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stdClass Object ( [id] => 1016214 [title] => Testirali smo: benzinac koji troši kao dizelaš [alias] => testirali-smo-benzinac-koji-trosi-kao-dizelas [catid] => 299 [published] => 1 [introtext] => [fulltext] =>

Mazda nastavlja borbu protiv navale malih, uglavnom 3-cilindarskih turbobenzinaca. I to čime?

Velikim i rasnim 2,0-litrenim atmosferskim benzincem koji ujedno znači i neprestanu borbu s potrošnjom i emisijom CO2, a borba je nemilosrdna jer se rezultati moraju doseći bez narušavanja vozačkog potencijala toliko važnog, ali opet poznatog za modele japanskog proizvođača. Do sada je glavni adut bio sustav deaktivacije cilindara, ali je Mazda sada otišla korak dalje.

U treću generaciju Mazde 3 ispod prednjeg poklopca smješten je SkyActiv-X, prvi serijski motor koji kombinira paljenje pomoću iskre s kompresijskim paljenjem dizelaša. Zahvaljujući takvom pristupu, ali i ugrađenom kompresoru čija je zadaća osigurati dovoljnu količinu zraka, gorivo izgara brže i potpunije, a posljedica je više snage uz manju potrošnju.

Pojednostavljeno rečeno, poznati 4-cilindarski “atmosferac” s mild hibridnom tehnologijom rekuperacijskog generatora energije za lakše kretanje i ubrzanje sada kombinira elemente rada dizelskog agregata.

Uz 180 “konja” krasi ga i okretni moment od 224 Nm pri 3000 “điri”, a promoviran je kao izvrstan kompromis benzinske profinjenosti rada i snage koja ulijeva povjerenje, s gotovo dizelskom umjerenosti u potrošnji. Motor objedinjuje klasično benzinsko paljenje smjese iskrom sa svjećice s kompresijskim paljenjem kao kod dizelaša, za što potrebnu količinu zraka neprestano osigurava dodatni kompresor.

Kompresija time raste na 16,3:1, izgaranje smjese prilikom rada je brže i potpunije, ali uz osjetan dobitak snage, ali bez drastičnog rasta potrošnje. S ovim motorom limuzinska verzija “trojke” ubrzava do “stotke” za 8,2 sekunde i postiže maksimalnu brzinu od 218 km/h.

Što se tiče zvuka i uglađenosti rada, odmah se zamjećuje da je sve kao u normalnom, klasičnom benzincu i, što je najvažnije, čitava stvar sjajno funkcionira. U praznom hodu motor je gotovo pa nečujan. Fino i brzo primanje gasa, uglađeno razvijanje snage od niskih “điri” i uglavnom filigranski precizni prebačaji 6-stupanjskog ručnog mjenjača uz osjećaj solidne zalihe snage, što na površinu ispliva jačim ubrzanjem, ostavljaju vrlo dobar početni dojam.

Umjeren okretni moment karakterističan za atmosferske benzince u normalnoj vožnji ne dopušta nesmotreno zalijetanje prilikom pretjecanja. Sav potencijal motora i ovjesa ispliva na površinu tek kada se papučica gasa zakuca za pod i “điri” dignu u visine.

Treća generacija Mazde 3 u limuzinskoj verziji produljila se na 466 centimetara, što je 20 centimetara više od hatchback verzije. U usporedbi s Mazdom 6 “trojka” je kraća 21 centimetar, uža 4,5 centimetara, dok je međuosovinski razmak manji 10,5 centimetara, tako da trovolumenska limuzina izgledom podsjeća na smanjeno izdanje “šestice”.

Nabrijan dizajn “trojke” u sedan verziji s nešto nižom karoserijom (– 15 milimetara), masivnija, izvučena armatura i deblje obloge zadržavaju prostranost Mazde 3 u solidnim kompaktnim okvirima. Interijer je jednak verziji s pet vrata, ali je zato prtljažnik veći za dobre 92 litre i broji ukupno 450 litara obujma.

