Variable Valve Timing Solenoid Wt Solenoid

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Variable Valve Timing Solenoid Wt Solenoid Feature

On an overall well-to-wheel basis, the cleanest internal combustion cars already compete with BEVs, especially in regions where electric utilities are predominately coal-fired. (About half of us live in such regions.)

Even as conventional fuel prices rise, there’s a cost advantage of internal combustion. Batteries are an expensive means of storing energy compared with conventional fuel tanks. And, of course, the more battery required, the higher the cost.

PHEVs provide a good example of this. The Toyota Prius Plug-in’s choice of battery size gives it a pure EV range of only 15 miles; call it a PHEV15. By contrast, the Chevrolet Volt’s larger battery makes it a PHEV35, albeit not without tradeoffs of weight and cost.

In particular, these data suggest we’ll be seeing more conventional hybrids than plug-ins, and more plug-ins than pure EVs.

The latest Mercedes-Benz V-6 and V-8 engine families profit from direct injection, variable valve timing, Start/Stop and are teamed with advanced transmissions.

Last, there’s the evolving technology of internal combustion. Direct injection puts the fuel exactly where it’s to be combusted; this precise metering enhances efficiency and reduces emissions. Variable valve timing reduces the inherent compromises of traditional valve actuation. Start/Stop eliminates the wasted fuel of idling. Cylinder deactivation tailors engine operation to the car’s propulsion requirements. And advanced transmissions, 7-speeds, 8-speeds and the Continuously Variable variety, fine-tune engine revs with road speed.

True, these internal combustion refinements don’t come free. However, each of them has been shown to have a favorable cost/benefit ratio.

For a while yet, there’ll be a lot more internal combustion cars being sold than these others. ds

© Dennis Simanaitis, SimanaitisSays.com, 2012

Suzuki Bandit pertama diproduksi pada tahun 1989 dan dijual pada tahun 1990, Varian Bandit adalah penganti dari series GS yang telah discontinued pada tahun 1987. Dan motor ini sangar populer di Japan, Amerika dan negara lainnya .Pertama keluar dengan type GSF250(sempat masuk resmi ke indonesia sekitar 50buah) dan GSF 400 yang menghasilkan 45 dan 59 tenaga kuda. Desain yang Simple dan Tenaga yang dashyat tak heran motor ini sangat di nikmati,  Konsumsi bensin termasuk sedang dan spare part pun lumayan banyak subtitusinya.

Bandit 400 didukung oleh mesin 4-silinder inline dan 16 klep, menjadikan motor ini galak untuk dalam kota. Ada beberapa Trik untuk anda jika ingin memiliki bandit 400. Untuk series Bandit 400vc dimulai tahun 1989-1994 dan vvt(variable valve timing) di mulai tahun 1995 jadi sebaiknya membeli Bandit 400 diatas tahun 95 dan udah vvt sehingga lebih mudah mengatur dan merawatnya.

hampir 21 tahun Varian Bandit diluncurkan hingga sekarang dengan varian model yang berbeda tentunya dan berikut video 20 Annversary bandit 400.

Image via Wikipedia

Fuel economy has once again become the governments soap box.  Fuel economy and emissions standards.  Unfortunately the two aren’t quite synonymous and both are usually descriptive of soggy four cylinders that can only be described as uninspiring.  Fortunately, technology is allowing us to clear the hurdles that stand in the way of fun cars being fuel efficient as well.  You may have noticed an uptick in cars with turbos as well as a decrease in engine sizes and lots of new acronyms that stand for fancy fuel management and timing systems.

A prime example of forward thinking in achieving stellar fuel economy is the new Ford 1.0 Liter EcoBoost.  Currently found in the European spec Ford Focus, this mighty mite won’t be sold here in the States until 2014.  Still, it’ll be worth the wait.  Looking at the numbers the little 1.0 Liter engine is an anomaly.  It weighs roughly 215 pounds (that’s light), has only 3-cylinders, and the engine block itself is about as long as a $5 foot-long.  Incredibly, the little engine produces 125 horsepower and 147 ib-ft of torque.  That isn’t an exorbitant amount of power but coming from an engine that size – it might as well be a knock-out punch.

The tiny engine utilizes advance technology to help it achieve the power it produces and let’s not forget the fuel economy.  Gasoline Direct Injection, Variable valve Timing, and a turbo charger help the engine achieve a more efficient combustion process and produce a claimed 50-55 mpg.  Conventional gasoline engines haven’t produced those kinds of numbers for over twenty years – thanks to emissions laws.  With fuel prices anticipated to reach $5 a gallon by this summer, engines like Ford’s 1.0 Liter Ecoboost will be in high demand.  Unfortunately, if you need those numbers now you only have a few options.  Since the 1.0 Focus won’t be sold here for another couple of years, you’ll either have to find an old Honda CRX HF or a Geo Metro.  Then of course there are the more expensive options of EV’s and hybrids.  Here’s to rising fuel prices and sandwich sized engines.

Related articles

• First Drive: Ford Focus 1.0 EcoBoost (independent.co.uk)
• Ford’s 1.0 Ecoboost (The Daily Derbi)

DC Design, a Pune-based automobile design centre, promises to bring the country’s indigenous supercar to the 2012 Auto Expo. It is expected that Bollywood superstar Amitabh Bachchan will pull the covers off the car at the mega event. Dilip Chhabria, one of the most prominent automobile designers of India, is the promoter of the DY Patil-DC Center for Automotive Design, which has taken this initiative to design ‘India’s own supercar’.

