Mazda SkyActiv-X: How does the SPCCI engine work & what else changes in SKY ACTIV X w/ Dave Coleman
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- เผยแพร่เมื่อ 23 มี.ค. 2018
- Dave Coleman is back with his most advance engineering discussion: A very deep dive on the Mazda Spark Controlled Compression Ignition (SPCCI). He talks about what makes up the Mazda SPCCI technology as well as the latest changes to the entire car through the Mazda SKYACTIV-X suite of technology and structural changes. MotoMan drives a prototype version of this latest Mazda Sky Activ X technology and provides very early real world driving impressions . . .
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The explanation of what Mazda is doing with suspension and seating is interesting. The idea that humans are OK with moving in a certain way and if you target that instead of trying to eliminate motion, you can actually use that space to meeting other suspension goals. It reminds me of how overall quality is the result of how all of the potential deviations add up. Brilliant thinking. Wholistic.
The SkyActiv-X engine is brilliant too. I'm looking forward to seeing how it all works out. It could be a good argument for not subsidizing electric cars but taxing on their efficiency or CO2 per mile instead of picking some technology over others. If a political unpopular technology is a better overall choice (if you believe CO2 is something we should be reducing), subsidies can obscure that reality.
Thanks to both you and Dave Coleman for taking the time to walk us through this awesome tech. I'm looking forward to putting a 2019 Skyactiv-X 3 6-Speed in my driveway!
Excellent technical video. Thanks
Really great episode! Mazda guy explained it in a very simple way.
Fantastic in-depth interview & review
Thanks for this. Any Mazda video with Dave Coleman is a must see. He explains so well. I'm still waiting for some auto-journalist to take a look under the car at the rear suspension. I've read elsewhere that they've abandoned their superb multi-link in favor of the cheap torsion beam. Tell us it isn't so.
This is the first I have heard of this, so thank you for identifying it. I then located scattered reports of this.
Their leader of platform development was quoted as saying the switch to torsion beam significantly reduces NVH. High NVH is already one of the largest sources of negative feedback compared to the competition; furthermore, Mazda is pushing towards having products which are comparable to those from premium automakers. So I can appreciate that switching to a torsion beam in a small-ish model like the Mazda3 is the overall better solution than adding sound-deadening mass, whereas in a larger vehicle the added mass is proportionally a lesser penalty to performance and fuel economy.
But because they are Mazda, we can be sure that a Mazda3 with a torsion beam will handle better than any other vehicle in its class that also uses a torsion beam.
I've test driven the new Civic hatch that has multi-link rear suspension and no NVH problems to speak of. I've also test driven a couple of Hyundais with multi-link that were very quiet. I'm not buying Mazda's story. Semi-independent torsion beam is the cheapest and worst suspension an automaker can slap on a car. It's a cheap out. It belongs on a Versa or some other crappy little econobox-- not a Mazda.
This is the first action that, at least on the surface, seems to really go against the ethos of Mazda (unless you count discontinuing Mazdaspeed). Mazda has too much credibility in emphasizing driving dynamics for it to be fair of us to automatically cast them aside as being just like any other mainstream automaker.
I say that, until we drive it ourselves, we give them the benefit of the doubt on this, and assume that they are satisfied with the handling and comfort (and reduced NVH), and that we will be, too. I haven't heard any complaints on handling or comfort by any test driver of the prototype--only praise--especially when driven back-to-back with the current production. It seems likely that Mazda have made other engineering improvements in the 7th-gen architecture which at least partially mitigate the handling and comfort deficiencies of the torsion beam relative to the multi-link.
It seems possible that the Civic has far more sound-deadening material than the average torsion-beamed compact; we know Mazda would always consider other solutions before adding weight.
Jay: Only if the design of the torsion beam is cheap. Just like there can be cheap multi link suspensions.
Yep. I've watched probably all his videos with Dave Coleman. Multiple times for a few of them.
That was a fantastic explanation Coleman.
Tedex is your next stop.
Great helicopter vision and innovative philosophy.
Might try a Mazda.
Good stuff!!
