, and has previously cited the massive amount of energy required for their production and shipping. The automaker has long been a proponent of calculating how much pollution is created by the energy generated to build and power EVs, saying that’s the only way to truly assess their long-term environmental impact.

We've known for some time that Mazda is one of the OEMs getting back on the inline-six engine bandwagon, and a report from Japan gives us a glimpse of some of the automaker's plans. Mazda has filed patent applications for both new exhaust components (depicted with an inline-six) and a new eight-speed automatic transmission.

The news comes from a blog called T's Media (fire up Google Translate), which located the new hardware in two separate fillings, one for exhaust system components and one for the new transmission.

Mazda's lineup has been exclusively powered by four-cylinder engines since the demise of the last-generation CX-9, which utilized a 3.7-liter V6 sourced from Ford. Since, Mazda has relied on turbocharging to get more power out of its SkyActiv four-pots, but changes may be coming.

Prior reports have indicated that Mazda wants a new, larger engine architecture to power vehicles built on a new, larger platform. This new chassis is expected to accommodate longitudinal, rear-wheel drive powertrains, which could spawn larger crossovers and SUVs. It could also potentially underpin a new rear-wheel drive coupe, if Mazda decides to go that route.

While the inline engine itself is not news, what we're seeing here might actually be hints as to Mazda's approach to the next generation of its SkyActiv engine architecture. Mazda's exhaust patent seems to describe a scalable — perhaps even modular — setup intended to be used with inline and potentially even V-engines.



"Provided is an engine exhaust structure capable of securing exhaust efficiency while reducing the size of the engine by changing the structure of an exhaust port," a translation of the patent application's introduction says. "[T]here has been proposed a technique for collecting exhaust gas discharged from each cylinder inside a cylinder head without using a separate exhaust manifold with the aim of downsizing the engine."

In other words, Mazda is looking for ways to make its future engines more compact, and the strategy detailed here is the use of an integrated exhaust manifold, similar to what other automakers (such as Honda and Ford) have utilized on their smaller-displacement turbocharged engines. The sketch above of an inline-six engine with just two exhaust ports illustrates this concept.

The eight-speed transmission, while noteworthy in its own right as Mazda currently relies on aging six-speeds, doesn't seem to offer us anything particularly game-changing.

Deliveries of Mazdas with its Skyactiv-X engine—the tame but incredibly fuel-efficient engine that’s been in the works for years—began late last year in Europe, after Mazda had previously said that’s about when it might come to the U.S., too. But then in January Mazda said nevermind it was delayed for the U.S. Then the pandemic hit. I’m beginning to wonder if this will ever happen at all.

To recap, the Skyactiv-X is the first mass-produced compression gasoline engine on the market, a gas engine that makes 178 horsepower while getting fuel mileage up to 55 mpg depending on the standard you apply, or significantly better than the Skyactiv-G engine its intended to replace, while providing roughly the same amount of power.

It’s an amazing technological achievement for Mazda, and one that a lot of Mazda fans here—I know because they message me—are excited about, even delaying purchase of their new 3 in hot anticipation. But the longer it goes without the Skyactiv-X actually showing up, the longer the feeling that it might never will gets bigger.

Mazda said in January that it might not be powerful enough for the American market, which is fine but Mazda’s cars have always been a little underpowered so perhaps not a dealbreaker. Worse, Mazda reasoned (probably correctly) back then that Americans might not care so much about the fuel-efficiency gains and, if anything, the pandemic has proven them right as truck sales soar and small cars disappear in a time of low gas prices.

Which makes bringing it here less and less of an appealing proposition, in addition to its cost. What seems more likely is that the U.S. eventually might get a version of Skyactiv-X but not the 2.0-liter four-cylinder one that Europe gets, possibly a newer, bigger displacement version as Mazda has previously gestured toward. And that may be years down the road.

From Automotive News earlier this year:
That was in January and, sure enough, last month came news that the Mazda 3 would be getting a turbo, further suggesting that Skyactiv-X is nowhere near close to coming here.

I emailed Mazda today to ask what the timeline is on bringing Skyactiv-X here and how and if the coronavirus pandemic had affected that timeline. A Mazda spokeswoman offered this:
There is a finality to that statement that suggests that Mazda isn’t even thinking about it and that might be true, since it is pushing ahead with the turbo, but it’s all kind of a shame, because when Mazda debuted the fourth-generation 3 last year it felt like Skyactiv-X was the only thing it was truly missing.

While the following report has a strong hint of speculation, it's also anchored in reality. Mazda has let slip that it's developing an inline-6 engine both through executive statements and a patent filing.

