Ward's? Cars? World publishes the list of Ward's Top Ten Engines every year, and the list of 2020 was published as early as the end of last year, but Bian Xiao still feels that he has something to say.
Considering the special driving environment in the United States, such as vast territory, sparse population, complete infrastructure, extremely high labor costs and ultra-cheap oil prices, the American list is often occupied by some large-displacement engines. But there are always some engines with relatively small displacement, and the ones with excellent performance are selected.
In 2020, Ward's top ten engines will have three 3.0T engines. Straight six engine selected, Corvette's 6.2L? V8 self-priming is on the list. However, within 200,000, there are also several models closely related to domestic civilian vehicles, namely Honda's 2.0L hybrid, Hyundai's 1.6T and Nissan's 2.0T variable compression ratio engine.
What black technologies are used in these models?
First, Honda sharp world hybrid, the least like the top ten fuel engines?
Honda's system has been widely used in China. Accord, Hao Ying, CR-V and New Odyssey all use this 2.0L hybrid system, which has good fuel consumption performance. Of course, some models still use the second generation i-MMD, such as CR-V, which has poor fuel saving effect.
In this hybrid system, Honda divides the whole driving into three modes. EV mode is adopted in the starting and cruising stages, that is, pure motor drive; When strong acceleration is needed, the engine charges the battery, and then the battery drives the motor to run. Of course, in rare cases, the engine and the battery can also supply power to the drive motor at the same time. Theoretically, it can reach the maximum power of 158kW, because they can be driven together, which is why Honda's hybrid system has stronger acceleration ability. Drive the engine directly at high speed.
As can be seen from the whole logic, Honda's system is driven by pure electricity in most urban road conditions, that is, starting and cruising at medium and low speeds, while the engine is directly driven only at high speeds, and its main function is to generate electricity when accelerating.
Compared with other complex hybrid systems, Honda's system is simple. Without seven or eight modes switching and complicated control system, it has achieved better fuel-saving effect, which can be called simplicity.
Before the birth of 1.5T Earth Dream Engine, Honda used a large number of 2.0L self-priming engines, but it gradually faded out of the mainstream. The 2.0L engine used in Honda's hybrid system is actually newly developed, and the combustion adopts Atkinson cycle. Its control logic is very simple, that is, the intake valve is closed in advance when the engine is intake, so that the intake air volume is reduced, the compression stroke of the engine is shortened, the power stroke is still so long, and the combustion efficiency is improved accordingly.
In fact, this method is no secret, because although the combustion efficiency is improved, the power of the engine is also reduced, which is not worth the candle for the traditional internal combustion engine. After all, a 2.0L nose only produces 1.6L power, so why don't I just use a 1.6L engine, which is also fuel-efficient and much cheaper? But in the hybrid system, the main function of the engine is to generate electricity and drive at high speed. Who doesn't save fuel at high speed? This problem no longer exists.
Honda's 2.0L engine has the highest thermal efficiency? 40.6%, which is one of the most efficient mass production engines at present.
Honda's system can be said to have achieved a good balance between power and fuel consumption. From the feedback of users, the driving experience is really good. The fuel consumption of Accord hybrid bear is only 5.3L/ 100km, and the sample is large enough. Compared with the fuel version, the biggest disadvantage is probably "expensive".
In addition, if we must be picky, it is that Honda's system relies too much on "electricity". Except for mileage anxiety, it may have all the problems of electric vehicles. A larger motor and a ternary lithium battery with higher energy density are used. Ternary lithium battery has higher activity and better low temperature performance, but it is not as good as nickel-hydrogen battery and lithium iron phosphate battery in safety and durability.
This system has been useless in China for a long time. When the first generation model is old, whether it can maintain high efficiency needs a question mark.
Second, Nissan variable compression ratio, modern dragon slaughter?
Is this Nissan 2.0T? The VC-Turbo four-cylinder engine was rated as Ward's Top Ten for the second year in a row. The reason is simple, of course. It is really "hard core".
