01 Top Engines zr04–11
Decent engine performance with a modest displacement is no longer particularly surprising. We are starting to get used to the concept, realizing that the era of large displacement engines is gradually fading away. And it began, in my opinion, with the debut in the mid-1990s of a supercharged 1.8-liter engine developed by Audi. With a moderate working volume, he had to satisfy the owners of cars of various classes. Therefore, even in the simplest version, the engine produced 148 forces, which was enough to turn the SEAT-Ibiza hatchback into a small lighter and not make the owner of the prestigious Audi A6 burn with shame.
Actually, the displacement did not say anything about the abilities of the unit. It was a small (including in size - put it at least lengthwise, at least across) masterpiece of its time: five valves per cylinder, variable intake phases, forged aluminum pistons and, of course, turbocharging.
With its help, the engine power was raised higher and higher, reaching up to 236 forces in the special version of the Audi-TT Quattro Sport. This limit was due only to the specifics of the road car. IN racing formula"Palmer Audi", where the resource is not so important, with a new control unit and a supercharging unit, 365 forces were removed from the 1800 cc engine. In Formula 2, turning a serial engine into a purely racing unit, they achieved a completely fantastic 480 forces. Therefore, the transition of Formula 1 to the “sixes” with a volume of 1.6 liters in the light of the achievements of the Audi engine does not look absurd.
9th Place: Rotor Loyalty
02 Top Engines zr04–11
An exceptional case is when car company strongly associated with one type of engine. Of course, Mazda did not invent the rotary piston engine Wankel. But in the most difficult times of the energy crisis of the 1970s, she overcame the circumstances: she did not abandon, like others, this very difficult design to refine, but continued to improve the Wankel in a narrow, but promising segment for the image of forced sports cars. Although it was originally planned that all Mazda models, up to trucks and buses, would eventually switch to.
When in 1975 a two-section motor with an index of 13V appeared on serial machines, no one could have imagined that it would become the most massive RPD in the world and would last in production for more than 30 years. Moreover, even the modern Mazda RPD "Renesis" is only the result of the evolution of 13B. It was this motor that became the conductor to the series of most of the new products first used on the RPD, which provided it with such long life, - tuned inlet with variable geometry, electronic injection fuel, turbocharging. As a result, the engine, which began life under the hood of a utilitarian pickup truck with a power of just over 100 horsepower, turned into the king of auto racing, giving out at least 280 even in the serial version. , low center of gravity and the ability to twist over 10 thousand revolutions per minute. Mazda coupes dominated the American touring car championships throughout the 1980s, thanks in large part to the 13B rotary piston engine.
8th place: "eight" of the planet Earth
03 Top Engines zr04–11
Anyone with even the slightest interest in the American automotive industry must have heard of the Chevrolet G8 of the Small Block family. It is not surprising, because it could be found in almost unchanged form on various models concern "General Motors" from 1955 to 2004. A long career has made this underdrive engine the most common V8 on Earth. The Small Block of the first generation (not to be confused with similar engines of the second and third generations of the series and LS!) Is still being produced, however, only for the spare parts market. The total number of manufactured motors exceeded 90 million.
You should not correlate the word Small with a small displacement of the engine. The working volume of the "eight" never fell below 4.3 liters, and in better times reached 6.6 liters. The motor got its name for the small height of the block, due to the ratio of the cylinder diameter and piston stroke: on the first sample, 95.2x76.2 mm. Such a short-stroke is due to the terms of reference: the new “eight” should have been entered under the low hood of the Chevrolet Corvette roadster, which until then had almost lost demand due to the weak row “six” for it. Had it not been for this powerful V8 that sparked interest in America's first mass-produced sports car, the Corvette would not have survived the mid-1950s.
Soon, the successful Chevrolet "baby" was appointed the base "eight" for the whole of GM, although each division of the concern had V8 engines of its own design. A simple, reliable and unpretentious motor has survived all levels of recognition: it participated in races, worked as a driving force for boats and was occasionally mounted even on light aircraft. And although in the last years of the engine's full life it was offered only for pickups and vans, all car fans knew that this well-deserved V8 was once born to save the Chevrolet Corvette.
7th place: one of a kind
04 Top Engines zr04–11
What rating of motors will do without BMW! The brand would have been included in our list already for its exceptional commitment to the in-line "six" - once such a layout passenger cars was widespread. In addition to the Bavarians, cars ahh (SUVs and pickups don't count) only Volvo and Ford's Australian branch now use it (the rest have given up in favor of a less balanced, but much more compact V6). But BMW stands apart: only this company was able to squeeze out all the advantages from the six-cylinders arranged in a row - from amazingly smooth operation to the ability to easily spin up to the most high speed.
With each generation, starting with the BMW "six" of the 1968 model, which was obtained by adding a couple of cylinders to the already produced "four", these engines became lighter, more powerful, more perfect. Multi-cylinder schemes for the Bavarians were practically banned - the first V12 appeared only in 1986, and the V8 in general only in 1992. The creation of these engines is easier to justify with marketing than with the true love of engineers - they put all their soul and skill into precisely six cylinders arranged in a row.
