Opel: New 200hp 1.6T Coming - Page 6

  1. Welcome to GM Inside News Forum – General discussion forum for GM

    Welcome to GM Inside News Forum - a website dedicated to all things GM.

    You are currently viewing our forum as a guest, which gives you limited access to view most discussions and access our other features. By joining our community, at no cost, you will have access to post topics, communicate privately with other members (PM), respond to polls, upload content and access many other special features. Registration is free, fast and simple, Join GM Inside News Forum today!
     
+ Reply to Thread
Page 6 of 7 FirstFirst ... 4567 LastLast
Results 76 to 90 of 102

Thread: Opel: New 200hp 1.6T Coming

  1. #76
    3.6 Liter SIDI V6 DmitryKo's Avatar
    Join Date
    Jan 2005
    Location
    Moscow, Russia
    Posts
    1,122
    Thanks
    5
    Thanked 11 Times in 7 Posts

    Re: Opel: New 200hp 1.6T Coming

    1.8 L naturally aspirated version is rumored to appear in the Cadillac ELR.

  2. Remove Advertisements
    GM Inside News
    Advertisements
     

  3. #77
    Firebird Concept (the turbine one) AMERICA 123's Avatar
    Join Date
    Aug 2007
    Posts
    12,552
    Thanks
    1,693
    Thanked 378 Times in 228 Posts
    My Ride
    The Toyota Rat Catcher

    Re: Opel: New 200hp 1.6T Coming

    Quote Originally Posted by germeezy1 View Post
    That is because the 4GR-FSE uses Toyota's D4 system which is quite divergent from the 2GR-FSE which has Toyota's D4-S system that utilizes port AND direct injection.



    It is actually a somewhat complex issue ..... including the difference's and the different effects of D4 vs D4S.

    Among the many as an example, D4-S ( S = 'Superior' ) uses a dual fan ( slit ) DI injector.

    Quote Originally Posted by mfx007 View Post
    So who else uses both? Are both needed or has something else been figured out.

    It is just one approach of many available.

    ( And one should really understand how it works and why it is positively needed - which also helps explain why no else wants to do it that way ie it is expensive and gettin' real 'old'. The PFI system is massively under utilized in a sense - considering the cost. )

    Driven mostly by the previous developments and preferences with Toyota installed DI systems going back to the JDM in the late ish '90s.


    Oh and uh Japan Inc. desire to attempt to get around a bunch of injector - and other patents.

    These earlier approaches and installations are now fully obsolete and never could work outside of a very small set of installations and markets.

    Specifically, 'two' or really three preferences together - that then require - as a band aid, the addition of PFI.


    So.... a Toyota / Yen Subsidy bubble baby........ with a very limited stated primary purpose....... and some decent secondary and tertiary side effects - in certain markets - basically with ****ty fuel - like here.


    In their own ( semi slippery ) words - from their own SAE paper published in 2006 -


    - hang on got to select the best material in a short length


    Copyright © 2006 SAE International


    ABSTRACT

    A new V-6 3.5-liter gasoline engine (2GR-FSE) uses a
    newly developed stoichiometric direct injection system
    with two fuel injectors in each cylinder (D-4S: Direct
    injection 4-stroke gasoline engine system Superior
    version). One is a direct injection injector generating a
    dual-fan-shaped spray with wide dispersion, while the
    other is a port injector. With this system, the engine
    achieves a power level among the highest for production
    engines of this displacement and a fuel economy rating
    of 24mpg on the EPA cycle. Emissions are among the
    lowest level for this class of sedans, meeting Ultra Low
    Emission Vehicle standards (ULEV-II).

    The dual-fan-shaped spray was adopted to improve fullload
    performance. The new spray promotes a
    homogeneous mixture without any devices to generate
    intense in-cylinder air-motion at lower engine speeds.
    For this reason the engine has improved volumetric
    efficiency compared to engines having these charge
    motion devices, resulting in improved full-load
    performance throughout the engine speed range.

    Together with Dual VVT-i (Variable intake and exhaust
    Valve Timing intelligence), the engine achieves specific
    power near the top of all naturally aspirated production
    gasoline engines in the world: 66kW/L, 228kW at
    6400r/min.