S druge strane, klasična trovolumenska forma limitira veličinu otvora prtljažnika, pa, tipično za limuzinu, donekle ograničava unos gabaritnih stvari ili smještaj prtljage u dubinu prostora. Nosači poklopca, kao u većini japanskih auta, ulaze u prtljažnik iako je Mazda to izvela nešto bolje, s putanjom nosača blizu bočnih stranica prtljažnog prostora.

Za dobar osjećaj za izravnim upravljačem zaslužna je i raskošna oprema GT Plus Sound s automatskom dvozonskom klimom, grijanim prednjim sjedalima i kolom upravljača, prednjim i stražnjim parkirnim senzorima, kamerom za vožnju unatrag... za što treba platiti 28.580 eura. Međutim, zbog nešto malo dodatne opreme (metalik boja, tepisi i kadica prtljažnika), jer paket GT Plus Sound sadrži sve moguće elemente, cijena raste na 29.480 eura.

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Tehničke karakteristike

Motor: 4-cilindarski, benzinski atmosferski, 16V

Obujam: 1998 ccm

Snaga: 180 KS pri 6000/min

Okretni moment: 224 Nm pri 3000/min

Mjenjač: ručni, 6 stupnjeva

Pogon: prednji

Dimenzije: 4660 mm x 1795 mm x 1435 mm

Međuosovinski razmak: 2725 mm

Prtljažnik: 450/1138 l

Ubrzanje: 8,2 s

Najveća brzina: 216 km/h

Potrošnja: 4,1/4,5/5,2 l/100 km

Ispuh CO2: 102 g/km

Cijena: testni model 28.580 eura, s doplatama 29.480 eura

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Mazda nastavlja borbu protiv navale malih, uglavnom 3-cilindarskih turbobenzinaca. I to čime?

Velikim i rasnim 2,0-litrenim atmosferskim benzincem koji ujedno znači i neprestanu borbu s potrošnjom i emisijom CO2, a borba je nemilosrdna jer se rezultati moraju doseći bez narušavanja vozačkog potencijala toliko važnog, ali opet poznatog za modele japanskog proizvođača. Do sada je glavni adut bio sustav deaktivacije cilindara, ali je Mazda sada otišla korak dalje.

U treću generaciju Mazde 3 ispod prednjeg poklopca smješten je SkyActiv-X, prvi serijski motor koji kombinira paljenje pomoću iskre s kompresijskim paljenjem dizelaša. Zahvaljujući takvom pristupu, ali i ugrađenom kompresoru čija je zadaća osigurati dovoljnu količinu zraka, gorivo izgara brže i potpunije, a posljedica je više snage uz manju potrošnju.

Pojednostavljeno rečeno, poznati 4-cilindarski “atmosferac” s mild hibridnom tehnologijom rekuperacijskog generatora energije za lakše kretanje i ubrzanje sada kombinira elemente rada dizelskog agregata.

Uz 180 “konja” krasi ga i okretni moment od 224 Nm pri 3000 “điri”, a promoviran je kao izvrstan kompromis benzinske profinjenosti rada i snage koja ulijeva povjerenje, s gotovo dizelskom umjerenosti u potrošnji. Motor objedinjuje klasično benzinsko paljenje smjese iskrom sa svjećice s kompresijskim paljenjem kao kod dizelaša, za što potrebnu količinu zraka neprestano osigurava dodatni kompresor.

Kompresija time raste na 16,3:1, izgaranje smjese prilikom rada je brže i potpunije, ali uz osjetan dobitak snage, ali bez drastičnog rasta potrošnje. S ovim motorom limuzinska verzija “trojke” ubrzava do “stotke” za 8,2 sekunde i postiže maksimalnu brzinu od 218 km/h.

Što se tiče zvuka i uglađenosti rada, odmah se zamjećuje da je sve kao u normalnom, klasičnom benzincu i, što je najvažnije, čitava stvar sjajno funkcionira. U praznom hodu motor je gotovo pa nečujan. Fino i brzo primanje gasa, uglađeno razvijanje snage od niskih “điri” i uglavnom filigranski precizni prebačaji 6-stupanjskog ručnog mjenjača uz osjećaj solidne zalihe snage, što na površinu ispliva jačim ubrzanjem, ostavljaju vrlo dobar početni dojam.