The apotheosis of the atmospheric "six" BMW is the S54 engine of the 2000 model, designed for the M3. This is a hymn to the excellence of an essentially racing engine mounted on civilian car. Heavy on the rise at first, but blooming at the slightest hint of sporty driving style. 343 forces were removed from 3.2 liters of working volume (107 per liter) - for atmospheric motor even now a great result.
It would be difficult to achieve it without the use of all the latest technologies at that time - individual throttles for each cylinder with electronic control, phase control systems, both inlet and outlet. In order for the engine to withstand any load, it was even transferred to a cast-iron cylinder block, which is rare for a BMW.
Unfortunately, the next generation M3 abandoned family values in favor of V8. This is also a very good motor - but the joy of taming an angry beast is gone along with the former "six". Engines similar to it in the current conditions are considered, to be more precise, politically incorrect.
6th place: racing legend
05 Top Engines zr04–11
The last samples of the real V8 "Chemie" were assembled in 1971 (the modern family of the same name has nothing to do with it), but for more than a quarter of a century this engine has served as a favorite toy for fans. The motor, which appeared in 1964 as a pure race car for the NASCAR series, was an ideal example of a sports V8 (displacement of 7 liters, or 426 cubic inches in the American system, standard power of 425 horsepower) with minimal use complex technologies: lower, with two valves per cylinder.
The most important difference from competitors was the hemispherical (hence "hemi", comes from HEMIspherical - "hemispherical") combustion chamber, which made it possible to optimize the process - to get more power with a lower compression ratio. However, Chrysler did not invent this either. His merit is that, on the basis of well-known technology, he created an invincible motor, which, in addition to its characteristics, was also unrealistic in strength, capable of withstanding the most terrible forcing methods. No wonder the Hemi weighed noticeably more than any other V8 of the early 1960s - almost 400 kg. But this circumstance did not at all prevent the cars with the 426th "Chemie" from confidently smashing rivals in the race.
They tried to limit the hegemony of the Chrysler engine more than once - rewriting the rules, changing the number of serial engines required for homologation, but he did not give up and held a leading position in NASCAR until the 1970s. By that time, he had become not only a sports legend, but also a street legend: production cars, equipped with a road version of the Chemi, were produced in scanty quantities - no more than 11 thousand of them were made, and this smallness was distributed among several Dodge and Plymouth models. Today, cars with the original "Chemie", despite primitive construction, there are big money - the legend has gone on a new circle.
5th place: it doesn't get any harder
06 Top Engines zr04–11
The most unusual and ambitious project of the unique layout of the W16 engine was nurtured for the sake of the revived Bugatti brand. In fact, this engine, with the exception of the enormous power of 1001 hp, is a logical development of the Volkswagen family of compact VR-shaped engines. They were distinguished by a critically small camber angle - only 15 degrees, which made it possible to use one head for both rows. The VR6 engine appeared on Volkswagens back in 1991. The American market required cars with six cylinders, and the Germans managed to get out of the situation by applying the original scheme, which allowed without increasing engine compartment it is easy to squeeze in a "six" (both lengthwise and across) instead of the standard four cylinders.
Later, a successful find was developed on a larger scale. The ambition of Ferdinand Piech, who wanted to make Volkswagen a top brand, led to the creation of the W8, which was two VR4s mounted on common crankcase at an angle of 72 degrees. W12 appeared, "assembled" from two VR6. But the Bugatti engine, even in this company, stands apart. Its creators were faced with an almost insoluble task - to give out record power with a minimum mass. Therefore, the motor, even with a similar scheme, turned out to be of a different level - made on the verge of engineering madness. The designers maximally compacted the space around the engine. Blocks of two VR8s fell apart at an angle of 90 degrees, placing four turbochargers between them at once.
A serious problem arose with cooling - solving it, only 15 liters of coolant were provided for intercoolers. Usually this amount was enough for the entire motor. But the Veyron did not fit into the standard schemes - three separate radiators worked to cool its engine in extreme conditions, distilling 40 liters of antifreeze. Difficulties arose with diagnostics, because it is almost impossible to determine failures in one of the 16 cylinders by ear. Therefore, the motor was equipped with a self-diagnostic system capable of quickly solving the problem, up to turning off the problem cylinder.
And now the most interesting. With all the complexity and grandiosity of the idea (only valves - think about it! - 64 pieces), the creators managed to keep the weight of the W16 within 400 kg. The financial factor in the creation of this engine had almost no meaning, so titanium connecting rods or all-aluminum oil pump for the Bugatti engine is in the order of things.
4th Place: Founder of the American Dream
07 Top Engines zr04–11
Now about the embodiment of one of the last great ideas of Henry Ford, which turned automotive world. Before him, no one thought that mass car can easily be equipped with the prestigious and powerful "eight", which was considered an accessory only to expensive, luxury cars. The Ford V8, which appeared in 1932, radically changed the idea of cars from across the ocean for the next half century. Even before that, they were noticeably larger in size than European models of a similar cost, and the appearance of the mass-produced V8 finally separated the development of the automotive industry on different shores of the Atlantic in opposite directions.
