MAZDA WANKEL ENGINE

The Wankel engine is a type of internal combustion engine which uses a rotary design to convert pressure into a rotating motion instead of using reciprocating pistons. Its four-stroke cycle takes place in a space between the inside of an oval-like epitrochoid-shaped housing and a rotor that is similar in shape to a Reuleaux triangle but with sides that are somewhat flatter. This design delivers smooth high-rpm power from a compact size. It is the only internal combustion engine invented in the twentieth century to go into production.^[1] Since its introduction the engine has been commonly referred to as the rotary engine, though this name is also applied to several completely different designs.
The engine was invented by German engineer Felix Wankel. He received his first patent for the engine in 1929, began development in the early 1950s at NSU Motorenwerke AG (NSU), and completed a working prototype in 1957.^[1] NSU then licensed the concept to companies around the world, which have continued to improve the design.
Because of their compact design, Wankel rotary engines have been installed in a variety of vehicles and devices such as automobiles (including racing cars), along with aircraft, go-karts, personal water craft, chain saws, and auxiliary power units. The most extensive automotive use of the Wankel engine has been by the Japanese company Mazda.

In 1951, the German engineer Felix Wankel began development of the engine at NSU Motorenwerke AG, where he first conceived his rotary engine in 1954 (DKM 54, Drehkolbenmotor). The so-called KKM 57 (the Wankel rotary engine, Kreiskolbenmotor) was constructed by NSU engineer Hanns Dieter Paschke in 1957 without the knowledge of Felix Wankel, who remarked "you've turned my race horse into a plow mare".^[2] The first working prototype DKM 54 was running on February 1, 1957 at the NSU research and development department Versuchsabteilung TX.^[3] It produced 21 horsepower; unlike modern Wankel engines, both the rotor and the housing rotated.^[1]
Considerable effort went into designing rotary engines in the 1950s and 1960s. They were of particular interest because they were smooth and quiet running, and because of the reliability resulting from their simplicity. An early problem of buildup of cracks in the epitrochoid surface was solved by installing the spark plugs in a separate metal piece instead of screwing them directly into the block.^{[citation needed]}
Among the manufacturers signing licensing agreements to develop Wankel engines were Alfa Romeo, American Motors, Citroen, Ford, General Motors, Mercedes-Benz, Nissan, Porsche, Rolls-Royce, Suzuki, and Toyota.^[1] In the United States, in 1959 under license from NSU, Curtiss-Wright pioneered minor improvements in the basic engine design. In Britain, in the 1960s, Rolls Royce Motor Car Division pioneered a two-stage diesel version of the Wankel engine.^[4]
Also in Britain, Norton Motorcycles developed a Wankel rotary engine for motorcycles, based on the Sachs air cooled Wankel that powered the DKW/Hercules W-2000 motorcycle, which was included in their Commander and F1; Suzuki also made a production motorcycle with a Wankel engine, the RE-5, where they used ferrotic alloy apex seals and an NSU rotor in a successful attempt to prolong the engine's life. In 1971 and 1972 Arctic Cat produced snowmobiles powered by 303 cc Wankel rotary engines manufactured by Sachs in Germany. Deere & Company designed a version that was capable of using a variety of fuels. The design was proposed as the power source for United States Marine Corps combat vehicles and other equipment in the late 1980s.^[5]
Mazda and NSU signed a study contract to develop the Wankel engine in 1961, and competed to bring the first Wankel powered automobile to market. Although Mazda produced an experimental Wankel that year, NSU was first with a Wankel automobile on sale, the sporty NSU Spider in 1964; Mazda countered with a display of two and four rotor Wankel engines at that year's Tokyo Motor Show.^[1] In 1967, NSU began production of a Wankel engined luxury car, the Ro 80.^[6] However, problems with apex seal wear led to frequent engine failure, which led to large warranty costs for NSU, and curtailed further Wankel engine development.^[1]

Gambar ini menunjukkan sebuah camaro 1968 yang dimodified kan oleh seorng rakyat yg tamak akan kuasa kelajuan sehingga menghabiskan duit untuk membeli turbo yang gemok itu.pde sume,,
x yah la nk laju sgt pon..nk pegi ke destinasi yg dtuju sampai jugak cume mase je.

