Cylinder Deactivation Variable Engine Displacement

Cylinder Deactivation Variable Engine Displacement What is cylinder deactivation? It is a method used to create a variable displacement engine that is able to supply the full power of a large engine under high load conditions as well as the fuel economy of a small engine for cruising. The Case for Cylinder Deactivation In typical light load driving with large displacement engines (e.g. highway cruising), only about 30 percent of an engine’s potential power is utilized. Under these circumstances, the throttle valve is only slightly open and the engine has to work hard to draw air through it. The result is an inefficient condition known as pumping loss. In this situation, a partial vacuum occurs between the throttle valve and the combustion chamber- and some of the power that the engine makes is used not to propel the vehicle forward, but to overcome the drag on the pistons and crank from fighting to draw air through the small opening and the accompanying vacuum resistance at the throttle valve. By the time one piston cycle is complete, up to half of the potential volume of the cylinder has not received a full charge of air. Cylinder Deactivation to the Rescue Deactivating cylinders at light load forces the throttle valve be opened more fully to create constant power, and allows the engine to breathe easier. Better airflow reduces drag on the pistons and the associated pumping losses. The result is improved combustion chamber pressure as the piston approaches top dead center (TDC) and the spark plug is about to fire. Better combustion chamber pressure means a more potent and efficient charge of power is unleashed on the pistons as they thrust downward and rotate the crankshaft. The net result? Improved highway and cruising fuel mileage. How Does it All Work? In a nutshell, cylinder deactivation is simply keeping the intake and exhaust valves closed through all cycles for a particular set of cylinders in the engine. Depending on the design of the engine, valve actuation is controlled by one of two common methods: For pushrod designs- when cylinder deactivation is called for- the hydraulic valve lifters are collapsed by using solenoids to alter the oil pressure delivered to the lifters. In their collapsed state, the lifters are unable to elevate their companion pushrods under the valve rocker arms, resulting in valves that cannot be actuated and remain closed.For overhead cam designs, generally a pair of locked-together rocker arms is employed for each valve. One rocker follows the cam profile while the other actuates the valve. When a cylinder is deactivated, solenoid controlled oil pressure releases a locking pin between the two rocker arms. While one arm still follows the camshaft, the unlocked arm remains motionless and unable to activate the valve. By forcing the engine valves to remain closed, an effective â€Å"spring† of air is created inside the deactivated cylinders. Trapped exhaust gasses (from previous cycles before the cylinders were deactivated) are compressed as the pistons travel on their upstroke and then decompressed and push back on the pistons as they return on their down stroke. Because the deactivated cylinders are out of phase, (some pistons traveling up while others are traveling down), the overall effect is equalized. The pistons are actually just going along for the ride. To complete the process, fuel delivery for each deactivated cylinder is cut-off by electronically disabling the appropriate fuel injection nozzles. The transition between normal operation and deactivation is smoothed by subtle changes in ignition and camshaft timing as well as throttle position all managed by sophisticated electronic control systems. In a well-designed and executed system, the switching back-and-forth between both modes is seamless- you really don’t feel any difference and have to consult the dash gauges to know that its happened. Read more about cylinder deactivation at work in our review of the GMC Sierra SLT flex-fuel, and see the instant fuel economy it generates in the GMC Sierra test drive photo gallery.

