A few years ago, many automakers offered 3-cylinder engines. Such units can be seen as an example of the downsizing that has now taken over the entire automotive industry.
But three cylinders is nothing new. The Japanese have long used similar engines in their small cars (for example, Suzuki and Daihatsu). This design provides a number of advantages: less weight, cheaper production and low fuel consumption. Sounds great, but the reality is somewhat different.
So the fuel consumption does not correspond to the declared, and more load significantly affect durability. Over time, the relatively high vibration and mediocre dynamics begin to annoy. Yes, there are motors that have virtually no problems. For example, Toyota's respected R 3 mechanics.
Toyota 1.0
Toyota 1 liter engine, produced since 2005, one of the best three-cylinder engines recent years. It was originally intended for the baby Aygo, developed in collaboration with PSA concern. It also went to the platform French: Citroen C1 and Peugeot 107.
The basic design was borrowed from Daihatsu. Toyota engineers upgraded the engine: reduced weight, increased compression ratio, installed a variable valve timing system and a chain-type timing drive. The result exceeded all expectations. Efficient, small and light (made of aluminium), the unit is ideal for a small city car. It later went to the larger second-generation Yaris. There are two versions of the engine on the market, symbolically differing in power - 68 and 69 hp.
It is worth recognizing that the high dynamics from liter aspirated not worth the wait. Aygo accelerates to 100 km / h in 14.2 seconds, but it reaches urban 60-70 km / h quite quickly. Fuel consumption with a calm driving style lies in the range of 5-5.5 l / 100 km. In the case of the large Yaris, things are not so rosy. The first hundred can be reached only after 16 seconds. Don't count on economy either.
But more importantly, the engine is relatively reliable. At regular maintenance and reasonable loads serious problems does not occur, and minor failures do not require high costs for elimination.
Volkswagen 1.2HTP
Debuted in 2001 3-cylinder german motor got a lot positive feedback. The engine is designed from scratch, made of light alloy, equipped with a chain-type timing drive and a balance shaft. The power unit was offered with 2 (54 and 60 hp) or 4 valves per cylinder (60, 64, 70 and 75 hp). He had to tempt low flow fuel, good dynamics and good durability. Unfortunately, things turned out differently in reality.
Firstly, even with quiet driving, the average fuel consumption was about 7 liters, while the promised almost 6 liters. Secondly, the dynamics of the 6-valve versions, to put it mildly, left much to be desired. Yes, the more powerful 12-valve versions are slightly faster. But 14.9 seconds to "hundreds" on the Fabia II with 1.2 HTP is a "very average" result.
Thirdly, the reliability of motors assembled before 2006 was at a very low level. Ignition coils, chain and burnt valves brought notoriety. After refinement, the chain and block head became stronger.
The R3 1.2 HTP engine was installed in the "B segment" cars of the Volkswagen group: Skoda Fabia, Seat Ibiza and VW Polo.
Opel 1.0
This is the first three-cylinder that appeared in small German cars. He made his debut in 1997 under the hood Opel Corsa B. The engine was designated X10XE. Unfortunately, vibrations, low power (54 hp) and weak dynamics not allowed to collect flattering reviews. We also had to deal with quality issues. The most serious drawback was the timing chain, which quickly stretched and sometimes broke. In addition, oil leaks were observed, and electronics failed.
The first upgrade was carried out in 2000. The result is increased performance (58 hp) and durability. Updated engine received the Z10XE marking. But the situation changed dramatically only in 2003 after the release of the 60-horsepower version of X10XEP (Twinport). According to mechanics, the quality has improved significantly, and the number of problems has significantly decreased. The dynamics have also improved. Average consumption fuel was about 5.5 l / 100 km. In 2010, a 65-horsepower version of the engine appeared, and later - a 75-horsepower version.
The 1-litre Opel engine was used in the Agila and Corsa.
Volkswagen 1.2 TDI PD and1.4 TDI PD
Both are small diesel units with pump nozzles appeared in 1999. The youngest disappeared from the list of proposals after a few years, while 1.4 was produced until 2010. The 1.4-liter unit can be found in the VW Group models: Audi A2, VW Lupo, Polo, Seat Ibiza/Cordoba and Skoda Fabia.
Causes doubts and durability. Problems appear after 150-180 thousand km. Most often, the turbocharger fails and fuel pump high pressure and sometimes the electronics fail. But the most serious drawback is a critical increase in the axial clearance of the crankshaft. Dismantling and grinding are little justified due to imbalance.
