I'm in Europe every summer and I would think the number is much higher than 40%.
I thought about that. But is simply having an ultra fuel efficient car in your line-up good enough to satisfy CAFE or do you actually have to sell them. Having one available that does not sell is BS if only to satisfy some CAFE numbers.
Not positive but I think the CAFE calculation is supposed to be on the vehicles sold, not just sitting on the lot.
US EPA Tier 2 NOx emission limits are somewhat tighter than Euro 6 NOx emission limits. Obviously since that engine is sold in other worldwide markets, it meets Euro 6 without NOx aftertreatment, but it appears from the articles that the situation is borderline for the tighter US EPA standard on NOx unless they hobble the car's performance to an extent that Mazda does not want to do.
Until CARB insists that gasoline cars have to have a particulate filter too.
The GX class does not have to meet US on-highway emissions standards, and there was little competition for Mazda. (Yes, some Porsche Caymans... that were bone stock with cages welded in, when the Mazdas were tube-frame specials that had heavily modified engines and were RWD.)
I don't know where you are in North America, but I test drove the Chevy Cruze months ago here in San Diego. Engine seemed just fine. But I would not want the Cruze, gas or diesel.
HCCI? Please translate. Thanks
Just a six pack guess... high compression combustion ignition
I've been driving mine for 4 months and 5,000 miles, there's a cruzetalk member with 38k on his diesel already....3,000 sold as of 12/31/13
They have sold the Mazda Skyactive diesels in Australia for ~18 months now. In Australia where they have been sold for ~2 model years now they have had oil overfill issues from the engine's off stroke injection events. Those off stroke injection events to make the emissions function were ending up in the crankcase. They claim a reprogramming of the off stroke injection events remedied the problem. But the engine is back at ground zero when comes to passing EPA/CARB emissions...
So let's look at "Japan's tough new emissions standards" and compare that against the US, shall we?
http://www.dieselnet.com/standards/jp/onroad.php
The CX5 is certainly >1250 kg, so the NOx limit is 0.08 g/km under the 2009+ regulations. The JC08 is relatively undemanding cycle in terms of NOx compared to the US' FTP75+US06+SC03 (the latter with air-conditioning on). T2B5 limits NOx to 0.05 g/mile within 5 years. That's 0.031 g/km (US) vs. 0.08 g/km (Japan) on a much more stringent test cycle no less!
I don't have any confidence that the Skyactiv-D will meet US NOx emissions without "expensive aftertreatment" aside from just trivial calibration, or meet the lofty fuel economy expectations placed upon it.
But as Harvieux says, W** do I know, eh? Later!
Layman's explanation of the above:
Well, can't say one didn't see this coming... the problem may not even be the post-injections per se. We know in the VW engines that DPF regenerations typically only take place every 300 miles (500 km) or so and for fairly short periods of time (<15 minutes) at that. See picture below, agrees well with members' anecdotal data here.
The paper I have on the Skyactiv-D shows that it operates with up to 4 pilot injections very well advanced from TDC, which means it's likely that these injections are taking place before the pistons are even at the level that completely confines each pilot spray within the bowl, thereby allowing more opportunity for fuel to reach the cylinder walls and wash down into the crankcase. Also, with a very low compression ratio and very early injections, prevailing combustion chamber temperatures are relatively low, which are ideal conditions for some fuel to remain unburned.
However much fuel is diluting the engine oil to the extent of noticeably raising the crankcase level in the reported cases within 2000 km cannot be explained from ~4 DPF regen events necessitating post-injection at less than 15 minutes each within that mileage interval . The amount of fuel ending up in the crankcase within so relatively few km suggests it's not (just) happening during DPF-regenerating post-injection, but rather pretty much all the time with the very early pilots.
It's sad when you have to talk someone into letting you disable the DRLs before an emissions test.
As they taught us in college 30+ years ago, "YOU GOT TO DO WHAT YOU HAVE TO DO."It's sad when you have to talk someone into letting you disable the DRLs before an emissions test.