But how did Henry Ford manage to reduce the cost of a rather complex and massive unit to the level of consumer goods? Oh, there were a lot of tricks here. For example, both cylinder blocks and the crankcase in a Ford V8 were cast as a single piece. In the "eights" of the old school, these were at least three separate elements, fastened together with bolts. The crankshaft, instead of being forged, was cast with subsequent heat strengthening, which also reduced the cost.
The camshaft was located in the block, the valves and the exhaust system were located inside the collapse of the cylinders - this simplified the design of the engine, but led to overheating at the slightest problem with cooling. Even in the initial version, the “eight” with a working volume of 3.2 liters gave out decent 65 forces, which quickly made the Ford a favorite of gangsters and the police. John Dillinger and Clyde Burrow, in between bloody deeds, managed to drop a couple of lines to Henry Ford with gratitude for such a fast car.
When the first V8s reached retirement age, they ended up in the hands of young people who created outlandish cars called “hot rods” on their basis. Simple, powerful, and easily boosted, Ford's G8 helped give rise to a super-popular car counterculture. Well, the company itself sent the motor into retirement only in 1953, when eight-cylinder engines in American cars had already become a ubiquitous phenomenon.
3rd place: altered consciousness
08 Top Engines zr04–11
In 1993, in the bowels of the Toyota research division, a group was created to develop promising cars with minimal emissions that could fill a niche between traditional machines with internal combustion engines and electric vehicles. The result was the Toyota Prius, which appeared in 1997, the first mass-produced car with a hybrid drive. Then he was perceived as a curious experiment, a toy, sold at a loss, which is unlikely to go beyond the exotic-loving Japanese islands. But Toyota had bigger plans.
The fundamental difference between the Prius and the others hybrid cars, already existing at that time (we are talking about a lot of experimental and serial Honda Insight, which entered the market a little earlier), was a new approach to building such a model. The Prius was built as a hybrid from the very beginning, without simplifications or compromises, like borrowing a body from a traditional model or using a conventional one. mechanical box transmissions (as was done on Insight).
Toyota has introduced a hybrid transmission as an integral part of the car. Even a 1.5 liter Gas engine specially modified to work with an electric motor, transferring it to the Atkinson cycle, characterized by a shortened compression stroke due to the increased duration of the opening of the intake valves. This made it possible to obtain an unusually high compression ratio (13–13.5) and additional advantages in the treasury of economy and environmental friendliness.
The payback was the complete helplessness of the internal combustion engine on low revs, but for a hybrid that always has electric motor support, this is not a problem. This integrated approach eventually made the Prius a trendsetter for hybrids. He stood at the beginning of a process that could no longer be stopped.
2nd place: favorite of all continents
09 Top Engines zr04–11
What can I say about this air vent from Volkswagen? It is as legendary as the "Beetle" - the car under which it was made. Even more - after all, the scope of this motor was far from limited to one "Beetle". Simple, reliable and lightweight, the air-cooled four-cylinder boxer proved so effective that its popularity far surpassed that of even the world's most common car.
Since the time, thanks to the talent of Ferdinand Porsche, the first samples of the motor appeared on the prototypes of the Beetle in 1933, he has tried dozens of professions. Sufficient power (pre-war models produced at least 24 forces, and the most powerful ones tripled this figure at the end of serial production), trouble-free in any climate air cooling and a small mass (aluminum cylinders, a magnesium alloy crankcase) allowed the Volkswagen engine to find a lot of things to do. He served on Wehrmacht amphibians, mixed his exhaust with the smell of marijuana in hippie microbuses, brought fire pumps, compressors, sawmills, became the basis of pleasure buggies and pontoon trikes, soared into the sky on more than 40 types of aircraft. And this is not a complete list of his talents. More importantly, it was from this engine that the Porsche family of opponents grew.
Throughout all the years of production (the motors of the family finally stopped producing only in 2006) circuit diagram engine has not changed. The displacement grew, fuel injection was used on some versions, but the original scheme with a rod-driven valve remained the same as on the first samples of the 1930s. It pleases the hearts of motorists, and not only them, for more than 70 years - is it not best indicator engine excellence?
1st place: first mass
10 Top Engines zr04–11
From the Ford-T and its engine, the flywheel of mass motorization began to spin. Moreover, it was the Teshki motor that at one time became the most common internal combustion engine in the world, the vast majority of the inhabitants of the globe met it. As in the case of the Volkswagen opposite described above, the Ford-T engine drove not only the car of the same name, of which more than 15 million were built from 1908 to 1927.