Smart 0.6-1.1
The 0.6-liter R3 Smart debuted in 1998. The engine was offered in two power options: 45 and 55 hp. A year later, a diesel R3 appeared - 0.8 CDI 41 hp, and later - a gasoline R3 with a volume of 0.7 liters. Unfortunately, it soon became clear that the unit requires overhaul after a relatively short run.
The 1.1-liter deserves higher marks gasoline engine, which has been used since 2004 in Smart Forfour And Mitsubishi Colt. Later, the assortment was replenished with a 3-cylinder diesel engine with a volume of 1.5 liters. It should be noted that diesel engines are more expensive to maintain and repair.
Conclusion
Don't fool yourself. Three-cylinder engines are designed not only to burn less fuel(although in reality this does not always work out), but above all, in order to reduce production costs. Such power units are really cheaper to manufacture. Remember that R3 engines are not long-lived, and a mileage of about 200-250 thousand km leaves a serious imprint on the technical condition.
The order of operation of the cylinders in different engines different, even with the same number of cylinders, the order of operation may be different. Let's see how they work serial engines internal combustion different arrangement of cylinders and their design features. For the convenience of describing the operation of the cylinders, the countdown will be made from the first cylinder, the first cylinder is the one in front of the engine, the last, respectively, near the gearbox.
3 cylinder
In such engines, there are only 3 cylinders and the operation procedure is the simplest: 1-2-3
. Easy to remember and fast.
The layout of the cranks on the crankshaft is made in the form of an asterisk, they are located at an angle of 120 ° to each other. It is possible to apply the 1-3-2 scheme, but manufacturers did not begin to do this. So the only sequence in a three-cylinder engine is the 1-2-3 sequence. To balance the moments from the forces of inertia on such engines, a counterweight is used.
4 cylinder
There are both in-line and boxer four-cylinder engines, their crankshafts are made according to the same scheme, and the order of operation of the cylinders is different. This is due to the fact that the angle between the pairs of crankpins is 180 degrees, that is, the 1st and 4th journals are on opposite sides of the 2nd and 3rd journals.
1 and 4 necks on one side, 3 and 4 on the opposite side.
In in-line engines, the order of operation of the cylinders is applied 1-3-4-2 - this is the most common scheme of work, this is how almost all cars work, from Zhiguli to Mercedes, gasoline and diesel. Cylinders with crankshaft journals located on opposite sides work in series in it. In this scheme, you can apply the sequence 1-2-4-3, that is, swap the cylinders, the necks of which are located on the same side. Used in 402 engines. But such a scheme is extremely rare, they will have a different sequence in the operation of the camshaft.
The boxer 4-cylinder engine has a different sequence: 1-4-2-3 or 1-3-2-4. The fact is that the pistons reach TDC at the same time, both on the one hand and on the other. Such engines are most often found on Subaru (they have almost all the opposites, except for some small cars for the domestic market).
5 cylinder
Five-cylinder engines were often used on Mercedes or AUDI, the complexity of such a crankshaft lies in the fact that all connecting rod journals do not have a plane of symmetry, and are rotated relative to each other by 72 ° (360/5 \u003d 72).
The order of operation of the cylinders of a 5-cylinder engine: 1-2-4-5-3
,
6 cylinder
According to the arrangement of cylinders, 6-cylinder engines are in-line, V-shaped and boxer. The 6-cylinder engine has a lot various schemes the sequence of operation of the cylinders, they depend on the type of block and the crankshaft used in it.
inline
Traditionally used by a company such as BMW and some other companies. The cranks are located at an angle of 120° to each other.
The order of work can be of three types:
1-5-3-6-2-4
1-4-2-6-3-5
1-3-5-6-4-2
V-shaped
The angle between the cylinders in such engines is 75 or 90 degrees, and the angle between the cranks is 30 and 60 degrees.
The sequence of operation of the cylinders of the 6-cylinder V-engine could be the following:
1-2-3-4-5-6
1-6-5-2-3-4
Opposite
6-cylinder boxers are found on cars brands Subaru, this is the traditional engine layout for the Japanese. The angle between the crankshaft cranks is 60 degrees.
Engine sequence: 1-4-5-2-3-6.
8 cylinder
In 8-cylinder engines, the cranks are installed at an angle of 90 degrees to each other, since there are 4 strokes in the engine, then 2 cylinders work simultaneously for each stroke, which affects the elasticity of the engine. 12-cylinder runs even softer.
In such engines, as a rule, the most popular uses the same sequence of cylinders: 1-5-6-3-4-2-7-8 .
But Ferrari used a different scheme - 1-5-3-7-4-8-2-6
In this segment, each manufacturer used only the sequence known to him.