The first reports stated that the engine was developed for the next-gen Mazda6, which is making a transition to a RWD platform. According to a new scoop article from the Japanese website Best Car Web, the 6er will arrive as early as March 2022.

This new engine is said to have a 3-liter displacement, outputs of up to 300 hp, and relatively low fuel consumption thanks to the spark ignition technology. Not surprisingly, Mazda doesn't want to reserve such advanced tech for just one car.

The next-gen CX-5 will also ride on this front-engined, rear-wheel-drive platform. it's expected to be larger in order to compete with the BMW X3 and is expected to arrive in January 2023. We're seeing an influx of sport crossovers and SUVs from Asian automakers and we couldn't be happier.

The same report also talks about smaller models getting updates. The Mazda2 will be the first to arrive in September 2021, and while it's not a model we can buy in America, everything should carry over to the Toyota Yaris sister car. Engine-wise, the subcompact is said to gain a smaller version of the Skyactiv-X for the top trim level.

This 1.5-liter turbo is sure to deliver decent power and will also be installed in the CX-3, arriving in June 2022. Otherwise, these cars will basically be condensed, cheaper versions of the Mazda3.

A new Mazda investor presentation has shed more light on the company's future powertrain plans, which include inline-six engines, new hybrid offerings, and longitudinal platforms. Currently, all Mazdas sold in the U.S. are powered by inline-four engines and—except for the Miata—feature transversely mounted engines, so switching its larger vehicles to a longitudinal arrangement could have a transformative effect and help legitimize Mazda's ambition to become a premium brand.
We first heard about these plans in 2019 and now have proof that the inline-six exists, thanks to this image showing two versions of the engine and its cylinder heads. We believe the engine on the left is a gasoline version and the engine on the right is a diesel version, as it has a flat cylinder head design that indicates a smaller combustion chamber yielding a higher compression ratioand appears to have more emissions equipment. Mazda also says that it will offer a 48-volt hybrid system in conjunction with the inline-six and a version of the engine that uses the company's compression-ignition-capable Skyactiv-X technology.


The engine in the middle is an inline-four with an electric motor sandwiched between the engine and the transmission. This could hint at another hybrid system for longitudinal applications, as Mazda says it is also working on a plug-in-hybrid system in addition to the 48-volt system.

We reached out to Mazda about these engines and while the company did not provide any additional details, a spokesperson did say, "We are excited for these powertrains to be part of our future and provide our fans with more options as we continue on our path to premium."

The two Mazda nameplates most likely to use these new powertrains and ride on the new longitudinal platform are the Mazda 6 mid-size sedan and the CX-9 three-row crossover. We imagine that both of these models will transition to the new architecture when they reach their next generation in the next few years. The inline-four seen here is likely to be the base engine, possibly with a turbocharger, with the inline-six optional. The gasoline versions of these engines are most likely to reach the states, as we don't expect Mazda to sell more diesels here and the Skyactiv-X system has yet to be approved for U.S. regulations despite being on sale in other markets since last year.

U.S.-Built Hybrid Crossover

Also contained in the presentation is information about the new Mazda crossover model that will be built in the company's new plant in Alabama that is a joint venture with Toyota. We previously learned that this new Mazda model would be specific to the U.S. market and that it would use Toyota components—and we now know that includes its hybrid powertrain, which Mazda confirms will be a Toyota unit.

What we're not sure about is where this new model will fit into the Mazda lineup. The most obvious gap is between the compact CX-5 and the three-row CX-9, so it's possible Mazda could revive the CX-7 nameplate for a two-row mid-size SUV. This vehicle is meant to go into production in 2022.

Timing for the inline-six engine and longitudinal platform is less clear, but look for more news in the coming years as Mazda embarks on this upscale transformation that should take shape by 2026 at the latest.

Buried in Mazda's generally bleak second-quarter earnings report were a few juicy nuggets of news. Though the company had an operating loss of $502 million and sales are down 21 percent in part due to the COVID-19 pandemic, the Hiroshima-based firm has big plans for the future. Enthusiasts and environmentalists alike should take note.

Firstly, Mazda showed an image of its upcoming straight-six engine. Essentially, it's the SkyActiv four that powers all of Mazda's current lineup, but with two additional cylinders. Unsurprisingly, the company says that it can be engineered to fit any of the current SkyActiv guises — the standard octane-variable gasoline powered G, the diesel D, and the sparkless-ignition X. The big six will pair with a new eight-speed automatic and can be combined with either a plug-in or 48-volt mild hybrid system, promising big power and efficiency.

