Pickup Trucks 101: Gas Vs. Diesel

Two Pickup Trucks Nose To Nose

By Matthew Barnes

If you are in the market for a new pickup truck, you may be wondering if you should get a gas engine or a diesel engine since there are significant differences between the two. Those differences vary for mid-size, light-duty full-size and heavy-duty full-size pickups.

Related: Considering a Diesel Pickup? Here Are Costs to Ponder

Which is best for you? Let's look at the differences of the two engine types, focusing not only on the engines themselves, but also on the components that are different between them.


Advantage: Diesel

As with all things automotive, there is no perfect answer here. Diesels are known to last hundreds of thousands of miles. Some people even joke that they aren't even fully broken in until you hit 100,000 miles. Pre-2005 diesel trucks had very few emissions requirements and therefore didn't have the same emissions systems that new diesel engines have. Generally speaking, diesel engines are built with stronger engine blocks and internals to handle the significantly higher compression ratios when compared to gas engines. Because of this, they tend to handle being worked harder for longer periods of time than gas engines.

If the engine only occasionally has a heavy load placed on it, gas engines can last just as long. Last year, Toyota traded trucks with a man who had put 1 million miles on his Tundra with the 4.7-liter V-8 gas engine. With newer diesels, the engines may be just as durable as the diesels of old. However, due to stricter emissions restrictions, there are a variety of other pricey components that will affect the longevity of the truck. Also, if you want a manual transmission in a full-size truck, your only option is the Ram with the Cummins diesel on the 2500 and 3500 trucks. For those planning to keep their trucks for a long time, manual transmissions are generally less expensive to operate.


Advantage: Gas

Generally, the maintenance on a diesel will cost more than on a gas engine. Diesels hold more oil, making it more expensive to change. Between the fuel and exhaust systems, there are a lot of filters and components that will need changing that you won't find on a gas engine. New diesel engines also require diesel exhaust fluid, which needs to be added to meet emissions requirements.

Diesels run at lower rpm, which reduces wear on many engine components. Where the diesel can make up for the higher cost of operation is when it is run hard for long periods of time. Under those conditions, gas engines are likely to have more costly internal failures than diesel engines.

Ford EcoBoost Logo

Fuel Mileage

Advantage: Diesel

Fifteen years ago, it was common to see 25-plus mpg from a heavy-duty diesel engine. Now, most real-world drivers see less than 20 mpg. On the other hand, light-duty and mid-size diesel trucks today can see EPA ratings up to 30 mpg. If the truck is used to haul lighter loads for long distances, then a half-ton or mid-size diesel might be the best choice — again, diesel engines perform best when heavily loaded. A heavily loaded diesel will generally return higher mpg than an equally loaded gas engine.

In short, if a heavy-duty pickup is needed day in and day out, a diesel engine will likely save money in fuel. If the truck will only be hauling a small load or be driven empty, a mid-size pickup with a diesel will cost less in fuel to drive than a comparable truck with a gas engine.

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One other thing to consider is the availability of fuel for gas or diesel: For populated areas, this isn't an issue, but in some areas it may be harder to find diesel fuel than gasoline.

Cost of Ownership

Advantage: Use- and Class-Dependent

Once again, this depends on how the pickup truck is being used. If it's hauling heavy loads daily and is going to be used for more than 200,000 miles before being replaced, a diesel is likely going to be less expensive in the long run. If the main use for the truck is to pull a camping trailer that's well below the maximum towing capacity of the truck — or to look cool while getting groceries — then a gas engine will likely be less expensive overall. Upfront costs for a heavy-duty diesel can be more than $10,000 greater than an equivalent gas engine. This cost goes toward the engine itself, the stronger transmission and drivetrain, and additional emissions components.

Chevrolet Duramax and Allison Logos

For mid-size and light-duty pickup trucks, a diesel engine offers significant fuel mileage improvements, and the diesel option is only around $3,000-$5,000 more than the gas.

If the truck is accumulating a lot of miles each year, better fuel mileage can make up for the additional cost of the diesel engine within a few years. Typically, that includes paying a little more money for diesel fuel over gasoline.

The final thing to consider, which often gets overlooked, is the resale price of the truck. Pickups with diesel engines historically retain a higher value than comparable gas powered trucks.