Cylinder Deactivation Variable Engine Displacement

Cylinder Deactivation Variable Engine Displacement What is cylinder deactivation? It is a method used to create a variable displacement engine that is able to supply the full power of a large engine under high load conditions as well as the fuel economy of a small engine for cruising. The Case for Cylinder Deactivation In typical light load driving with large displacement engines (e.g. highway cruising), only about 30 percent of an engine’s potential power is utilized. Under these circumstances, the throttle valve is only slightly open and the engine has to work hard to draw air through it. The result is an inefficient condition known as pumping loss. In this situation, a partial vacuum occurs between the throttle valve and the combustion chamber- and some of the power that the engine makes is used not to propel the vehicle forward, but to overcome the drag on the pistons and crank from fighting to draw air through the small opening and the accompanying vacuum resistance at the throttle valve. By the time one piston cycle is complete, up to half of the potential volume of the cylinder has not received a full charge of air. Cylinder Deactivation to the Rescue Deactivating cylinders at light load forces the throttle valve be opened more fully to create constant power, and allows the engine to breathe easier. Better airflow reduces drag on the pistons and the associated pumping losses. The result is improved combustion chamber pressure as the piston approaches top dead center (TDC) and the spark plug is about to fire. Better combustion chamber pressure means a more potent and efficient charge of power is unleashed on the pistons as they thrust downward and rotate the crankshaft. The net result? Improved highway and cruising fuel mileage. How Does it All Work? In a nutshell, cylinder deactivation is simply keeping the intake and exhaust valves closed through all cycles for a particular set of cylinders in the engine. Depending on the design of the engine, valve actuation is controlled by one of two common methods: For pushrod designs- when cylinder deactivation is called for- the hydraulic valve lifters are collapsed by using solenoids to alter the oil pressure delivered to the lifters. In their collapsed state, the lifters are unable to elevate their companion pushrods under the valve rocker arms, resulting in valves that cannot be actuated and remain closed.For overhead cam designs, generally a pair of locked-together rocker arms is employed for each valve. One rocker follows the cam profile while the other actuates the valve. When a cylinder is deactivated, solenoid controlled oil pressure releases a locking pin between the two rocker arms. While one arm still follows the camshaft, the unlocked arm remains motionless and unable to activate the valve. By forcing the engine valves to remain closed, an effective â€Å"spring† of air is created inside the deactivated cylinders. Trapped exhaust gasses (from previous cycles before the cylinders were deactivated) are compressed as the pistons travel on their upstroke and then decompressed and push back on the pistons as they return on their down stroke. Because the deactivated cylinders are out of phase, (some pistons traveling up while others are traveling down), the overall effect is equalized. The pistons are actually just going along for the ride. To complete the process, fuel delivery for each deactivated cylinder is cut-off by electronically disabling the appropriate fuel injection nozzles. The transition between normal operation and deactivation is smoothed by subtle changes in ignition and camshaft timing as well as throttle position all managed by sophisticated electronic control systems. In a well-designed and executed system, the switching back-and-forth between both modes is seamless- you really don’t feel any difference and have to consult the dash gauges to know that its happened. Read more about cylinder deactivation at work in our review of the GMC Sierra SLT flex-fuel, and see the instant fuel economy it generates in the GMC Sierra test drive photo gallery.

Cylinder Deactivation Variable Engine Displacement

Cylinder Deactivation Variable Engine Displacement What is cylinder deactivation? It is a method used to create a variable displacement engine that is able to supply the full power of a large engine under high load conditions as well as the fuel economy of a small engine for cruising. The Case for Cylinder Deactivation In typical light load driving with large displacement engines (e.g. highway cruising), only about 30 percent of an engine’s potential power is utilized. Under these circumstances, the throttle valve is only slightly open and the engine has to work hard to draw air through it. The result is an inefficient condition known as pumping loss. In this situation, a partial vacuum occurs between the throttle valve and the combustion chamber- and some of the power that the engine makes is used not to propel the vehicle forward, but to overcome the drag on the pistons and crank from fighting to draw air through the small opening and the accompanying vacuum resistance at the throttle valve. By the time one piston cycle is complete, up to half of the potential volume of the cylinder has not received a full charge of air. Cylinder Deactivation to the Rescue Deactivating cylinders at light load forces the throttle valve be opened more fully to create constant power, and allows the engine to breathe easier. Better airflow reduces drag on the pistons and the associated pumping losses. The result is improved combustion chamber pressure as the piston approaches top dead center (TDC) and the spark plug is about to fire. Better combustion chamber pressure means a more potent and efficient charge of power is unleashed on the pistons as they thrust downward and rotate the crankshaft. The net result? Improved highway and cruising fuel mileage. How Does it All Work? In a nutshell, cylinder deactivation is simply keeping the intake and exhaust valves closed through all cycles for a particular set of cylinders in the engine. Depending on the design of the engine, valve actuation is controlled by one of two common methods: For pushrod designs- when cylinder deactivation is called for- the hydraulic valve lifters are collapsed by using solenoids to alter the oil pressure delivered to the lifters. In their collapsed state, the lifters are unable to elevate their companion pushrods under the valve rocker arms, resulting in valves that cannot be actuated and remain closed.For overhead cam designs, generally a pair of locked-together rocker arms is employed for each valve. One rocker follows the cam profile while the other actuates the valve. When a cylinder is deactivated, solenoid controlled oil pressure releases a locking pin between the two rocker arms. While one arm still follows the camshaft, the unlocked arm remains motionless and unable to activate the valve. By forcing the engine valves to remain closed, an effective â€Å"spring† of air is created inside the deactivated cylinders. Trapped exhaust gasses (from previous cycles before the cylinders were deactivated) are compressed as the pistons travel on their upstroke and then decompressed and push back on the pistons as they return on their down stroke. Because the deactivated cylinders are out of phase, (some pistons traveling up while others are traveling down), the overall effect is equalized. The pistons are actually just going along for the ride. To complete the process, fuel delivery for each deactivated cylinder is cut-off by electronically disabling the appropriate fuel injection nozzles. The transition between normal operation and deactivation is smoothed by subtle changes in ignition and camshaft timing as well as throttle position all managed by sophisticated electronic control systems. In a well-designed and executed system, the switching back-and-forth between both modes is seamless- you really don’t feel any difference and have to consult the dash gauges to know that its happened. Read more about cylinder deactivation at work in our review of the GMC Sierra SLT flex-fuel, and see the instant fuel economy it generates in the GMC Sierra test drive photo gallery.

