Mazda Skyactiv

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Mazda Skyactiv

Post by marcel » Fri Feb 01, 2013 1:28 pm

Image
http://www.youtube.com/watch?v=Sre0FZ0P8hU

Image
http://www.youtube.com/watch?annotation ... IgcEWs2Z7o

VISION

In march 2007, Mazda announced the "sustainable Zoom zoom" plan, detailing the compagny's long-term vision for technology development.
This vision commits us to make "cars that always excite, look inviting to drive, are fun to drive, and make you want to drive them again," and to help
achieve" an exciting, sustainable future for cars, people and the Earth." Based on this plan, we have announced that by 2015 we intend to make 30%
improvement on the 2008 average fuel economy of Mazda's sold worldwide.

Skyactiv Technology

Engines

Skyactiv-g
Image
http://www.mazda.com/mazdaspirit/skyact ... tiv-g.html
http://www.youtube.com/watch?v=E-EEbMxAho0

Skyactiv-d
Image
http://www.mazda.com/mazdaspirit/skyact ... tiv-d.html
http://www.youtube.com/watch?v=cK5SQkEUBdo

Transmissions

Skyactiv-drive
Image
http://www.mazda.com/mazdaspirit/skyact ... drive.html
http://www.youtube.com/watch?v=XNUZAr2ThLk

Skyactiv-mt
Image
http://www.mazda.com/mazdaspirit/skyact ... iv-mt.html
http://www.youtube.com/watch?v=nmTnyxJMNw4

Platform

Skyactiv-body
Image
http://www.mazda.com/mazdaspirit/skyact ... -body.html
http://www.youtube.com/watch?v=g1q2ZEQ8MmU

Skyactiv-chassis
Image
http://www.mazda.com/mazdaspirit/skyact ... assis.html
http://www.youtube.com/watch?v=8Y-r58rs7U4
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Re: Mazda Skyactiv

Post by marcel » Fri Feb 01, 2013 1:42 pm

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Re: Mazda Skyactiv

Post by 626DITD » Sat Feb 02, 2013 12:32 am

normale diesels hebben een compressie van 23:1 het DiTD blok van mij heeft 18:1 en de nieuwe skyactive diesel heeft 14:1, door de lagere compressie verhouding zijn de mazda techneuten er in geslaagd het ontbrandings moment zo precies uit te kiennen dat een roet filter niet nodig is wat ook weer scheelt in het gewicht van de auto.


tijdens de vorige apk had mijn DiTD blok een roet uitstoot van 0,8 K terwijl 3.0 K het maximum is wat een turbo diesel mag uitstoten. de vorige DiTD van mij had met de apk een roetuitstoot van 1,1 K. dit zijn waardes waar ik alleen maar van kon dromen in de tijd dat ik met vw diesels reed , meerdere malen haalden ze de roetmeting alleen nadat ze waren terug gedraaid in toerental en dan nog met de hakken over de sloot heen.

af en toe hoor ik een diesel lopen uit de vw groep en dan ik ben blij dat ik er geen 1 meer heb want de ze klinken alsof er geen olie meer in zit.

mijn volgende diesel word er weer 1 van mazda en hoogst waarschijnlijk een CiTD :-D
Momenteel Mazdaloos :-(
Premacy DiTD 2001
626 GW Exclusive DITD 2001
626 GW GLX DITD 1998

Iemand zonder Mazda leeft slechts half
Mijn hartslag : Zoomzoom Zoomzoom
Mazda rij je niet het is een manier van leven

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Re: Mazda Skyactiv

Post by Casejunkie » Sun Feb 03, 2013 12:18 pm

Heeft het skyactiv blok nou dezelfde compressie als het benzine skyactiv blok?
Audi A6 Avant Quattro V6 3.0 TDI <-- Daily Driver
Mazda MX6 2.2i 12v GT Turbo Intercooled 4WS <-- project in progress
Mazda 626 Coupe GT 2.0i 16V <-- circuit wagen
Mazda MX-5 1.6i 16v <-- project in progress

626DITD
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Re: Mazda Skyactiv

Post by 626DITD » Sun Feb 03, 2013 2:39 pm

kwam laatst op youtube een filmpje tegen waarin dat verteld werd
Momenteel Mazdaloos :-(
Premacy DiTD 2001
626 GW Exclusive DITD 2001
626 GW GLX DITD 1998

Iemand zonder Mazda leeft slechts half
Mijn hartslag : Zoomzoom Zoomzoom
Mazda rij je niet het is een manier van leven