Reassuringly, Mazda says it's committed to offering this six in a rear-wheel-drive platform, which will underpin the 6 sedan's successor, as well as a midsize SUV. Both the platform and powertrain are said to be compatible with all-wheel-drive layouts as well.

Which brings us to the second bit of news. Mazda also pictured a four-cylinder engine with hybrid technology. The financial report confirmed that Mazda will employ Toyota's wildly successful hybrid system in an upcoming SUV. It's not that Mazda is taking advantage of Toyota's free access to all its hybrid patents until 2030. Mazda and Toyota have a capital tie-up and are nearing completion on a $2.3 billion joint-venture factory in Alabama with a 300,000-vehicle annual capacity. According to the Huntsville Business Journal, the firms have hired 750 employees so far, with room for 3,250 more.

In return, Mazda will launch a European compact based on Toyota's Yaris Hybrid. The move is necessary for Mazda, which has lagged behind in electrification and in meeting the fleet emissions requirements in the European market. In return, by 2022, Mazda may even share the inline-six engine with Toyota and Lexus.

While the hybrid crossover and compliance with EU rules will no doubt help the environment, we not-so-secretly hope that these strategies will keep Mazda profitable enough to bring that straight-six, rear-drive sports sedan to market.

Japanese automotive company Mazda has announced that its performance-focused division Mazdaspeed will be no more.

After making iconic cars such as the Mazdaspeed Miata, Mazdaspeed3 and Mazdaspeed6, the marque now wants to turn its attention to the luxury automotive sector.

As Cnet reports, a Mazda spokesperson said during a Q&A session with the media that “Mazda is focused on becoming more mature and upscale… It is our priority to continue to evolve the next generation of Skyactiv Technologies. As part of this evolution, we are refining and applying our turbocharged engines to more models to provide better, stronger performance with engaging driving dynamics.”

In short, Mazda will be developing turbo-powered cars such as the Mazda3 Turbo (which you could assume will be a successor to Mazdaspeed’s hot hatch), as well as luxury sedans. News has recently pointed to a soon-coming rear-wheel-drive luxury sedan with an inline-six engine, but only time will tell if this plays out.

tl;dw the WRX with CVT blows.

A report out of Japan has uncovered several details about Mazda's upcoming rear-wheel-drive cars powered by a new straight-six engine. In conversations with suppliers, the Nikkei has learned that production will begin in 2022, and that they will "produce about 300,000 units, or just less than 20% of Mazda's global sales, in the fiscal year ending March 2025."

Additionally, the report reveals that the eagerly awaited inline-six engine will have displacements of 3.0 to 3.3 liters, and will come in gasoline, diesel, and the novel compression ignition SkyActiv-X formats. We can probably assume that a turbocharged version will follow.

The first cars to be produced on this new platform will likely be SUVs. Originally intended to replace the CX-5 and CX-8 (a Japanese version of the CX-9 with smaller dimensions that conform to the country's road tax hierarchy), the Nikkei now says they will be sold alongside the existing models. So, perhaps a CX-50 if we follow the CX-30's naming convention.

These new cars will also be "priced significantly higher than existing models," but Mazda is seeking to cut costs by expanding its supplier base to non-Japanese firms.

The rest of the report is somewhat bleak but nothing we don't know already. The Mazda 3, despite being positively reviewed, has not sold well. Nor have cars equipped with the SkyActiv-X sparkless combustion motor, considered to be the holy grail of internal combustion engines. With a sales hit made worse by the COVID-19 pandemic, sales are down 8% for the fiscal year ending in March 2021, and the company will take a $870 million hit when all the books are balanced.

Mazda's commitment to gratifying motoring experiences and superb handling remains a rarity in today's market. By building rear-drive, straight-six vehicles — considered by many to be the ideal layout for drivers' cars — Mazda is really leaning in to their automaking philosophy, and putting all its eggs in that basket as well.

Mazda will shutter its prototype racing program at the end of the 2021 IMSA DPi season. Starting next year, the sole focus of Mazda's motorsports endeavors will be the MX-5 Cup, a one-make series for the Miata. Mazda didn't divulge a reason for the move, but it's been slashing a number of racing programs in recent years.

Mazda has been closely associated with prototype racing since the early 1980s, culminating with its historic 1991 victory at the 24 Hours of Le Mans. It's still the only time a rotary-engined car has ever won the pinnacle racing event. Mazda was also a dominant force in IMSA for two decades, from the mid-70s to mid-90s thanks to cars like the legendary RX-7. Overall, the company has over 200 IMSA victories under its belt, about half of them with the legendary rotary engine.