Tractors, trucks, motor boats, camping power plants - it was used wherever there was a need for a cheap and easy-to-handle motor. As for cars, at some point up to 90% of the cars that traveled around the Earth were of a single model T. And they were driven by this very engine of an unusually large working volume of 2.9 liters by today's standards - with a modest power of 20 forces. But the power here was not fundamental. Torque and omnivorousness are much more important - in addition to gasoline, the Teshka was officially allowed to refuel with kerosene and ethanol. The engine is surprisingly simple. Assembled in one block with two-stage planetary box gears, four-cylinder engine shared with transmission lubricating oil. No pressure was created in the system, lubrication was carried out by splashing. The water pump was retired after a year of production - Henry Ford decided that a simple thermosiphon principle was enough for a cheap car, when the liquid circulates due to the temperature difference. On the other hand, the Ford motor is unusual for its time in that its block and crankcase were cast as a single unit, and the cylinder head was made as a separate part for the first time in world practice. But this is a tribute to mass production: not a single car in the world was produced on such a scale as the Ford, so its design was originally designed for the fastest and easiest assembly. The Teshki engine outlived the car itself for a long time. The last copy was collected in August 1941. It will remain in history as the first mass ICE of mankind.
V8 is a configuration often used in large displacement automotive engines. Rare V8s have a displacement of less than four liters. The maximum working volume of modern serial V8 for cars reaches 8.5 liters. The widely used Russian diesel YaMZ-238 has a working volume of 14.9 liters. On large tractors and trucks there are V8 engines with a working volume of up to 24 liters.
The V8 is also often used in the upper echelons of motorsport, especially in the US where it is mandatory in IRL, ChampCar and in 2006 Formula 1 switched to using naturally aspirated 2.4 liter V8 engine instead of 3 liter V10 in order to reduce the power of the cars.
Camber angles
The largest number of V8s used and use a camber angle of 90°. This arrangement allows you to create a wide, low engine with optimal ignition of the mixture and low vibration.
Story
Notes
| Reciprocating engines and engine configurations | |
|---|---|
| Single cylinder · · · · · · · · · | |
| 2 4 6 8 10 12 16 H | |
| 2 5 10 12 16 18 20 24 | |
| W | 8 12 16 18 |
| Other single row | U-shaped · With counter-moving pistons · X-shaped |
| Other types | Hemi Rotary Star Rotary (Wankel) Delta Rotary Vane Free Piston |
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Currently, there are several options for power units, depending on the layout and number of cylinders. applies to motors top level for passenger cars, as they are equipped with sports and elite models. Therefore, they are not very common, but in demand.
Definition
Represents power unit with a V-shaped arrangement of cylinders in two rows of four and a common crankshaft.
Prerequisites for creation
At the beginning of the last century there was no direct connection between the engine size and the number of cylinders. However, over time, factors such as increased RPM and power, as well as a drive to reduce costs, led to the introduction of the mid-cylinder. In addition, there was such a thing as liter power. Thus, they related the power of the engine to the number of cylinders. That is, each cylinder has a certain volume, and a certain power is removed from a specific volume value. Moreover, these characteristics are optimized, that is, go beyond them when serial production unprofitable. Thus, small mass models began to be equipped with small-volume engines with a small number of cylinders, and in order to achieve high power it was necessary to create multi-cylinder power units of a larger volume.
Story
The first V8 engine went into production in 1904. It had been developed two years earlier by Léon Levasseur. However, it was not used for cars, but was installed on airplanes and small boats.
First car engine V8 volume of 3536 cm 3 produced by Rolls-Royce. However, she built only 3 cars equipped with it.
In 1910, the 7773 cc V8 was introduced by the manufacturer De Dion-Bouton. And although very few cars equipped with it were also produced, in 1912 it was presented in New York, causing great interest. After that, American manufacturers took up the creation of such engines.
Cadillac became the first relatively mass-produced car in 1914. It was a 5429 cm 3 lower valve engine. There is an opinion that its design was copied from the French power unit mentioned above. In the first year, approximately 13,000 vehicles equipped with it were produced.
After 2 years, Oldsmobile introduced its version of the V8 with a volume of 4 liters.
In 1917, Chevrolet also launched the 4.7 L V8, however, the following year, the manufacturer became part of GM, of which the two firms mentioned above were also subdivisions. However, Chevrolet, unlike them, was oriented towards the release economical cars, on which it was supposed to install more simple engines, so the production of the V8 was stopped.
All the engines discussed above were installed on expensive models. For the first time they were transferred to the mass segment Ford in 1932 on the Model 18. Moreover, this power unit had a significant technical innovation. It was equipped with a cast iron cylinder block, although before that the production of such parts was considered by some to be technically impossible, so the cylinders were separated from the crankcase, which made them more difficult and expensive to manufacture. To create a one-piece part, it was necessary to improve the casting technology. The new power unit was named Flathead. It was produced until 1954.
In the United States, V8 engines became especially widespread in the 30s. They became so popular that all classes of passenger cars, except for the subcompact, were equipped with such power units. And cars with a V8 engine by the end of the 1970s accounted for 80% of all produced in the United States. Therefore, many of the terms associated with these powertrains are of American origin, and V8 is still associated with American cars for many.
In Europe, these engines have not gained such popularity. So, in the first half of the last century, only piece-produced elite models were equipped with them. Only in the 50s did the first serial eight-cylinder engines or cars with a V8 engine begin to appear. And then some of the latter were equipped with American-made power units.
Layout
At the beginning of the last century, there were very unusual engine layouts for modern times, for example, seven-cylinder, in-line eight-cylinder and star-shaped.