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Re: Mazda Skyactiv

Post by marcel » Sat Mar 02, 2013 2:16 pm

bron: Mazda-news.eu

Image

Mazda Motor Europe - Online Newsroom


SKYACTIV-D Part I: Clean, green and fun

20. Feb, 2013


Is it a game changer? Time will tell, but the SKYACTIV-D clean diesel engine is certainly off to a formidable start. The common rail powerplant features a 14:1 compression ratio, making it the lowest compression diesel in the world today. The SKYACTIV-D is also one of the first diesels to comply with strict Euro 6 emission regulations. And it manages to do so without expensive nitrogen oxide (NOx) aftertreatment.

To understand why the SKYACTIV-D is so extraordinary, it’s important to understand how diesel engines work in general. Unlike petrol engines, diesels of course do not need spark plugs. The fuel-air mixture ignites on its own due to the high pressure and compression temperature in the combustion chamber. To ensure reliable cold starts and stable combustion during the warm-up phase, diesel engines typically have high compression ratios, usually between 16:1 and 18:1. In a perfect world, “top dead centre” (or TDC, when the top of the piston is closest to the cylinder head) would be the most favorable point to ignite the fuel, since this is where combustion can move the piston furthest, or in other words do the most work. However, high compression means temperature and pressure in the chamber are too extreme at TDC to allow formation of air-fuel mixture that is adequate to enable homogeneous (or efficient) combustion. Since the mixture is too rich, too much NOx and soot are produced. To meet strict emissions regulations, injection – and therefore ignition – is delayed until the piston has started its descent from TDC. And that, of course, has a negative effect on fuel efficiency as well as engine output.

Higher expansion ratio due to lower compression ratio

This is where Mazda did things differently, giving the SKYACTIV-D a relatively low 14:1 compression ratio. The associated decrease in compression temperature and pressure enables a better mixture to form and thus more efficient ignition at TDC. This optimum combustion timing inhibits the formation of harmful emissions while increasing the piston’s expansion ratio – and with it the amount of work the engine does. In a nutshell, the SKYACTIV-D makes better use of the fuel’s energy, which is the primary reason for the 20% reduction in fuel consumption. And it’s not only frugal, but also clean – normally a problem with diesels. Producing far fewer nitrogen oxides and almost zero soot, the SKYACTIV-D is one of the few diesels to already meet the stringent Euro 6 emissions standard (which doesn’t take effect until September 2014). And unlike the competition, Mazda’s clean diesel doesn’t require costly NOx aftertreatment like selective catalytic reduction (SCR) or a lean NOx trap catalytic converter (LNT).

Image

bron: http://www.mazda-news.eu/2013/02/20/sky ... n-and-fun/" onclick="window.open(this.href);return false;
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Re: Mazda Skyactiv

Post by marcel » Sat Mar 02, 2013 2:21 pm

bron: Mazda-news.eu

Image

SKYACTIV-D Part II: Effective even in the cold

20. Feb, 2013

So why has no other manufacturer tried this approach? Perhaps because of the system-related drawbacks of low compression diesel. In particular the compression-ignition temperature, which would normally be too low for cold starts and cold operation in a diesel engine with a compression ratio of only 14:1. There would be misfiring and general roughness during the warm-up phase, particularly in winter conditions. And at extremely low temperatures, the engine might not even start in the first place.

Variable Valve Lift

Image

To resolve these issues, Mazda furnished its SKYACTIV-D with multi-hole piezo injectors, ceramic glow plugs and exhaust variable valve lifts. The injectors enable a wide range of injection patterns, which can be adjusted according to driving conditions, as well as precision injection timing and remarkably accurate control of the fuel-to-air ratio. Ceramic glow plugs provide addition cold-start help, since they reach the required temperature faster and more efficiently than the conventional variety. The variable valve lifts, meanwhile, help prevent misfiring during the warm-up phase. They do so by controlling the exhaust valve to allow the recirculation of hot exhaust gas into the combustion chamber, increasing the temperature and thereby stabilising ignition.

bron: http://www.mazda-news.eu/2013/02/20/sky ... -the-cold/
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Re: Mazda Skyactiv

Post by marcel » Sat Mar 02, 2013 2:29 pm

bron: Mazda-news.eu

Image

SKYACTIV-D Part III: Reduced weight and a two-stage turbocharger

21. Feb, 2013

The SKYACTIV-D’s lower compression ratio means lower maximum pressure and thus less strain on engine components than in conventional diesels. As a result, there is more scope for structural modification to reduce weight: Cylinder heads with thinner walls and an integrated exhaust manifold are 3kg lighter than before, while the cylinder block, now made of aluminium, saves another 25kg.