CHERVOLET CAMARO 1968

The first-generation Camaro debuted in September 1966, for the 1967 model year, up to 1969 on a new rear-wheel drive GM F-body platform and would be available as a 2-door, 2+2 seating, coupe or convertible with a choice of 250 cu in (4.1 L) inline-6 and 302 cu in (4.9 L), 307 cu in (5.0 L), 327 cu in (5.4 L), 350 cu in (5.7 L), or 396 cu in (6.5 L) V8 powerplants. Concerned with the runaway success of the Ford Mustang, Chevrolet executives realized that their compact sporty car, the Corvair, would not be able to generate the sales volume of the Mustang due to its rear-engine design, as well as declining sales, partly due to the bad publicity from Ralph Nader's book, Unsafe at Any Speed. Therefore, the Camaro was touted as having the same conventional rear-drive, front-engine configuration as Mustang and Chevy II Nova. In addition, the Camaro was designed to fit a variety of power plants in the engine bay. The first-generation Camaro would last until the 1969 model year and would eventually inspire the design of the new retro fifth-generation Camaro.This is my favourite cars.

wooo..
da lama tak berblogger ni..
rindu pulak..smalam nmpk EK9 kt depan time dlm kete..
ingat biase,,skali die tekannn gilerrr
VTEC la,,bkn biase..pas2 nganjeng ngan bunyi turbo die tu,,
huhhh sabarrr..

MIVEC (Mitsubishi Innovative Valve timing Electronic Control system)

                    
MIVEC (Mitsubishi Innovative Valve timing Electronic Control system)^[1] is the brand name of a variable valve timing (VVT) engine technology developed by Mitsubishi Motors. MIVEC, as with other similar systems, varies the timing of the intake and exhaust camshafts which increases the power and torque output over a broad engine speed range while also being able to help spool a turbocharger more quickly.
MIVEC was first introduced in 1992 in their 4G92 powerplant, a 1,597 cc naturally aspirated DOHC 16 valve straight-4.^[2] At the time, the first generation of the system was named Mitsubishi Innovative Valve timing and lift Electronic Control.^[3] The first cars to use this were the Mitsubishi Mirage hatchback and the Mitsubishi Lancer sedan. While the conventional 4G92 engine provided 145 PS (107 kW; 143 hp) at 7000 rpm,^[4] the MIVEC-equipped engine could achieve 175 PS (129 kW; 173 hp) at 7500 rpm.^[5] Similar improvements were seen when the technology was applied to the 1994 Mitsubishi FTO, whose top-spec GPX variant had a 6A12 1997 cc DOHC 24 valve V6 with peak power of 200 PS (147 kW; 197 hp) at 7500 rpm.^[6] The GR model, whose otherwise identical powerplant was not MIVEC-equipped, produced 180 PS (132 kW; 178 hp) at 7000 rpm by comparison.^[7]
Although initially designed to enhance performance, the system has subsequently been developed to improve economy and emissions, and has been introduced across Mitsubishi's range of vehicles, from the i kei car to the high-performance Lancer Evolution sedan.
Newest developments have led to MIVEC system being evolved into a continuous variable valve timing and also being the first VVT system to be used into a passenger car diesel engine.

 

Operation

Some types of variable valve control systems optimize power and torque by varying valve opening times and/or duration. Some of these valve control systems optimize performance at low and mid-range engine speeds. Others focus on enhancing only high-rpm power. MIVEC system provides both of these benefits by controlling valve timing and lift. The basic operation of the MIVEC system is altering the cam profiles and thus tailoring engine performance in response to driver input.^[8]
In essence, MIVEC serves the same function as "swapping cams", something that car racers might do when modifying older-design engines to produce more power. However, such swaps come with a compromise - generally yielding either greater low-end torque or more high-end horsepower, but not both. MIVEC achieves both goals. With MIVEC, the "cam swap" occurs automatically at a fixed engine speed. The cam switch operation is transparent to the driver, who is simply rewarded with a smooth flow of power.^[8]
Two distinct cam profiles are used to provide two engine modes: a low-speed mode, consisting of low-lift cam profiles; and a high-speed mode. The low-lift cams and rocker arms - which drive separate intake valves - are positioned on either side of a centrally located high-lift cam. Each of the intake valves is operated by a low-lift cam and rocker arm, while placing a T-lever between them allows the valves to follow the action of the high-lift cam.^[8]
At low speeds, The T-lever's wing section floats freely, enabling the low-lift cams to operate the valves. The intake rocker arms contain internal pistons, which are retained by springs in a lowered position while the engine speed is below the MIVEC switchover point, to avoid contacting the high-lift T-shaped levers. At high speeds, hydraulic pressure elevates the hydraulic pistons, causing the T-lever to push against the rocker arm, which in turn makes the high-lift cam operate the valves.^[8]
In summary, MIVEC switches to the higher cam profile as engine speed increases, and drops back to the lower cam profile as engine speed decreases. The reduced valve overlap in low-speed mode provides stable idling, while accelerated timing of the intake valve's closing reduces backflow to improve volumetric efficiency, which helps increase engine output as well as reduce lift friction. High-speed mode takes advantage of the pulsating intake effect created by the mode's high lift and retarded timing of intake valve closure. The resulting reduced pumping loss of the larger valve overlap yields higher power output and a reduction in friction. The low- and high-speed modes overlap for a brief period, boosting torque.^[8]
From the 4B1 engine family onward, MIVEC has evolved into a continuous variable valve timing (CVVT) system (dual VVT on intake and exhaust valves).^[9] Many older implementations only vary the valve timing (the amount of time per engine revolution that the intake port is open) and not the lift. Timing is continuously independently controlled to provide four optimized engine-operating modes:^[9]

