Photo: Original image created by autoevolution
Ever since the first models rolled off the production line in Japan, most Mazda6 buyers have been able to chose between two 2.2-liter diesel engines, available with either a manual or an automatic. These have been so popular that the company recently celebrated the 100,000th Skyactiv-D engine produced. Not so in America, where despite the initial promise of an oil-burner, the company hasn’t been able to build a rival for Audi and VW’s TDIs.
Initially hampered by the lack of punch of its diesels, Mazda is now also having to engineer an after-treatment emissions system for the 6 sedan in order to comply with federal standards. Diesel exhaust fluid (DEF), commonly referred to as AdBlue in Europe, is a urea solution that lowers the NOx levels coming out the back. The downside is that you need to refill the reservoir at certain intervals, which not only adds to your servicing costs, but also takes up some of the trunk space.
On many occasions, Mazda’s press statements said low compression and special cylinder head design eliminated the need for AdBlue, but it seems this isn’t the case.
A recent report from the The Truth About Cars suggests the Mazda6 Diesel won’t be ready until the 2016 model year, coming out in the second half of next year. Its arrival could be timed to coincide with a mid-life facelift. The 6 faces stiffer competition than ever in a segment where fuel economy and extra features are the main selling points.
On many occasions, Mazda’s press statements said low compression and special cylinder head design eliminated the need for AdBlue, but it seems this isn’t the case.
A recent report from the The Truth About Cars suggests the Mazda6 Diesel won’t be ready until the 2016 model year, coming out in the second half of next year. Its arrival could be timed to coincide with a mid-life facelift. The 6 faces stiffer competition than ever in a segment where fuel economy and extra features are the main selling points.
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