With the streamlining of the design of engines, thanks to the introduction of the above principles, the number of cylinders was now determined for engines depending on their power. And further, the question arose about their optimal location.
The simplest layout option appeared first - an in-line arrangement of cylinders. This type involves their installation in a row one after the other. However, this arrangement is relevant for engines with no more than six cylinders. In this case, the most common four-cylinder options. Two- and three-cylinder engines are relatively rare, although they appeared at the beginning of the 20th century. Five-cylinder engines are also not very common, besides, they were developed only in the mid-70s. Six-cylinder in-line engines are currently losing popularity. The in-line layout of eight-cylinder engines was no longer used in the 30s.
The use of a V-shaped scheme for engines with a large number of cylinders is due to layout considerations. If you use an in-line layout for multi-cylinder power units, they will turn out to be too long, and there will be a problem with their placement under the hood. Now the transverse layout is the most common, and it is very difficult to place an in-line even six-cylinder power unit in this way. IN this case biggest problems arise with the placement of the gearbox. That is why such engines have given way to the prevalence of V6. The latter can be positioned both longitudinally and transversely.
Application
The scheme under consideration is most often used on large-volume engines. They are installed mainly on sports and premium models among cars, as well as on heavy SUVs, trucks, buses, tractors.
Characteristics
The main parameters of the V8 include volume, power, camber angle, poise.
Volume
This parameter is one of the main for any engine. internal combustion. At first ICE history there was no relationship between the engine size and the number of cylinders, and the average volume was much higher than it is now. So, a 10 liter single-cylinder engine and a 23 liter six-cylinder engine are known.
However, later the above-mentioned cylinder volume standards and the relationship between volume and power were introduced.
As mentioned, the layout under consideration is used mainly for multi-liter power units. Therefore, the volume of the V8 engine is usually at least 4 liters. Maximum values given parameter For modern engines cars and SUVs reach 8.5 liters. Larger power units (up to 24 liters) are installed on trucks, tractors and buses.
Power
This characteristic of the V8 engine can be determined on the basis of specific liter power. For a gasoline atmospheric engine, it is 100 hp. Thus, a 4 liter motor has an average power of 400 hp. Hence, higher volume options are more powerful. In the case of some systems, especially supercharging, the liter capacity increases significantly.
Camber angle
This parameter is relevant only for V-engines. It is understood as the angle between the rows of cylinders. For most powertrains, it is 90 °. This arrangement of cylinders is common because it achieves low vibration levels and optimal ignition of the mixture and creates a low and wide engine. The latter favorably affects handling, since such a power unit helps to reduce the center of gravity.
Motors with a camber angle of 60º are somewhat less common. Much fewer engines with an even smaller angle. This allows you to reduce the width of the engine, however, it is difficult to dampen vibrations on such options.
There are engines with the collapse of the cylinders (180º). That is, their cylinders are located in a horizontal plane, and the pistons move towards each other. However, such motors are not called V-shaped, but opposed and denoted by the letter B. They provide a very low center of gravity, as a result of which such engines are installed mainly on sports models. However, they differ in their large width, so boxer motors are rare due to the complexity of placement.
vibrations
In any case, these phenomena are manifested during the work piston internal combustion engine. However, designers strive to minimize them as much as possible, since they not only affect comfort, but, if excessive, can lead to damage and destruction of the engine.
During its operation, multidirectional forces and moments act. To reduce vibrations, it is necessary to balance them. One solution to this is to design the motor in such a way that the moments and forces are equal and opposite. On the other hand, it is enough to modify only the crankshaft. So, you can change the location of its necks and install counterweights on it, or use balance shafts counter-rotation.
Equilibrium
First of all, it should be noted that among the common engines, only two types are balanced - in-line and boxer, and six-cylinder ones. Motors of other layouts differ in this indicator.
As for the V8, they are very well balanced, and especially the variants with right angle camber and cranks located in perpendicular planes. Additionally, smoothness is given due to the possibility of ensuring uniform alternation of flashes. Such engines have only two unbalanced moments on the cheeks of the outer cylinders, which can be completely compensated by two counterweights on the crankshaft.
Advantages
V-shaped engines differ from in-line engines in increased torque. This is facilitated by the scheme of the V8 engine. Unlike an in-line motor, where the direction of forces is directly perpendicular, in the engine under consideration they act on the shaft from two sides tangentially. This creates a significantly greater inertia, giving the shaft a dynamic acceleration.
In addition, the V8 is characterized by increased rigidity. That is given element stronger, therefore more durable and efficient when working at extreme conditions. It also extends the operating frequency range of the engine and allows you to gain momentum faster.
Finally, V-shaped motors are more compact than in-line ones. And they are not only shorter, but also lower, as can be seen from the photo of the V8 engine.
Flaws
The motors of the layout under consideration are distinguished by a complex design, which causes a high cost. In addition, with relatively small length and height, they are wide. Also, the weight of the V8 engine is large (from 150 to 200 kg), which causes problems with weight distribution. Therefore, they are not installed on small cars. In addition, such motors have a significant level of vibration and are difficult to balance. Finally, they are costly to operate. Firstly, this is due to the fact that the V8 engine is very complex. In addition, he has a large number of details. Therefore, repairing a V8 engine is difficult and expensive. Secondly, such motors are characterized high flow fuel.
