Thursday, June 23, 2011
For the Toyota E series of engine, the history can trace to their 1E or 2E Starlet model, than the 3E and 4E Corolla with latest 5E of Sera, Cynos, Tercel and Paseo.
Only the 5E series of engine is using metal cylinder head gasket while other using either graphite or silicone type of material, still there are 4E engine that install with turbo, wish to install the metal cylinder head gasket on it.
The original 5E metal cylinder head gasket thickness may be only 0.25mm but the 4E graphite cylinder head gasket have a thickness around 1.0mm, so would this thickness cause any efficiency on the engine performance?
Tuesday, June 14, 2011
An article from http://www.paultan.org/ to share for,
The age of economy may be upon us, but being frugal with fuel doesn’t mean that there should be any sacrifice in power output delivery, certainly not when you can have the best of both worlds. Today’s engines deliver more, for less, with a bit of help from technology.
These days, the likes of turbocharging and direct-injection offer a smaller engine the performance equal to a larger displacement one – it’s not surprising to see a 2.0 litre DI turbocharged four-cylinder mill more than matching the power output and torque of a normally-aspirated V6, and the numbers add up in performance too.
Ford’s version of this is called EcoBoost. First seen on its 3.5 litre EcoBoost V6 engines, turbocharging and direct fuel injection are the two main items at the heart of EcoBoost’s workings. The turbocharger increases airflow in the engine to boost power and direct injection helps enable more efficient fuel burn for better fuel economy.
How a turbocharger works, if you didn’t already know, is by recovering energy from the exhaust that otherwise would be wasted and putting it back in the engine to gain efficiency. Simply put, the turbocharging system puts more air into the engine, creating more power. A compressor increases or boosts the pressure of the air entering the engine, and an air-to-air intercooler reduces the air temperature before it enters the engine.
Meanwhile, direct injection uses high-pressure fuel injectors to spray a fine mist of fuel directly into each cylinder – the fine mist generated by each solenoid-controlled Bosch injector’s tiny outlet holes helps to create a well-mixed air-fuel mixture, and also cools the incoming air, helping to reduce the potential for engine knock. Unlike port-fuel-injection (PFI) engines that spray fuel in the intake system, the direct injection system puts the fuel exactly where it needs to be for combustion.
A high-pressure injector is positioned to the side of each cylinder, aiming the fuel directly into the cylinder adjacent to a high-intensity spark plug and alongside the intake and exhaust valves.
Fuel from the vehicle tank is pumped at normal pressure to the engine compartment, where a special, cam-driven, high-pressure fuel pump increases the fuel pressure – the fuel is then sprayed into the cylinders at pressures of up to 2,200 pounds per square inch (PSI), which is about 35 times more intense than PFI injection. Electronic control system varies the timing and intensity of the fuel delivery, according to engine operating conditions.
This precisely controlled fuel delivery improves the engine’s transient response, contributes to improved fuel economy and enables improved emissions, particularly at cold start, and an EcoBoost engine can reduce CO2 emissions by 15% and improve fuel efficiency by 20%.
The 2.0 litre EcoBoost I-4 four-cylinder engine, which will debut in the upcoming Ford Mondeo Titanium and S-Max models due to arrive in Malaysia soon, employs many of the basic principles of the first generation EcoBoost engines.
Combining a single turbocharger with a direct injection fuel delivery system, the high-pressure fuel pump – which is a cam-driven mechanical pump with a single piston and an electronic control valve – on this mill operates at 2,200 psi, more than 50 times the norm as seen in a conventional NA four-cylinder engine.
Elsewhere, the turbocharger – which is paired with the direct-injection system to virtually eliminate turbo lag – spins at up to 200,000 rpm and is designed for a life cycle of 150,000 miles or 10 years. It spools up quickly to maximum torque and maintains it across a broad range, estimated from 2,000 rpm to 5,500 rpm according to the company.
The 2.0 litre EcoBoost I-4 engine also adds Ti-VCT (Twin Independent Variable Camshaft Timing) technology, as seen in the Fiesta.
Working on a ‘More Power, Less Fuel’ tagline, the EcoBoost engine promises to deliver power and performance in a smaller, more efficient package, with lower emissions. No surprise to find then that Ford is targetting to offer the EcoBoost engine – in various displacements – in up to 80% of its vehicle nameplates and aim for global sales of 1.5 million EcoBoost-powered vehicles per year in the near future .
You can find out more about EcoBoost at ecoboost.com.my, a microsite that features explanations on the unique engine technology through detailed articles and video clips. In addition, the website will give consumers an opportunity to sign up and get invited to exclusive test drive sessions.
