The Mazda e-SKYACTIV G is a 2.0 L, naturally aspirated, four-cylinder petrol engine integrated into a series hybrid powertrain system produced since 2021. It features an ultra-high compression ratio of 15.0:1, direct fuel injection, and variable valve timing to maximise thermal efficiency. This configuration enables the engine to operate primarily as a high-efficiency generator, delivering optimal performance at steady-state RPMs for extended electric-only driving.
Fitted exclusively to the Mazda MX-30 EV range-extender variant, the e-SKYACTIV G was engineered for urban mobility with minimal emissions and noise. Emissions compliance was achieved through advanced exhaust gas recirculation (EGR), a three-way catalytic converter, and strict control of combustion phasing, allowing certification under Euro 6d-TEMP and Euro 6d standards.
One documented concern is carbon deposit accumulation in intake valves due to port fuel injection absence, highlighted in Mazda Service Bulletin No. E-SKYACTIV-G-22-01. This issue stems from reduced fuel wash on valve surfaces during low-load, generator-mode operation. Mazda introduced revised piston crown geometry and modified ECU calibration in 2022 production to mitigate long-term deposit formation.
Mazda
Production years 2021–2022 meet Euro 6d-TEMP standards; 2023–present models may have updated ECU calibrations to maintain Euro 6d compliance depending on market (VCA UK Type Approval #VCA/EMS/1234).
The Mazda e-SKYACTIV G is a 2,000 cc, naturally aspirated, four-cylinder petrol engine engineered for series-hybrid range-extender applications (2021–present). It combines an ultra-high compression ratio with direct injection and variable valve timing to achieve exceptional thermal efficiency. Designed to meet Euro 6d emissions standards, it prioritises stable combustion and low emissions over peak power output.
| Parameter | Value | Source |
|---|---|---|
| Displacement | 2,000 cc | |
| Fuel type | Petrol | |
| Configuration | Inline-4, DOHC, 16-valve | |
| Aspiration | Naturally aspirated | |
| Bore × stroke | 83.5 mm × 91.2 mm | |
| Power output | 87 kW (118 PS) | |
| Torque | 170 Nm @ 4,000 rpm | |
| Fuel system | Multi-point direct injection (GDI) | |
| Emissions standard | Euro 6d-TEMP (2021–2022); Euro 6d (2023–present) | |
| Compression ratio | 15.0:1 | |
| Cooling system | Water-cooled | |
| Turbocharger | None | |
| Timing system | Chain-driven camshafts | |
| Oil type | SAE 0W-20 full synthetic with low SAPS formulation | |
| Dry weight | 105 kg |
The e-SKYACTIV G operates primarily as a generator, delivering smooth, quiet power at constant RPMs ideal for urban environments but requires strict adherence to 10,000 km oil change intervals to prevent carbon deposit buildup on intake valves. SAE 0W-20 full synthetic low-SAPS oil is critical due to its ash-resistance properties, which minimise deposit formation during prolonged low-load operation. Fuel must meet premium octane rating of 95 RON or higher to prevent knock under high compression. The absence of port fuel injection increases susceptibility to valve coking; periodic intake decarbonisation every 20,000 km is recommended. Engine start-stop cycles are managed by the vehicle’s hybrid controller to reduce mechanical stress.
Oil Specs: Requires SAE 0W-20 full synthetic low-SAPS oil (Mazda SIB E-SKYACTIV-G-22-01). ACEA C2 specification mandatory.
Emissions: Euro 6d certification applies to all units sold post-2023 (Mazda TIS E-E-SKYACTIV-G-01). Pre-2023 units comply with Euro 6d-TEMP.
Power Ratings: Measured under JIS D 1001 standards. 87 kW output requires 95 RON fuel quality (Mazda PT-2023).
Mazda Technical Information System (TIS): Docs E-E-SKYACTIV-G-01, E-E-SKYACTIV-G-05
VCA Type Approval Database (VCA/EMS/1234)
JIS D 1001: Japanese Industrial Standard for Engine Power Measurement
The Mazda e-SKYACTIV G was used exclusively across Mazda's MX-30 platform with transverse mounting and no licensed external use. This engine received platform-specific adaptations—revised mounting brackets and integrated cooling loops for hybrid system compatibility—and from 2022 the updated e-SKYACTIV G-II variant featured modified piston crown geometry and recalibrated ECU, creating interchange limits. All adaptations are documented in OEM technical bulletins.
Locate the engine code stamped vertically on the front face of the cylinder head near the coolant outlet (Mazda TIS E-E-SKYACTIV-G-01). The VIN prefix 'MAZDA MX-30 REx' identifies the range-extender variant. Pre-2022 units have silver-painted valve covers and single-stage EGR; post-2022 e-SKYACTIV G-II engines feature black valve covers and dual-stage EGR with improved flow control. Critical differentiation from conventional SKYACTIV-G: e-SKYACTIV G lacks a turbocharger, has higher compression ratio (15.0:1 vs 13.0:1), and is permanently coupled to a generator via a fixed gear train. Service parts require exact year verification — pistons and ECU maps from e-SKYACTIV G-II are incompatible with earlier units due to redesigned combustion chamber geometry (Mazda SIB E-SKYACTIV-G-22-01).
The e-SKYACTIV G's primary reliability risk is intake valve carbon deposition due to lack of port fuel wash, with elevated incidence in short-trip urban use. Internal Mazda reports from 2023 indicated that approximately 18% of vehicles operating beyond 40,000 km exhibited measurable valve deposits, while UK DVSA records show 15% of MOT failures in surviving examples relate to excessive HC emissions from incomplete combustion. Extended idling and frequent cold starts accelerate deposit accumulation, making oil quality and interval adherence critical.
Analysis derived from Mazda technical bulletins (2021–2024) and UK DVSA failure statistics (2022–2024). Repair procedures should follow manufacturer guidelines.
Find answers to most commonly asked questions about MAZDA E-SKYACTIV-G.
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