Super good explanation by dave!
its not bad, but could have been better
A. This is amazing.
B. This makes me want to but a Mazda
Joseph D. same, I just started to look into mazda a couple days ago
Just remember to butt with your butt and not your head. It's steel!
that means you want to rub butts with a mazda
After all 👍 to save gas and our sky the seat and lake of the info is not that good
@xxxpensive you're*
Dave. you are an excellent communicator. Enjoyed your explanation.
I do appricieate all the tech knowledge You show us. Great stuff!
Interesting stuff there, loving the explanations by Mr. Coleman! I wonder how they thought about ageing properties of the damping glue / rubber bushings though, sounds like it works well when the car is new but what happens after a few years when material properties change? Or if you use aftermarket tires?
I really like the philosophy behind it though, it's all about the car making you feel good while you drive it and not performance metrics over everything else.
I have to agree that SPCCI can not feasibly be implemented in current rotary engines, though. You would need to be able to change intake timings for Atkinson cycle to work, so you would need the ability to close off the intake port against compression pressure in some way, so a valvetrain on a rotary engine. Getting a homogenous charge in a rotary engine also sounds super difficult to achieve, they already had to use a second spark plug for regular combustion to work properly.
The more I hear about this engine, the more I think, "Mazda was the only company that could do this". Due to the fact that Mazda is the only company to have brought a Miller cycle engine to market, and due to the fact that have such a liking for high compression ratios, and due to their expertise in diesels as well as the fact that they're the only company that likes to experiment wildly with different engine types in general- no other car company really has the same credentials to do something like this. I wonder if this engine was planned far in advance, like, they designed all these other engine types with the idea of individually designing and refining each portion of the final SPCCI engine so they could do ultimately do this.
Apparently, the X is the 2nd engine in a 3 engine series. Each motor will build on the one previous to it. Amazing!
It's very old technology nothing new just refined
Ryan Jackson It was designed near the same time as the RX8 by A freelance designer from Utah.
The Skyactiv G with it's high pressure fuel delivery system, higher compression and exhaust headers were the stepping stones for these Skyactiv X engines.
He also designed the M.O.A.B. for the military.
He was A child prodigy and wrote many screenplays throughout his life. He is the reason why there was A new Camaro design and others, in the movie Transformers, Audi R8 for Iron Man...
Atkins cycle is widely used in most european and japanese cars now tbh. Same idea.
@@marshallmonroe884 umm correct me if I'm wrong but manufacturers have all tried and failed. Mazda was the only one to pull off compression ignition with gasoline. Dont know how it's old tech
awesome presenter, really enjoyed this. thanks
Mr.Coleman is the man!
Thankyou George for engineering this headache for me to repair.
whatever people save in fuel costs will end up being spent five times in repairs the week after the warranty expires.
If all the components of this new engine are all proven, the challenge will be how to control the interaction between these components working together to make it efficient and reliable. Thumb up to Mazda.
Very interesting stuff !! Hopefully it will be a production..
Does it require a specific gas octane all the time? Or can it adjust to whatever is put in the tank?
hello there
my question is, how do you change the timing chain or any thing job related to camshaft repair?
do you have to pull out the whole engine to access?
Thanks
Fantastic video once again motoman, I love the technical info however timing chain on the transmission side, uh oh
great explanation
If this ends up being reliable, it'll win so many awards. I look forward to owning one.
That's the thing. We won't know until a decade down the line. I don't wanna be the guinea pig footing the repair bills D:
More of Dave Coleman please!
That prototypes dash is epic. :D Little drainpipe and emergency switch...
What are the specs of the testbed engine? What's the power, torque curve? And of course, what is the real-life gain in terms of fuel saving compared to the current skyactiv petrol engine?
I wish I could buy this now.
Good stuff
Did the engine in the prototype have the mild hybrid stop-start? If so, was it terrible, or not really noticeable?
Where is the secondary air injection switching valve on this engine thanks
Damn, so cool!
Always loved superchargers. Had a big GM car a few years ago with supercharger. No lag on it
Spontaneous combustion! Very interesting concept. All is weary.
