Return-Path: Sender: "Marvin Kaye" To: lml@lancaironline.net Date: Mon, 03 Jan 2005 20:57:07 -0500 Message-ID: X-Original-Return-Path: Received: from imo-d20.mx.aol.com ([205.188.139.136] verified) by logan.com (CommuniGate Pro SMTP 4.2.5) with ESMTP id 590551 for lml@lancaironline.net; Mon, 03 Jan 2005 20:49:35 -0500 Received-SPF: pass receiver=logan.com; client-ip=205.188.139.136; envelope-from=Sky2high@aol.com Received: from Sky2high@aol.com by imo-d20.mx.aol.com (mail_out_v37_r3.8.) id q.1a8.2e638735 (3924); Mon, 3 Jan 2005 20:48:52 -0500 (EST) From: Sky2high@aol.com X-Original-Message-ID: <1a8.2e638735.2f0b5004@aol.com> X-Original-Date: Mon, 3 Jan 2005 20:48:52 EST Subject: More interesting engine info from 2002 - If you care........... X-Original-To: lml@lancaironline.net X-Original-CC: Cozyone2@aol.com MIME-Version: 1.0 Content-Type: multipart/alternative; boundary="-----------------------------1104803332" X-Mailer: 9.0 Security Edition for Windows sub 5000 -------------------------------1104803332 Content-Type: text/plain; charset="UTF-8" Content-Transfer-Encoding: quoted-printable Content-Language: en =20 DENSO DEFENDS PORT FUEL INJECTION... =20 Gasoline direct injection engines currently provide about a 10% improvement= =20 in fuel=20 economy vs. those with a conventional port fuel injection system, according= =20 to Denso=20 Corp. But at last week's Global Powertrain Congress in Ann Arbor, Mich.,=20 the company=20 said PFI engines equipped with a variety of emerging technologies can match= =20 the perfor-=20 mance of GDI powerplants. =20 Not surprisingly, Denso already markets or is developing most of the new=20 technolo-=20 gies it mentioned. =20 High costs have limited direct injection systems to only a handful of=20 gasoline-powered=20 vehicles. Denso says most of these applications are in Japan, with=20 Mitsubishi and Toyota=20 taking the lead in introducing the technology. By 2005, it projects that=20 one-fifth of all gaso-=20 line-powered vehicles sold in Japan will feature direct injection. =20 High fuel costs also are driving European applications. But Denso doesn't=20 expect=20 much increase in the U.S. market without some sort of major cost reduction=20 and techno-=20 logical improvement to reduce oxides of nitrogen emissions, which are more=20 difficult to=20 control in a GDI system. =20 =E2=80=A6AND POINTS TO EMERGING PFI TECHNOLOGIES=20 Denso's vision was outlined in a paper presented at the Powertrain Congress= =20 by Doug=20 Patton, senior vice president of engineering customer support for Denso=20 International=20 America Inc. He says the most promising technologies are variable valvetrai= n=20 controls,=20 more sophisticated computer algorithms, advanced calibration systems, new=20 air/fuel=20 sensors and a more efficient ceramic substrate design. By employing these=20 technologies,=20 Patton says PFI engines will be able to meet upcoming emissions and fuel=20 economy=20 standards in the U.S. and Europe. =20 Noting that independent variable valve timing and continuously variable=20 valve lift=20 systems already are on the market, Patton says the next step is to integrat= e=20 the two func-=20 tions. This will result in better control of intake and exhaust valves and=20 reduce pumping=20 losses, which he says will yield "significant" improvements in fuel economy= =20 and torque as=20 well as in lowering emissions. But achieving those results will be a comple= x=20 process that=20 involves optimizing tradeoffs in injection timing, spark timing and valve=20 opening. Patton=20 envisions a camless electromagnetic valve control system but doesn't say=20 when he=20 expects this to materialize. =20 Denso also is working to optimize the shape and placement of injector holes= =20 to=20 improve fuel atomization. But after experimenting with a higher number, the= =20 company=20 feels it already has the optimal number of injection holes: 12. =20 Patton touts Denso's linear air-to-fuel ratio sensor as a way to improve =20 efficiency.=20 Unlike competitive switching units that only determine if an engine is=20 running lean or rich,=20 the Denso system measures the exact ratio. This allows it to better control= =20 injection rates=20 and minimize oxides of nitrogen emissions, according to the company. =20 Further out, Patton says electric superchargers will be able to boost=20 low-end perfor-=20 mance, allowing smaller engines to match larger ones in performance. But he= =20 doesn't=20 expect this to happen until the end of the decade=20 -------------------------------1104803332 Content-Type: text/html; charset="UTF-8" Content-Transfer-Encoding: quoted-printable Content-Language: en

