Thảo Luận 2006/7 MazdaSpeed 6 (Mazda 6 MPS)

[Cuong_vo]

Trước đây thì Mazda chỉ đưa ra mẫu thể thao cho Mazda 6 với tên gọi MazdaSpeed hay MPS. Nhưng giờ thì hãng đưa ra thêm Mazda 3 MPS (tham khảo thêm bài của bác @ptson đăng ở đây: http://www.otosaigon.com/Forum/fb.aspx?m=213429&key=) Khác với đứa em của mình là MazdaSpeed 3 có FWD thì MazdaSpeed 6 là AWD. Đối thủ của em này là Nissan Altima 3.5 SE, Acura TL, Subaru Legacy 2.5 GT.

Người bình thường sẽ khó phân biệt được MazdaSpeed 6 và Mazda 6 nếu nhìn hình thức bên ngoài.

2.3L turbocharged engine, standard all-wheel-drive, sports suspension and a six-speed manual. Sold as Mazda 6 MPS in Europe.

Base price : $30,000 (estimated)

Engine : 4 cylinder, turbocharged DOHC, front engine AWD
Displacement : 2,300 cc
Valve : 16 valves, 4 valves per cylinder
Transmission : 6-spd manual
Fuel economy: city - 18 mpg(estimated) highway - 26 mpg(estimated)

Suspension : F - Independent double wishbone
R - Independent multilink
Brakes : F - Vented discs
R - Vented discs

Horsepower : 274 hp @ 5500 rpm
Torque : 280 lb-ft @ 3000rpm
Redline : unknown

Top speed : 150 mph
0-60 mph : 6.2 sec.
0-¼ mile : 14.7 sec @ 96.5 mph(estimated)
60-0 braking distance : 121 ft(estimated)
200 ft skidpad : 0.90 g(estimated)

Curb Weight : 3500 lbs(estimated)
Overall length : 186.6 in.
Wheelbase : 105.3 in.
Overall Width : 70.0 in.
Height : 56.9 in.

 

[thdwin]

RE: 2006/7 MazdaSpeed 6 (Mazda 6 MPS)

hix hix..MazdaSpeed bán bên S'pore rồi..còn Việt Nam chắc không bao giờ .. hix hix

 

[PMC]

RE: 2006/7 MazdaSpeed 6 (Mazda 6 MPS)

Nếu nhìn vô nắp ca-pô thì dễ phân biệt nhất, em MPS có thêm 2 đường gân nổi ở giữa, trông rất cứng cáp:

Mazda6 thường

Mazda6 MPS

Ngoài ra còn những điểm nho nhỏ khác như ống pô xe, nẹp cửa, mâm to, ...


@thdwin: Ra ADV đặt cái chữ MPS về dán vô Dũng ơi, he he... khóc lóc chi, he he...

 

[sonata]

RE: 2006/7 MazdaSpeed 6 (Mazda 6 MPS)

M6 thiết kế lại hả bác
trông em này ngon ghê
về việt nam thi nhiêu k vậy bác

 

[quang_bmw]

RE: 2006/7 MazdaSpeed 6 (Mazda 6 MPS)

về VN thì 80k thui
---------------------
Bác chú ý nhớ dùng tiếng Việt có dấu khi post bài, nếu không là bài của bác sẽ bị xóa đấy

 

[Nelhn]

RE: 2006/7 MazdaSpeed 6 (Mazda 6 MPS)

Ẻm này khác gì Mazda6 sport 2.3 ở VN nhỉ bác Giao Thông?

 

[Cuong_vo]

RE: 2006/7 MazdaSpeed 6 (Mazda 6 MPS)

Trích đoạn: Nelhn

Ẻm này khác gì Mazda6 sport 2.3 ở VN nhỉ bác Giao Thông?

Khác nhau chứ bác, nó là phiên bản thể thao mà, còn em được gọi là sport kia chắc chỉ có thêm mấy option kiểu dạng ống nhún sport, kiểu mâm với lại 2 ống bô thôi. So sánh nôm na thì cũng giống như BMW M3 so với 3 Series ấy.