10 cylinder
A 10-cylinder engine is not very popular, manufacturers rarely used such a number of cylinders. There are several options for ignition sequences.
1-10-9-4-3-6-5-8-7-2 - used on Dodge Viper V10
1-6-5-10-2-7-3-8-4-9 — BMW charged versions
12 cylinder
The most charged cars were equipped with 12-cylinder engines, for example, Ferrari, Lamborghini, or the more common Volkswagen W12 engines.
A number of technical improvements have been made in order to comply with the legislation on exhaust gas toxicity. Technical processing of transversely mounted engines includes the following technical innovations:
- Exhaust manifold integrated in the cylinder head
- Reduced weight crankshafts
- One-Piece Drive valve mechanism
- Changing the belt drive guide
- Changing the cooling system
- Preparation working mixture with fuel injection pressure 350 bar
- The engine management system consists of a module with a DME8 control unit
By reducing the mass of the crank mechanism, increasing the fuel injection pressure and changing the engine cooling functions, it was possible to reduce carbon dioxide emissions by 2.5–5%. Engine power has been increased by 5 kW/20 Nm.
Description of subsystems
The following subsystems are described below:- Engine designation
- Valve train drive
- Single belt drive
- exhaust turbocharger
Engine designation
On the crankcase, next to the mount for the crankshaft locking pin, is a 7-digit engine designation.
The serial number of the engine is stamped above the engine designation. These two numbers allow the manufacturer to uniquely identify the engine.
Engine designationB38TU
Engine designationB48TU
Valve train drive
The main characteristics of the valve train drive:
- Chain drive on the power take-off side of the engine
- Single section chain drive for drive camshafts
- Regular bush chain 8 mm
- Drive oil pump/vacuum pump combination via separate circuit
- Tensioner bar and plastic guide
Hydraulic chain tensioner with spring preload and sealing sleeve
| Designation | Explanation | Designation | Explanation |
|---|---|---|---|
| A | Double chain drive Bx8 | B | One-Piece Chain Drive Bx8TU |
| 1 | guide | 2 | Top chain drive |
| 3 | Chain tensioner | 4 | Tensioner bar |
| 5 | Bottom chain drive | 6 | Oil Pump/Vacuum Pump Chain Sprocket |
| 7 | Drive chain oil pump/vacuum pump | 8 | guide |
| 9 | chain drive |
An important difference chain drive is the transition from a two-section chain drive to an inseparable chain drive. In this case, the chain drive directly drives the sprockets of the chain drive of the camshafts. There is no change of direction and no second chain drive. Bush chains 8 mm are used as chains. Due to the absence of a second chain drive, the number of teeth on the crankshaft (23 teeth) and on the VANOS actuators (46 teeth each) changes.
Variable Valve Timing (VANOS)
Due to the conversion of the two-section chain drive to a one-piece chain drive, the VANOS actuator chain sprockets require 46 teeth instead of the previous 36 teeth. In order to compensate for the extra weight of the larger chain sprockets, shorter and more compact VANOS actuators have been manufactured. In addition, the chain drive channel is offset by 1.5 mm.
Single belt drive
All ancillary and attachments driven by just one belt. By changing the guide for the belt drive, material was saved and the size of the installation site was reduced.
The drive belt will stretch over time due to thermal expansion and aging. To drive belt could transmit the required torque, it must always be pressed against the pulley with a given force. To do this, the belt tension is adjusted by means of a belt tensioner installed on the generator, which compensates for the stretching of the belt during its entire service life.
Cooling system and coolant circuit
IN new system The coolant shut-off valve in the crankcase allows the crankcase to be disconnected from the coolant flow if necessary, both during the warm-up phase and in partial load mode. In this case, the coolant is directed exclusively through the cylinder head. The engine reaches its operating temperature during the warm-up phase and can operate with partial load with reduced emissions of harmful substances.
To ensure optimum heat distribution between the cylinder head and crankcase, the coolant supply to the cylinder head and crankcase is individually adjusted during engine warm-up. Under the control of the digital engine electronics (DME), the coolant is distributed during the warm-up phase by means of the electric coolant shut-off valve in the thermal management module so that significantly more coolant is supplied to the cylinder head than to the crankcase. Depending on the operating state of the engine, the digital electronic engine management system determines the distribution required amount coolant for the cylinder head and crankcase.