Advantage: Diesel for Towing, Gas for Hauling

For towing, a diesel engine is almost always the better option. Diesels have a lot of torque at low rpm, which is what you want when towing. They get better fuel mileage when heavily loaded and last longer. Another nice aspect about most diesel engines is the integrated exhaust brake. This greatly helps in controlling the truck and trailer when descending steep hills or when driving in traffic. The exhaust brake slows the truck by using back pressure from the turbo to slow the engine down. Having this additional method of braking reduces the wear and tear on the brake system, and it reduces the likelihood of the brakes overheating.

Ram 2500 Towing Downhill

Trucks with gas engines are often rated with a higher payload capacity than the equivalent truck with a diesel because diesel engines and their associated systems weigh significantly more than their gas counterparts. The power of a diesel and the exhaust brake will still be helpful when hauling a heavy payload, but if the truck is being pushed to its limits, then the lighter weight of the gas engine will allow for a higher payload.


Advantage: Class-Dependent

The obvious choice for power in the heavy-duty market is the diesel. Gas engines today just don't compare to diesels when it comes to torque. Ford, GM and Ram all push more than 900 pounds-feet of torque in their one-ton pickups; gas equivalents don't even top 500 pounds-feet. A diesel is suited for a hard day's work and will be able to perform where a gas engine simply can't.

For light-duty and medium-duty pickups, the torque advantage achieved from the diesel doesn't overcome the horsepower of the equivalent gas engines. For example, the 2017 Chevrolet Colorado with the baby Duramax only has 181 horsepower but a respectable 369 pounds-feet of torque; the 3.6-liter V-6 gas engine has 308 hp and 275 pounds-feet of torque. The extra horsepower from the faster-revving and higher-revving gas engines make them quicker for spirited driving. The diesels in these classes are designed for maximum efficiency while still being able to get most jobs done. In the heavy-duty class, the engines are designed for maximum power while still being reliable.


Advantage: Gas (for Americans)

Many people may be upset at the opinion that gas is the better engine for off-roading, but there are compelling reasons for it. The heavier weight of the diesel at the front of the truck can be detrimental to off-road driving if the vehicle gets stuck in mud or sand. Gas engines also rev faster and redline higher. This gives them a wider operating rpm range in each gear, good for desert running and clearing mud from the tires.

Automatic transmissions are so good these days, the higher rpm range of a gas engine isn't as much of a benefit over a diesel as it once was. Diesels — especially when equipped with manuals — offer more low-speed control for rock crawling. The slow-revving low-end torque is great for getting the vehicle to move up steep inclines without spinning the tires. Also, with the extra torque from a diesel, the truck will have an easier time turning oversized tires. The kings of factory off-road trucks include the Ford F-150 Raptor with the 3.5-liter EcoBoost:

2017 Ford F-150 Raptor 3.5-Liter EcoBoost Engine

And the Ram 2500 Power Wagon with the 6.4-liter Hemi:

2017 Ram 2500 Power Wagon 6.4-Liter Hemi Engine

Both are available with gas engines only. The new off-roader being built by Chevy, the Colorado ZR2, can be equipped with either a gas or diesel engine. For overlanding rather than strict off-roading, diesels are the engine of preference for improved fuel economy and longevity. In other parts of the world, diesel engines are used extensively as they are often more reliable and can handle lower-quality fuel. Organizations like the Red Cross, the Peace Corps and the U.N. use diesel-equipped Jeeps, Land Rovers and Land Cruisers because of their reliability in rough, dusty, dirty conditions.


Advantage: Use-Dependent

There is no obvious winner between a gas and diesel engine. Each one performs better in certain areas; it all comes down to how the truck is going to be used and what the owner prefers.

Cars.com photos by Matthew Barnes


2017 Ford F-350 Diesel Exhaust Fluid Filler Door



Petrol/ Gas engines have ceased to exist for Pickups outside NA.
New Mercedes XClass has only gas engines for Egypt and Morroco

It all depends on what you are doing and the money. The era of diesel vanity (owning a diesel just cause its cool) is long over for all but the richest and dumbest of us. Pricing, the drop in diesel mileage and reliability (due mostly to emissions systems) and wisdom has removed many of us from diesel vanity. I know ill never have one and while I wish it weren't so, being honest with myself its not a bad thing.