Dưới đây là so sánh 2 em với các thông số Ma6 & MPS 6 tại Úc vì VN mình chưa có MPS vả lại các xe ở Úc khá giống xe ở VN (user manual của VN dùng chung với Úc):

Ma6 2.3 (hiện tại)

Engine type 2.3 litre in-line 4 cylinder 16 valve DOHC S-VT
Engine capacity cc 2,261
Bore and stroke mm 87.5 x 94.0
Compression ratio 10.6 : 1
Maximum power kW 122 @ 6,500rpm
Maximum torque Nm 207 @ 4,000rpm

MPS 6 (hiện tại - MPS giới thiệu bên trên là loại sắp ra)

Engine type 2.3 litre Direct Injection Spark Ignition (DISI) turbocharged in-line 4 cylinder 16 valve DOHC
Engine capacity cc 2,261
Bore and stroke mm 87.5 x 94.0
Compression ratio 9.5 : 1
Maximum power kW 190 @ 5,500rpm
Maximum torque Nm 380 @ 3,000rpm

 

[Nelhn]

RE: 2006/7 MazdaSpeed 6 (Mazda 6 MPS)

Cảm ơn bác Giao Thông, Mazda6 MPS đúng là mạnh hơn nhiều!
Cho em hỏi bác thêm cái máy Direct Injection Spark Ignition (DISI) nó khác loại thường DOHC 16 valve thế nào ạ?
Bởi vì dạo này em thấy một số quảng cáo máy phun xăng trực tiếp chắc là phải tiên tiến hơn bác nhỉ.

 

[Cuong_vo]

RE: 2006/7 MazdaSpeed 6 (Mazda 6 MPS)

Em tìm thử trong phòng kỹ thuật chưa thấy có bài nào về DISI. Về sự khác nhau với DOHC thì bác phải đợi các chuyên gia, em chỉ tìm thấy trên Net các thông tin chung chung, kiểu như là:

Theo thằng Ford (má thằng Mazda) thì công nghệ DISI học từ công nghệ Direct Injection của máy dầu và áp dụng vào động cơ xăng. Công nghệ này giúp tiết kiệm được khoảng 20% nhiên liệu.

Thằng Peugeot nó cho rằng nó là nhà sản xuất đầu tiên tại Châu Âu thiết kế Direct Injection cho động cơ xăng với tên gọi HPi engine.

Còn dưới đây là 1 bài, bác chịu khó đọc bằng tiếng Anh nhé, dài quá mà toàn từ kỹ thuật, em chịu:

http://www.jwfisher.com/sec-blog/categories/ford/2005/09/24.html

Unfortunately when it comes to Ford, this technology is in very limited use. Long-term research has yielded a notable first step, one that hopefully shows the future, in the 2006 MazdaSpeed6 (direct-injected 2.3 liter 4 cylinder, variable intake cam timing, turbocharged and intercooled). This engine, with little boost and a disadvantageous intercooler design (directly on top of the engine to improve throttle response and crash survivability - but at the expense of heat soak), easily makes out-sized HP and torque: 274-horsepower, 280 lb-ft of torque. In the image to the right, the nozzle can be seen near the intake valves. Note that the spark plug is in the normal location and the rest of the cylinder head components are also in their conventional positions. This was an easy first start for Ford, and the stress on the engine is minimal. It will be interesting to see what this engine is capable of in the longer term. The following Mazda charts show the advantages of the technology:

In the V-8 engine space, Ford has had to cancel it's code name "Hurricane" engine (6.2 liter V-8, other specs unknown) project due to financial concerns (several hundred million dollars for design, development, and production) ... and probably the core belief of the Chairman that the truck engine HP race has gone far enough.

Reference: http://waw.wardsauto.com/ar/auto_hurricane_shelved/

Whatever the cause, this leaves Ford trucks without a competitive engine. And allows for the possible entry of Direct Injection.

As an alternative to the cancelled engine, Ford could apply this technology to an updated V-8 modular engine family. With variable cam timing on the intake side (technology which has already been developed for this engine) and direct injection, this would yield an engine that would offer unprecedented flexibility across a very broad RPM range. It would be an easy investment for Ford to make, and one that could be put into production with the existing production line equipment. The changes are entirely in the cylinder head and intake manifold; the rest of the engine stays the same. The only other change required is a very high pressure fuel pump and lines.

Additional Reference: http://en.wikipedia.org/wiki/Gasoline_direct_injection

DEARBORN, MICHIGAN, AUGUST 21, 2001– Direct injection technology originally developed for diesel engines has shown potential fuel economy improvements of approximately 20 percent when adapted by Ford Motor Company engineers for gasoline engines.

