engines of the future:------ potential
02-20-2006, 03:46 PM
#1
1.5 BAR
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Join Date: Aug 2003
Posts: 859
engines of the future:------ potential
Weve been discussing Gasoline Direct Injection engines in class and all the things they are capable of.
DI-gasoline engines are powerful: increase of torque and power
Even when we are trying to be reasonable: cars are a very emotional product, and the driving fun plays a major role – not only in our choice at the time of purchase. Diesel engines have always been highly economical, still, the breakthrough in the market place was only reached with the combination of direct injection and turbo charging – which resulted in a dramatic increase of torque and driving enjoyment.
It can be safely assumed that for the spark ignition (SI) engine, the combination of direct injection and turbo charging will also prove to establish a mega trend, since this does away with the inherent conflict between driving dynamics and fuel consumption. The engines convince with their high torque at low speeds, coupled with agility, thus delivering driving fun based on torque and speed.
The higher torque in modern DI gasoline engines is the result of the synergistic effect of direct injection, charging and variable valve timing. In combination, this allows for great flexibility in the engine tuning. As a result, there is a superior cylinder charge with reduced tendency to knock.
In the future, charged DI gasoline engines will be able to produce specific torque values of 175 to 200 Newton meters per liter piston displacement with specific outputs of 100 Kilowatts per liter piston displacement. The new DI gasoline engines will be characteristic for their high torque at low speeds (low end torque characteristics). In comparison to charged port fuel injection engines, torque increases at lower speeds of up to 50 percent are possible
And electronicly controlled camless valves
Welcome to the next step in engine technology. Camless engines use solenoid valves instead of the conventional camshaft, cams, gears, rocker arms combination. Solenoid valves are driven electronically allowing completely freedom of valve control. A computer controls the opening and closing of the valves instead of cam lobes actuating rocker arms. The abscence of all that mechanical bulk allows for a lighter and more compact valvetrain package. It also means you don’t need a timing belt anymore.
Camless engines have been around for the past 5 years in testing phases and used in competitions but I do not know of any that have been put into production cars yet.
It’s the next logical step from the current variable valve timing and cam profile phasing technologies that try to go around the limitation of a camshaft’s fixed timing properties. With the flexibility of the valve being electronically controlled, you can have maximum torque at all engine revs and the best fuel mileage possible. A racing cam is shaped to optimize engine output at high speeds without regard for the way it roughens up an idle. With camless valvetrains, we don’t have to live with that.
The idea of the two concepts put together is pretty ------ cool. With a camless engine you can have whatever am profile youd like on a GDI forced induction motor. Pretty badass, couldnt find any electronily controlledcamless motor pics.
http://www.fourtitude.com/news/publi...ter_1455.shtml
http://www.theautochannel.com/news/2...25/143868.html
http://www.globaldenso.com/TECHNOLOG...ersion/05.html
DI-gasoline engines are powerful: increase of torque and power
Even when we are trying to be reasonable: cars are a very emotional product, and the driving fun plays a major role – not only in our choice at the time of purchase. Diesel engines have always been highly economical, still, the breakthrough in the market place was only reached with the combination of direct injection and turbo charging – which resulted in a dramatic increase of torque and driving enjoyment.
It can be safely assumed that for the spark ignition (SI) engine, the combination of direct injection and turbo charging will also prove to establish a mega trend, since this does away with the inherent conflict between driving dynamics and fuel consumption. The engines convince with their high torque at low speeds, coupled with agility, thus delivering driving fun based on torque and speed.
The higher torque in modern DI gasoline engines is the result of the synergistic effect of direct injection, charging and variable valve timing. In combination, this allows for great flexibility in the engine tuning. As a result, there is a superior cylinder charge with reduced tendency to knock.
In the future, charged DI gasoline engines will be able to produce specific torque values of 175 to 200 Newton meters per liter piston displacement with specific outputs of 100 Kilowatts per liter piston displacement. The new DI gasoline engines will be characteristic for their high torque at low speeds (low end torque characteristics). In comparison to charged port fuel injection engines, torque increases at lower speeds of up to 50 percent are possible
And electronicly controlled camless valves
Welcome to the next step in engine technology. Camless engines use solenoid valves instead of the conventional camshaft, cams, gears, rocker arms combination. Solenoid valves are driven electronically allowing completely freedom of valve control. A computer controls the opening and closing of the valves instead of cam lobes actuating rocker arms. The abscence of all that mechanical bulk allows for a lighter and more compact valvetrain package. It also means you don’t need a timing belt anymore.
Camless engines have been around for the past 5 years in testing phases and used in competitions but I do not know of any that have been put into production cars yet.
It’s the next logical step from the current variable valve timing and cam profile phasing technologies that try to go around the limitation of a camshaft’s fixed timing properties. With the flexibility of the valve being electronically controlled, you can have maximum torque at all engine revs and the best fuel mileage possible. A racing cam is shaped to optimize engine output at high speeds without regard for the way it roughens up an idle. With camless valvetrains, we don’t have to live with that.
The idea of the two concepts put together is pretty ------ cool. With a camless engine you can have whatever am profile youd like on a GDI forced induction motor. Pretty badass, couldnt find any electronily controlledcamless motor pics.
http://www.fourtitude.com/news/publi...ter_1455.shtml
http://www.theautochannel.com/news/2...25/143868.html
http://www.globaldenso.com/TECHNOLOG...ersion/05.html
02-20-2006, 04:02 PM
#3
1.5 BAR
Thread Starter
Join Date: Aug 2003
Posts: 859
Re: engines of the future:------ potential
from what ive heard saab has a prototype gdi motor in the works and it may come out in 2010. but thats just what ive heard from my instructor. I cant remember but someone, i think GM or one of there bitchs has a camless motor in the works. Another cool thing about the camless engine is when you shut your motor off sometimes a slight amount of gas may be sprayed and not combusted, the fumes of which seep around in motor and cause a nasty varnish on your valves and such. Valvless motor when shut off would more then likely pull the valves up and eliminate this problem. Imagine pulling up next to someone, have a graph of there motors torque curve and adjust yours accordingly. Hopefully they wont stop using gas before these come out.
02-20-2006, 04:11 PM
#4
0.0 BAR
Join Date: Dec 2005
Location: Casper Wyo.
Posts: 0
Re: engines of the future:------ potential
actually mazda has a mazda 6 with turbo and direction fuel injection
already out and soon Visionary auto will be inporting 2.4lturbo w/ direct fuel injection form china for @ 19,000 usd
check out motorweek
already out and soon Visionary auto will be inporting 2.4lturbo w/ direct fuel injection form china for @ 19,000 usd
check out motorweek
02-20-2006, 04:35 PM
#6
3.0 BAR
Join Date: Feb 2003
Posts: 9,089
Re: engines of the future:------ potential
and Mazda's new CX-8 is a DiSi engine (Direct Injection Spark Ignition).
this is basically a diesel technology. Injecting the gasoline AFTER the compression stroke dramatically reduced knock/pre-ignition because up until the point of injection there is no fuel to complete the "triangle of fire" (heat, fuel, air).
this is basically a diesel technology. Injecting the gasoline AFTER the compression stroke dramatically reduced knock/pre-ignition because up until the point of injection there is no fuel to complete the "triangle of fire" (heat, fuel, air).