Designed and developed from the scratch by the automobile design house, the supercar will be assembled at the Pune centre of the firm, though it will be a low-volume project. The manufacturer will start delivering the vehicle by the end of 2013, after the cars have undergone the homologation process.

Regarding the move, Dilip Chhabria said, “With this car, we are making the transformation from a design house to a production house.” On the car, he commented, “It will offer the looks, feel, dimensions, quality and fit and finish comparable to supercars from Lamborghini and Ferrari, minus the horsepower.”

The Avanti Super car is a two – seater coupe car with twin doors that will be borrowing Ford’s EcoBoost turbo petrol engine as its power train. Powered with a turbocharger, the car’s engine uses variable valve timing and direct injection technology. The car will be delivering a peak power of 240 Bhp along with a peak torque of 360 Nm.

The company is expected to launch the car with a six speed manual transmission version of the car, which will be   DC Design has taken the hint from European manufacturers and made a mid-engined car, with the engine being placed between the axles, behind the driver. The car is expected to be assimilated with a V6 petrol engine that would produce more than 400 hp of power. DC Design has procured the engine from Honda and used a turbocharged version to give the car more power.

The upcoming supercar will have kerb weight of 1560 kg, thus weighing close to the Eurpoean supercars. Talking about dimensions, the Indian supercar will be similar to Lamborghini Murcielago or Aventador in terms of measurements.

DC Design aims to manufacture a total of 300 units initially and then bolster production, taking it up to 3000 vehicles. According to Chhabria, the company wants to keep its price tag to a minimum, within the range of Rs. 30 lacs on-road, making it on

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6 Series Gran Coupe

BMW has released details of its new four-door 6-series Gran Coupe. It’s another niche-filling offering from Munich, and BMW’s answer to the growing market of sporting four-door coupes.

It will compete with Audi’s handsome A7, VW’s recently updated CC and the market instigator – Mercedes-Benz’s CLS. It’s the production version of BMW’s 2010 Gran Coupe concept, itself inspired by the 2007 CS Concept which kicked off BMW’s sleek four-door development. BMW has neatly worked two extra openings into the regular 6-series’ sleek styling.

The Gran Coupe not only takes its styling from the 6-series Coupe and Convertible, but also shares an engine range with them. Two petrols and one diesel are offered. Both the 640i and 640d are powered by a 3-litre twin-turbo straight-six, the former a 316bhp/332lb ft petrol and the latter a 309bhp/465lb ft diesel.

The flagship 650i showcases BMW’s latest development 4.4-litre twin-turbo V8, now producing 444bhp. An extra 43bhp is yielded by the introduction of Valvetronic variable valve timing – a new technology that optimises both engine response and efficiency. The 650i is available with BMW’s optional xDrive all-wheel drive system, which helps get the range topper to 62mph in 4.5sec – not bad going for a hefty grand tourer. All models are fitted with an eight-speed auto gearbox and stop/start as standard.

BMW says the Gran Coupe is a 4+1 seater (compared to the 2+2 Coupe), meaning that it will comfortably seat four people and can accommodate a fifth passenger between the rear bucket-like chairs for short journeys. The cabin is similar to the regular 6-series and is just as plush. Standard equipment includes leather seats, a hi-tech audio system and two-zone automatic climate control. As usual, most of the interesting gadgets are optional extras, a Bang & Olufsen surround sound system and four-zone climate control among the highlights. An M Sport package will be optional from launch and will add more overtly sporting exterior styling.

Prices for the 6-series Gran Coupe start at £61,380 for the 640i SE, rising to £75,130 for a 650i M Sport, and you can get your hands on one from June 2012. And while unconfirmed thus far, An M6 version (powered by the new M5’s 552bhp twin turbo V8) would make a thoroughly appealing alternative to the 549bhp Mercedes CLS63 AMG and the upcoming 414bhp Audi S7…

Follow link to the original news story at evo.co.uk

6 Series Gran Coupe

6 Series Gran Coupe

6 Series Gran Coupe

6 Series Gran Coupe

Double Overhead Camshaft (DOHC) engine

A trademark of Alfa Romeo is their development of DOHC engines. The company was one of the early pioneers of the technology. The first use of these engines was in their 1914 A.L.F.A  40/60 Grand Prix car 4.5L. The first road car to employ a DOHC engine was the 1928 6C 1.5L Sport.

Overhead Cam engines configurations place the camshaft within the cylinder heads, above the combustion chamber. They drive the valves (controlling inlet and exhaust gases) in a more direct manor compared to Overhead Valve (OHV) engines which rely on pushrods actuating rocker arms above the cylinder head to actuate the valves.

Double Overhead Cam engines have two camshafts within the cylinder head, one operating the intake valves and one operating the exhaust valves.

OHC engines offer a number of advantages over OHV engines. They have fewer reciprocating components due to the lack of pushrod configurations. This allows greater design flexibility allowing better optimization of port configurations made possible with overhead camshaft designs. As the lack of intrusive pushrods allows the cylinder head design to use straighter ports of more advantageous cross-section and length.