DENSO DEFENDS PORT FUEL INJECTION...=20

Gasoline direct injection engines curr= ently=20 provide about a 10% improvement in fuel

economy vs. those with a conventional=20 port fuel injection system, according to=20 Denso

Corp. But at last week's Global Powert= rain=20 Congress in Ann Arbor,=20 Mich., the=20 company

said PFI engines equipped with a varie= ty of=20 emerging technologies can match the perfor-

mance of GDI powerplants.=20

Not surprisingly, Denso already= =20 markets or is developing most of the new technolo-

gies it mentioned. <= /P>

High costs have limited direct injecti= on=20 systems to only a handful of gasoline-powered

vehicles. Denso says most of th= ese=20 applications are in Japan,=20 with Mitsubishi and Toyota

taking the lead in introducing the=20 technology. By 2005, it projects that one-fifth of all=20 gaso-

line-powered vehicles sold in=20 Japan will feature direct injec= tion.=20

High fuel costs also are drivin= g=20 European applications. But Denso doesn't expect

much increase in the U.S. mar= ket=20 without some sort of major cost reduction and techno-

logical improvement to reduce oxides o= f=20 nitrogen emissions, which are more difficult to

control in a GDI system.=20

=E2=80=A6AND POINTS TO EMERGING PFI=20 TECHNOLOGIES

Denso's vision was outlined in a paper presen= ted at=20 the Powertrain Congress by Doug

Patton, senior vice president of engin= eering=20 customer support for Denso International

America Inc. He says the most promisin= g=20 technologies are variable valvetrain controls,

more sophisticated computer algorithms= ,=20 advanced calibration systems, new air/fuel

sensors and a more efficient ceramic=20 substrate design. By employing these technologies,

Patton says PFI engines will be able t= o meet=20 upcoming emissions and fuel economy

standards in the U.S. and Europe.=20

Noting that independent variable valve= =20 timing and continuously variable valve lift

systems already are on the market, Pat= ton=20 says the next step is to integrate the two func-

tions. This will result in better cont= rol of=20 intake and exhaust valves and reduce pumping

losses, which he says will yield=20 "significant" improvements in fuel economy and torque=20 as

well as in lowering emissions. But ach= ieving=20 those results will be a complex process that

involves optimizing tradeoffs in injec= tion=20 timing, spark timing and valve opening. Patton

envisions a camless electromagnetic va= lve=20 control system but doesn't say when he

expects this to materialize.=20

Denso also is working to optimize the shape= and=20 placement of injector holes to

improve fuel atomization. But a= fter=20 experimenting with a higher number, the company

feels it already has the optimal numbe= r of=20 injection holes: 12.

Patton touts Denso's linear=20 air-to-fuel ratio sensor as a way to improve=20 efficiency.

Unlike competitive switching units tha= t only=20 determine if an engine is running lean or rich,

the Denso system measures the e= xact=20 ratio. This allows it to better control injection rates

and minimize oxides of nitrogen emissi= ons,=20 according to the company.

 

Further out, Patton says electric=20 superchargers will be able to boost low-end perfor-

mance, allowing smaller engines to mat= ch=20 larger ones in performance. But he doesn't

expect this to happen until the end of= the=20 decade

 

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