Variable compression ratio is not a new concept. Engineers put forward this concept many years ago. There is a simple reason. Under the same boundary conditions, the higher the compression ratio, the better the economy, and the lower the compression ratio, the stronger the power. So engineers think, when you want to contribute, use a low compression ratio, and when you want to save fuel, use a high compression ratio. Isn't that great?
The idea is simple, but it is a different picture to realize it. Many manufacturers have invested in this massive research and development, but they have either failed at all or succeeded, because the control is too complicated and the cost is too high, so it is impossible to really mass-produce. Nissan has been developing this technology for 20 years and finally put it into mass production.
Speaking of Mazda shaft, Nissan is sometimes too much.
Nissan's 2.0T die has realized the stepless variable compression ratio of 8: 1 (high performance)-14: 1 (high efficiency). In Xintianlai, this engine has achieved the maximum power 185kW and the maximum torque of 380n·m, and the comprehensive fuel consumption of the Ministry of Industry and Information Technology is only 6.6L/65438.
In addition to realizing variable compression ratio through complex systems (mainly multi-link systems), Nissan also realizes the switching of combustion modes through variable oil pump displacement, variable water cooling path and variable fuel injection, which balances power and fuel consumption well.
Nissan gives this nose to Cadillac or Ford. It must be a big killer. I was born in Nissan and know that Nissan was not more than 20 years ago. The technology of the project at that time was made by Nissan, and it has basically become a comfortable home brand.
It was first used in finidi, England, without much noise. Later, when it was used in Teana, Nissan had hysterical propaganda. If you are not satisfied with the power of 2.0T Teana, you will return it within 30 days, but few users choose 2.0T Teana. Although the imported steel chain CVT is adopted, the tonality of CVT itself is hard to avoid, and the user feedback is fierce enough, but the exercise is not enough.
Such a powerful nose, born in Japan, seems to be pregnant with dragon slaying now, and there is not much room. Nissan has been summarizing that the variable compression ratio technology has been put down into the nose of 1.5T, but unfortunately there is no shadow yet.
Third, Hyundai 1.6T, the valve is playing tricks.
The modern award-winning new 1.6T has not been introduced, but the 1.5T engine on the same platform has been introduced. Both the recently pre-sold Sonata and the newly released Kia K5 are equipped with this engine.
Official website said that it has adopted the world's first CVVD technology, and its power experience has been greatly improved.
What is this modern CVVD? In short, it is a valve control technology, which can intelligently control the valve opening duration when the vehicle is driving. The traditional valve timing control technology is nothing more than opening in advance, opening on time or delaying opening, and the opening time is actually the same.
The modern CVVD is that it can make the intake time and opening controllable and variable at the same time, so that the intake and exhaust efficiency is higher and the combustion is better when the engine works under different working conditions. When it is time to contribute, when it is time to save fuel.
Of course, like Nissan's variable compression ratio, modern systems are also realized through the cooperation of multiple internal systems. As for whether the publicity is so amazing, it is necessary to wait for the listing.
Jeju tubercle
In Ward's top ten, these three engines are absolutely excellent. And compared with other models on Ward, the cost of owning them is not high.
Honda's 2.0L hybrid system has developed to the third generation, which should be regarded as the highest completion. The biggest drawback is probably that you can't enjoy new energy subsidies, the price is high, and you rely too much on power batteries; Nissan's 2.0T is indeed a master of traditional internal combustion engine technology. Unfortunately, the Nissan brand itself does not focus on sports, and CVT with such a big nose is a bit wasteful.
The good news is that Gatco's brand-new 9AT gearbox has come out, which may be the final answer for the 2.0T variable compression ratio engine. However, Hyundai only introduced a "cylinder-shrinking"1.5t. The specific performance depends on the subsequent performance, but the sales of Korean cars are not very good recently.
Nowadays, the momentum of new energy vehicles is growing, and most traditional engine manufacturers have tightened their investment in research and development. Will they be the last peak of traditional internal combustion engines?
This article comes from car home, the author of the car manufacturer, and does not represent car home's position.