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Registered:
May 2004
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Location:
Finland
Registered:
November 2002
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Re: wut do you think of these modern audi motor ideas ?
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Sun, 13 June 2004 22:04
 
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Some quotes from google search:
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[Direct-Injection D-4 2JZ-FSE] 3.0-litre 6-cyl. direct-injection gasoline engine: These new direct-injection engine is available in Crown models, and meets Japan's new stricter exhaust emission regulations. The engines run on extra-lean mixtures because the fuel is injected directly into the cylinders. Advanced technologies such as VVT-i and electronics controlled throttle help give this engine high performance while achieving top-level fuel efficiency in its class.
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A significant addition to the JZ family of engines is the 2JZ-FSE, a DOHC 24-valve 3.0-L unit, which is Toyota's second D4 direct-injection gasoline engine. As its designation indicates, it shares its lower half with the 2997-cm3 2JZ-GE unit with 86.0-mm (3.39-in) bore and stroke. The D4 upper half is unique to this engine, and represents the state of Toyota's direct-injection art. The 2JZ-FSE's power and torque outputs are the same as the port-injection 2JZ-GE's at 162 kW (220 hp) and 294 N•m (217 lb•ft), but at lower engine speeds of 5600 rpm and 3600 rpm, respectively. The engine's compression ratio is a higher 11.3:1 vs. the port injection unit's 10.5:1, with both engines using regular-grade unleaded gasoline.
The original D4 3S-FSE 2.0-L I4 engine burns an ultra-lean mixture (as lean as a 50:1 air/fuel ratio) in a stratified-charge combustion zone. The new 2JZ-FSE does not take the lean-burn envelope that far, operating at an air/fuel ratio ranging from 20:1 to 40:1. In this zone, fuel is injected in the latter part of the engine's compression stroke by the new high-pressure slit-nozzle injector. Fuel mist forms a stable, combustible mixture (closer to the stoichiometric air/fuel ratio) stratum around the spark plug. The flame propagates to the ultra-lean mixtures around this stratum. The overall air/fuel ratio can be as lean as 40:1.
The new 2JZ-FSE's stratified charge combustion envelope has been extended to a higher vehicle speed range of about 120 km/h, adequately covering Japan's real-life highway cruising. Fuel economy, quoted at 11.4 km/L (27 mpg) on Japan's urban 10/15 mode for the Royal, is about 21% superior to the previous port-injection model. At high-load conditions such as rapid acceleration and high-speed running, the engine operates in the stoichiometric zone with fuel injected during the intake stroke. One of the two straight intake ports is fitted with a flow-control valve, its opening and closing improving cylinder filling and combustion efficiency. During low-speed, high-load operation, this valve is fully closed, with the air admitted through the single open port, accelerating flow speed and improving cylinder filling. The flow-control valve is fully opened during high-speed, high-load operation, introducing ample air. A transient "weak stratified charge" zone, with an air/fuel ratio of 18:1 through 25:1, ensures a smooth transition between ultra-lean stratified-charge operation and homogeneous-charge combustion. Fuel is "split-injected" partially during the intake stroke and the remainder during the compression stroke.
The first-generation D4 engine relies heavily on a powerful air-swirl motion generated by two different port shapes for each cylinder: a helical port with a small protrusion just before the intake valve opening and a straight port, the latter fitted with a swirl-control valve. During ultra-lean operation, this valve is closed, letting the air in from the helical port. Combined with the intricately shaped, asymmetrical deep-bowl piston, a combustible mixture strata is formed around the spark plug.
The new D4's ports are both straight, relying less on the air's swirl motion, and the piston's asymmetrical deep cavity is an elongated shape versus the original D4's heart-shaped cavity. The high-pressure plunger-type fuel injection pump is driven by the exhaust camshaft. It generates pressures between 8 and 13 MPa (1160 and 1890 psi).
The new D4 employs a new "slit nozzle" injector. It has a single slit-like hole, an arched slit of only 0.16-mm (0.006-in) width. The slit nozzle injector fans out highly pressurized fuel spray, which forms a stable mist stratum around the spark plug without the aid of air turbulence. A cold-start injector feeds fuel into the plenum chamber to aid startability.
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as you can see audi isnt only car manufacturer that uses direct-injection...
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Location:
qld
Registered:
December 2003
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Re: wut do you think of these modern audi motor ideas ?
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Mon, 14 June 2004 00:11
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"One of the two straight intake ports is fitted with a flow-control valve, its opening and closing improving cylinder filling and combustion efficiency."
the return of TVIS.
haha.
i think they quoted 11.3 compression, and then go on to say it has a deep bowl piston. in that case even though the bore and stroke is the same, i doubt atleast the con rods are unchanged (as it mentions they share the bottom end).
then again, i dont really know much about engines.
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Location:
South Australia
Registered:
July 2002
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Re: wut do you think of these modern audi motor ideas ?
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Mon, 14 June 2004 03:01
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The head would be moulded completely differently to change the compression ratio.
And the return of TVIS sounds horrid - but at least they put more thought into it this time around.
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Location:
Montrose, VIC
Registered:
May 2002
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Re: wut do you think of these modern audi motor ideas ?
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Mon, 14 June 2004 13:27
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not just Toyota.... Mister-bishi, Alfa Romeo, Citreon, BMW and others too 
...and is TVIS really THAT horrid??..
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I supported Toymods
Location:
sydney.au
Registered:
August 2002
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Re: wut do you think of these modern audi motor ideas ?
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Mon, 14 June 2004 13:58
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tvis rocks maaan
4500 rpm is your new friend
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