Mazda rotary engine returns in 2020 as an EV range-extender
Thread Starter
Joined: Oct 2008
Posts: 42,476
Likes: 321
From: California
Mazda rotary engine returns in 2020 as an EV range-extender
Mazda has been teasing the topic for quite some time, publishing various patents and ideas on how it could revive its defunct Wankel rotary engine, but now, it's officially official: the Japanese automaker will bring back its famous rotary engine in 2020.
Before you celebrate, we should note that the revived rotary won't be used in the traditional sense of powering a car, at least not yet. Instead, Mazda plans to raise its iconic powerplant from the grave to give it new life as a method to extend the range on its upcoming electric cars.
The details of Mazda's grand scheme were revealed on Tuesday as the automaker published information pertaining to its plans for electrifications. Like many manufacturers, Mazda has become infatuated with the idea of diving head-first into electrifying its entire lineup of vehicles but despite its existing electrifying partnership with Toyota, it doesn't quite have the footing in the battery market like certain other automakers.
Using the rotary engine as a supplementary form of electric charging, vehicles will be able to effectively extend their range without plugging in to charge. Essentially, Mazda is trusting the rotary engine to utilize its small, lightweight form factor and generally quiet operation to make electrified driving undisruptive to vehicle owners.
By 2030, Mazda expects its entire lineup to be electrified in some way, though it plans on Battery Electric Vehicles (BEVs) making up only five percent of its fleet. Instead, the automaker is heavily banking on hybridization of its vehicles, prioritizing the internal combustion engine with supplementary electric drive systems.
This approach is very Mazda-like, as the company has long said its approach to automotive design is human-centric. The automaker, though not nearly as conservative with its technologies as Toyota, has been historically withdrawn from changes to the typical stop-and-go of automaking. Perhaps Mazda is afraid to burden the consumer with the potential inconvenience of waiting for a vehicle to charge, or maybe battery technology simply isn't its forte.
Regardless of its reasoning on the rotary's return or lack of enthusiast-focused application, we're humbled to know that Mazda is welcoming the technology back with open arms. Now it's time to anxiously await the launch of the platform in 2020 and hope that it leads to Mazda using the rotary in other applications
Before you celebrate, we should note that the revived rotary won't be used in the traditional sense of powering a car, at least not yet. Instead, Mazda plans to raise its iconic powerplant from the grave to give it new life as a method to extend the range on its upcoming electric cars.
The details of Mazda's grand scheme were revealed on Tuesday as the automaker published information pertaining to its plans for electrifications. Like many manufacturers, Mazda has become infatuated with the idea of diving head-first into electrifying its entire lineup of vehicles but despite its existing electrifying partnership with Toyota, it doesn't quite have the footing in the battery market like certain other automakers.
Using the rotary engine as a supplementary form of electric charging, vehicles will be able to effectively extend their range without plugging in to charge. Essentially, Mazda is trusting the rotary engine to utilize its small, lightweight form factor and generally quiet operation to make electrified driving undisruptive to vehicle owners.
By 2030, Mazda expects its entire lineup to be electrified in some way, though it plans on Battery Electric Vehicles (BEVs) making up only five percent of its fleet. Instead, the automaker is heavily banking on hybridization of its vehicles, prioritizing the internal combustion engine with supplementary electric drive systems.
This approach is very Mazda-like, as the company has long said its approach to automotive design is human-centric. The automaker, though not nearly as conservative with its technologies as Toyota, has been historically withdrawn from changes to the typical stop-and-go of automaking. Perhaps Mazda is afraid to burden the consumer with the potential inconvenience of waiting for a vehicle to charge, or maybe battery technology simply isn't its forte.
Regardless of its reasoning on the rotary's return or lack of enthusiast-focused application, we're humbled to know that Mazda is welcoming the technology back with open arms. Now it's time to anxiously await the launch of the platform in 2020 and hope that it leads to Mazda using the rotary in other applications
Lexus Fanatic
Joined: Oct 2003
Posts: 94,515
Likes: 261
From: Virginia/D.C. suburbs
To me, that makes at least some sense, given the rotary's compact size (it can fit almost anywhere), its marked lack of torque at low speeds, and its tendency to use both oil and gas. Might as well use it, instead, just periodically, to keep the electric motor going.
Instructor
Joined: Oct 2016
Posts: 857
Likes: 47
From: Oregon
As I remember, the rotary was a marvel of compactness but was lousy at fuel economy and just terrible at pollution generation, largely because of the extremely long and narrow combustion chamber. Perhaps if it was redesigned to run at a constant speed in a charging capacity the vices could be minimizedt. Then the car becomes like the Fisker Karma, an EV with an onboard recharging unit. If the engine could be made virtually noiseless, that would be cool, but I would imagine fuel economy (assuming no plug-in recharging) would still be pretty poor.
