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Thread: Mazda to review HCCI engine details later this month

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    Default Mazda to review HCCI engine details later this month

    http://www.motoring.com.au/revolutio...s-soon-108315/

    Mazda is just weeks away from revealing the revolutionary ‘sparkless’ ignition technology that will power the petrol engines in its fourth-generation Mazda3 due in 2018.

    First details of Mazda’s industry-first homogenous charge compression ignition (HCCI) are expected to be revealed at a technology forum in Frankfurt later this month.

    In a new product reveal campaign that will echo that of the original CX-5, Mazda’s first SKYACTIV model in 2011, this month’s HCCI tech forum will be followed by the October Tokyo motor show reveal of a small-car concept that previews next year’s all-new Mazda3.

    However, while it will bring ground-breaking new ‘SKYACTIV II’ powertrains, the replacement for Mazda’s volume-selling small-car will not be based on an all-new platform

    Instead, the 2018 Mazda3 will ride on the same SKYACTIV I platform. This is in line with Mazda’s policy of renewing platforms only every second generation, with a redesigned body (or ‘top hat’) emerging every five years (or so) with each model change.

    Hence, again as per the ‘half new’ MkII CX-5, the successor for the MkIII Mazda3 (launched in January 2014, facelifted in July 2016 and pictured here in a design sketch) will be known internally as a ‘6.5-generation’ model.

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    Default Re: Mazda to review HCCI engine details later this month

    Well, I guess the NA engine will be dead soon. Mazda's next skyactive engine will start incorporating a supercharger.

    http://www.drive.com.au/drive/motor-...ans-64884.html

    “Compression ignition and a supercharger fitted to improve fuel economy together deliver unprecedented engine response and increase torque 10–30 per cent over the current Skyactiv-G gasoline engine,” claims the company

    “Compression ignition makes possible a super lean burn that improves engine efficiency up to 20–30 per cent over the current Skyactiv-G, and from 35–45 per cent over Mazda’s 2008 gasoline engine of the same displacement. Skyactiv-X even equals or exceeds the latest Skyactiv-D diesel engine in fuel efficiency.”

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    Default Re: Mazda to review HCCI engine details later this month

    The details are out now. Mazda is saying 170hp/187lb-ft from the 2.0L. Average gas mileage from all the journalists was 39.9mpg for the automatic which included a mix of city/highway including 100mph on the Autobahn. The mules were also based on the new Mazda3 platform with existing shell.

    GTHO! Going In Depth With Mazda's Brilliant Skyactiv X Engine - Technologue - Motor Trend

    2020 Mazda 3 prototype first drive: can spark-less engine ignite our passions?

    https://www.stuff.co.nz/motoring/roa...ctric-vehicles

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    Default Re: Mazda to review HCCI engine details later this month

    Some more interesting details. (91 RON = 87 Octane)

    https://www.carsguide.com.au/car-new...l-over-premium

    Set to appear first with the fourth-generation Mazda3 in 2019, the new SkyActiv-X engine's effectiveness actually depends on pre-detonation or knocking, which higher octane petrols like 94 RON E10, 105 RON E85 and 95 RON and 98 RON Premium have been designed to resist.

    SkyActiv-X technical research and control system boss Mitsuo Hitomi confirmed that in its ideal guise, the engine's ability to combust petrol through compression ignition will require Regular 91 RON fuel, and any higher octane rating will force the engine to revert to pure spark plug ignition like a conventional engine.

    Hitomi-san suggested a partial solution is planned for markets like Europe where 91 RON fuel is scarce or unavailable, which would be supplied with engines using a higher 16:1 compression ratio to enable both compression and spark ignition functions to operate. This spec won't deliver quite the same efficiency gains as the 15:1 compression ratio version delivered to 91 RON-using markets such as Australia, however.

    Hitomi-san explained that the ability to measure near-infinite parameters through advances in computer technology is the number one factor that will enable Mazda to produce such a system, with the SkyActiv-X ECU using dual-core processing and a 24 Volt electrical system instead of the usual 12 Volt setup. Also key is the pressure sensor required to accurately measure cylinder pressure during the compression cycle and quickly respond to changing conditions in what is a highly volatile combustion process.

    Despite the accuracy required for the SPCCI process, Hitomi-san explained the SkyActiv-X engine will use conventional spark plugs in lieu of expensive bespoke parts, and that recommended service intervals will be no more frequent than existing models. The suggested oil will be no more exotic than that specified for conventional turbos, and the engine will continue to use a timing chain instead of a belt requiring regular replacement.

    He also assured that the system has been designed to start reliably from temperatures as low as -30 degrees Celsius, but the engine will use spark ignition until it reaches operating temperature.

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    Default Re: Mazda to review HCCI engine details later this month

    Some more details on fuel economy.

    http://driving.ca/mazda/mazda3/auto-...ws/2019-mazda3

    To set the benchmark for fuel economy, I drove a current Mazda3 to the Technical Centre in Germany. The economy I recorded on that run was then compared with the economy I attained driving the new Skyactiv-X engine. On the test loops I followed a driving pattern similar to the Canadian experience. This meant sticking to the speed limits — 30, 50 and 80 kilometres an hour in city/rural areas — and driving the highway portion at around 130 km/h. Yes, I resisted the temptation to put the hammer down on the Autobahn.

    In a manual transmission version of the current Mazda3, I recorded 6.7 litres per 100 kilometres overall and a city/rural rating of 7.0 L/100 km. On the drive loop in the Skyactiv-X engine my consumption rate plummeted to 5.6 and 5.8 L/100 km, respectively. That is an improvement of 15.8 per cent overall and 16.3 per cent in the city/rural discipline.

    Now as impressive as those numbers are it was the ones generated in the automatic model that underscore the real potential. Again, I recorded 6.5 L/100 km overall and 6.7 L/100 km in the city/rural portion of the drive in the current Mazda3. Driving the Skyactiv-X automatic produced economy numbers of 5.4 L/100 km overall and a city/rural number of 5.5 L/100 km — that’s an improvement of 17.2 per cent and 17.8 per cent, respectively.

    Ironically, it generated these unreal fuel economy improvements on regular gas — premium, high-octane gasoline is designed to resist self-ignition (detonation) so it counters the CI operating strategy that delivers the consumption cuts. The second surprise was the fact I completed both driving loops running solely on the CI cycle — now, that I did not expect.

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    Default Re: Mazda to review HCCI engine details later this month


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    Default Re: Mazda to review HCCI engine details later this month

    It looks like the throttle response will be even better than existing NA engines.

    http://jalopnik.com/mazda-s-holy-gra...ely-1801820285

    The other two areas where a lean compression engine can yield significant efficiency benefits is in cooling losses and throttling losses. The first is fairly straightforward, as lower combustion temperatures mean less heat transferred to the cylinder walls.

    The second has to do with the fact that a leaner air/fuel mixture means there’s more air required for a given torque level. This—along with strategic use of EGR, variable valve timing and a supercharger to control airflow into the cylinder— means the throttle plate can be held fully open more often than on a standard gasoline engine.

    So instead of trying to suck air through a restrictive throttle plate, air can flow easily into the cylinders. Mazda says this also has the added benefit of improved throttle response, since there’s no longer a delay in trying to fill the intake plenum.

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