    Fuel economy is improved compared to a conventional
    DISI engine with both injectors optimized to improve
    combustion. As for improvement of the exhaust
    emissions, simultaneous injection by the two injectors is
    effective in reduction of HC emissions during cold start.

    1. INTRODUCTION

    The requirements of reduced emissions and enhanced
    driving comfort are critical for modern automobiles.
    Several automobile manufacturers have introduced
    direct-injection spark-ignition (DISI) engines to the
    worldwide markets. Initially, DISI engines utilized
    stratified operations to improve fuel consumption. As the
    emission regulations have become more stringent, DISI
    engines have changed to utilize stoichiometric
    operations to meet emission regulations.

    The reason is
    that stoichiometric DISI engines have several
    advantages over port fuel injection (PFI) engines. These
    advantages of DISI engines are higher full-load
    performance, reduced emissions such as THC, NOx and
    CO emissions and better fuel economy i.e. CO2
    emissions [1-3].
    Concerning full-load performance, it was reported that
    the fuel latent heat can be utilized to reduce the intake
    charge temperature. DISI engines exhibit improved fullload
    performance by injected fuel evaporation that uses
    thermal energy inside the cylinder; this results in DISI
    engines demonstrating higher volumetric efficiency (ηv)
    and lower knocking tendencies [4-8]. Several studies
    investigating the benefit of volumetric efficiency that a
    DISI engine gains through fuel latent heat have been
    conducted. They found that volumetric efficiency of a
    DISI engine is higher by approximately 2-3% compared
    to an equivalent port fuel injection (PFI) engine [4-8].
    They report that through charge cooling by fuel
    evaporation a DISI engine can obtain a higher
    compression ratio by approximately 1-2 points [8].
    Higher volumetric efficiency and lower knocking
    tendencies bring a DISI engine higher torque and power
    output. It was reported that torque can increase across a
    wide speed range by approximately 5-10% [7].
    As for emissions performance, a DISI engine can utilize
    stratified charge combustion and an intense turbulence
    generated by the spray injected at the end of the
    compression stroke during the catalyst warm-up phase;
    this enables stable combustion at highly retarded ignition
    timing, which significantly improves the warm-up speed
    of the catalyst. It was observed that the increase of the
    catalyst temperature for a DISI engine compared to an
    equivalent PFI engine is approximately 500 °C [1], that
    results in a decrease in THC emissions.

    For a stoichiometric DISI engine, suppressing knock
    improves fuel economy. The DISI engine achieves better
    fuel consumption than an equivalent PFI engine due to
    reduced knocking tendency that enables higher
    compression ratios of approximately a 1-2 point increase
    [8].
    A DISI engine, however, has a disadvantage in forming
    a homogeneous air-fuel mixture in the cylinder because
    of a lack of time to form a homogeneous mixture from
    the time fuel is injected until ignition occurs.

    This causes
    mixture stratification in the cylinder. The combustion
    efficiency and the combustion variability of a DISI engine,
    consequently, are worse at higher loads and at lower
    engine speeds due to weak in-cylinder air-motion.
    In
    order to improve these combustion deteriorations, a DISI
    engine requires some devices to generate in-cylinder
    charge-motion to promote a homogeneous mixture
    formation. These devices include a tumble intake-port, a
    helical intake-port, a swirl control valve (SCV) and so on.

    These devices, however, decrease the intake-port flow
    efficiency compared to that of a PFI engine. The intakeport
    design requires higher volumetric efficiency and
    also more intense air-motion, but these are conflicting
    requirements. Figure 1 shows the trade-off between flow
    coefficient and tumble intensity. It was reported too in
    other studies that the creation of stronger in-cylinder
    flows typically reduces volumetric efficiency [7]. DISI
    engines, consequently, have a disadvantage with
    respect to full-load performance, because they require
    intense in-cylinder air-motion to form a homogeneous
    mixture resulting in reduced intake-port efficiency and
    torque and power loses at higher engine speeds.


    The main purpose of this study is to improve full-load
    performance with a high flow efficiency intake-port and
    adopting a new dual-fan-shaped spray.