Wife said she drove a canary-yellow rotary RX7 in high school, car had an amazingly-loud backfire if she took her foot off the accelerator at high rpms. She said she and her girlfriends had fun with the car as a noisemaker. Must have been like the old car in the movie "Uncle Buck."
Wife said she drove a canary-yellow rotary RX7 in high school, car had an amazingly-loud backfire if she took her foot off the accelerator at high rpms. She said she and her girlfriends had fun with the car as a noisemaker. Must have been like the old car in the movie "Uncle Buck."
Last edited by riredale; Oct 4, 2018 at 10:02 AM.
Lexus Fanatic
Joined: Oct 2003
Posts: 94,515
Likes: 261
From: Virginia/D.C. suburbs
The reason a rotary pollutes is that all rotary engines require oil-injection to lubricate the apex-tips of the spinning rotors (which are comparable to the rings in a piston-engine). Unlike a piston engine, though, where the oil to lube the rings remains largely separated from the spark/combustion process (unless, of course, the rings are worn), in rotary engine, a very small amount of oil gets burned each time the spark fires. So, there is ultimately more pollution (from the burnt-oil) going out of the exhaust-manifold that the catalytic converter has to deal with.
Lead Lap
Joined: Aug 2011
Posts: 4,729
Likes: 553
From: Ca
Back in 1980, I was into BMX Mongoose full chrome molybdenum and PK Ripper thick aluminium frames.
Then in 1981, I accidentally fell in love with car magazines in the high school library.
I used to follow Mazda RX-7's and Wankel engines.
I thought they were a great idea, and couldn't understand why others wouldn't follow this compact and smooth rotary engine design.
By 2006, I had to test drive the RX-8 for a friend.
I had become used to Lexus 3.0L V6's by then.
The RX-8 rotary was remarkably weak, and had to be revved to 7,000 rpm.
Worse, the RX-8 was so raucous - loud and rough from idle.
Now, I realize why only Mazda followed Wankel rotaries.
They are compact and lightweight for their power output, however they lack low speed torque, are inefficient and thirsty, concomitantly polluting, less reliable long term, and very poor NVH.
For Mazda's sake, I hope they give up on the Wankel engine.
At low engine speeds, the piston engine is still the most efficient form of internal combustion engine.
At low engine speeds, only the electric motor is more efficient.
At higher engine speeds, the gas turbine: turboshaft/turboprop/turbofan/turbojet engines - becomes progressively more efficient.
Then in 1981, I accidentally fell in love with car magazines in the high school library.
I used to follow Mazda RX-7's and Wankel engines.
I thought they were a great idea, and couldn't understand why others wouldn't follow this compact and smooth rotary engine design.
By 2006, I had to test drive the RX-8 for a friend.
I had become used to Lexus 3.0L V6's by then.
The RX-8 rotary was remarkably weak, and had to be revved to 7,000 rpm.
Worse, the RX-8 was so raucous - loud and rough from idle.
Now, I realize why only Mazda followed Wankel rotaries.
They are compact and lightweight for their power output, however they lack low speed torque, are inefficient and thirsty, concomitantly polluting, less reliable long term, and very poor NVH.
For Mazda's sake, I hope they give up on the Wankel engine.
At low engine speeds, the piston engine is still the most efficient form of internal combustion engine.
At low engine speeds, only the electric motor is more efficient.
At higher engine speeds, the gas turbine: turboshaft/turboprop/turbofan/turbojet engines - becomes progressively more efficient.
Even as EV range extenders I'll take a rotary. Though it won't be nearly as fun as a 5-speed manual RX-7. Mazda still wants to sell one more gasoline-only rotary sports car in addition to these range extender rotary engines but apparently they need to make even more money in order to be able to do so. At the rate regulations are going they had better hurry up or that final window of opportunity for one more high performance rotary Mazda will close.
There's only one problem with the rotary range extender EV diagram posted above: it depicts a front wheel drive EV. But why? Since packaging is far easier than before and since the likely single rotor engine will be very small and likely mounted vertically instead of horizontally there should be ample room to make the electric motor(s) power the rear wheels.
This being Mazda with their focus on driving dynamics, handling and affordable performance it would seem like a no-brainer to make their EV's rear-drive rather than front-drive.
I hope they have other EV drive layouts planned.
There's only one problem with the rotary range extender EV diagram posted above: it depicts a front wheel drive EV. But why? Since packaging is far easier than before and since the likely single rotor engine will be very small and likely mounted vertically instead of horizontally there should be ample room to make the electric motor(s) power the rear wheels.
This being Mazda with their focus on driving dynamics, handling and affordable performance it would seem like a no-brainer to make their EV's rear-drive rather than front-drive.
I hope they have other EV drive layouts planned.
Thread
Thread Starter
Forum
Replies
Last Post
Gojirra99
Car Chat
22
Jun 22, 2009 12:26 AM