Variable Valve Timing Complexity for Motor Oils

Matt erickson | Technical Product Manager - Passenger Car

Matt erickson
Technical Product Manager - Passenger Car

Driven by increasingly strict emissions limits and higher fueleconomy requirements, vehicle makers are adding new technology to engines and making advancements to present systems. The setup used to vary the time of intake and exhaust valves opening and closing is just one area receiving tons of curiosity.

Like people, engines must "breathe." An ordinary engine needs approximately 10, 000 gallons of air, to combust one-gallon of petrol. Getting the absolute most from the fuel-air mixture is vital for top engine functionality. This involves precise regulation of valve train components, including the, camshaft and valves. Valves are opened and closed to evacuate exhaust gases from the cylinder after burning gas and to control the delivery of fuel and fresh air for the cylinder. Valves are pushed open by cams (lobes) and closed by springs. Valve timing is controlled by the contour of the cam lobe and position of the camshaft relative to the crankshaft. In traditional engine designs, the time of every valve is locked and can't be altered without physically changing the camshaft. The task is making a method that performs economically at both low engine rpm and high engine rpm. Enter variable valve timing systems.

Variable valve timing presents yet another complexity for motor oils to overcome.

Variable valve timing (VVT) is just a decades old technology that has been introduced to defeat the constitutional limitations of fixed valve train systems. Its use has steadily grown since the late1990s, and VVT can now be found in virtually all 2011 and later vehicles. VVT allows the opening and closing activity of the valves to occur sooner, or be delayed, in accordance with the place of the plunger. This can help you reach optimal fuel economy and performance at low speeds and when passing someone on the freeway. It also results in lower emissions.

There are many VVT methods used by OEMs, and there were recent developments in the control of the methods. Many systems use oil-pressure - used mechanical devices to change valve timing (as soon as the valve opens and closes), valve duration (how long the valve is open) and valve lift (how far the valve opens). For instance, the Honda i-VTEC system utilizes oil pressure to lock the motion of intake valves together via pins and transfers their motion to another cam profile to correct for the increase in performance needed above 4500 rpm.

Now more than ever, quality motor oil is key to engine longevity.

Other systems, like Toyota's VVT-i, vary the valve motion by adjusting the time of the camshaft in relation to engine speed. Oil pressure-actuated devices, generally called cam phasers, are used to control that motion.

Matt erickson | Technical Product Manager - Passenger Car

Matt Erickson | Technical Product Manager - Passenger Car

Matt Erickson
Technical Product Manager
Passenger Car

Direct Injection brings diesel technology to gasoline engines. GDI technology offers improved power and efficiency, along with a new set of challenges for motor oil.

Performance and fuel-economy are likely the 2 most emphasized features of vehicles now. Even strong pickup trucks are touting their respective mpgs alongside hp within an appeal to both the butch and penny- pinching sides of prospective truck buyers. Better fuel-economy and better functionality - Is it feasible to have both?

The answer is, “yes,” with Corporate average Fuel Economy (CAFE) standards driving the need, and gasoline direct injection (GDI) technology as a leading solution.

Carmakers are getting forced by the federal government's CAFE mandates to create vehicles that satisfy higher fuel economy standards and reduce emissions. in October 2012, the national Highway Traffic Safety Administration and Environmental Protection agency released final standards controlling CAFE and greenhouse gas emissions for lightduty vehicles (passenger cars and trucks) made in model years 2017 through 2025. this legislation projects average needed fleetwide fuel economy ranging from 40.3 to 41.0 mpg in model year 2021 and from 48.7 to 49.7 mpg in model year 2025. the 2025 "split" estimates the typical necessary auto mpg from 55.3 to 56.2 mpg and light trucks from 39.3 to 40.3 mpg.

One promising resource for efficiency and improved fuel-economy is found within the resurrection of GDI engines. The important difference between custom and GDIs - conventional portinjected engines is how and where in fact the petrol is released before combustion. Like likewise injected diesel engines, this leads to higher power, torque and working efficiency. Due to the specific gas delivery parts needed for gasoline direct-injection, GDI engines stay more costly to construct than interface-injected systems. Nevertheless, most important vehicle manufacturers are now, or shortly will be, creating vehicles using GDI technologies. there are Many reasons for the growing production:

  1. Current injector systems are computer managed and effective at delivering extremely exact and fast distribution of atomized gasoline. the fuel could be sprayed directly at the best portion of the combustion chamber, which is close to the discharge, enhancing efficiency. Standard gasoline engines wind up with the mixture broadly dispersed within the chamber, leading to less efficient functioning.
  2. It stays cooler, because fuel in GDI engines is injected into the cylinder instead of the intake port, as in conventional gasoline engines and could be compressed more thickly to create greater power.
  3. Combustion can happen at leaner air - to - fuel ratios, since the fuel supply is more precisely controlled. GDI engines utilize a mixture of 40 parts (or more) air to one part fuel during light loading, while conventional gasoline engines utilize a mixture of 14.7 parts air to one part fuel. the 40:1 ratio means less fuel is burned during combustion, leading to better fuel economy.
  4. The combustion chamber temperature decreases, when atomized fuel is injected into cylinders at high pressure. This temporary in cylinder cooling increases the effectiveness of the airfuel mixture charge.

GDI engines also function nicely with turbo-chargers, and by combining the two technologies automakers can build smaller-displacement engines with performance specs comparable to or better than larger engines.

GDI engines aren't faultless, nevertheless. Because fuel is injected directly to the combustion chamber, intake valves don't get "washed" with petrol since they do in portinjected engines. this Could lead to carbon buildup. These technologies come up brief, and may have limits though. The fuel injectors are also exposed to greater temperatures and pressures, because they're found in the combustion chamber.

In addition to using high-quality gasoline, routine utilization of powerful fuel additives is a great pattern for keeping fuel systems clean. (registered company) Amsoil P.i. (API) contains strong detergents that clean deposits that may form in combustion chambers as well as on fuel injectors. In doing this, P.i. enhances fuel economy and reduces emissions. P.i. is the best selection to keep GDI and port fuel injected engines depositfree and operating at peak performance.

GDI technology is an important element of attaining both better fuel economy and increased functionality. How far the technology goes is yet to be decided. Meanwhile, Amsoil P.i. makes it simple to help keep engines clean and functioning at peak performance.