I can't give this video enough upvotes. Very high quality content here.
Thanks for the kind words, however could use your help beyond upvotes and comments. *Share* our episodes beyond TH-cam. Since July 31, 2016, TH-cam has effectively killed this channel and others through a combination of not notifying subscribers of new episodes, not showing our episodes in natural search results which in turn drives our subscriber growth down. An example: We grew from 10,000 - 160,000 subs in 14 months. Then starting July 31, 2016, we grew from 160,000 to 200,000 in THREE YEARS. Same show. In fact, better as evidenced by episodes like this. Sooooo, that is my long winded way of asking for your help in sharing this episode beyond this platform. Reddit is a HUGE factor. If an episode of ours is posted on Reddit by someone other than us, then views are orders of magnitude better. As of this writing, this amazing episode with Coleman has yet to be posted on Reddit since it was released over a year ago in March of 2018. There it is . . . Would greatly appreciate you guys getting the word out.
I wonder how u are preventing the knock due to such a huge compression ratio(16:1), and lean a/f mixture??
the idea is that you can't suffer knock if there's not enough fuel to ignite. the leaner the mixture, the harder it is for fuel to spontaneously ignite at a certain compression ratio. The idea is to know how far you can compress the air without the fuel igniting, then ignite a small blob of rich fuel for a reliable spike in pressure to get over the hump and compression ignite the rest.
Knock is, after all, unintended compression ignition, whereas Diesel engines operate off of intended knock. The idea of HCCI and SPCCI is to induce knock where you want it, aka after TDC.
Now it seems to be a race between this HCCI and battery's tech. Which one is going to make more sense in terms of cost/convenience/efficiency? Petrol heads would still love this engine better I suppose.
Here is my counter to the trolls saying that further developing the ICE is a waste because the future is electric cars. It's equivalent to telling a coach-maker in 1890 to stop trying to improve upon the coach because cars are the future. That would have been silly because a) plenty of money for many years was yet to be made in buggies, and b) good coach-makers went on to make bodies for cars. Just as this engine technology will improve fuel efficiency in both non-electrified and hybrid vehicles. It will be decades until the (fully) electric vehicles replaces ICE vehicles to the extent that ICE vehicles have replaced animals.
totally agree. reminds of the story when television was invented many thought the radio was obsolete. I agree with Mazdas thinking of improving the ICE engine but the complexity of this engine is an incredible feat of engineering but I wouldn't trust it's reliability.
Full ev will never come true. They r still way to experience for mass market! Plus the electric grid would crash if everyone had an ev. Electrician is a good idea but battery only ev r nuts!
Agreed. If the engine is nearly as efficient as Mazda says, it will run at lower running costs than electric cars but with twice the range.
You had me at Mr. Coleman...
Mazda is the only company I would consider buying a new car from. If they offer a diesel Mazda6 wagon, or a Mazda3 hatch with a 2.5L SPCCI engine making close to 200 horse I would snap one up for sure.
I think the 2.0L Skyactiv-X will make above 200 HP on premium fuel. It makes ~190 HP on 87 octane, and of course raising the octane shifts the peak of the torque curve to higher RPM.
That's not really how octane works. Higher octane helps you run more boost on forced-induction engines, or higher compression in naturally aspirated engines, but doesn't necessarily shift the powerband either way. I highly doubt they'll get a 100hp/liter out of an engine designed first and foremost for fuel economy.
This could be very possible. The new 19' MX-5 Miata had a 26 horse power increase and improved fuel economy from a 2.0 L engine. The current Mazda 3 outputs 184 horses from a 2.5L engine, so 20 extra horses should happen.
Modify the 2 liter Skyactiv X engine and you will have your 200 plus HP. Diesels and high compression engines gain the most torque when modified.
@@787brx8 u guys r morons!!! This is a extremely engineered engine! Trying to modify it would be a fools errand! It's a combination of si and ci that requires pressure transducers in the freaking cylinder head to keep combustion under control . Then u knuck heads just say "tune it bro" or add higher octane. Higher octane would kill this engine. Did miss the part about 16 to 1 compression ratio on 87 octane?!!!!!