Mazda's new SkyactivX tech could totally flip the gas world on it's head. Better power and 30% jump in fuel economy?

Advantage: Diesel

I'm not sure this is true any longer. I drove a 2002 Durmax/Allision to 298K miles before I lost compression in the #7 cylinder and the engine started smoking badly from the breather at the front of the engine. That truck also went through 3 sets of injectors.

My 2011 F150 with the 5.0 now has 136K miles and has been more reliable up to this point. I think it can hit 300K.

Also, from a pure standpoint of convenience and easy driving the gas engine rules.

Diesels don't like the cold, and they don't like short trip driving. If your truck works all day from daylight till dark, the diesel mitigates the concerns about drive-ability.

Unless you need a truck that can run at or near the peak of capacity on a regular basis the gas engine is much more user friendly and offers a lower cost alternative.

The diesel option for a full size pick-up truck (3/4 ton and up) is more fuel efficient only when the truck is constantly used to pull or carry heavy loads.

Petrol/ Gas engines have ceased to exist for Pickups outside NA.
New Mercedes XClass has only gas engines for Egypt and Morroco

Posted by: Robert Ryan | Aug 17, 2017 7:40:22 AM

At work we recently received diesel Rangers to replace the gasoline Hiluxes.

Like I've been trying to let papajim realise pickup design and engineering is moving more towards FE gains.

Ram has created a semi niche with the realisation that many pickup operators just want a diesel.

Diesel is the future.

I think I stated that Nissan will give us a glimpse of the new Frontier/Navara at Chicago with the 2.8 Cummins.

I still want to see the new Navara and Titan. Nissan has to do something a little more than this to maintain interest or potential pickup owners will just say, 'I'll look elsewhere'.

I think when the next Navara and Hilux come out they will supersede the Ranger, BT50, Amarok, Colorado, Dmax, etc.

I told you guys a while ago about these diesels heading your way.

papa, you never owned a diesel? Or maybe one that was 50 years old? My diesel does fine and I live in Northern US near Canadian border. Never had any issues starting my truck even when I forget to plug it in. Pluggin in mainly helps me get heat quicker, but the truck starts the same every time. Also my truck maintenance so far has been running about the same as my last ram 1500 with he hemi, price wise.

This crap with when the truck is constantly used, as GMS put it, its just not so. When used a daily, my Powerstorke gets 18 MPG, my Hemi I had got 16......DIesel all the way for me, owned both, wont go back to gas, then again I tow alot both a boat and camper.

From some of the comments above I sense the fear again.

Don't be scared of diesels, they are actually used right now on most every highway in the US.

It appears diesels are indeed heading your way for pickups and light commercials. The 2.8 Cummins is a good start for a US manufacturer to learn how to make and develop a global competitive diesel.

Maybe one day the US can export light diesel tech and engines around the world.


If you live in a flat area like the midwest and you're not towing at 75%+ of limit of your 3/4-1 ton truck a gas engine will be more than adequate.

Fleets are moving to gas for a good reason, the jump to diesel needs to be based on real calculations not just "I want".


Not interested in owning one, so pardon my ignorance, but a couple observations:

Diesel fuel costs slightly more? Here its 20 to 30 cents a gallon more than gasoline. The opposite used to be true. Is it more costly to refine than it used to be?

I seems criminal to sell a diesel truck without a manual transmission option. Ram has the monopoly on that? That is surprising to me.

BTW, don't go into Mexico without enough US diesel to get back.

papajim and others,
It's good to be all Stars and Stripes, like most of us.

There is one exception. Your comments make you look like fools.

Tesla pickup is very possible but a Chinese pickup is more possible. Why? Because China is much larger and more powerful than the US.

But, luckily most of us Stars and Strips types are not like you, insecure individuals.

I suppose you are weak and must put others down to hide your lack of confidence in yourself and others', particularly our great nation the USA by bashing China.

Please don't make all of us look stupid like papajim.

I do think diesel will eventually become the fuel of choice for light commercial vehicles in the US for pickups that work.

We have seen the pickup become a car/CUV of late. This will also allow for a niche EV pickup market. These pickups will need to be small.