OHC engines offer greater performance. OHC also inherently allows for greater engine revolving (Rev) speeds over comparable OVC engines as they have fewer valvetrain moving parts and so a lower valvetrain mass. Whereas the OVC designs have more valvetrain inertia and mass, may suffer from valve “float”, and may exhibit a tendency for the pushrods to flex or snap at high engine speeds.

Without having pushrods, OHC engines have greater design flexibility, with much greater freedom of component placement, and intake and exhaust port geometry. This allows the ability to employ multiple valves per cylinder. Most modern OHV engines have two valves per cylinder, while many DOHC engines are synonymous with multi-valve heads having between three and five valves per cylinder to achieve greater power.

Variable Valve Timing (VVT)

Alfa Romeo was the first manufacturer to use a variable valve timing (VVT) system in production cars. First employing a mechanical VVT system in the 1980 Alfa Romeo Spider 2.0 L and sold in the United States. Later this was also used in the 1983 Alfetta 2.0 Quadrifoglio Oro (Cloverleaf) models as well as other cars.

The valves within the engine control the flow of the intake and exhaust gases into and out of the combustion chamber. The timing, duration and opening (lift) of these valve events has a significant impact on engine performance.

VVT is a system that can vary this timing of the valves lift within an internal combustion engine. VVT allows the lift, its duration or timing (in various combinations) of the intake and/or exhaust valves to be changed while the engine is in operation.

The advantages of VVT are that whereas a standard engine, where the valve events are fixed. So performance at different loads and speeds is always a compromise between power and torque (drivability), fuel economy and emissions. But in engine equipped with a VVT system, the engine is freed from this constraint, allowing performance to be improved over the engine operating range.

There are now many ways in which VVT can be achieved, ranging from mechanical devices to electro-hydraulic and camless systems. In Electro-mechanical systems (often used in camless engines), the valves are opened and closed and held open or closed by means of electromagnets.

Twin Spark (TS)

Alfa Romeo Twin Spark (TS) technology was first used in Alfa Romeo’s 1914 GP car. It was also employed in their GTA and TZ race cars during the early 1960’s. In the 1980’s Alfa Romeo incorporated this technology into their road cars starting with the Alfa Romeo 75, and across the range throughout the 1990’s.

With TS there are 2 symmetrically placed spark plugs per cylinder. Within the combustion chamber, as there are 2 sources of ignition spark, the flame fronts having to travel less distance in a shorter time to ignite all the air-fuel mixture. This quicker ignition and burn (than a single spark plug would provide), achieves a higher power output from the engines. Alfa Romeo incorporated this technology into their road cars to enhance their performance and to comply with stricter emission controls. Leaner fuel-air mixtures can also be tolerated which gives better fuel economy.

Modern Alfa Romeo engines utilize direct fuel injection or Jet Thrust Stoichiometric (JTS) that have replaced the Twin Spark technology. The fuel is injected directly into the combustion chamber under pressure, offering a leaner combustion mixture for improved economy.

Common Rail Diesel engine

Alfa Romeo was the first manufacturer in the world to use Common Rail Diesel engines in a passenger car, employing it in the Alfa Romeo 156 (2.4 JTD) saloon in 1997. Common rail direct fuel injection is a modern variant of a direct injection system, which has now been popularized particularly for diesel engines.

In common rail systems, a high pressure pump stores a reservoir of fuel at high pressure (up to and above 2,000 bars (29,000 psi)). The term “common rail” refers to the fact that all of the fuel injectors are supplied by this common fuel rail (reservoir). This high pressure reservoir then supplies the multiple fuel injectors with high pressure fuel via either mechanically or electronically control by the ECU (Electronic Control Unit).

When the fuel injectors are electrically activated, a hydraulic valve (consisting of a nozzle and plunger) is mechanically or hydraulically opened and fuel is sprayed into the cylinders at the desired pressure. The injection pressure and rate are the same for each  of the multiple injection events.

The advantages of the system are that the piezoelectric valves give fine electronic control over the fuel injection time and quantity. The high pressure injection system provides better fuel atomization. This gives a better fuel-air mix for combustion. S improves performance and economy.

Engine noise and vibration can also be reduced by the ECU programming for the injection of a small amount of diesel just before the main injection event (“pilot” injection). This reduces the explosiveness that causes vibration.

Miltiair Engine

Multiair (or Uniair) is an electro-hydraulic variable valve actuation technology controlling air intake (without a throttle valve) in petrol or diesel engines. It was developed by the Fiat group and was first made available in the Alfa Romeo Mito 1.4 L JTB in 2009.

The air intake valves are controlled by a valve tappet (cam follower), moved by a mechanical intake cam, that is connected to the intake valve through a hydraulic chamber, controlled by a normally open on/off solenoid valve.

The advantages of the system are that it increases engine power and torque, while reducing fuel consumption by around 10%. It also reduces engine emission pollutants.

2011 Ram 3500 Heavy Duty High Output Cummins Turbo Diesel

September 22, 2011 , Auburn Hills, Mich. - IntelliChoice and AutoPacific announced their 6th annual Motorist Choice Awards, naming the 2011 Ram Heavy Duty in the Popular Active Lifestyle Category.

“Twice in a row is quite an honor for Ram. We’re proud to say that Ram Heavy Duty pickups continue to earn the industry’s top awards, propelled in large part by the quality and refinements learned from the Ram 1500. Ram Trucks benefit from innovative features and reliability that are benchmarks for their segments.”