Mazda's participation in motorsports was always outsized compared to its actual size as a car company. However, the writing has been on the walls. In 2019, Mazda no longer sponsored the Road to Indy ladder and scholarship program for promoting young drivers. Last year, Mazda was forced to abandon its promising Mazda 3 TCR program after a partner company closed for good as a result of COVID-19. This year, Mazda was forced to reduce the number of its RT24-P race cars to just one.

Obviously, this dashes any hopes of Mazda competing against Acura, Audi and Porsche in the upcoming LMDh series. The good news is that the MX-5 Cup will still provide accessible opportunities for amateur racers to get some track time on limited budgets. Mazda calls it a "cornerstone" of their racing efforts.

“We’re especially proud of our victory at the 12 Hours of Sebring, podium finishes at Daytona’s Rolex 24 in both 2020 and 2021, and record-setting laps at Daytona in 2019 and 2020," said Mazda North America CEO Masahiro Moro.

Mazda, despite repeatedly coming in first in rankings for quality and performance, has struggled, sales-wise, in a tough year and its total annual U.S. sales don't even come close to the number of RAV4s Toyota moves in a year. So while Mazda didn't explicitly say so, we can probably assume that budget was a major factor in the decision.

Historically, Mazda has built its most revered cars during times when the company has been heavily involved in motorsports. It launched the rotary engine with an 84-hour race at the Nürburgring, won its class at the 24 Hours of Daytona and 24 Hours of Spa upon the original RX-7's debut, and released the beloved FD RX-7 the same year it won Le Mans. When Mazda has pulled back from racing, as it did in the late 90s, its road cars got significantly less interesting. There's good evidence that won't happen this time around, but as in racing, anything can happen.

Mazda's first electric car, the MX-30, made its debut in 2019. It's a bit of a niche model, but it will be joined by at least 13 electrified vehicles in the coming years. Many will be built on the same basic architecture to cut costs.

Known as the Skyactiv Multi-Solution Scalable Architecture, the platform will underpin five hybrids, five plug-in hybrids, and three EVs due out between 2022 and 2025. Mazda noted it's excluding mild-hybrid systems from these tallies, but it clarified that some of the regular hybrids will use technology sourced from partner Toyota. As we've already reported, one of the Toyota-powered models will be a crossover built in a new plant in Alabama.

With a coupe-like roofline and RX-8-like doors, the MX-30 is unlike any other EV on the market. Its relatively small battery pack illustrates Mazda's unique approach to developing an electric car, and it could shed light on what the three upcoming EVs will look like on paper when they arrive. One of Mazda's top engineers explained his team settled on a 35.5-kilowatt-hour pack after analyzing factors like how much energy is required to build the pack, how much electricity is needed for a full charge, and the environmental impact of replacing the battery, which Mazda expects could be necessary after the MX-30 has covered about 100,000 miles.

Looking ahead, Mazda plans to launch a second scalable platform called Skyactiv Scalable EV Architecture that will underpin several products "with various vehicle sizes and body types." It's too early for the firm to provide additional details because the cars built on it won't arrive until 2025 at the earliest. Some will launch as late as 2030. By that point, Mazda predicts its full product portfolio will feature some degree of electrification, and that EVs will represent about 25% of its global sales. It will be interesting to watch which side of the graph the MX-5 Miata lands on.

Hybrid Miata, CX-50, straight-six

Lightness has been one of the Miata's greatest attributes since its the original model arrived in 1989, yet all forms of electrification add weight. Some are lighter than others; mild-hybrid technology is far more manageable than a full electric powertrain. Regardless, big challenges are ahead, because an electrified Miata is in the pipeline.

Semi-autonomous technology is on Mazda's radar, too. Its Co-Pilot suite of driving aids is scheduled to make its market debut in 2022 in one of the company's bigger cars. Our crystal ball tells us the CX-50, which will spearhead the company's upmarket ascent, will be one of the first vehicles to offer Co-Pilot. Over-the-air updates and vehicle-to-vehicle communication are coming to future vehicles, too, and engineers are working with their counterparts at Suzuki, Subaru, Daihatsu, and Toyota to create the common language cars will speak in the next few years.

While enthusiasts waiting for a new rotary-powered sports car shouldn't hold their breath, Mazda stressed it isn't done developing the internal combustion engine. Far from it. It's preparing to launch a straight-six engine that will be available in gasoline- and diesel-powered flavors, though only the former will be sold in the United States. It will be found in vehicles built on a rear-wheel-drive architecture, including the CX-50 and the next-generation Mazda6.