Who will pickup the bill to make EV pickups cheap enough to buy?

You are correct about the urban pickup driver, who make up by far the largest majority.

The problem I foresee is who will cover the cost of subsidizing the purchase of these vehicles.

The EV will not drop in price for some time. The reason is resources are required to make EV vehicles competitive with fossil fuel vehicles. This research in batteries will cost a lot and someone will have to pay the price.

In the medium term I see diesel or better still compression ignition as the answer.

Synopsis of this article:

Gas VS Diesel

Results - Dependent on class and use..

Great, I learned something I didn't know before!

The new diesel trucks do not have the reliability of old diesels, many of these new trucks start having DPF and emission issues before 100k on the odo. And the MPG savings in the HD segment isn't a large as it once was, with these diesels choked down with emissions, a normal user would never save enough to pay for the upfront charge of the diesel.
The light duty diesels get good mileage because they have zero power, they can barely get out of their own way.

Looks like the Nut Job from Oz (and his multiple alter egos and identities) is back from rehab and he's already off the medication again.

Matthew Barnes - - -

You have written (and researched) a very nice and well-balanced article. Thank you.

After years (since 1974) of having gasoline-powered trucks, I got my first diesel: a 2017 Ram 2500 Cummins.
I love it. Its fuel milage is exceptional. Never short on torque. Hauls and tows like there ls no tomorrow. Can move a house!

BUT: Your (and everyone else above who made) comments: is it cost effective? Or even performance effective more most use? Probably not.

However, you forgot some factors: I happen to like servicing and driving my diesel, even with its added maintenance cost. I love the sound of its muscular "clatter". I love the surge of unbelievable torque coupled with a manual transmission. I love the incredible fuel milage (22 MPG, for a 7200-lb.-vehicle). I love its principle of operation. Rudolph Diesel was a genius!

So there are some subjective personal factors that argue in its favor, at least for me. After all, does one buy a BMW Z4 sports car because its "cost effective"? No? Well, same thing here....


Pluggin in mainly helps me get heat quicker, but the truck starts the same every time. Posted by: Nitro | Aug 17, 2017


So if I understand you correctly you heat your diesel engine overnight in the non-summer months up north to avoid the inconvenience of owning a diesel.

Doesn't your truck "start ok" every time without the block heater? Didn't you just make my friggin point?

By any chance, have you ever been to Australia?

The Mazda HCCI homogeneous charge compression ignition (Skyactive X) could be a game changer?

General Aviation diesel piston has been working in the diesel area for quite some time. Currently US is predominately a 100LL fuel. That is 100 Octane with Low Lead=100LL. Yes it has lead to keep the cylinders better lubricated and cooler. Although, supposedly more toxic than previously thought. And most of the rest of world can't get this 100LL so the future in aviation seems to be a jet fuel of sorts, which is a kind of Kerosene which is a similar blend to diesel. I'll just leave it at that. China's rise in general aviation, having purchased some nearly bankrupt US general aviation company's, is another reason for the push toward diesel development. The aviation piston diesel engine is heavier (which reduces payload in a plane), but because it is so much more efficient than the 100LL, the plane doesn't have to carry as much fuel to achieve the same flight distance. The kerosene is ~5lbs per gallon so 50 gallon smaller tanks is ~250lbs. The Kerosene is also $0.50 - $1.00 less than todays $5 per gallon 100LL. Jets and turboprops use the same fuel as these piston diesels. It's an interesting future between, HCCI, diesel, Electric.

If the main use for the truck is to look cool while getting groceries — then a gas engine will likely be less expensive overall.

Matthew Barnes,
Wow. Let the cars.com anti-pickup truck bias flow through you.

@papajim, now your are sounding like Big al, no I dont do that to avoid the inconvenience of owning a diesel, as there is no inconvenience. If pluggin a truck in is inconvenient, you should see all the inconveniences of owning a gas engine compared to a diesel, again if you are using your truck(i'd imagine all your talk on the great and powerful GM small car/trucks, probly not using a truck at all), I take you more of a aveo type driver...

The "Maintenance" section left out a number of negatives for gasoline engines. You have spark plugs, wires, and distributors to maintain/replace on gasoline engines - diesels never need "tune-ups". Gas engines have fuel filters too. The current HD diesels require more motor oil, but offer changes as high as 15,000 miles, which helps offset the amount of oil.