-Fred Diaz, President and CEO
Ram Truck Brand and Chrysler de Mexico
Chrysler Group LLC

IntelliChoice and AutoPacific’s Motorist Choice Awards are an industry benchmark for measuring the compelling combination of high consumer satisfaction and lower than expected ownership costs over time. Each year, AutoPacific performs the broadest and most widely followed owner satisfaction survey in the U.S. with a record of over 72,000 responses in 2011. This study solicits consumer feedback on a recently purchased 2011 vehicle using 48 key attributes covering the entire ownership experience.

2011 Ram 3500 Heavy Duty High Output Cummins Turbo Diesel

Ram Heavy Duty

The 2011 Ram Heavy Duty brings increased capability and innovative new features to the heavy-duty segment with an uncompromising attitude that remains the standard for all full-size heavy-duty pickups.

Ram Heavy Duty is available in eight distinct trim levels – ST, SLT, Outdoorsman, Lone Star, Big Horn, Power Wagon, Laramie and Laramie Longhorn. Additionally, three cab styles (regular cab, crew cab and Mega Cab) and two cargo-box sizes (6 feet 4 inches and 8 feet), single-and dual-rear-wheel configurations.

Ram Heavy Duty also delivers the performance and amenities customers demand. The 2011 Ram Heavy Duty pickups feature a hydro-formed, fully boxed frame with advanced torsional rigidity and stiffness. A coil-spring suspension setup is used up front, while the multi-leaf spring design is maintained in the rear for heavy-duty capability. Front and rear shocks and springs are tuned for optimum ride quality and capability.

Suspension tuning and C-pillar hydro mounts improve damping through the frame-bending mode frequency in order to better manage shake and after-shake response. The result is reduced shake, which means an improved ride for the customer.

Powertrain choices include the legendary 6.7-liter Cummins Turbo Diesel engine, which produces 350 horsepower at 3,000 rpm and up to 800 lb.-ft. of torque at only 1,600 rpm.

The most durable and reliable engine in its class, the 6.7-liter Cummins Turbo Diesel features a best-in-class powertrain warranty at 5 years/100,000 miles. It also has major-overhaul intervals of 350,000 miles, providing more than a 100,000-mile advantage versus the competition.

The Cummins 6.7-liter Turbo Diesel engine uses a Diesel Particulate Filter (DPF) to virtually eliminate particulate matter emissions and an adsorber catalyst to reduce oxides of nitrogen (NOx) by as much as 90 percent, in order to meet stringent diesel emissions requirements.

Ram Heavy Duty is the only ¾ and one-ton pickup truck to offer a lower cost, lower maintenance alternative to Diesel Emission Fluid (DEF) injection systems to be used by competitors. It’s also the only truck in the segment to offer a manual transmission.

2011 Ram 3500 Dually Laramie

The 2011 Ram Heavy Duty comes standard with the 5.7-liter HEMI V-8 gasoline engine, delivering 383 horsepower (286 kW) at 5,600 rpm and 400 lb.-ft. of torque (542 N•m) at 4,000 rpm. The 5.7-liter HEMI was redesigned for 2009, with several new and improved technologies including Variable-valve Timing (VVT), increased compression ratio, active intake manifold with long runners for low-end torque and short runners for high-rpm power, improved cylinder head port flow efficiency and reduced-restriction exhaust and induction systems.

The 2011 Ram 2500 and 3500 pickups offer a standard exhaust brake (diesel-equipped models only). This feature reduces brake fade, prolongs brake life and provides confidence and safety when hauling heavy loads on downhill grades. Large front (360 mm) and rear (358 mm) brakes with integrated Anti-lock Brake System (ABS) increase brake life and braking stability.

Customers in the heavy-duty segment have a range of needs, and most of them involve high levels of capability. The 2011 Ram 2500 and 3500 are designed to deliver a total package:

• Gross Vehicle Weight Rating (GVWR) on 2500 4×4 crew cab diesel models of 9,600 pounds
• Gross Combined Weight Rating (GCWR) on 3500 dually models with diesel, auto transmission and 4.10 rear axle of 24,500 pounds. With the Max Tow Package, GCWR is 25,400 pounds
• GCWR on 3500 4×2 models of 24,000 pounds
• Gross Axle Weight Rating (GAWR):
• 5,500 pounds on diesel 4×4 pickups
• 5,000 pounds on diesel 4×2 pickups

Other towing features include improved trailer-tow mirrors with integrated turn signals, memory function and puddle lamps. The larger 7-in. x 11-in. trailer-tow mirrors offer improved visibility with larger convex glass surfaces. The mirrors flip up and out in a vertical configuration for improved visibility around wide trailers. Trailer-tow mirrors are standard on 3500. As an added convenience, a Class IV receiver is standard on all Ram 2500 and 3500 Heavy Duty pickups.

The Ram Power Wagon also returns for the 2011 model year, equipped with electric-locking front and rear differentials, electronic disconnecting sway bar, Bilstein shocks, 32-inch BFGoodrich off-road tires, underbody skid plate protection, 4.56 axle ratio for hill climbing and a custom-built Warn® 12,000-pound winch that is accessible through the front bumper. The Ram Power Wagon also features new exterior graphics and a lower two-tone paint scheme.