• Under most conditions, to ensure highest fuel efficiency, valve overlap is increased to reduce pumping losses. The exhaust valve opening timing is retarded for higher expansion ratio, enhancing fuel economy.
• When maximum power is demanded (high engine speed and load), intake valve closing timing is retarded to synchronize the intake air pulsations for larger air volume.
• Under low-speed, high load, MIVEC ensures optimal torque delivery with the intake valve closing timing advanced to ensure sufficient air volume. At the same time, the exhaust valve opening timing is retarded to provide a higher expansion ratio and improved efficiency.
• At idle, valve overlap is eliminated to stabilize combustion.

Mitsubishi's 4N1 engine family is the world's first to feature a variable valve timing system applied to passenger car diesel engines.^[10]

MIVEC-MD

In the early years of developing its MIVEC technology, Mitsubishi also introduced a variant dubbed MIVEC-MD (Modulated Displacement),^[11][3] a form of variable displacement. Under a light throttle load, the intake and exhaust valves in two of the cylinders would remain closed, and the reduced pumping losses gave a claimed 10–20 percent improvement in fuel economy. Modulated Displacement was dropped around 1996.^[11]

 he Honda Civic Type R is the highest performance version of the Honda Civic made by Honda Motor Company of Japan. The Type R designation is given to models that have been specially developed and tuned in house for the sole purpose of circuit competition and as a high performance vehicle from Honda's stables. Its lineage can be traced directly to the 1992 Honda NSX Type R, featuring a lightened and stiffened body, specially fine tuned engine and upgraded brakes and chassis. Other characteristics are the use of the special colour from the days of Honda's successful F1 winning car from the 60's called "Championship White" and a Honda emblem with a red background. Red is also used in the interior to give it a special sporting distinction and to separate it from other Honda models. In Japan, a one-make series of Honda Type R cars where privateers can purchase a off-road Type R and compete in a series championship is a stepping stone for many aspiring racing drivers. The Type R has helped to increase Honda's overall image in racing as well as in the sports car consumer market.

VTEC (Variable Valve Timing and Lift Electronic Control) is a valvetrain system developed by Honda to improve the volumetric efficiency of a four-stroke internal combustion engine. This system uses two camshaft profiles and electronically selects between the profiles. This was the first system of its kind. Different types of variable valve timing and lift control systems have also been produced by other manufacturers (MIVEC from Mitsubishi, VVTL-i from Toyota, VarioCam Plus from Porsche, VVL from Nissan, etc.). It was invented by Honda R&D engineer Ikuo Kajitani

4AGE 20V Blacktop Engine Swap 

The AE86 was available with a fuel-injected 4-cylinder twin-cam 1587 cc 4A-GEU engine in Japan and Europe which was also used in the first-generation Toyota MR2 (AW11). This engine had a maximum power output of 130 PS (97 kW) and 103 ft·lbf (140 Nm) of torque in standard form.^[1] The AE86 came with a 5-speed manual gearbox, and later came with the option of an automatic. The 4A-GE engines used in the AE86 and AW11 were equipped with T-VIS (Toyota Variable Induction System). The AE86 had an optional Limited Slip Differential (LSD).^[1]
In North America, a modified 4A-GEC engine was used to comply withCalifornia emissions regulations. Power was rated at 112 bhp (84 kW), and 100 ft·lbf (136 Nm) of torque.^[1]

                                                                                              The AE86 used ventilated disc brakes. The car was equipped with a MacPherson strut style independentsuspension at the front and a four-link live axle with coil springs for the rear. Stabilizer bars were present at both ends.^[1]

Lower-spec American AE86 SR5 models used the 1587 cc 4A-C SOHC unit, did not have an optional LSD, and had rear drum brakes.

Models equipped with the 4A-GE engine received a 6.7" rear differential, while 3A-U, 4A-U, and 4A-C models received a smaller, weaker, 6.38" rear differential.

The AE86 SR5 (4A-C equipped) had an optional automatic transmission, though the GT-S model (with the 4A-GE DOHC engine) only came with a standard 5-speed manual gearbox.