As for "Power", those high horsepower numbers are usually achieved at 5500+ rpm, and those engines sound like screaming cats at that speed. A diesel is engineered to run at operating speeds all day (what they do as generators) so you can stat at redline as long as you want, but a gasoline engine will die quickly if you try to run extended periods of time at the hp peak, let alone redline. In the Colorado example noted, a driver will *always* get to use the extra torque of the diesel, but will rarely get to use the horsepower of the gasser without constantly flooring the go-pedal and preventing upshifts.

We have only 2 diesels in our fleet, F-450 and a 2500 HD.

The gas trucks can tow and handle so much now that they easily meet our needs.
We've also had three of the Chevy trucks now go over 300,000 miles. We have kept them serviced and replaced the trans once each.
I f it were not for the long haul stuff I'd be total gas.

you have spark plugs, wires, and distributors to maintain/replace on gasoline engines


My 2009 pickup is still running the original set of plugs. Ditto wires.


Please share a list of all the commercially produced gas powered automobile engines built during the last 30 years that had distributors.

It will be a VERY short list.

Also fuel filters? They are lifetime and not serviceable on my gas powered truck since 2009.

papa, Diesel vehicles are more expensive here in AUD, but when converted into USD they are quite good value considering they are mostly diesel. You also must look at the difference in wages between Australia and the US. Our minimum wage is $18ph, that is for burger flippers and our average wage is around $80kAUD.

HD Diesels trucks are powerful and more capably to handle heavy loads. The extra cost to purchase and maintain that diesel engine is only recouped (if ever) over a long period of time and only when the vehicle is operated primarily in a loaded condition. In many areas through out the country, diesel is more expensive than gasoline and therefore cancels out any potential fuel savings.

Diesel engines usually outlasts gas because it's a low RPM engine. Less rotations less wear. Gas also performs better in cold climate. Diesel fuel seperates in cold weather making it hard to start.

@gms, again, spoken like a guy who knows nothing.....Depending on where you live diesel is not much more than gas, plus if you are getting 2mpg better in the diesel, its already good even if more expensive, when toeing I get about 4-5 better than I ever did with gas, so diesel would have to cost about 2 bucks more a gallon to offset that

"Short list of gas engines with distributors during last 30 years."
I'm not sure how to comprehend this comment. I haven't had very many trucks in that time, but all my vehicles had and still have distributors. And every one of them at one time or another went down a cylinder at one time or another because of a faulty plug or plug wire.

In a general aviation aircraft there are two magnetos (ie distributors) and two plugs per cylinder, and before takeoff, during the run up stage, I have to check each one individually, via an instrument panel switch, with power at 50% and brakes fully applied, to ensure only a 100rpm drop in tach reading. With diesel, that would be entirely eliminated. And when I was in pilot training, I had to wait six hours for a flight school mechanic to come change a plug because upon my return to the school, during the runup again at the destination airport, I had >100rpm drop (and a drastic hesitation) during the 50% power stage. I welcome a future with compression ignition. That is how jet engines and turboprops function, ie through turbines that compress to the point of combustion.

By any chance, have you ever been to Australia?

Posted by: papajim | Aug 17, 2017 11:17:29 AM

papa, Stop the hate on AU and educate your self on diesel.

@Angelo P

You keep bringing aircraft engines into a discussion of car/truck propulsion. Have you ever been to Australia?

Practically every American gas auto engine in at least 30 years has a device that replaced electro-mechanical distributors with a crank-trigger arrangement that relies on a magnet (or maybe some have a laser?) to signal the computer.

Each cylinder has its own small coil and a very short plug wire. Plugs today rarely fail unless fouled by oils or rich fuel mixtures.

So, please provide us a list of modern engines that still rely on an electro mechanical distributor. Don't worry it will be a short list.

I do think diesel will eventually become the fuel of choice for light commercial vehicles in the US for pickups that work.

In the medium term I see diesel or better still compression ignition as the answer.

Posted by: Big Al | Aug 17, 2017 10:27:57 AM

To the first point,

Light commercial vehicles? Like 3/4 and 1 ton trucks for commercial use? That ratio won't change. Gassers for short haulers and diesel for long haul, high capacity. Anything that does a lot of start/stop will remain gasser.