    This spray helps
    to promote a homogeneous mixture at lower engine
    speeds without any devices to generate intense airmotion
    to improve combustion stability. With respect to
    fuel consumption and torque fluctuations at part loads, it
    will be described that the use of a PFI injector together
    with a DISI injector produces a more homogeneous
    mixture improving combustion efficiency, reducing fuel
    consumption and torque fluctuations compared to a PFI
    engine.

    Additionally, simultaneous injection is effective in
    reduction of HC emissions during cold starts before the
    start catalyst is activated.

    Lastly the specifications for the
    2GR-FSE engine adopting this new direct injection
    system with dual-fan-shaped spray and installation of
    port fuel injection will be reported.

    2. THE MAIN ISSUES OF COMBUSTION OF THE
    HIGH FLOW EFFICIENCY ENGINE -

    - and.....


    4.4 FINAL INJECTION STRATEGY ADOPTED FOR
    PRODUCTION VEHICLES



    The final strategy of D-4S system for introduction to
    production now will be discussed.

    Simultaneous injection
    is utilized to optimize combustion at lower engine
    speeds. The mixture formation using 100% DI at higher
    engine speeds is sufficiently homogeneous and
    combustion efficiency is at a level comparable to
    simultaneous injection due to the piston speeds.

    For this
    reason simultaneous injection is not required at higher
    engine speeds.

    Another consideration when
    simultaneous injection is utilized at higher engine
    speeds, the injector-tip temperature of the DI injector
    becomes too high promoting injector deposits and
    degrading the durability of the injector.

    According to the
    research [9], a DI injector has issues when the injectortip
    temperature reaches approximately 150°C. For this
    reason utilization of simultaneous injection is limited.
    Figure 16 shows the DI ratio of the utilization area for
    simultaneous injection. -

    - and finally


    CONCLUSION

    This paper described improvement of full-load
    performance for the D-4S system that has high flow
    efficiency intake-ports, dual-fan-shaped sprays for the DI
    injectors and simultaneous injection using PFI injectors
    and DI injectors.

    CFD analyses confirmed the dual-fanshaped
    sprays satisfy the requirements for full-load
    performance. The specification of the new 2GR-FSE V-6
    3.5-liter engine and the vehicle performance with this
    engine were described.

    1. With the aim of improvement of full-load performance,
    a high efficiency intake-port is adopted. But combustion
    efficiency at lower engine speeds deteriorates due to
    less homogeneity of the mixture formation in the cylinder.

    The newly developed dual-fan-shaped spray DI injector
    promotes a homogeneous mixture without any devices
    to generate intense air-motion to improve full-load
    performance.


    2. It was revealed that adoption of the new spray and
    higher efficiency intake-port cannot sufficiently suppress
    torque fluctuations at part loads due to a heterogeneous
    mixture.
    To improve the mixture formation, a PFI
    injection is installed. Simultaneous injection of two
    injectors can improve combustion over a PFI only
    system due to a more homogeneous mixture.

    3. Simultaneous injection is effective in reduction of HC
    emissions during catalyst warm-up under cold conditions.
    Furthernore utilizing PFI injection during engine cranking
    can reduce HC emissions: these can bring this engine a
    potential for SULEV standards.

    4. The 2GR-FSE engine has been developed with D-4S
    system, and this engine contributes significantly to
    improved vehicle performance. With this engine, the
    LEXUS IS350 delivers class leading full-load
    performance, and excellent fuel economy while meeting
    low emission standards.


    ACKNOWLEDGMENTS

    Authors would like to acknowledge to the members of
    Yamaha Motor Co., LTD., Nippon Soken Inc., Denso
    Corporation and all other people who have helped us in
    developing this new DISI engine.