Mazda can increase their mpg just by adding 2 more overdrive gears to their 6Speed auto. Once the 3 gets over 55MPH, the MPG tanks from 30 to 20MPG. They're gaming the EPA test checklist instead of providing real world efficiency.
BRING BACK the Mazda 3 independent rear suspension!! Mazda strangely has taken a step backward with the handling of the 2019 Mazda 3 by using a rear torsion bar suspension. GAK!
Great deep dive into future engine and chassis details. "God made the universe with details."
So I am buying a 2019 CX 5 GT Reserve in October and I think it's mostly due to the fact that "The whole is much more than just the sum of its parts". i.e. all those details Dave loves have been expertly combined to create a true luxury compact SUV in every sense.The CX 5 GT Reserve and Signature models are just SO nice to drive with very good power and refined handling. And they have such a great luxury ambiance in design and materials. Mmmmm!
But they have all this at a price that my wife is comfortable with.
When was this interview taken? Because Coleman said there's one, one and a half years of testing... And I was wondering about the release date of the next-gen Mazda 3! Thanks
November 30th at the LA auto show is where the 2019 Mazda3 will be Launched.
@@DaveHallock Mazda did not play the freelance designer for his Skyactiv designs.
no information has been listed on the origin's of the design or who came up with the original idea for Skyactiv. all I know is that is was perfected by Mazda and brought to market and they hold the pattents.
@@DaveHallock It was the same guy that designed the VTEC, Vortec, Voltec, Ecotec and Ecoboost engines. The names are similar for A reason. He is from Utah and has also designed fighter jets and weapons for the military.
The M.O.A.B. (Utah) is one of his designs and stands for...
Mother
Of
All
Bombs
@12:55 Oops, the front and back of the engine are now left and right respectively. :)
Must be hard try to explain your secret technology with out letting out any secret :D
I'm interested to know the rationale behind switching to torsion beam suspension for the upcoming mazda 3
sneakyb cost saving
John 89 Well, they did mention about going the french route when it comes to cornering limit but I'd like to hear Coleman's take on it.
Is this true?
I've got 2.5l engine and I find these engine pretty noisy kind like a diesel, especially on start up is that normal
2019 CX-5 get the 2.5L Turbo?
Yes they finally put the turbo in the CX-5
So would this engine be completely unworkable without a computer controlling what is happening?
iggytse I think about any modern engine would.
it's a combo engine. Everything good from a diesel and gas with none of the bad. Running on cheaper 87 octane and not requiring the extremely expensive exhaust catalysts required to clean up a diesel engine emissions. Yet gets the mpg of a diesel. The risk is the driving dynamics. Changing combustion parameters 10k times a sec takes a lot of computing power and is high risk to have driving and noise issues. Like the engineer said, that is why 100% hcci never went to production! Gm had this tech 20 yrs ago and it flopped. The key is the ability to run normal si at high loads and hcci at lower loads. Aka cruising on the highway.
Diesel engines r built stronger to handle the higher combustion pressures. This engine is a diesel with spark plugs. I am not worried about durability at all. Reliability is a concern because of the huge in crease in parts. Super charger, charge air cooler, egr, extra valves in the intake,etc. This car still has to meet a price point... so they can only use higher quality parts to a point.
The key is significantly lower emissions! That means the exhaust can keep the cheap 3way catalyst that has been used since the 1970s vs extremely expensive catalysts required to clean up regular diesel engines emissions!
Copy/pasted from the reply i wrote to JFomo:
I suspect he claimed it would be impossible on a rotary engine because the intake/exhaust ports, which are the functional equivalents of the intake/exhaust valves on a piston engine, are fixed in size and shape. They are literally just holes cut into the side housings (or rotor housings on older RX-7 and/or earlier peripheral ported rotaries; the 13B-MSP and 16X engines are side ported). There are no cams or valves to adjust the dynamic compression ratio on the fly which would be required for HCCI.