Explain to me how you think diesel is going gain traction at this point when countries and cities are already banning it. it will be phased out due to regulations not because it doesn't have advantages.

The second point,

Someone has to figure out compression ignition first. Mazda might as well call it hybrid compression ignition as it only gets used in partial rpm range. Then maybe, but if most countries are climbing on a ICE ban by 2040, you'll be forced into electric and hybrids for trucks and most R&D for ICE will disappear.

Nope never been to AU. But hope to fly myself there some day with my bicycle as part of my luggage, if airplane engines get a little further advanced to handle the range. :-)

Sorry about my digressing to aircraft engines. Yes slightly off topic, but just thought some on this site might appreciate some other perspective on the diesel topic from another industry. Just trying to enrich the conversation overall.

If you are talking about pointless distributors, then I agree at least 30 years. I have a '89 E30 M3. It has an electronic distributor, ie, no points or condensor, and that was one of the most advanced production engines of it's day. Also a '91 Prelude, which was also pretty advanced for its' day with technology that made its' way to the NSX. It too has a pointless electronic distributor, but it neither has individual individual cylinder coils. Both these engines are 4valve double overhead cam hemi head designs. Quite potent for their 4cylinder displacement. I've rebuilt the head of the E30 with my race engine buddy's guidance and his machine tools but almost all my labor. The E30 has a rare limited production two piece head.

I am visually familiar with the small individual coil arrangement you mention, but that specifically hasn't become common until much more recently. More like 10years, but not 30 would be my educated estimate.

@gms, again, spoken like a guy who knows nothing.....Depending on where you live diesel is not much more than gas, plus if you are getting 2mpg better in the diesel, its already good even if more expensive, when toeing I get about 4-5 better than I ever did with gas, so diesel would have to cost about 2 bucks more a gallon to offset that

Posted by: Nitro | Aug 17, 2017 12:45:20 PM

Isn't that basically what I said. Apparently, you're a guy who knows nothing also. By the way, remember your arguments about the GM 6.2 having to use higher priced premium fuel to obtain better FE than the eco boost. You do realize your a hypocrite, right?

@Angelo P. for all of your brilliance you are not too familiar with something basic like ignition systems and computers in modern cars.

Gas. Since I don't tow or haul heavy loads, I simply don't need the torque of a diesel and despite the better fuel economy, the cost differential in fuel over the same distance is marginal.

That said, if you actually work the truck the way it's designed, then the diesel should have the advantage given the higher up-front price and more expensive repairs.

Diesels are not for me but I understand why many prefer and need them. As for papa jim he gets his thrills out of arguing with others. Papa is very bored in retirement and arguing with others is one of the few things he has to look forward to along with the weekly bingo game. As Toycrusher has mentioned the new SkyactivX engine from Mazda could be a game changer offering the advantages of a diesel with no spark and better mpgs. Now let papa get his sleep and make sure he has Ensure with each meal.

Everyone has their specialties. Ignition systems in cars is not one of mine, but I get by, and I keep learning. New car ignition systems is not something I've looked at. I've had my computer in my E30 M3 opened up and diagnosed to the exact subsystem where the fault was occurring, with respect to the secondary side of the coil not delivery the spark. All because of my expertise in electronics, one of which is power electronics. I didn't end up fixing it because I didn't have the schematics and any more patience to have the car non-functioning any longer. Also, because 28yr old integrated circuits are not easy to find. So I purchased a refurbished one for $500 which has a lifetime warranty. I've also fixed the radio in that car that repair shops didn't want to deal with because they didn't have the confidence to warranty it. It required converting the circuit board from 20 through hole capacitors to surface mount. Repairs needing to be done under a microscope. Things not very many people have the confidence or breath of skills to tackle. So with respect to you tone, I don't appreciate it, but I'll just leave it at that because maybe you are really not trying to be condescending, or are just having a bad day.

@Jeff S
The details of the Skyactive X article said something about spark plugs still being used for some situations. I didn't quite understand it. Really the article didn't have a lot of details. However, I'm guessing that it was for maybe the warmup period to keep emissions down. That's my guess, but the article did say spark plugs are in it for something.