Reduced weight
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Reduced friction
Image

Add in a 25% decrease in the weight of the pistons and crankshafts, and Mazda has managed to reduce internal engine friction by 20% overall in the SKYACTIV-D relative to the current MZR-CD diesel. For the driver, this translates into superior responsiveness, more pulling power and better fuel economy.

Friction reduction due to lower compression ratio.

Two-stage turbocharger
All modern diesels use a turbocharger to improve output and fuel economy while reducing harmful emissions. In the name of pure driving fun, Mazda goes one step further on the SKYACTIV-D: namely two-stage sequential turbocharging. The system features one small and one large turbocharger, which are selectively operated according to driving conditions. The small, quick-responding turbo feeds air to the combustion chambers at low engine speeds. This ensures low-speed torque while eliminating turbo lag, which is characterised a poor low-range throttle response caused by a lack of exhaust pressure to rotate the turbocharger’s turbine up to a speed necessary to supply boost pressure. The role of the larger unit is to maintain the air supply and boost pressure throughout the upper speed range . Together, the two turbos deliver high torque and responsiveness at low engine speeds and high power right to the SKYACTIV-D’s 5,500rpm redline – unusually high for a diesel. There is no compromise to power, driving dynamics or driving enjoyment, despite the engine’s extraordinary efficiency. The synergetic effect of the two-stage turbocharging and low compression ratio ensures optimal combustion timing across the rpm spectrum while, thanks to a sufficient supply of oxygen, keeping NOx and soot emissions to a minimum.

Two-stage turbocharger
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Mazda once lead the way with rotary engines. Now it’s forging new paths again, this time with clean diesel power. Since its introduction on the Mazda CX-5 in 2012, the SKYACTIV-D has hit a chord with the public, winning numerous prizes across the globe and the general admiration of the press. And this goes for Europe, the world’s strongest diesel market, as well as elsewhere. In fact, the SKYACTIV-D is making major inroads into regions in which diesels were previously reviled. Like Mazda’s rotary, it’s even heading for Le Mans, perhaps to make history again in 2013. Game changer? Perhaps. Success story? Absolutely.

bron: http://www.mazda-news.eu/2013/02/21/sky ... bocharger/
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Re: Mazda Skyactiv

Post by marcel » Sat Mar 02, 2013 2:34 pm

bron: Mazda-news.eu

Image

SKYACTIV-D Part IV: A story of success

21. Feb, 2013

Mazda could go on and on about the SKYACTIV-D and how revolutionary it really is. But what ultimately matters is the response from the market. And, indeed, they’re shouting about it. In comparison tests of the newest diesel-powered Mazdas. At awards ceremonies. And, most importantly, in showrooms around the globe.

Car of the Year. Technology of the Year. Automotive Hall of Fame. SUV of the Year. Green SUV. Test winner. Innovation prize. The list goes on as Mazda cleans up with the SKYACTIV-D engine in the CX-5 compact crossover SUV and, more recently, its all-new Mazda6 flagship. In Japan, for example, the SKYACTIV-D’s market success has been as unmistakable as it is unusual . Four in five CX-5s sold in Japan (where it was crowned Japan’s “2012-13 Car of the Year” as jurors lauded its “revolutionary” clean diesel technology) are powered by a SKYACTIV-D 2.2 – remarkable in a country where diesel passenger cars hold a miniscule 0.4% market share. The CX-5 with SKYACTIV-D was also admitted to Japan’s Automotive Hall of Fame, finishing first in the “2012-13 Car Technology of the Year” category. Mazda researchers, meanwhile, received the Technological Development Award from Automotive Engineers of Japan (JSAE) for their achievements with Mazda’s single nanocatalyst technology, which broadens the capabilities of automotive catalytic converters while at the same time reducing the use of rare platinum metals by as much as 50%. This technology can be found in the SKYACTIV-D’s diesel particulate filter.