Sunday, June 12, 2011
We may well know that Mazda RX7 and RX8 which using 13B engine is a rotary engine, which is not the conventional piston engine that we usually use.
As it is not the piston type of engine, their engine overhauling kit may not same design as the piston type of engine, it mostly consist of O-ring and washers, anyway, we doubt which workshop in Malaysia is capable to do the overhauling on this engine.
Friday, June 3, 2011
As in my earlier post on the Subaru EJ20 metal cylinder head gasket, I had mention that I'm not really familiar with the Subaru engine as it is less popular in Malaysia. When thinking of importing the EJ20 engine gasket, I have to think twice as when open the catalogue EJ20 column have so many series of them, as such not really know that which of them is consider available model in Malaysia.
Than I found an article at NASIOC (North American Subaru Impreza Owners Club) website forum have a very details explanation on the definition of EJ20 coding as below,
Please keep in mind that JDM applied model code information does not exactly match US applied model codes which doesn't match European/Australian applied model codes, etc.
In Japan "GC" is used for both 4 and 2 door models while in US they chose to designate the 2 door with a different code "GM".
Also, the 4th digit designates the series or year. For example:
GC8G4FD ... the "G" in the 4th position indicates it is a 2000 MY (Version 6). Production dates for JDM GC/GF series are:
"A" = 11/92 - 09/93 or Model year 1993
"B" = 10/93 - 08/94 or Model Year 1994
"C" = 09/94 - 08/96 or Model Years 1995 and 1996... MY 1996 was assigned Version 2 by STi
"D" = 09/96 - 08/97 or Model Year 1997 ... STi assigned this year Version 3
"E" = 09/97 - 08/98 or Model Year 1998 ... STi Version 4
"F" = 09/98 - 08/99 or Model Year 1999 ... STi Version 5
"G" = 09/99 - 07/00 or Model Year 2000 ... STi Version 6
When the GD/GG series Impreza was released in 2001 the series started over at "A" again. STi no longer applied a designation of "Version XX"...this is something that everybody else chose to continue in the interest of easy reference. In the US the series designations rarely correspond exactly to JDM designations because we often get a model a year behind Japan.
Continuing on....the 5th digit of the applied model code, as someone mentioned, indicates the number of doors. The 6th and 7th digits indicates specific equipment packages.
Regarding engine codes....these can be found on the timing cover sticker or on a sticker located on the back of the cylinder head. There are usually other numbers and such stamped into the block and head castings but these are production numbers and are not easily used for identification purposes. The engine codes used for identification should start with "EJ" for any of the later Subaru applications (Impreza, Legacy, Forester, SVX, etc.).
Digit 1 & 2...."EJ" indicates that it is one of the current boxer series motors. The EJ series started production in the mid/late eighties.
Digit 3 & 4.... displacement in liters. Example 2.0L = "20"
Digit 5.... engine series and fuel system used.
Digit 6....emissions regulations.
Digit 7....transmission type the engine was designed for. "W" = manual trans, "X" = auto trans
Digit 8,9, and 10 ...indicates minor production changes or various specification differences.
For example....ej2070w2pr-14e 917 639 gh10
This is 2.0L EJ-series motor from STi ("7" in 5th digit indicates high output version of the 2.0L MPI turbo motor used from 1999 on). I am guessing the 6th digit is a "D" and not an "O" like you indicated which would indicate a JDM spec. The "W" would indicates is out of a manual trans car. The "2" would indicate its a Version 6. The "PR" indicates that it is a standard STi (not an RA which would be "PJ"). The rest of the numbers after the dash are probably some serial number for the actual engine.
Transmission identification codes start with a "T" and an example would be:
"T" = transmission code
"Y" = that it is a manual awd gearbox
"85" = the transmission classification...in the case of manual gearboxes this number indicates the gear shaft spacing in millimeters. 6-speed transmissions use an 85mm shaft spacing while the current generation of 5-speed transmissions use a 75mm shaft spacing.
"6" = some reference to the transmission case. "6" is used for 6-speeds, "4" is used for 8-bolt 5-speeds, "2" for 4-bolt Impreza 5-speeds, "5" for Forester 8-bolt 5-speeds, "3" for 4-bolt Forester 5-speeds, and "7" for some Legacy turbo 8-bolt 5-speeds.
"W" = transmission specification. "W" is 6-speed, "V" is 5-speed, "Z" = AT with MPT, "Y" = AT with VTD, etc.
"B1AA" = indicates various details about the equipment such as center diff. type, front LSD, etc. and also about minor production changes.
We have an extensive listing of transmission code information on our site at http://www.rallispec.com/Transmission%20chart.htm