| Designation | Explanation | Designation | Explanation |
|---|---|---|---|
| 1 | Radiator | 2 | Radiator outlet coolant temperature sensor |
| 3 | electric fan | 4 | crankcase coolant shut-off valve |
| 5 | coolant pump | 6 | Safety valve. |
| 7 | crankcase | 8 | Coolant temperature sensor at the engine outlet |
| 9 | cylinder head | 10 | Exhaust manifold integrated in the cylinder head |
| 11 | exhaust turbocharger | 12 | Heating |
| 13 | Tank | 14 | crankcase temperature sensor |
| 15 | Coolant heat exchanger for engine oil | 16 | Coolant heat exchanger for gear oil |
| 17 | Temperature control module | 18 | Additional coolant radiator |
exhaust turbocharger
Since the exhaust manifold is integrated into the cylinder head, the exhaust manifold and exhaust turbocharger in the B38TU are now two separate parts. The exhaust turbocharger can therefore be replaced separately. Boost pressure is still adjustable electric regulator boost pressure.
Turbocharger OGB38TU
On the B48TU, the exhaust manifold and exhaust turbocharger can be made as one piece or separately from each other. Depending on the engine variant, the exhaust turbocharger can be replaced separately. In the B48TU, boost pressure is also controlled by an electric boost pressure regulator.
Turbocharger OGB48TU
Mixture preparation system
The mixture preparation has again been adapted to the requirements of the legislation on exhaust gas toxicity. The high pressure pump and injectors have been modified and designed for a fuel injection pressure of 350 bar.
engine management system DME8
The engine uses the most modern systems control of production company Bosch. Electronic system engine management (DDE / DME) of the 8th generation combined the control system of gasoline and diesel engine. Outside, the system is a one-piece housing with a single block of plug connectors. Despite the simple design, the hardware of the system is capable of performing a wide range of tasks.
Service Instructions
Diagnostic instructions
Wiring harness inspections must only be carried out by approved methods. The use of incorrect tools, such as measuring probes, will damage the plug-in contacts.Important user notice regarding the measuring unit kit (83 30 2 352 990)
With the introduction of the G11/G12, the measuring unit kit (83 30 2 352 990) was supplied to the sales organizations.
For safety reasons (voltage peaks in the area of ignition coils and injectors), a separate voltage filter (83 30 2 446 246) was subsequently supplied to retrofit these measuring units.
A retrofitted voltage filter causes measurement deviations (ohms and volts) up to 60 V, which can lead to misinterpretation.
To avoid misinterpretation, certain test patterns must be followed when measuring with the Measuring Unit Kit. A description of such test schemes is given in the service information:
We reserve the right to typographical errors, semantic errors and technical changes.
If earlier engine progress was considered laziness, then these days it is certainly environmental regulations. Newest gasoline engines Peugeot EB series, which took place under the hood of the 208 hatchback, emit less carbon dioxide into the atmosphere than the power plant of the Peugeot 508RXH diesel-electric hybrid.
Three-cylinder engines of 1.0 and 1.2 liters produce 68 and 82 hp. respectively, while the torque is 95 and 118 Nm - enough to make a well-equipped compact car feel confident in the city. Experienced motorists at the mention of a three-cylinder liter engine, out of habit, they will wrinkle their nose, and in vain. In order to keep small motors from losing face, Peugeot had to register 52 patents, 23 of which relate to design features power plant, 20 - to controller programs and 9 - to special technological processes and equipment.
Three-cylinder engines are currently offered in Russia only with mechanical box gears, and the "four" 1.6 - with a hydraulic machine. Thoughtful "robots" for small-capacity engines were decided not to be delivered to our country, leaving them to the patient and thrifty Europeans.
iron diet
The most obvious way to keep a car dynamic while reducing harmful emissions, gluttony and power is to lose weight. The 1.0 liter VTi engine is 11 kg lighter than its predecessor, and the 1.2 liter VTi engine weighs almost 10 kg less than the 1.4-liter Peugeot 207 power unit.
Both the cylinder block and the block head are cast from an aluminum alloy by casting according to gasified models. exact model parts made of expanded polystyrene are placed in a mold and filled with sand, which is then carefully compacted and fills all the cavities of the model. When the mold is poured, the hot metal replaces the polystyrene, evaporating it.
This method is characterized by accuracy, minimal waste and harmful emissions. At the same time, it makes it possible to manufacture complex-shaped parts with internal cavities without resorting to the use of cores.
In terms of layout Peugeot interior 208 - trendsetter. The steering wheel is reduced in size and “flattened” from below so as not to interfere with the knees, the instruments are installed above the steering wheel, and most of the service functions are controlled by a large high-resolution touchscreen display.