The reception in Europe has been enormous, too. In Germany in both the CX-5 and the new Mazda6, it’s beaten just about every other comparable engine. For example, a January 2013 comparison of six mid-sized diesel wagons by Germany’s Auto Bild saw the latter win clearly, delivering among other things the best performance and far better fuel economy than its rivals. The CX-5 has also attracted a great deal of attention, with the “unrivalled” SKYACTIV-D as its “masterpiece”. This combination has been named “Car of the Year” by media in Austria, Germany and Switzerland, best SUV in France and Spain, and best buy as well as best crossover in the UK.

There is no let-up in sight, either. A SKYACTIV-D 2.2 will contend for the 2013 International Engine of the Year awards to be handed out in June at Engine Expo in Stuttgart, Germany. The Mazda6, only launched very recently in Europe and Japan, still has many reviews in front of it and is slated to be offered with the SKYACTIV-D in North America, too, later this year. Mazda will then become the first Asian automaker to offer a clean diesel-powered passenger car in that market.

Indeed, one clear advantage of the SKYACTIV-D is the fact that it meets strict emissions regulations without requiring NOx aftertreatment in Japan and North America as well as Europe. This helps keep the price down since, unlike some competitors, Mazda does not need to offer special green versions of their diesel-powered models in any of these markets. Praised in Europe, the uncompromising characteristics of the SKYACTIV-D – class-beating output, fuel economy, emissions and smoothness – give it the potential to change the negative attitudes towards diesels that prevail in places like the U.S. as it already appears to be well on its way to doing in Japan. So it’s no wonder that Mazda has doubled / tripled?? annual SKYACTIV-D production to XXX,000 units, something possible thanks to the flexible manufacturing concept at Mazda’s ultra-efficient Hiroshima engine plant.

Here’s what they’re saying
Quotes about the SKYACTV-D



UK

“The engine is spectacular, thanks to its mix of perky power delivery, excellent refinement and super-low running costs.”
- What Car? “Mazda CX-5 Crossover 2.2D SKYACTIV-D 150 SE-L 5dr Review”

“If mpg and low CO2 is your priority then the front-wheel drive 150PS diesel emits just 119g/km and manages 61.4mpg on the combined cycle. Figures that easily beat the likes of the Audi Q3 and Ford Kuga, while matching up against the Skoda Yeti Greenline II.”
- roadtestreports.co.uk, “Mazda CX-5 Sport SKYACTIV-D road test report”

“…both variants of the SKYACTIV-D diesel engine are truly impressive…creamily smooth, surprisingly keen to rev to the redline and enthusiastically muscular in the mid-range…easily capable of giving its Nissan and Audi rivals a bit of bloody nose.”
- carmagazine.co.uk, “Mazda CX-5 2.2D (2012) UK CAR review”



GERMANY

“The hour of truth has come for the new Mazda6, which faces five qualified mid-sized wagons. And wins easily… the refined 150 PS 2.2-litre diesel is smooth and frugal. There is not a whole lot the other five candidates can do about it…if one thing is true for all of them, it’s that progress moves quickly. Especially at Mazda.”
- Auto Bild, #03/2013, “Five against the 6 – First comparison for the new Mazda6 wagon 2.2 SKYACTIV-D” (vs. Hyundai i40 1.7 CRDi, Toyota Avensis 2.2 D-4D, Renault Laguna dCi 150, Opel Insignia 2.0CDTi, Ford Mondeo 2.0 TDCi)

“The absolute masterstroke on the Mazda is its powertrain. Together with the crisp six-speed gearbox, the powerful, high-revving and clean 2.2-litre twin-turbodiesel propels the CX-5 as acceleration and fuel economy champion into fifth place.”
- Auto Zeitung, #17/2012, “SUV Comparison Test of 14 popular AWD diesel models” (from Audi and BMW to Range Rover and VW)

“…pleasingly smooth four cylinder delivers usable push starting just above idle and continues to roll beyond 5,000rpms without feeling strained, like it was on petrol…The crème de la crème is without doubt the Mazda diesel, which is among the best currently on the market.”
- Auto Zeitung, #23/2012, “Absolutely in” (SUV comparison test: Mitsubishi Outlander vs Volvo XC60 D3 vs Mazda CX-5, all FWD diesels)

“The Mazda torches its competitors at will…actually managing the 0-100km/h sprint more than 2 seconds faster than the other two.”
- SUV Magazin, #03/2012, “A fresh breeze” (Comparison test: Mazda CX-5 SKY-D 2.2 vs VW Tiguan 2.0 TDi vs Nissan Qashqai 1.6 dCi)

bron: http://www.mazda-news.eu/2013/02/21/sky ... f-success/
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