History of the Jet Ski

History of the Jet Ski Personal water craft have been around for more than half a century. The â€Å"Jet Ski,† however, is a trademark used by Kawasaki for its line of personal motorized water craft. Although the word Jet Ski has now become a more generic term describing all personal watercraft, well use it to refer specifically to the Kawasaki vessels. Early Years The earliest water scooters- as they were originally called- were introduced to Europe in the mid 1950s by motorcycle makers looking to expand their markets. The British company Vincent produced some 2,000 of its Amanda water scooters in 1955, but it failed to create the new market Vincent had hoped for. Despite the failure of European water scooters to catch on in the 1950s, the 60s saw continued attempts at tinkering with the idea. The Italian company Mival introduced its Nautical Pleasure Cruiser, which required users to hang onto the craft from behind. Australian motocross enthusiast Clayton Jacobsen II decided to design his own version so that its pilots would be standing up. His big breakthrough, though, was switching from the old outboard motors to an internal pump-jet. Jacobsen made his first prototype out of aluminum in 1965. He tried again a year later, this time opting for fiberglass. He sold his idea to the snowmobile manufacturer Bombardier, but they failed to catch on and Bombardier gave up on them. With patent back in hand, Jacobsen went to Kawasaki, which brought out its model in 1973. It was called the  Jet Ski. With the benefit of Kawasaki’s marketing, the Jet Ski won a loyal audience as a way to waterski without the need  for a boat. It was a small audience, however, as remaining on board while standing up- especially in choppy water- remained a challenge. Jet Skis Go Big The next decade planted the seeds for an explosion in the  popularity of personal water craft. For one thing, new models were introduced that let  riders do what they could do back on the old water scooters. The ability to sit down helped pilot stability. New designs not only improved stability further, but they allowed for two riders at a time, introducing a social element to personal water crafts. Bombardier got back into the game with the introduction of the Sea-Doo, which went on to become the best-selling personal watercraft in the world. With further advances in engine technology and emissions, today’s personal water craft enjoy new-found success in every metric. They can go faster than ever, reaching 60 miles an hour. And they now sell more than any boat in the world. Jet Ski Competitions As the popularity of personal water craft started to take off, enthusiasts started to organize races and competitions. The premiere racing series event is the  P1 AquaX, which launched in the United Kingdom in May 2011. London-based sports promoter Powerboat P1  created the racing series and expanded to the United States in 2013. And by 2015, as many as  400 riders from 11 countries had signed up to compete in an AquaX event. The organizers are looking to expand to other countries.