Modern development
In the development of all internal combustion engines, there has recently been a tendency to increase efficiency and economy. This is achieved by reducing the volume and using various systems such as direct injection fuel, turbocharging, variable valve timing, etc. This led to the fact that big engines, including V8, are gradually losing popularity. Multi-liter engines are now being replaced with smaller ones. This especially affected the V12 and V10 versions, which are being replaced with supercharged V8s, and the latter with V6s. That is, the average volume of engines is decreasing, which is partly due to the increase in efficiency, an indicator of which is liter power.
However, in sports and luxury cars still use powerful multi-liter power units. Moreover, their productivity has also increased significantly in comparison with the past due to the use of modern technologies.
prospects
Despite the prospects ICE replacement electric and other environmentally friendly engines, they are still relevant. In particular, V-shaped options are considered very promising. To date, designers have developed ways to eliminate their shortcomings. In addition, in their opinion, the potential of such power units is not fully disclosed, so they are easy to upgrade.
Its name stands for uncompromising driving pleasure: BMW M3 / BMW M3. A new version The most successful high-performance vehicle from the BMW M GmbH again confirms this thesis. And at the same time gives an impressive answer to the question of fans sports cars on the possibility of further improvement. The new BMW M3 / BMW M3 has become more perfect in every way. This applies primarily to the engine, although not only. After 15 years of production, the landmark six-cylinder engine, which has survived two generations of models, is finally giving way to a successor. The new BMW M3 / BMW M3 starts with an eight-cylinder powertrain: more cylinders, more working volume, more power, more rotational speed. Already now there is no doubt that it will cause even more delight.
The level that the new power unit was supposed to surpass could hardly be higher. The 3.2-liter inline six-cylinder engine has gained worldwide fame and won numerous awards. Repeatedly awarded the title of "Engine of the Year" and in latest version having a power of 252 kW / 343 hp he made the BMW M3 / BMW M3 not only the pinnacle of excellence in the high-performance sports car class, but also a bestseller. And yet: everything has its time. The inline six-cylinder engine leaves the stage. For the new BMW M3 / BMW M3, the turn of the V8 engine has come. The technical characteristics of the new high-performance power unit are confirmed by the tremendous progress associated with the change of model. Its working volume is 3999 cm3, power - 309 kW / 420 hp. The maximum torque of 400 Newton meters is as impressive as the maximum speed of 8300 rpm. These impressive performance ensure the new BMW M3 / BMW M3 is a class leader right from the start.
Ideal dimensions For optimal performanceAlready the volume of each cylinder of 500 cm3 of the new V8 power unit corresponds to the ideal representation of the geometry of the cylinder block of demanding engine designers. Other design criteria - from the size and filling tanks, the number of structural elements to the mass - also represent the best option.
In addition, the eight-cylinder engine has technical features production vehicles, such as the dual VANOS system, separate throttle bodies and quick-acting the electronic unit engine, which, however, is adapted to the characteristics of M cars. At the same time, the number of cylinders, the M high-revving concept and low weight undeniably testify that its creators were inspired by the eight-cylinder engine of the BMW Sauber F1 team car. The new engine for the BMW M3 / BMW M3 has much in common with the brand's current powertrain in Formula 1. It uses various technological principles, manufacturing methods and materials of the Formula 1 engine.
In terms of its specific power, the new V8 engine significantly exceeds the value of 100 hp. per liter of displacement, which is considered a criterion for exceptional sportiness in terms of power gains. But power isn't everything. Dynamism is decisively influenced by acceleration characteristics, which, in turn, depend on the mass of the vehicle and tractive effort. The traction force on the drive wheels creates the engine torque and the overall gear ratio. The M high-speed concept ensures an optimum gear ratio between the gearbox and final drive and thus makes it possible to realize impressive tractive power. In the engine of the new BMW M3 / BMW M3, engineers have taken the high-revving principle to new level. The maximum speed of the eight-cylinder engine is 8300 rpm. The second component of the new V8's tractive effort, torque, is 400 Newton meters at 3,900 rpm. Approximately 85 percent of the maximum torque is delivered over an exceptionally wide 6,500 rpm speed range. Already at 2000 rpm, the torque is 340 Newton meters.
High speed, low weightMass hinders acceleration. Therefore, the V8 engine weighing only 202 kilograms is an absolute athlete. Even compared to six-cylinder engine the previous model, it is lighter by almost 15 kilograms. Thus, the mass of two additional cylinders is compensated with a noticeable margin. In addition, the high speed concept reduces the weight of the transmission and provides very "short" gear ratios.
Nevertheless, with an increase in the speed of rotation, the limits of physical possibilities inevitably approach. For example at 8300 rpm crankshaft per minute, each of the eight pistons travels 20 meters per second. In this case, the material is subjected to enormous loads. It is also for this reason that the designers of the new eight-cylinder engine placed great importance on reducing the mass of moving parts as much as possible.