    REFERENCES

    1. Sadakane, S., Sugiyama, M., Kishi, H., Harada, J.
    and Sonoda, Y., “Development of a New V-6 High
    Performance Stoihiometric Gasoline Direct Injection
    Engine”, SAE Paper2005-01-1152, 2005.
    2. Kanda, M., Baika T., Kato, S. Iwamuro, M., Koike, M.,
    and Saito, A., “Application of a New Combustion
    Concept to Direct Injection Gasoline Engine”, SAE
    Paper2000-01-0531, 2000.
    3. Abe, S., Sasaki, K., Baika, T., Nakashima, T., and
    Fujishiro, O., “Combustion Analysis on Piston Cavity
    Shape of a Gasoline Direct Injection Engine”, SAE
    Paper2001-01-2029, 2001.
    4. Yang, J. and Anderson, R.W., “Fuel Injection
    Strategies to Increase Full-Load Torque Output of a
    Direct-Injection SI Engine”, SAE Paper980495, 1998.
    5. Takagi, Y., Ihoh, T., Muranaka, S., Iiyama, A., Iwakiri,
    Y., Urushihara, T., and Naitoh, K., “Simultaneous
    Attainment of Low Fuel Consumption High Output
    Power and Low Exhaust Emissions in Direct
    Injection SI Engines”, SAE Paper980149, 1998.
    6. Anderson, R. W., Yang, J., Brehob, D. D., Vallance,
    J. K. and Whiteaker, R. M., “Understanding the
    Thermodynamics of Direct Injection Spark Ignition
    (DISI) Combustion Systems: An Analytical and
    Experimental Investigation”, SAE Paper 962018,
    1996
    7. Lippert, A. M., El Tahry, S. H., Heubler, M. S.,
    Parrish, S. E., Inoue, H. and Noyori, T.,
    “Development and Optimization of a Small-
    Displacement Spark-Ignition Direct-Injection Engine
    – Full-Load Operation”, SAE Paper 2004-01-0034,
    2004
    8. Baretzky, U., Andor, T., Diel, H. and Ullrich, W., “The
    Direct Injection System of the 2001 Audi Turbo V8
    Le Mans Engines”, SAE Paper 2002-01-3357, 2002.
    9. Kino****a, M., Saito, A., Matsu****a, S., Shibata, H.,
    and Niwa, Y., “A Method for Suppressing Formation
    of Deposits on Fuel Injector for Direct Injection
    Gasoline Engine”, SAE Paper 1999-01-3656, 1999.
    10. Landenfeld, T., Kufferath, A. and Gerhardt, J.,
    “Gasoline Direct Injection – SULEV Emission
    Concept”, SAE Paper 2004-01-0041, 2004.
    11. Morita, K., Sonoda, Y., Kawase, T., and Suzuki, H.,
    “Emission Reduction of a Stoichiometric Gasoline
    Direct Injection Engine”, SAE Paper 2005-01-3687,
    2005.



    Those two main functional preferences ( three if you count some aspects of emissions - and four if you count the tech they wanted to 'ignore' ) are GDI - with pretty much the usual list of plus and minuses coupled with a serious aversion to charge motion devices AND 'designs' to introduce swirl and tumble etc ie 'mixing' which is needed for gasoline DI under certain loads, rpms and conditions. These preferences in their own words are about optimizing intake ports for full load conditions - with their particular approach to DIn and there by avoiding a torque loss at hi rpm and load that they but not others, feel is unavoidable via..... basically intake port flow restriction.

    Quote Originally Posted by DmitryKo View Post
    At very high RPM, fuel injectors often can't keep up with the fuel flow needed. Sequential multiport systems work over this by spraying the fuel during all four strokes, even when the intake valve is closed. But direct injection systems can only inject during compression stroke (in ultra lean burn mode) or intake stroke (in stoichiometric mode), so they require higher pressure and high-performance injectors. Using both GDI and MPI aleviates the problem of supplying the fuel in high-load, high RPM operation mode.

    Sigh......so much to correct here.........

    Lets do just one.


    Oh ?


    Oh really ?


    Pray tell, please direct us to the installations that inject during all four cycles.

    Low cost, low pressure PFI that split FI delivery - either on a full time or part time basis divide it into two - not four.

    Quote Originally Posted by germeezy1 View Post
    You have that all wrong, and for an author of Wikipedia articles your grasp on automotive concepts seems to be tenuous at best.

    True.

    But in a somewhat useful half assed fashion - he is trying.

    I'm optimistic -

    Some day - he even may pass the course.

    Quote Originally Posted by All Star View Post
    Yes, because that means that the available torque is dropping off the table after 4,700, if the power isn't increasing.
    Oh ?

    Have you looked at the full graph - and considered how it might be installed - and the related transmissions set up and operation ?


    If I got what I need by 4700 rpm along with a useable but lesser extension above that - for the gear splits involved etc - pray tell why do I need to go a whole lot higher ??????

