Mazda SkyActiv-X: How does the SPCCI engine work & what else changes in SKY ACTIV X w/ Dave Coleman

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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Mieszko Oracz says:

I do appricieate all the tech knowledge You show us. Great stuff!

Jesse James says:

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.

Paul H says:

That was a fantastic explanation Coleman.
Tedex is your next stop.
Great helicopter vision and innovative philosophy.
Might try a Mazda.
Good stuff!!

Ellis Toms says:

Look how complicated it is and how many parts for heaven’s sake. Mazda, stop the desperation and move to electric.

Jack says:

Fantastic video once again motoman, I love the technical info however timing chain on the transmission side, uh oh

Erik Haw says:

Damn, so cool!

MyKonaRC says:

It’s going to suck working on that beach of an engine!

Alex Kaloger says:

Really great episode! Mazda guy explained it in a very simple way.

HW2800 says:

2019 CX-5 get the 2.5L Turbo?

iggytse says:

So would this engine be completely unworkable without a computer controlling what is happening?

Robert William says:

Excellent technical video. Thanks

Norm T says:

Sounds like a buzz-bomb!

larry Spiller says:

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.

Paul Cuenin says:

Good stuff

blitzbbffl says:

It seems to me that that engine will be super sensitive to fuel quality & octane rating – which could prove to be problematic in the U.S.

Joseph D. says:

A. This is amazing.
B. This makes me want to but a Mazda

JUMP23MΔN says:

Mazda… Moarrrr powwwwa please!

Jonathan Krompegal says:

Fantastic in-depth interview & review

DNutter says:

did he just reference a Fletch line about ball bearings? Classic…

sbs5130 says:

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.

tunkor says:

Super good explanation by dave!

sbs5130 says:

Did the engine in the prototype have the mild hybrid stop-start? If so, was it terrible, or not really noticeable?

Csab says:

fuck this engine !!!!!!!!!!!!!!!!!! move onto electric this is not the future!!!!!!!!!!!!

I Wng says:

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.

JFomo says:

This tech is possible in a rotary because science and engineering.

SkiddingMouse says:

that was a very interesting episode. congrats for putting it together

CKal1990 says:

Great episode. My only comment is, and in your defence perhaps you were not allowed, was that we didn’t get much of an impression about this engine seems a bit coarse but other than that how was it?

Riemenschneider says:

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.

Frank Reid says:

Timing chain on the back of the engine means disconnecting the transmission for any timing chain/belt change.

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