Umjeren okretni moment karakterističan za atmosferske benzince u normalnoj vožnji ne dopušta nesmotreno zalijetanje prilikom pretjecanja. Sav potencijal motora i ovjesa ispliva na površinu tek kada se papučica gasa zakuca za pod i “điri” dignu u visine.

Treća generacija Mazde 3 u limuzinskoj verziji produljila se na 466 centimetara, što je 20 centimetara više od hatchback verzije. U usporedbi s Mazdom 6 “trojka” je kraća 21 centimetar, uža 4,5 centimetara, dok je međuosovinski razmak manji 10,5 centimetara, tako da trovolumenska limuzina izgledom podsjeća na smanjeno izdanje “šestice”.

Nabrijan dizajn “trojke” u sedan verziji s nešto nižom karoserijom (– 15 milimetara), masivnija, izvučena armatura i deblje obloge zadržavaju prostranost Mazde 3 u solidnim kompaktnim okvirima. Interijer je jednak verziji s pet vrata, ali je zato prtljažnik veći za dobre 92 litre i broji ukupno 450 litara obujma.

S druge strane, klasična trovolumenska forma limitira veličinu otvora prtljažnika, pa, tipično za limuzinu, donekle ograničava unos gabaritnih stvari ili smještaj prtljage u dubinu prostora. Nosači poklopca, kao u većini japanskih auta, ulaze u prtljažnik iako je Mazda to izvela nešto bolje, s putanjom nosača blizu bočnih stranica prtljažnog prostora.

Za dobar osjećaj za izravnim upravljačem zaslužna je i raskošna oprema GT Plus Sound s automatskom dvozonskom klimom, grijanim prednjim sjedalima i kolom upravljača, prednjim i stražnjim parkirnim senzorima, kamerom za vožnju unatrag... za što treba platiti 28.580 eura. Međutim, zbog nešto malo dodatne opreme (metalik boja, tepisi i kadica prtljažnika), jer paket GT Plus Sound sadrži sve moguće elemente, cijena raste na 29.480 eura.

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Tehničke karakteristike

Motor: 4-cilindarski, benzinski atmosferski, 16V

Obujam: 1998 ccm

Snaga: 180 KS pri 6000/min

Okretni moment: 224 Nm pri 3000/min

Mjenjač: ručni, 6 stupnjeva

Pogon: prednji

Dimenzije: 4660 mm x 1795 mm x 1435 mm

Međuosovinski razmak: 2725 mm

Prtljažnik: 450/1138 l

Ubrzanje: 8,2 s

Najveća brzina: 216 km/h

Potrošnja: 4,1/4,5/5,2 l/100 km

Ispuh CO2: 102 g/km

Cijena: testni model 28.580 eura, s doplatama 29.480 eura

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StoryEditorOCM
Auto motoMAZDA 3 SEDAN

Testirali smo: benzinac koji troši kao dizelaš

Piše Zdravko Juričko
15. travnja 2020. - 06:25
13209818
PREMIUM
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Vojko Bašić/HANZA MEDIA

Mazda nastavlja borbu protiv navale malih, uglavnom 3-cilindarskih turbobenzinaca. I to čime?

Velikim i rasnim 2,0-litrenim atmosferskim benzincem koji ujedno znači i neprestanu borbu s potrošnjom i emisijom CO2, a borba je nemilosrdna jer se rezultati moraju doseći bez narušavanja vozačkog potencijala toliko važnog, ali opet poznatog za modele japanskog proizvođača. Do sada je glavni adut bio sustav deaktivacije cilindara, ali je Mazda sada otišla korak dalje.

U treću generaciju Mazde 3 ispod prednjeg poklopca smješten je SkyActiv-X, prvi serijski motor koji kombinira paljenje pomoću iskre s kompresijskim paljenjem dizelaša. Zahvaljujući takvom pristupu, ali i ugrađenom kompresoru čija je zadaća osigurati dovoljnu količinu zraka, gorivo izgara brže i potpunije, a posljedica je ...

#AUTO-MOTO#MAZDA 3
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14. svibanj 2024 09:05