    Maybe some time in a ole two valve Dodge / Cummins is in order ?

    Quote Originally Posted by All Star View Post
    It gives the sensation that you aren't pulling as hard after you reach the peak. The ideal engine has peak power at red-line, with a completely flat torque curve.

    Maybe - but much more often in the real world including many kinds of racing - nope.


    What you suggest is for most part only ( barely ) desirable in some very specialized installations outside of lite automotive.


    It would represent a waste and a risk also btw -


    Using applicable realworld automotive requirements for a specific installation a bunch of other considerations come into play.


    One of the many that is very typical is to have a torque max or torque band + an rpm margin above - so that under load when a shift occurs, you end up where you want on rpm afterward.


    This has it's own flavor on anything with a turbo - don't want to fall off or below a certain boost level - given the load and driver command no matter what they are.
    Last edited by AMERICA 123; 07-01-2012 at 12:53 PM.
    "From tech stocks to high gas prices, Goldman Sachs has engineered every major market manipulation since the Great Depression — and they're about to do it again."
    "The world's most powerful investment bank is a great vampire squid wrapped around the face of humanity, relentlessly jamming its blood funnel into anything that smells like money."
    "If America is circling the drain, Goldman Sachs has found a way to be that drain — " Matt Taibbi

  4. #78
    3.6 Liter SIDI V6
    Join Date
    Jun 2009
    Posts
    1,052
    Thanks
    0
    Thanked 13 Times in 8 Posts

    Re: Opel: New 200hp 1.6T Coming

    1.6T would make a nice offering to kick off new Cruze body styles like a hatch and coupe. Also would be hot offering for the next generation of Equinox. I would drather it trickle down to the Sonic. Leave the 1.4T for as the top engine in the Sonic but make it more readily available perhaps even the base engine for both the Sonic and Cruze. The 1.8 leaves an awful lot to be desired. If GM doesn't plan some future DI and/or turbo charging then I think they need to ditch it.

  5. #79
    3.6 Liter SIDI V6 DmitryKo's Avatar
    Join Date
    Jan 2005
    Location
    Moscow, Russia
    Posts
    1,122
    Thanks
    5
    Thanked 11 Times in 7 Posts

    Re: Opel: New 200hp 1.6T Coming

    http://media.opel.com/media/intl/en/...premieres.html



    Start of powertrain renewal with high torque 1.6 liter turbocharged gasoline engine

    Opel has announced that it is fundamentally renewing its engine range and the first phase of this plan is starting now. Three completely new engine families are in the pipeline. The gasoline turbocharged four-cylinder with a displacement of 1598 cc, central direct injection and Start/Stop technology is now the first such engine to be unveiled when it makes its debut in Moscow.

    The new SIDI (spark ignition direct injection) ECOTEC engine provides an extraordinarily high maximum torque of up to 300 Nm. The production start is scheduled for the end of the year; Russia is expected to be one its biggest markets.







    World Premiere in Moscow: Opel’s new gasoline turbocharged four-cylinder engine marks the first phase in the brand’s new engine program. The engine has a displacement of 1598 cc, central direct injection and Start/Stop technology. The new SIDI (spark ignition direct injection) ECOTEC engine provides an extraordinarily high maximum torque of up to 300 Nm.



    See also:
    http://media.opel.com/media/intl/en/...1_6_turbo.html
    Last edited by DmitryKo; 09-06-2012 at 02:03 PM.

  6. #80
    Firebird Concept (the turbine one)
    Join Date
    Dec 2003
    Location
    Dearborn, MI
    Posts
    14,995
    Thanks
    0
    Thanked 1 Time in 1 Post
    My Ride
    FORD

    Re: Opel: New 200hp 1.6T Coming

    Thank you for posting that , and this engine I would hope makes it to the US.

  7. #81
    3.6 Liter SIDI V6 DmitryKo's Avatar
    Join Date
    Jan 2005
    Location
    Moscow, Russia
    Posts
    1,122
    Thanks
    5
    Thanked 11 Times in 7 Posts

    Re: Opel: New 200hp 1.6T Coming

    I still wonder how did they manage to squeeze 300 N·m out of this new 1.6 L block. This is 25-30% higher than the Ecoboost 1.6, and even the newest 1598 cc BMW N13 engine for the 2012 BMW 118i is only rated at 170 PS (125 kW; 168 hp) @4800 and 250 N·m (184 lb·ft) @1500-4500 - using twin-scroll turbocharger and variable valve lift (Valvetronic), as well as DI, D-VVT and S&S, and the fuel economy numbers are excellent as well.