This technology – called DISI for direct injection spark ignition – is being tested in a 1.1-liter three-cylinder gasoline engine that achieves 70 hp.

In primarily urban driving, this translates to a 21 percent improvement in fuel economy from the engine technology alone. In mixed urban and highway driving, the engine is expected to improve gas mileage by 10 to 15 percent. Combining DISI with other new technologies that take advantage of its low-RPM efficiency should produce even greater savings.

The engine is also expected to meet or exceed European Stage IV emissions standards – that take effect in 2005.

How it Works

In a direct injection engine, the injection nozzle is located inside the combustion chamber, rather than in the induction pipe as in multi-port or throttle-body fuel injection.

With a conventional fuel injected engine, all cylinders are supplied with a mist-like mixture of air and fuel, at a constant 14.7:1 ratio. One or more injector nozzles spray fuel into the air stream being fed to the intake valves. This spray is mixed with air during the intake stroke and flushed into the cylinder, where it is ignited by the spark plug.

The throttle valve determines how much of the air-fuel mixture enters each cylinder. A closed throttle valve means little air in the engine, and thus a small amount of injected fuel, while an open throttle means a lot of air in the engine, equating to a lot of fuel.

Under traditional technology, the air-fuel mixture inside the cylinder can’t deviate very much from the optimum 14.7:1 ratio of air to fuel. In particular, air-fuel mixtures that are too lean simply won’t ignite.

DISI engine technology uses so-called stratified charging to overcome this limitation.

With DISI, the spark plug is surrounded by a relatively small, precisely shaped volume of ignitable air-fuel mixture that results when fuel is sprayed toward the spark plug just before ignition. Only the area directly around the spark plug, at the top of the cylinder, contains air-fuel mixture. Other areas inside the combustion chamber merely contain air or recirculated exhaust gas.

This stratification of the charge allows the new DISI engine to burn mixtures with a much higher rate of air than conventional lean-mix engines. With the Ford DISI engine, the fuel-air ratio can increase to 60 parts of air (instead of 14.7) for every part of fuel.

The cushion of non-combustible gas around the combustion chamber also means that less combustion heat has to be evacuated. This improves the thermal efficiency of the engine.

Fuel is injected into the cylinder. The shaped piston crown guides the air/fuel mix to the spark plug.

As the spark plug fires, igniting the mixture, surrounding areas contain only air or recirculated gases, forming an insulating cushion at the cylinder walls and cylinder head.

Another factor contributing to improved fuel economy is the ability to increase the compression ratio from about 10:1, as is normal, to approximately 11.7:1 without the need for premium fuel, because direct injection reduces the tendency of engine knock. The higher compression ratio alone increases efficiency by about two percent.

The DISI charge stratification process works best at low and medium loads in the lower half of the engine speed range, where traditional gasoline engines are least efficient.

The major fuel reduction potential of 21 percent is realized in the urban driving cycle because, under these driving conditions, the DISI engine operates in a stratified-lean mode most of the time.

Synergistic Technology

Changes in the coolant system also could help to improve fuel economy for a vehicle equipped with the DISI engine.

A typical feature of DI engine thermodynamics is the difference in thermal losses, depending on whether the engine is operated in the economy or full-load mode. In the economy mode, an insulating blanket of air and recirculated exhaust gas helps keep heat away from the cylinder walls and head. In the high-powered mode, more heat is released.

A new control system for the coolant circuit could shut off the fan motor over a longer period of time or reduce the operating speed of the water pump, during economy mode operation. Either would reduce operating drag on the engine, and improve economy.

Còn đây là 1 file PDF để bác tham khảo: http://me.engin.umich.edu/autolab/Publications/Adobe/P2003_01.PDF

Fuel Spray Simulation of High-Pressure Swirl-Injector for DISI Engines and Comparison with Laser Diagnostic Measurements

Christos A. Chryssakis, Dennis N. Assanis
University of Michigan

Jee-Kuen Lee, Keiya Nishida
University of Hiroshima

 

[shiwa]

RE: 2006/7 MazdaSpeed 6 (Mazda 6 MPS)

xe này mà về việt nam thì khối người mua
em có đọc tạp chi ôtô tháng này thì thấy giới thiệu đi 100km chỉ có 10.2l bia thôi ,với sức mạnh như thế mà uống bia như em gái thì mazda quả là tài thật