Mazda SkyActiv-Diesel thread.
09-09-2012, 05:47 AM
#26
Those issues are strictly related to DPF and it's "burning" function, burn "subtile powders" (as we call those polluters here in EU) is a difficult thing. Manufacturers are far from perfection in this specific problem.
That's why i'm so "cold" about buying a modern diesel. SA included.
My indirect and "semi-direct" experience is NEGATIVE, for many,many cars of all manufacturers .
Less costs to drive daily, more cost at shop.
That's why i'm so "cold" about buying a modern diesel. SA included.
My indirect and "semi-direct" experience is NEGATIVE, for many,many cars of all manufacturers .
Less costs to drive daily, more cost at shop.
10-01-2012, 12:08 PM
#27
Had a debate with a highly knowledgeable thermo/fluids/energy conv professor today. Which happens to be someone that has achieved many feats in his time.
We were talking about compression ratios in class and I brought up the SkyA-G (NA 14:1, not even the 14.5:1). I explain how it eliminates knocking even with 87 octane using the elimination of decreasing residual exhaust gas with its 4-2-1 header. Obviously included the special piston design with a cavity that perfects fuel ignition, and retarded ignition timing for optimal combustion.
I also mentioned the SkyA-D that uses similar production record technologies as the SkyA-G to achieve an insanely low compression ratio of 14:1. That includes adopting a new generation of (what I recall to be 3 stage) fuel injectors, glow plugs, and cold start assist with variable valve lift.
All in all, he found what I explained to be hard to believe. It's amazing how a small humble Japanese car manufacturer can put a mechanical engineering professor of 50 years with many international achievements in a form of awe.
We were talking about compression ratios in class and I brought up the SkyA-G (NA 14:1, not even the 14.5:1). I explain how it eliminates knocking even with 87 octane using the elimination of decreasing residual exhaust gas with its 4-2-1 header. Obviously included the special piston design with a cavity that perfects fuel ignition, and retarded ignition timing for optimal combustion.
I also mentioned the SkyA-D that uses similar production record technologies as the SkyA-G to achieve an insanely low compression ratio of 14:1. That includes adopting a new generation of (what I recall to be 3 stage) fuel injectors, glow plugs, and cold start assist with variable valve lift.
All in all, he found what I explained to be hard to believe. It's amazing how a small humble Japanese car manufacturer can put a mechanical engineering professor of 50 years with many international achievements in a form of awe.
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