    The 1.6 L (1,591 cc) Gamma T-GDi engine for the Hyundai Veloster Turbo comes pretty close with 204 PS @ 6000 rpm and 265 N·m @ 1750-4500 rpm though, using twin-scroll turbo as well as DI and D-VVT; also the Peugeot 308 GTI version of the N13, which also comes with twin-scroll turbo, DI and Valvetronic, has 200 PS @ 5500 rpm and 275 N·m @ 1700 rpm. With no Start&Stop their projected fuel economy numbers are less impressive though.

    BTW good articles on twin-scroll turbo:

    modified.com/tech/modp-0906-twin-scroll-turbo-system-design/
    autozine.org/technical_school/engine/Forced_Induction_4.html
    Last edited by DmitryKo; 08-30-2012 at 02:04 PM.

  8. #82
    GMI Staff Writer Premium Member Toto's Avatar
    Join Date
    Oct 2005
    Location
    Dortmund
    Posts
    2,872
    Thanks
    54
    Thanked 219 Times in 117 Posts
    My Ride
    Opel Corsa GSI

    Re: Opel: New 200hp 1.6T Coming

    Indeed the new Opel turbo engines have impressive tourque numbers. The new 2.0T/280hp/400Nm(295lb ft)/200Nm per liter, and now the 1.6T/200hp/300Nm (221lb ft)/187.5Nm per liter. Even compared to Opels own turbo diesel 2.0CDTI/165hp/350Nm (258lb ft)/175Nm per liter.

  9. #83
    3.6 Liter SIDI V6 DmitryKo's Avatar
    Join Date
    Jan 2005
    Location
    Moscow, Russia
    Posts
    1,122
    Thanks
    5
    Thanked 11 Times in 7 Posts

    Re: Opel: New 200hp 1.6T Coming

    1.6L DI S&S version is coming to US Sonic in 2014 to replace the 1.8L Family 1, and new 1.4L DI Turbo S&S is also replacing the current 1.4T Family 0. See Opel's New 1.6-liter Headed to America, #105

    So it's actually coming well "before the end of the decade"...

  10. #84
    3.6 Liter SIDI V6
    Join Date
    Jan 2010
    Location
    Cleveland, OH
    Posts
    1,228
    Thanks
    12
    Thanked 71 Times in 42 Posts

    Re: Opel: New 200hp 1.6T Coming

    Quote Originally Posted by dslay04 View Post
    Would have been a great base engine for the ATS. I guess the only reason the 2.5T is because its cheaper to make
    I thought the same thing. I would buy this engine in an ATS, especially mated to an 8-speed.

  11. #85
    3.6 Liter SIDI V6 DmitryKo's Avatar
    Join Date
    Jan 2005
    Location
    Moscow, Russia
    Posts
    1,122
    Thanks
    5
    Thanked 11 Times in 7 Posts

    Re: Opel: New 200hp 1.6T Coming

    I've been to MIAS-2012 today and visited the Opel stand, where the cutaway model of the "1.6 SIDI ECOTEC" was on display.

    I will be there again next Thursday to make some photos; for now, here is what I can tell you:

    • Slightly lower specs were given - power of 170 PS (125.0 kW; 167.7 hp) @ 4250 rpm, torque of 280 N·m (210 lbf·ft) @ 1650-4250 rpm (200 PS reserved for Corsa OPC)
    • Compression rate is 10.5:1 - quite high for a turbocharged engine (8.8:1 in Family 1 Turbo)
    • Chain-driven DOHC valvetrain with dual continuous variable cam phasing (DCVCP); no variable valve lift.
    • Grey cast-iron block, aluminum alloy cylinder head.
    • Single-scroll turbocharger; the large radiator at the front is the intercooler
    • Bore, stroke and displacement same as 1.6 L Family 1, but otherwise entirely new block/head
    • Stratified charge (lean-burn) capable: an oval-shaped cavity (an ovoid) is on the piston's surface
    • The central injector is mounted vertically between two intake valves; the spark plug is slightly angled towards the injector.
    • Euro 5 listed, however Euro 6 requirements are the same for DI petrol engines


    Fuel consumption and release dates were not provided yet.