2011 Ram 3500 Dually Laramie

About the Ram Truck Brand

The Ram Truck brand continues to establish its own identity and clearly define its customer since its launch as a standalone vehicle brand. Creating a distinct brand for Ram trucks has allowed the brand to concentrate on how core customers use their trucks and what new features they’d like to see. Whether focusing on a family that uses its half-ton truck day in and day out, a hard-working Ram Heavy Duty owner or a business that depends on its commercial vehicles every day, Ram has the truck market covered.

The 2011 Ram 1500 was named a Consumers Digest Best Buy and AUTOMOBILE Magazine All-Star. Ram 1500′s smooth-riding suspension and 20 mpg, 390 horsepower HEMI® V-8 are just two of the reasons it beat the competition. Ram 1500 also was named the Truck of Texas by the Texas Auto Writers Association in 2011.

The Ram Truck brand has the most innovative lineup of full-size trucks on the market. Ram Truck has emerged as a full-size truck leader by investing substantially in new products, infusing them with great looks, refined interiors, durable engines and features that further enhance their capabilities. Ram trucks now boast these segment exclusives:

• Coil-spring rear suspension on Ram 1500 for best-in-class ride and handling
• Available RamBox lockable and lighted bedside storage
• In-floor storage on all Ram Crew Cabs
• The largest cab in the market – Ram HD Mega Cab
• Standard six-speed manual transmission on all diesel models
• Truck customers, from half-ton to commercial, have a demanding range of needs and require their vehicles to provide high levels of capability. Ram trucks are designed to deliver a total package.

Follow Ram and Chrysler Group LLC news and video on:

Ram Trucks: http://www.ramtrucks.com

Chrysler Connect blog: http://blog.chryslergroupllc.com

Ram Zone blog: http://www.ramzone.com

Twitter: http://twitter.com/chrysler and http://twitter.com/RamTrucks

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2011 Ram 3500 Heavy Duty High Output Cummins Turbo Diesel

About Chrysler Group LLC

Chrysler Group LLC, formed in 2009 from a global strategic alliance with Fiat S.p.A., produces Chrysler, Jeep, Dodge, Ram, SRT, Fiat and Mopar vehicles and products. With the resources, technology and worldwide distribution network required to compete on a global scale, the alliance builds on Chrysler Group’s culture of innovation, first established by Walter P. Chrysler in 1925, and Fiat’s complementary technology that dates back to its founding in 1899.

Headquartered in Auburn Hills, Mich., Chrysler Group’s product lineup features some of the world’s most recognizable vehicles, including the Chrysler 300, Jeep Wrangler, Dodge Challenger and Ram 1500. Fiat contributes world-class technology, platforms and powertrains for small- and medium-size cars, allowing Chrysler Group to offer an expanded product line including environmentally friendly vehicles.

As always, click on any of theimages in the post to see more photos of Chrysler Dodge Jeep Ram Vehicles. Thanks again for checking out Chrysler Catchall!

  One of the first points Daniels discusses is valve lift, duration, and overlap – the three basic operations of the camshaft lobes (metal devices attached to the camshaft that press on the rocker arm which actuates the valve itself). Lift, is the distance the valve is opened – increased distance translates to more low-end torque an engine normally produces as well as an overall increase in fuel delivery. Duration is how long the valve is opened (measured in crankshaft degrees). Overlap is the amount of time the exhaust valve(s) and the intake valve(s) are open simultaneously per cylinder - every engine has some degree of overlap.

  With this being understood, one can understand cam phasing in which lift and duration remain constant, but the operations occur at different times. Cam phasing allows for the camshaft to effectively change its position relative to the crankshaft (in more recent vvt systems this happens continuously) for optimum fuel/air delivery. Cam shifting, such as Honda’s notorious VTEC, implies two lobes per valve. At roughly 6000 RPM – depending on which engine/vtec system – a pin slides through the rocker arm and selects the other lobe which exhibits different fuel delivery characteristics (i.e. longer/shorter lift, duration, overlap, etc.) given the increased demand on the engine.

  Other methods discussed such as BMW’s continuous cam-shifting where fuel/air delivery is being continuously modified for optimum efficiency as well as the potential for cam-less engines with magnets that open and close the valves, are necessary for increasing efficiency and meeting future emission standards.

  Variable-valve timing is one type of engine management technology that will likely become standard equipment in production cars in the near future. Better fuel/air management derives more power from an engine allowing for smaller displacements. 20%-30% more power with roughly equivalent fuel savings from a smaller unit will make for better fuel use and reduced emissions while maintaining driving style and preference.

Alan Daniels: Breathing Smart – Technical Report.

As for towing, ball-hitch maximums are 13,000lbs when the diesel is doing the pulling no matter the body style and drive wheel combination, or 12,600 with a 4.10 axle on the Regular cab 2WD model with the Vortec V8 under the hood. Equip the 3500 with a fifth-wheel hitch to tow a gooseneck trailer, (only with the 4.10 axle on gas models) and the numbers don’t change for the gas-powered truck, but the diesels is capable of a maximum of 16,500 lbs when in regular cab, 4WD, dual rear wheel guise. Towing capacities for the other models jump by at least 1,600 lbs.