However, rotary engines can employ another fuel saving strategy called a stratified charge. This also involves running the engine extremely lean like 16:1 - 20:1 afr. It basically just means using less fuel than usual, but in a smaller localized area of the combustion chamber close to where the spark plugs would be so when they fire the area immediately around them are closer to stoichiometric but the combustion chamber overall is very lean. Rotary engines are naturally fit for stratified charge conditions because the centrifugal force of the rotors spinning helps the fuel, which is heavier than air, hug the outer edges of the chamber, where the spark plugs are. Ideally this would utilise direct injection and some form of forced induction.
Direct injection, which is already planned in the next rotary engine (the 16X or SkyActiv-R), helps to spray fuel in a more specific area of the combustion chamber. Also, just because DI is utilised, doesn't mean conventional port injection should be abandoned. In fact, I would prefer to use both simultaneously in a manner similar to Toyota's D-4S system and vary the proportion of direct to port fuel injection depending on load. Port fuel injection in a rotary gives the fuel and air more time to mix thoroughly.
Forced induction would help for the same reasons as stated in this video, which helps to run the engine lean. Although turbocharging is the norm for rotaries, it has proven to be less reliable due to higher exhaust backpressure on side ported engines such as the 13B-MSP in the RX-8 and will likely remain an issue on the 16X. The 90° angle turns in the exhaust ports of side ported rotaries also means less kinetic energy is harnessed by the turbine vs a traditional peripheral exhaust port rotary, diminishing the benefits of turbocharging more modern rotaries. Instead of using a positive displacement supercharger like they did w/ the motor in this video, I would personally slap on a Rotrex centrifugal s/c for 3 reasons:
1) less parasitic drag & weight vs a roots or twin screw s/c
2) linearly increasing boost curve means high boost during high rpms, which is when u need it, and low boost during low rpms, which is when u don't
3) boost characteristics most closely matches that of a n/a rotary engine
This all assumes using a side exhaust ported rotary for stratified charge, which frankly would be necessary simply for emissions and mpg. Of course u would only run a stratified charge during low loads, such as cruising or coasting. It would just be fuel-dumping business as usual at WOT, cuz that's where the fun's at lol. This is obviously sub-optimal for outright max HP, in which case u should just build a peripheral port 3 rotor w/ a turbo. However, if Mazda is to ever release the next gen rotary, this is how they should do it (or at least this plus any other engineering wizardry they can think of).
so with Mazda's history of timing chain and vvt gear failure . the decision to put the timing gear at the rear of the Engine is pure engineering genius as Mazda technicians will make a fortune
Here is a question… is Mazda ahead of this kind of stuff compared to the whole industry or just the mainstream automakers? Do the premium or German competitors have their own versions or is Mazda really the pioneer in this advance tech in ICE vehicles?
Where's the diesel what was supposed to be here last year? So...I wonder how this fuel system is gonna work with all the different grades and fuel requirements/grades thru out the states? Something tells me this SPCCI induction is gonna be a gamble purely based on the availability of the "perfect" fuel formulation that the engine likes. But then it's not quite for sale just yet right?
Timing chain on the back of the engine means disconnecting the transmission for any timing chain/belt change.
Frank Reid
Wow, didn't see that. Hope they use a timing chain and not a belt.
Current one is a chain one, I believe mazda hasn't built a belt driven engine since before the MZR era engines, that was early 2000's.
These days timing chains can last the life of the engine
It's not a German engine so not likely to have problems with the timing chain. Germans love to make their timing chain tensioners out of plastic while mazda uses metal tensioners thats the difference
Aaron Gipp you believe that . you name any engine and I'll find an aftermarket timing chain kit for it. theyre available due to demand
did he just reference a Fletch line about ball bearings? Classic...
18:32 that V10 E60 M5 tho
what does the term skyactiv derive from. It seams to be such a misnomer, is my engine controlled by a satellite or what? What does it have to do with engine tech.
My prototype reduces knock to such an extent that my test car runs the maximum ignition advance setting. In short it buys time to get the most energy out of the fuel going into the engine.
So we are in 2024... 5 years to test it. Is it reliable?