Engine block from a foundry for BMW Formula 1The block of the new eight-cylinder engine is produced in the BMW light metal foundry in Landshut. Engine blocks for Formula 1 cars are also produced there. The cylinder block consists of a special silicon-aluminum alloy. Instead of traditional liners, the cylinder mirror is formed by solid silicon crystals. Iron-coated pistons run directly in these uncoated, honed bores.
High speed, high combustion pressures and high temperatures create an extreme load on the cylinder block. So the engineers developed it into a very compact and extremely torsionally rigid design, known as the Bedplate, which provides very precise support for the crankshaft. Relatively short forged crankshaft also has very high bending and torsional rigidity. However, its mass is only about 20 kilograms.
Double VANOS system low pressureThanks to the shortest control times, the infinitely variable valve timing system double VANOS ensures optimum gas exchange. It reduces gas exchange losses and thus increases power, torque characteristics, optimizes response characteristics, reduces fuel consumption and exhaust emissions. For the low-pressure M double VANOS system, developed specifically for the eight-cylinder engine, normal oil pressure is sufficient to achieve the shortest control times.
Depending on the load and engine speed, the optimal camshaft angle is constantly ensured, corresponding to the ignition timing and the amount of fuel injected.
Reliable oil supply when driving in extreme dynamic styleThe eight-cylinder engine is lubricated by two volumetric flow-controlled pendulum vane pumps. They supply exactly as much oil as the engine needs at the moment.
The dynamically optimized wet sump lubrication system ensures lubrication even under extreme deceleration conditions. The system is equipped with two crankcases: one small in front of the front suspension subframe and one large behind this subframe. A separate suction oil pump pumps oil from the front crankcase to the rear crankcase.
Electronics controls ten individual throttle valvesCommon in racing, individual throttle valves per cylinder are indispensable, as they provide maximum possible injectivity engine. The new power unit for the BMW M3 / BMW M3 is equipped with eight separate throttle valves, with four valves in each cylinder bank controlled by a separate servomotor. The electronics control the throttles instantly. As a result, sensitive engine responses are achieved in the lower speed range, and when "requested" high power the vehicle responds immediately.
Flow optimized air intakeTo improve engine response, throttle valves in the intake manifolds are located close to the intake valves. The length and diameter of the suction diffusers also optimize the blowing effect of the resonant tubes. To reduce weight, the air collectors and diffusers consist of a lightweight composite material with a 30 percent glass fiber content.
Innovative exhaust systemThe design of the exhaust system for the new V8 engine, in turn, optimizes gas exchange in order to achieve best performance power and torque. During its development, the principle of consistent implementation of a lightweight design was used.
Exhaust pipes are manufactured by processing with high pressure. The forming of stainless steel pipes is carried out in a machining process with a pressure of up to 800 bar from the inside. As a result, the collector pipes have a wall thickness of only 0.65 to 1.0 millimeters. This optimizes flow resistance, weight, and also ensures that the catalytic converters reach operating temperature quickly. The exhaust system is equipped with four catalytic converters. The engine complies with Euro 4 and US LEV 2 regulations.
High performance engine control unitThe engine management system for the V8 engine is also an advanced development. It optimally coordinates all engine functions. For example, on the basis of more than 50 input signals, it individually determines the optimal ignition timing, ideal filling, fuel injection quantity and injection timing for each cylinder and operating cycle. Simultaneously calculates and sets the optimal angular position camshafts and the corresponding position of the eight individual throttle valves. In addition, the control unit supports M-specific clutch, gearbox, steering and brake functions.
Finally, the engine management system performs numerous on-board diagnostic tasks using various standard workshop diagnostic programs, as well as other functions and control of peripheral units.
Motor control system feature: ion current technologyA characteristic feature of the engine management system is the use of ion technology to detect engine knock, as well as misfiring and combustion. Unlike traditional methods, this takes place directly in the combustion chamber. To do this, using a spark plug in each cylinder, the possible occurrence of detonation is determined and the corresponding adjustment is carried out. At the same time, the spark plug monitors the correct ignition and recognizes possible misfires. The spark plug thus acts both as an actuator for ignition and as a sensor for controlling the combustion process. It thus distinguishes between misfiring and misfiring. At the same time, the dual function of the spark plug facilitates diagnostics and maintenance in a car service.