]]> http://superfastcarsfortomorrow.wordpress.com/2010/03/15/chevrolet-cruze-engine-car/ Mon, 15 Mar 2010 03:26:57 +0000 omegacarx http://superfastcarsfortomorrow.wordpress.com/2010/03/15/chevrolet-cruze-engine-car/ Chevrolet Cruze Engine Car
Chevrolet Cruze engine provides 4 options. Gasoline four-cylinder 1600 cc and 1800 cc with Double Variable Valve Timing Continuosly Technology (DCVVTT) – Double Continuous Variable Cam phasing (DCVCP); 1400 cc four-cylinder petrol with petrol turbocharged four-cylinder 2400 cc with Variable Valve Timing and Direct Injection Technology – Direct Injection Spark Ignition (Sidi) and 2000 cc turbocharged with Common Rail Diesel Injection Technology.

However, from the four choices GMAI machine will first introduce and market the Chevrolet Cruze in Indonesia with a choice of petrol engines with a capacity of 1800 cc choice of five-speed manual transmission and a six-speed automatic.

With all the advantages Cruze in particular are not owned by a competitor in its class such as Double Continuous Variable Cam phasing (DCVCP), Cruise Control, ESP (Electronic Stability Program), Traction Control, six-speed automatic transmission, display Infortainment, Rain Sensor, Automatic Headlamp with Tunnel Detection, Follow Me Home and Welcome Light) and many more. GMAI optimistic Chevrolet Cruze will be well received by the market.

Chevrolet Cruze has a safety test of 5 stars (Crash Test) from EURO NCAP, Australasian New Car Assessment Program (ANCAP), 5 stars from the Chinese New Car Assessment Program (C-NCAP) and the Korean New Car Assessment Program (KNCAP).

Cruze sales achievements throughout the world have fantastic figures incised in the mid-class sedan that is, 128,485 units, up to December 2009. Chevy Cruze dibandrol began USD 309 million for the lowest variant.

The direct injected engine with variable valve timing helps deliver segment-best highway fuel economy in GM’s popular new crossovers, the Chevrolet Equinox and GMC Terrain. The engine also debuts in the all-new Buick LaCrosse and Buick Regal sedans next year.

Winners were chosen based on several factors, including power, noise, vibration and harshness, fuel efficiency, new technology and comparative data for similar engines.

The new Ecotec 2.4L engine includes technology that provides a number of benefits. “Direct injection was designed into the 2.4L to boost fuel efficiency and for refined power,” said Chris Meagher, chief engineer for Ecotec engines. “The variable valve timing system is tuned to work in tandem with direct injection to achieve optimum fuel economy and lower emissions. The engine achieves a respectable 182 horsepower and 172 lb-ft of torque, which makes for a pleasing customer driving experience.”

With direct injection, fuel is sprayed directly into the engine cylinder, where it is mixed with air. As the fuel vaporizes in the cylinder, the air and fuel mixture is cooled. This enables the use of a higher compression ratio, which improves engine efficiency and performance. Direct injection also reduces cold-start hydrocarbon emissions by up to 25 percent.

The Ecotec 2.4L engine is an all-aluminum, dual overhead cam, four-valve engine with forged steel connecting rods and oil spray cooling for reduced friction and noise. In all models, the engine is mated to a highly efficient six-speed automatic transmission.

The others on the list are:

– 2.0L TFSI Turbocharged DOHC Inline-4 (Audi A4)
– 3.0L TFSI Supercharged DOHC V6 (Audi S4)
– 3.0L DOHC Inline-6 Turbodiesel (BMW 335d)
– 2.5L DOHC Inline-4 Hybrid (Ford Fusion Hybrid)
– 3.5L EcoBoost Turbocharged DOHC V6 (Ford Taurus SHO)
– 4.6L Tau DOHC V8 (Hyundai Genesis)
– 2.5L Turbocharged DOHC Horizontally-Opposed-4 (Subaru Legacy 2.5GT)
– 1.8L DOHC Inline-4 Hybrid (Toyota Prius)
– 2.0L SOHC Inline-4 Turbodiesel (Volkswagen Jetta SportWagen TDI)

Related Articles

Ward’s Announces top 10 engines for 2010 – Autoblog

General Motors Ecotec Four-Cylinder Car a Winner in Ward’s Auto 10 Best Engines – Automotive Blog

Efficiency Drives 2010 Ward’s Best Engines Choices; 5 New Powertrains Honored – Green Car Advisor Edmunds.com

Ward’s 10 Best Engines of 2010 – Straightline

Ward’s Announces Ten Best Engines for 2010, Is Your Favorite on the List? – Motor Trend

I don't care much for the wheels, but that 5.0 badge looks good on ya!

**That’s right,  folks.  Thanks to your support in reading my blog, I’ve decided to make a bigger, better blog for you to enjoy.  Check it out at www.steeringcolumnblog.com and let me know what you think of it.**

In keeping with the retro-made-modern theme, as well as staying competitive, Ford is bringing something all new and all too familiar back to the market.

Well…that’s only half true.  The only thing new about this engine is the technology and techniques used to squeeze more power out of those cubes.  Other than that, this block is basically a bored and stroked version of the all aluminum 4.6 liter V8 Ford has been making since 1991. So how do you squeeze 412 hp out of an old dog? Well, there are a few ways.