If anyone at Mazda sees this please check out the Liquid piston engine, it's basically an inverted Wankel engine where instead of a rotor there is an oval shaped rotor that goes around in a triangular shaped housing. going in and out of 3 separate compartments. Mazda should buy this patent and use it in new version RX-7 call it a Tri-Wankel motor!!!
Mazda... Moarrrr powwwwa please!
and AWD
live in Maryland where we have snow and ice
CX-3 (not recommended), CX-5, and CX-9 all have AWD, the issue is what dealerships around you order? In PA many dealers order mostly, if not all, AWD versions. I would assume MD is the same since we're attached to each other and deal with similar weather. I want AWD for the Mazda 3 and Mazda 6, but if not I'll stick with a CX-5.
CLD constrained layer dampening
It's going to suck working on that beach of an engine!
That is a good point
Wow, I love Mazdas but Ill be passing on all of that! The gain in economy probably isnt all that great.
It's shit like this that made me want to be an engineer.
They already figured out how to do this. It's called a Hybrid battery. You can turn the whole engine off..
I feel like listening to a lecture in the college... Any assignment?
That's really cool but imagine the repair bill for a mechanic to work on that. I guess it's not gonna be marketed to people who view money as a thing lol.
21:20 Yes, it'd be awesome to have a rotary engine with wankel, diesel and otto features!
Motoman - Engineering Explain TV?
Nick Wang How dare you. That's an insult.
Nice but did anyone take note that because the timing chain is on back then it's major problems to service later on, the whole engine would have to drop.
Mazda 3 2017 ride -- harder than ford focus lot softer
I wish Mazda had a nice (dry) dual-clutch gearbox to go with the new SkyActiv-X engines.
If all this is proven reliable, then put it in a straight 6, then take my moneys.
Watching this one can only reach the conclusion that efficiency / better fuel economy and handling is the primary focus of this SkyActiveX engine and the upcoming new 3. His sentence about getting better fuel economy with the “same” power is particularly troubling for those of us that are looking for more power and performance. If the new 3 comes out without a significant boost in performance it’s going to be a fail in the current market where Mazda’s performance is being put to shame.
Jesse James The X won't be passing a Civic Si anytime soon. The accleration rate in the video is just not there.
The Si Sedans 6.8 second to 60 isn’t very impressive. An Elantra Sport can out accelerate the Si Sedan by a few tenths. The Si Coupe is a bit better though.
The 2.0L Skyactiv-X produces a peak power of ~190 HP on 87 octane gas. The torque peaks at a relatively low RPM, and I think the torque curve is a bit flatter as you go towards higher RPM than some or many eco-turbos out there today. The technology is capable of being, and most certainly will be, applied to larger (and smaller) engine displacements.
sbs5130 that would be more than a 20% bump in power over the current 2.0 so then I would be more than pleased if the new 3 with the 2.5 X engine with comparable numbers would be in the 220 or 230hp range. Just hoping they still use the 2.5 as well and don’t simply go with the 2.0 skyactive X.
It seems very likely that, at least for the first year, the 2019 Mazda3, the Skyactiv-X is limited to the top one or two trims.
Another question is whether they continue to put the 2.0 Skyactiv-G in any Mazda3 in the US, or if the 2.5 Skyactiv-G becomes standard. Though maybe the 2.0 SkyX simply replaces the 2.5 SkyG in some or all trims.
This tech is possible in a rotary because science and engineering.
JFomo I suspect he claimed it would be impossible on a rotary engine because the intake/exhaust ports, which are the functional equivalents of the intake/exhaust valves on a piston engine, are fixed in size and shape. They are literally just holes cut into the side housings (or rotor housings on older RX-7 and/or earlier peripheral ported rotaries; the 13B-MSP and 16X engines are side ported). There are no cams or valves to adjust the dynamic compression ratio on the fly which would be required for HCCI.
However, rotary engines can employ another fuel saving strategy called a stratified charge. This also involves running the engine extremely lean like 16:1 - 20:1 afr. It basically just means using less fuel than usual, but in a smaller localized area of the combustion chamber close to where the spark plugs would be so when they fire the area immediately around them are closer to stoichiometric but the combustion chamber overall is very lean. Rotary engines are naturally fit for stratified charge conditions because the centrifugal force of the rotors spinning helps the fuel, which is heavier than air, hug the outer edges of the chamber, where the spark plugs are. Ideally this would utilise direct injection and some form of forced induction.