Accurate technological process Peugeot is kept secret, protected by patents and called PMP (Process Moule? Perdu). Its ability to reduce the number of parts power unit, integrating maximum functions into the block head. In particular, the exhaust manifold, engine mounts and cooling system fitting are integrated into the head.
In an effort to reduce weight, Peugeot engineers did not skimp on comfort. balance shaft with eccentrics, rotating in the opposite direction with crankshaft in order to combat vibration - exotic for such compact motors. Drive belt camshaft also located in the engine housing and has oil system lubricants to reduce noise. The belt does not require replacement during the entire life of the engine.
Silence is guarded by a crankcase with increased rigidity, which reduces resonance from the crankshaft. A special resonator is installed on intake manifold to make the whistle of atmospheric air sucked into the engine more harmonious.
Dmitry Mamontov, scientific editor
The good old tradition of designating car classes with letters of the Latin alphabet, depending on the size of the body, does not hold water these days. Peugeot 208 is a whole alphabet: fuel consumption (with three-cylinder engines) from class A, dimensions from B, comfort and equipment no less than C, and multifunction display on the center console - well, no less than E. The screen size, its resolution, graphics quality and interface speed clearly indicate the presence of a special graphics processor. According to the architecture of the menu, the display resembles a regular tablet, so dealing with it is as easy as shelling pears. Unlike many other cars, scrolling works great here - with the usual sliding movements of your finger, you can flip through menu screens, and names in a notebook, and even wallpapers for a "desktop" that are loaded from a flash drive. “Now let’s try to take off with all this,” the pilot of an airliner said in a well-known joke, and he was right: a 120-horsepower hatchback engine is only enough to nimble at speeds up to 90 km / h. Acceleration to highway speeds takes time. However, within the city, it is extremely simple and understandable to operate, compact and beautiful car is a real advantage.
On a hot head
Another way to maintain power while on a strict diet is to fight friction. Piston rings and fingers, as well as valve lifters, are diamond-coated to improve glide. The shape of the connecting rods is designed in such a way that during rotation centrifugal force as little as possible affected the bearings of the crankshaft, also in order to reduce friction.
To make it easier for the engine to move the pistons, the engineers equipped it with a variable displacement oil pump. Usually the pump speed, and with it the oil pressure, is directly dependent on the engine speed. This means that on low revs the pressure cannot be high enough so that at the power limit it does not exceed the capacity of the engine. Independent pump allows you to maintain optimal pressure oil at any engine speed.
cold motor demands richer air-fuel mixture than a heated one, which means it consumes more fuel and emits more carbon dioxide. An exhaust manifold built into the head of the block helps the engine reach operating temperature faster.
Separate circuits of the cooling system of the cylinder block and the block head work in such a way as to direct the maximum thermal energy immediately after the start to the cylinder block, which warms up less willingly.
Sergey Apresov, editor-in-chief
It's not often that you get the chance to ride in a car that is definitely destined to go down in automotive history. And it’s not at all about a three-cylinder diesel engine stuffed with innovation - we got a car with a more familiar 1.6 inline four and a traditional automatic for testing. Behind the wheel of the new 208, everything is unusual, new, different from others. And all this is very pleasant. The French figured out how to make the steering wheel as small as possible without blocking the view dashboard: the instruments were placed above the steering wheel, and the steering wheel was lowered almost to the driver's knees. The lower part of the steering wheel had to be cut off a little, abandoning the traditional round shape. However, this did not affect the quality of control in any way: during high-speed taxiing, the steering wheel seems round. The small steering wheel gives a feeling of surprising ease of control - after all, it takes physical strength to turn. less movement. The car loves to drive and tries in every possible way to please the driver - both with a peppy start (thanks to the good old torque converter), and an honest steering wheel, which is easy only in the parking lot, and in high-speed turns it fills with informative effort. Add to that a sense of spaciousness ( small steering wheel takes up less space), good sound insulation for a compact class, and, finally, the brightest appearance- and get a car that is very pleasant to own, and which competitors will surely imitate.
Current to help
Getting ready to go compact crossover Peugeot 2008 should get even more efficient engines based on the EB series. The “mild hybrid” technology with the Stop&Start system will come to the aid of the environment. The motors will receive a perfect starter-generator capable of starting the engine without vibrations from a quarter of a turn. When braking, it will store energy in a high-capacity battery, simultaneously facilitating the work of the brakes. When you stop the engine will turn off, and the slightest pressure on the gas will start it again. The Stop&Start system can be switched off at any time with the button.
The 1.2-liter engine will also get a turbocharger and direct injection fuel. The motor, called 1.2 liter e-THP, will be able to develop 110 or 130 hp.