**Warning: Nerdy stuff coming**

As said before, displacement is now up to 5.0 liters even. Been a while since we’ve seen a nice round number like that when it comes to engine displacement. Much has been done in the way of getting more air into the engine, so better intakes and optimized air flow to the block  have been applied for better combustion. They’ve  also included all new headers, incorporated dual overhead cams, and made it 4 valves per cylinder instead of just 3.  Variable valve timing and variable cam timing also aid in producing more power, making a broader torque curve(all 390 ft-lbs of it), and improving fuel consumption to 25 mpg on the highway.

I brought up in a previous post the possibility of this new engine adding weight to this relatively light car.  And I’m afraid it has–a miserly 10 lbs.  That’s like saying putting your newborn in the backseat. We’re talking 412hp for 10 extra pounds of weight.  The Mustang had the best power-to-weight ratio in its class when it only had 315hp worth of motivation. It’s just a bit over 3,500 lbs now , compared to the 3,800+ lbs Camaro SS  and the 4,200 Challenger SRT8.

Wait wait wait! I’ve come bearing more good news. I thought it was cool that the 4.6 was still rockin’ the 5 speed manual, but it couldn’t stay that way forever.  So, Ford has seen fit to give us a 6 speed do-it-yourself and a 6 speed I-don’t-wanna-break-a-nail transmission.  It’s the best move to make sure they get the best out of the new V8.

And let’s not forget that there’s a new V6 coming as well.  When more info becomes available, I will let you know.  In the meantime, World Car Fans have some vids  of the CoyoteV8 destroying the ozone layer up on Youtube.  Breathe it in, my friends. Breathe deep.

-TripleDeuce

     For those a bit less invested in the world of auto technology, I’ll explain the valvetrain for you a bit.  The valvetrain is what controls what goes in and out of the cylinder (intake and exhust).  It consists of the camshaft, the rocker arms, and of course the valves.  The camshaft is a long rod rotating along with the engine running along the length of the engine.  It has a few protrusions (the cam profile) coming out of it which are intended to push a set of rocker arms which then push open the valves.  The valves are the “doors” that let the air and exhaust enter and exit the cylinder during  the four-stroke combustion cycle.

     For a small history lesson; Honda brought the VTEC system to the masses in Japan in 1989 with their Intergra and CRX SiR models.  The U.S. was introduced to it in 1991 with the arrival of their everyday supercar NSX which produced 290 horses with only 3.0 liters of displacement.  Honda then installed their new tech into the Type R versions of their B16 and B18 engines for an easy 100 plus hp per liter.  The B16B built specifically for the Civic Type R boasted an impressive 115.8 hp per liter in a relatively affordable car.  The VTEC system culminates in the S2000, which is the only car to use their infamous F20c engine.  It produces 240 horsepower with “only” 2.0 liters of displacement and no forced induction.  Introduced in 1999 to celebrate the new millenium, the S2000′s F20c still has the highest specific output for a naturally aspirated 2.0 liter car under $100,000.

     Let’s get down to the tech side here.  V-T-E-C stands for Variable valve Timing and lift Electronic Control.  In english, VTEC (and all other variable valve technology) modulates the valves of each cylinder with a computer (just like everything else in this world).  VTEC doesn’t modify the valves directly, but rather the camshafts that the valves are connected to.  As the engine turns, the camshafts turn in relation and they push the valves open for the cylinder.  What VTEC does is change both the duration and lift of the valves as engine speeds change by using different cam profiles.  For example, for maximum performance at high RPMs, both valve lift and duration should be relatively longer.  But for drivability, comfort, fuel consumption, and emissions, valve duration and lift should be relatively minimal.  So for a minivan, larger cam profile is not needed, but for a performance-oriented car that is driven both in traffic on the road and on the track, the best of both worlds are needed.  If you want shorter duration and lift, you want your profiles to be smaller, since they won’t push open the valves as far and for as long.  If you want longer duration and lift, you obviously want a larger profile.  How do we get both smaller AND larger profiles onto one camshaft?  For our example, let’s imagine two cam profiles pushing two rocker arms to open two valves.  Here’s a simple diagram:

“3_a1.gif.” Image. Honda Motor Co. “The VTEC Breakthrough: Solving a Century Old Dilemma.” Honda Worldwide. N.p., 2009. Web. 3 Dec. 2009. <http://world.honda.com/
automobile-technology/VTEC/>.

     What Honda decided to do was to build a camshaft with two cam profiles and the ability to switch between them.  When the time comes to switch from low-RPM comfort mode to high-RPM performance mode, the camshaft makes a small change and switches to its longer duration and lift cam profile.  And then the car slows back down to lower-RPM driving, the camshaft profile switches back.  So how does Honda change the cam profiles on the fly?  Quite simple actually.

     What VTEC does is install another rocker arm (let’s call it the VTEC rocker) between the two rocker arms, and a larger cam profile to operate this larger rocker arm.  This larger cam profile would obviously push the valves open for a longer duration and lift.  The larger cam profile and rocker doesn’t push anything open as there aren’t any valves underneath it, but are just situated between the smaller rockers.  Like here:

“3_a1.gif.” Image. Honda Motor Co. “The VTEC Breakthrough: Solving a Century Old Dilemma.” Honda Worldwide. N.p., 2009. Web. 3 Dec. 2009. <http://world.honda.com/
automobile-technology/VTEC/>.

