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Date:         Fri, 29 Apr 2016 09:40:30 -0700
Reply-To:     David McNeely <davmcneely40@GMAIL.COM>
Sender:       Vanagon Mailing List <vanagon@gerry.vanagon.com>
From:         David McNeely <davmcneely40@GMAIL.COM>
Subject:      Re: Friday: New VW Engine--it's Miller (cycle) time
Comments: To: Alistair Bel <albell@shaw.ca>
In-Reply-To:  <0560F7DC-96B7-43B8-9748-990C2A1C2806@shaw.ca>
Content-Type: text/plain; charset=UTF-8

The Mazda engine could never meet emissions standards, and was dropped, iirc. True of their earlier rotary engine as well.

On Fri, Apr 29, 2016 at 9:01 AM, Alistair Bel <albell@shaw.ca> wrote:

> VW , where our heads are firmly buried in the sand. > > > http://www.theguardian.com/environment/2016/apr/28/vw-and-shell-try-to-block-eu-push-for-cleaner-cars > > > And didn't Mazda sell a Miller cycle engine in a couple of models way back > in the nineties? > > Alistair > > > > > On Apr 29, 2016, at 8:39 AM, Jim Felder <jim.felder@GMAIL.COM> wrote: > > > > From Gizmag.com today: > > > > Manufacturers are leaving no stone unturned in the quest to improve the > > efficiency of their internal combustion engines. Just this week, we've > seen > > a fastidiously engineered diesel engine > > <http://www.gizmag.com/ford-ecoblue-diesel-engine/43016/> from Ford > > and a camless > > engine <http://www.gizmag.com/qoros-qamfree-camless-engine/43045/> from > > Qoros. Now Volkswagen, no stranger to doing whatever it takes to lower > > consumption (figures), has joined the party by releasing a 1.5-liter > Miller > > Cycle < > http://www.gizmag.com/audi-high-efficiency-two-liter-engine/37428/> > > engine > > tasked with improving fuel consumption and increasing low-down torque. > > > > Volkswagen's engineers say there are a number of improvements that come > > courtesy of the improved thermodynamic efficiency associated with Miller > > Cycle engines. An increase in the geometric compression ratio has, > > according to VW, allowed for improved efficiency in the load range most > > customers will actually use, while the final compression temperature has > > been lowered through early closing of the intake valve and the expansion > > cooling that brings. > > > > Thanks to these improvements, VW claims its new engine offers up peak > > torque from just 1,300 rpm, while also improving fuel economy by 1 l/100 > km > > (235 US MPG) compared to the current 1.5-liter TSI engine. > > > > Working tandem with these big changes to the combustion cycle are a > number > > of small changes that, when combined, contribute to the longevity and > > efficiency of the engine. On the 110 kW (148 hp) version of the engine, > the > > cylinder liners are coated with an atmospheric plasma spray to cut down > on > > friction, improve heat dissipation and improve corrosion resistance. > > > > The engine's cooling system has also come under the microscope, and now > > will make sure the water in the crankcase and engine remains stationary > > while the car is warming up. As well as cutting the amount of time spent > > without the engine operating at ideal temperature, VW says the system > helps > > warm the cabin more quickly on cold mornings. > > > > Although it's usually used on high end, big displacement engines, VW has > > even fitted cylinder deactivation to the new engine, allowing it to run > as > > a two-cylinder under light loads. > > > > An increasing injection pressure 350 bar has improved the mixture > formation > > in the engine, which should also lead to lower particulate emissions. > > > > Interestingly, the release makes it very clear the efficiency and > emissions > > improvements are unlikely to show up under test cycle conditions, but > > argues that they're likely to have a "distinct impact on the customer's > > everyday driving." > > > > The new four-cylinder engine will find its way into showrooms later this > > year in 96 kW (129 hp) and 110 kW (148 hp) guises. It's currently on show > > at the Vienna Motor Symposium. >


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