Direct injection, which is already planned in the next rotary engine (the 16X or SkyActiv-R), helps to spray fuel in a more specific area of the combustion chamber. Also, just because DI is utilised, doesn't mean conventional port injection should be abandoned. In fact, I would prefer to use both simultaneously in a manner similar to Toyota's D-4S system for medium to high loads while using strictly DI for stratified charge during low loads for fuel economy benefits. Port fuel injection in a rotary gives the fuel and air more time to mix thoroughly.
Forced induction would help for the same reasons as stated in this video, which helps to run the engine lean. Although turbocharging is the norm for rotaries, it has proven to be less reliable due to higher exhaust backpressure on side ported engines such as the 13B-MSP in the RX-8 and will likely remain an issue on the 16X. The 90° angle turns in the exhaust ports of side ported rotaries also means less kinetic energy is harnessed by the turbine vs a traditional peripheral exhaust port rotary, diminishing the benefits of turbocharging more modern rotaries. Instead of using a positive displacement supercharger like they did w/ the motor in this video, I would personally slap on a Rotrex centrifugal s/c for 3 reasons:
1) less parasitic drag & weight vs a roots or twin screw s/c
2) linearly increasing boost curve means high boost during high rpms, which is when u need it, and low boost during low rpms, which is when u don't
3) boost characteristics most closely matches that of a n/a rotary engine
This all assumes using a side exhaust ported rotary for stratified charge, which frankly would be necessary simply for emissions and mpg. Of course u would only run a stratified charge during low loads, such as cruising or coasting. It would just be fuel-dumping business as usual at WOT, cuz that's where the fun's at lol. This is obviously sub-optimal for outright max HP, in which case u should just build a peripheral port 3 rotor w/ a turbo. However, if Mazda is to ever release the next gen rotary, this is how they should do it (or at least this plus any other engineering wizardry they can think of).
he doesn't have a teleprompter... i think.
I am sad the moment he said "we are not that worried about the 0-60 or cornering g..." (13'04'')
Does this make you sad because you care more about driving your car on paper than on roads?
This statement is about Mazda sacrificing the catalog numbers in the pursuit of the car that actually drives the best. With respect to acceleration, this is about Mazda sacrificing excessive powertrains in the pursuit of fuel economy.
Talking about the everyday driving, I peronally view the acceleration is the first thing that makes me happy. You can say a lot of things like ''mazda only focus on making the driver's car'' or ''making the car that drives the best'', I get all of that, and I agree that mazda has really good tunning, and a lot of the mazda product are just underrated or underappreciated. But no matter how good they drive, if I just couldn't accelerate as fast as other so called "less driving focused" cars on some regular road, or I just cannot easily go pass by other cars on highway when I want to, I would be sad. That is it. All I am saying is that there is no justification for you to say that we are trying to make the "best driving car" but we will just need to scacrifice the acceleration for that. Isn't acceleration a huge part of "driving"?
First, thanks for staying civil in your response in spite of my unjustly aggressive initial comment.
While it seems to not be their focus or motivation (at least publicly), Mazda engineers are doing everything they can--and way more than any other automaker--to allow drivers like yourself to continue to feel any kind of exhilaration derived acceleration in an ICE vehicles for decades to come under stricter environmental regulations. (The 2.0 SkyX produces ~30% more torque than the 2.0 SkyG, and I think peak HP of between 180 and 200.) Considering this, and that they also care about and are really good at making cars that are very drivable, there is not too much room for criticism of Mazda in my book.
I would also like to direct you to Europe and Japan for a broader perspective on what is considered the standard acceptable level of acceleration in a personal vehicle intended for everyday driving. Many Americans (and Australians, too, I imagine) are clamoring for more power, for example, than the 2.0L engine in the MX-5. But in Europe and Japan, they make do with a 1.5L engine making peak hp of 129 and peak torque of 111. It's not that people there do not buy fast cars, but they have a different expectation of what kind or level of vehicle is required to feel exhilaration from acceleration.