     During low-RPM operation, the valvetrain works normally; ie. the smaller profiles push the smaller rocker arms which then push open the valves.  But when the engine enters its higher-RPM range, a hydraulic system pushes a pin that connects the VTEC rocker with the two rockers beside it.  When that happens, the larger VTEC cam profile pushes all three rockers even further due to the fact that the VTEC rocker arm is now connected to two non-VTEC rocker arms.  When the larger cam profile isn’t needed anymore, the pin disengages and unconnects the three rocker arms, reverting back to the smaller cam profile.  An animation for your entertainment:

“cam_a07.swf.” Animation. Honda Motor Co. “The VTEC Breakthrough: Solving a Century Old Dilemma.” Honda Worldwide. N.p., 2009. Web. 3 Dec. 2009. <http://world.honda.com/
automobile-technology/VTEC/>.

     It’s quite a simple mechanism actually, just a simple trigger (a certain RPM), a hydraulic system, and an extra set of cam profiles and rockers.  The problem with VTEC is that it is an “on/off” switch, where the cam profiles are either small or large.  The next step is to continuously modulate the cam profile for any and every driving condition.  BMW introduced its “Valvetronic” system in 2001, which Toyota followed with its “Valvematic” system and Nissann with its VVEL (Variable Valve Event and Lift) system.

     Well, that’s basically how the VTEC system (and most variable valve systems) work.  Leave a comment if you’d like.

     //Drive on.

The lowest variant of the Nissan Grand Livina still have 7-passenger capacity. With the presence of Grand Livina 1.5 manual, Nissan Livina has a full variant, starting from the top grade with the most complete and most luxurious features, until the variant with a more affordable price but still with the comfort, luxury and the use of efficient fuel.

Machines used Grand Livina 1.5 Manual is a 1.5 litre capacity HR15DE technology has CVTC (Continuously Variable-valve Timing Control) which regulates the engine to increase power and torque (the torque) is efficient in every machine cycle. The fuel used is gasoline, with fuel consumption rate is relatively efficient.

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Special Section: Street Bikes 2000- Future Bikes; Fuel Injection- coming your way; Turn of the century two-strokes; Variable Valve Timing; Future bike foldout poster; Honda NR750; Future Suit; 20 Questions: nuts & bolts; Motorcycles: 750 Sport-Tourer Comparison- Honda VFR750F, Kawasaki ZX750 Ninja, Suzuki GSX750F Katana;; Honda ST1100; Kawasaki EN500 Vulcan; Aftermarket bodywork; more

Search our Magazine Back Issue Index for more old Motorcycle Magazine Back Issues for sale.

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ECUs determine the quantity of fuel, ignition timing and other parameters by monitoring the engine through sensors. These can include MAP sensor, throttle position sensor, air temperature sensor, oxygen sensor and many others. Often this monitoring and control is done using a control loop (such as a PID controller).

The simplest ECUs control only the quantity of fuel injected into each cylinder each engine cycle.

More advanced ECUs found on most modern cars also control the ignition timing, variable valve timing (VVT), the level of boost maintained by the turbocharger (in turbocharged cars), and other peripherals.

ECU Capable For Audi

Hybrid digital designs:

A hybrid digital design was popular in the mid 1980s. These used analogue techniques to measure and process input parameters from the engine, and then used a look-up table stored in a digital ROM chip to yield pre-computed output values. Later systems compute these outputs dynamically. The ROM type of system is amenable to tuning if one knows the system well.

Modern ECUs:

Modern ECUs use a microprocessor which can process the inputs from the engine sensors in real time. An electronic control unit contains the hardware and software (firmware). The hardware consists of electronic components on a printed circuit board (PCB), ceramic substrate or a thin laminate substrate. The main component on this circuit board is a microcontroller chip (CPU). The software is stored in the microcontroller or other chips on the PCB, typically in EPROMs or flash memory so the CPU can be re-programmed by uploading updated code or replacing chips. This is also referred to as an (electronic) Engine Management System (EMS).

Sophisticated engine management systems receive inputs from other sources, and control other parts of the engine; for instance, some variable valve timing systems are electronically controlled, and turbocharger waste gates can also be managed. They also may communicate with transmission control units or directly interface electronically-controlled automatic transmissions, traction control systems, and the like. The Controller Area Network or CAN bus automotive network is often used to achieve communication between these devices.

Modern ECUs sometimes include features as cruise control, transmission control, anti-skid brake control, and anti-theft control, etc.

Jakarta – PT. Toyota Astra Motor (TAM) plans to launch the latest variants of the car in the City Car class, namely Toyota Yaris in early 2009.

The latest products from the Japanese manufacturer, will be told to touch some (minor changes) in the body and engine still apply the length of the famous engine sparingly.

And according to the leak of the Toyota, Yaris will be the latest to appear to meet the desires of consumers want to have the car.

Previous exterior design of the Yaris and stylishly sporty typical young children make the Yaris hatchback vehicle in accordance with the guidance lifestyle young consumers. Design up to date with a roomy cabin and comfortable.

Toyota Yaris 1500 cc engine using 1NZ FE-built DOHC 16 Valve VVT-I (Variable Valve Timing intelligent), which is used Yaris engine with high performance but still economical and produce environmentally friendly emissions.