@Angelo Pietronforte--Good for you in tackling something that most of us would not even think of doing. As for papa jim he will never be satisfied with just a regular conversation, everything is a debate and whatever you say is wrong. So sad....

@Angelo Pietronforte--Thank you for the clarification I must have missed that. Does it have one plug like a glo plug or is it a plug for each cylinder? The article that I read did not really make it clear it just said Mazda going sparkless . http://www.thetruthaboutcars.com/2017/08/mazda-going-sparkless-skyactiv-x-engines-starting-2019/

@Jeff S
The article said spark plugs because when the article said spark plugs I couldn't understand how they could be calling it compression ignition and still have plugs. I don't remember which one of the dozen or so articles in the internet brought it out, but I'm interested to understand more. Will probably just have to wait a little longer for Mazda to give us details. Definitely not glo plug because I know those are for starting only.

Blogging is a neat modern form of socializing. But we all come in different shapes, sizes, and psychy so tolerance is needed. But yah this site is like a sine wave: some days the conversation is real good, but other days it can be awful. The beginning of the month sales numbers always brings out the worst. :-)

@Angelo Pietronforte--Yes the end of the month sales figures do bring out the worst in the comment section. Why not be grateful that all the manufacturers are doing well because it benefits us all. I am interested in reading more about the Skyactive X and would like to see some diagrams and pictures. We will see some revolutionary changes in vehicles over the next couple of decades. I don't see the changes as negative as some do but I see them as bettering all of our lives. Safer and more efficient vehicles are a good thing.

Diesel is the future.
Posted by: Big Will | Aug 17

Not for long,
,ELECTRIC trucks are the future,,the efficiency and reliability of EV motor cant be beat by any Internal combustion engine..

Look up Workhorse and Viamotors,
,next month Tesla wil bring out EV semi..and the diesel is DEAD

Tesla pickup is very possible but a Chinese pickup is more possible. Why? Because China is much larger and more powerful than the US.
Posted by: Big Al | Aug 17, 2017 10:27:5
Chinese are incompetent and sly fks



Theres absolutely NOTHING Id ever consider buying thats made in China,,
Especialy not cars
Even chinese like shoping for everything in Japan and elsewhere

When email came out they said voicemail would die. They coexist.
Diesel, EV, gas will coexist for some time.
I haven't seen a single Tesla 3 yet and I'm a mile from the plant. EV semi: very interesting, but Tesla better served if they focus on the production hell they are in. Throw them EV semi designers into the factory and hand them a ratchet. :-) 4 months ago, I heard from a seasoned Detroit consultant that Tesla was behind schedule. Since then I've come to learn that that consultant is being offered a full time position, and I've noticed after work he likes the bottle.

Yah, the consultant speculated the stock would tank too. It went higher than ever. Who knows what to believe. Just gotta live it.

@Jeff S
The details of the Skyactive X article said something about spark plugs still being used for some situations. I didn't quite understand it. Really the article didn't have a lot of details. However, I'm guessing that it was for maybe the warmup period to keep emissions down. That's my guess, but the article did say spark plugs are in it for something.

Posted by: Angelo Pietroforte | Aug 17, 2017 4:51:40 PM

The details of Mazdas compression ignition that have been brought up already revolve around the intricacies of timing advance. From what Ive seen, The spark plugs are indeed used at high rpm due to problems with preignition at high rpm. I may not be right on all the details but it seems this motor will behave like a tradition gas engine above a certain rpm. In my opinion, its a stop gap that may provide some better efficiency but not throughout its powerband.

GM had this up and running to a similar level back in the mid 2000's and now its mum on the project.

I definitely wouldnt be the first in line for this product.

SkyactiveX: Preignition at high rpm. Interesting.
I may of mentioned it but Tesla is building some kind ~8 story building in the land just behind it which is supposed to be some kind of automated parts retrieval system. Lot's of construction going on around here. Hard to believe there was a remote control airplane park in the dirt field behind Tesla only 5-7 years or so ago. Now BART, apartments, Tesla, and whatever else progress displaces will probably suck up the last bit of dirt around here. Stop lights and traffic are more than they used to be. Trees: well can't say they'll really get priority to stay.

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