    I have updated my 1.6 turbo engines comparison with these new figures.

    1.6 SIDI Ecotec.JPG
    Last edited by DmitryKo; 10-17-2012 at 01:06 AM.

  12. #86
    5.3 Liter Vortec V8 fakeout's Avatar
    Join Date
    Aug 2010
    Location
    Canada
    Posts
    1,414
    Thanks
    0
    Thanked 1 Time in 1 Post

    Re: Opel: New 200hp 1.6T Coming

    Bring it here with an automatic transmission and AWD. Dammit! lol
    AWD wagons
    Feeling Good by David Burns

    Biodiesel forum
    http://biodiesel.infopop.cc/6/ubb.x?a=cfrm&s=447609751
    Fuel documentary
    http://www.youtube.com/watch?v=v3CBOdgBlk8

  13. #87
    3.6 Liter SIDI V6 DmitryKo's Avatar
    Join Date
    Jan 2005
    Location
    Moscow, Russia
    Posts
    1,122
    Thanks
    5
    Thanked 11 Times in 7 Posts

    Re: Opel: New 200hp 1.6T Coming

    Quote Originally Posted by DmitryKo View Post


    World Premiere in Moscow: Opel’s new gasoline turbocharged four-cylinder engine marks the first phase in the brand’s new engine program. The engine has a displacement of 1598 cc, central direct injection and Start/Stop technology. The new SIDI (spark ignition direct injection) ECOTEC engine provides an extraordinarily high maximum torque of up to 300 Nm.

    http://media.opel.com/media/intl/en/...premieres.html
    http://media.opel.com/media/intl/en/...1_6_turbo.html
    New PR photo:



    http://media.gm.com/media/intl/en/op...photogrid.html
    Last edited by DmitryKo; 09-06-2012 at 02:09 PM.

  14. #88
    1.4 Liter Turbocharged ECOTEC
    Join Date
    Mar 2005
    Posts
    60
    Thanks
    12
    Thanked 4 Times in 4 Posts
    My Ride
    2003 Tracker

    Re: Opel: New 200hp 1.6T Coming

    Any sign of the dct gearbox that is coming?

  15. #89
    3.6 Liter SIDI V6 DmitryKo's Avatar
    Join Date
    Jan 2005
    Location
    Moscow, Russia
    Posts
    1,122
    Thanks
    5
    Thanked 11 Times in 7 Posts

    Re: Opel: New 200hp 1.6T Coming

    Quote Originally Posted by WIDETRACK View Post
    Any sign of the dct gearbox that is coming?
    Yes, it's coming in 2014 for the US - see Opel's New 1.6-liter Headed to America, #105

  16. #90
    3.6 Liter SIDI V6 DmitryKo's Avatar
    Join Date
    Jan 2005
    Location
    Moscow, Russia
    Posts
    1,122
    Thanks
    5
    Thanked 11 Times in 7 Posts

    Re: Opel: New 200hp 1.6T Coming

    I've been to the Moscow Salon and made some photos of the cut-out model on the Opel Stand - however the lighting and the settings did not allow me to make detailed photos, so I rather suggest you to look at the PR photos in a post above.

    Instead, I made a photo of the combustion chamber cutout, which shows some interesting features - for example, an inclined ignition spark, the central direct injector almost touching the intake valves, the ovoid cavity on piston's surface.

    MGE cylinder view.JPG

    I'm not sure about variable valve lift, as the cam/roller assembly was cut out to provide a view of the cylinder head, but there is no mention of that in the specs.

  17. Remove Advertisements
    GM Inside News
    Advertisements
     

Quick Reply Quick Reply

Register Now

Human Verification

In order to verify that you are a human and not a spam bot, please enter the answer into the following box below based on the instructions contained in the graphic.


Thread Information

Users Browsing this Thread

There are currently 1 users browsing this thread. (0 members and 1 guests)

Posting Permissions

  • You may not post new threads
  • You may post replies
  • You may not post attachments
  • You may not edit your posts
Powered by vBadvanced CMPS v4.1.2