(To further this point, I think that average Americans--probably not yourself--are notably far less wiling than other drivers to rev the engine for generating more power when it is needed; instead, they expect to have the kind of low-end torque of a V8.)
Sounds like a buzz-bomb!
Old tech people absolutely nothing new just refined anyone who knows history of the internal combustion engine knows this! HCCI was around for decades but hard to control and this new engine STILL uses a spark plug so it's not true HCCI that being said it's a improvement but nothing revolutionary!
nothing revolutionary? Oh yea thats because there are so many other manufacturers using this technology, You must work for the competition if you say that this engine is not revolutionary!
@@JumboJimbo100 apparently you don't know what revolutionary means! It's old text decades old! So by your logic is a Mazda rotary motor revolutionary?? It must be right because no other manufacturers are using it????? The rotary engine was invented by a German named Wankel over a 100 yrs ago but since Mazda is the only manufacturer using it I guess it's revolutionary!!
@@marshallmonroe884 lighten up buddy we are not picking presidents of the USA
Too complex for what they're trying to achieve with it .
Honda's turbo charged engines coupled with their CVT transmissions already achieves the fuel economy of what this technology will be achieving in a couple of years.
Is this true? The current Mazda engine/transmission setup already has at least the same fuel efficiency than the Honda system. This new engine generation from Mazda should be 20 to 30% more efficient than the current generation.
Current civic in the US with the turbo 1.5 is around 20% more efficient than the current Mazda offering .
I hope this technology offers similar reliability and improved fuel efficiency to what others are offering at the time.
A Chevy Cruze can see over 40 mpg. The diesel can see well over 50 mpg.
First, there is no way that Honda’s turbocharged motors and CVT can reach the same level of efficiency. CVTs came into existence to help keep gas engines running as close to maximum optimum efficiency. The problem is CVTs cannot make up for the poor thermal efficiency of traditional gas engine. Second, CVTs do not work well with lots of torque. Honda’s 2.0L Turbo engine is not paired with a CVT because of that issue. This engine combines the best of gas and diesel engines. It has the cleaner emissions of a gas engine but the thermal efficiency and mileage of a diesel engine. Consequently, just as is the case with GM or other diesel engines, you don’t need the transmission trying optimize efficiency, which is why they operate with conventional manual or automatic transmissions.
Jürg Hölzle No, Mazda had halve Skyactiv with cylinder deactivation because turbo-4's were seeing +40 mpg highway.
Look how complicated it is and how many parts for heaven's sake. Mazda, stop the desperation and move to electric.
Ellis Toms I'm sorry. But that's foolish. The engine is a mid hybrid engine regardless and Mazda plans to mate it with a hybrid powertrain in the next couple of years.
But you do bring up an interesting point. What is the goal of a hybrid cars? Is it to simply burn less fuel? Then yes hybrids are the answer. But to produce fewer emissions. Actually not. The cost of making a hybrid from the materials used to the mining of the components making the battery etc. actually produce no fewer emissions than a regular gas engine.
Sigh.. when fuel economy goes up so does complexity. This may get the mileage but it will not be reliable. Just go electric or don't. Quit trying to beat a dead horse with this efficiency shit.
I think that Dave doesn't quite understand the typical car buyer. He sounds like a car dealer who is dumb-ing down the tech to hard-sell the car. This feels like fake news (infomercial) to me.
I Wng We'll it is Mazda and they like to tell us Apple Carplay /Android Auto, diesel, turbo-4, rotary.... you get the drift.
I agree that Dave/Mazda does not quite understand the typical car buyer, but for pretty much the opposite reason. Typical car buyers are buying a, e.g., Nissan Rogue, but not because the dealers are explaining the engine technology better than in this video.
Or are you being facetious? :)
Don't talk shit because your small shit brain can't understand his talking!
Steven F I followed Dave since his writings in SCC. I'm well aware of his style, tech talk, and drive and passion for automobiles and the like.