Increased efficiency and dynamism thanks to brake energy regenerationTo further improve the efficiency of the new V8 engine, Brake Energy Regeneration provides intelligent energy management that shifts power generation to over-idling and braking modes. As a result accumulator battery charged without using engine power and therefore without additional fuel consumption. But in the engine thrust mode, the generator is usually turned off. Along with especially effective way power generation it provides more power to convert into driving dynamics when accelerating.
with a camber angle between the cylinders of 90 degrees from Ford Motor Company . The start of production of these engines dates back to 1962, replacing Ford engines Y-block. Namesmall-blockborn thanks tomodest, compared with other V8 of those years, dimensions.Although not all of the engines in this family were produced in Windsor (Ford engines V 8 small-blockmanufactured in Cleveland, Ohio until 1966), the name stuck. Medium size 335 mid-size "Cleveland" V 8, introduced in 1970, it was supposed to replace most of the Windsors, but the design survived its replacement. In 1991 engines windsor discontinued and replaced with a new engineModular V8 with a volume of 4.6 liters. From the mid-70s to the 90s, the engine Ford Windsor was converted and used in many boats as a stationary engine. Series motors Ford Windsor are still produced today as a finished racing engine or for delivery as spare parts.Short review
V8 small block Ford thin-walledcast ironblock withseparate lidtiming chainmade fromaluminum.This featuredistinguishes himfrom later Cleveland , or351- series, who useintegratedtiming cover, cast inblock.All « Windsors"16 valves (2 valves per cylinder)no matter,Are they "2 V", " 4 V", orinjectionmodels.2 VAnd4 Vdesignationsshow onlynumbercamerasVcarburetor, but notnumber of valves per cylinder.For 302 engine Boss combined the Cleveland series block heads and the Windsor cylinder block with minor modifications.
Slight differences were in the lubrication systems of the Cleveland and Windsor series engines, which made the operation of the Cleveland series engines more noisy in the first seconds after starting. The fact is that in Windsor, oil was first supplied to the liners on the crankshaft and then to the rest of the systems, which excluded oil starvation the latter.
Except 289 Hi Po , 302 Boss and 351W, the connecting rods were the same. The connecting rod has undergone some changes throughout its history. 221, 260 and early 289 connecting rods had a port for lubricating the piston cylinder and rings. In 1964, this system was abandoned. Connecting rods continued to be used until 1967. The 302 block used a short connecting rod but used the same cap until 1970. In 1971, the covers were changed, and in 1988 they returned to the old scheme. It remained unchanged until the end of production. The connecting rods began to break due to fatigue damage from increased engine power, due to the use of fuel injection. In engines 289 HiPo, 302 Boss and 351 W reinforced rods were used.
221 blocks
The first engine of this family, it was used as an option for the Ford Fairlane and Mercury Meteor Model year 1962, 3.6L displacement, 89mm bore, 72.9mm stroke, wedge-shaped combustion chambers and 8.7:1 compression ratio, allowing regular gasoline to be used. The compact, cast, thin-walled block was 610mm wide, 737mm long and 699mm high. It weighed only 210 kg despite being made of cast iron, making it one of the lightest and most compact V8 engines of its day.
The engine was powered by a two-chamber carburetor, intake valves 40.4mm and 35.3mm exhaust. All this provided a rated power and torque (SAE gross) of 145 hp. (108 kW) at 4400 rpm and 293 N∙m at 2200 rpm.
221 engines were discontinued for the 1964 model year.
260 block
The second version of the Windsor, released in the middle of the 1962 model year, had a larger piston diameter (96.5 mm), increased the volume to 4.3 liters, withThe compression ratio was raised to 8.8:1. The engine was slightly heavier (219 kg) than the 221. Power rating (SAE gross) went up to 164 hp. (122 kW) at 4400 rpm with a maximum torque of 350 Nm at 2200 rpm.
In 1962 and 1963, the valve diameter remained the same as in the 221, but from 1964 they were increased to 42.4 mm intake and 36.8 mm exhaust. The rated power has not changed.
In 1963, the 260 became the base engine for full-size Ford sedans. Later in the model year, it was installed on the Ford Falcon and Mercury comet. In the middle of 64, the 260 block was installed on the Ford Mustang.
Special rally versionsFalconAndcometand the first AC Cobras used high-boost versions of the 260 with a higher compression ratio and a four-chambercarburetor. This engine had (SAE gross) 260 hp. (194 kW) at 5800 rpm and
365 Nm at 4800 rpm.
Engine releaseFord windsor The 260 ended in the 1964 model year.
289
289 Windsor with a displacement of 4.7 liters (289 cu in) was released in 1963. The bore was increased to 102 mm, becoming the standard size for most Windsor factory engines. The weight of the 289th was 230 kg.
In 1963, the 289 was available in two versions: with a two-barrel carburetor and a compression ratio of 8.7: 1 with a power (SAE gross) of 195 hp. (145 kW) at 4400 rpm and
350 Nm at 2200 rpm. The 289 replaced the 260 as the base V8 for full size Fords. The second version in 1963 was only available for the Fairlane.
In 1964, a four-barrel carburetor appears on the engine, the compression ratio is increased to 9.0: 1. Power rose to 210 hp. (157 kW) at 4400 rpm, and torque up to 407 N∙m at 2800 rpm. Engines installed on Mercury comet.
In 1965, the 289 series engines are being upgraded again. The compression ratio is raised to 9.3: 1 for a two-chamber carburetor and up to 10: 1 for a four-chamber ( specifications see table).
For 1966 and 1967, the engine is no longer upgraded, and in 1968 the four-barrel carburetor (225 hp - 168 kW) was discontinued, giving way to 289 " Hi Po" . As a result, only one option remains with a two-chamber carburetor, the power of which is again reduced to the previous 195 hp. (145 kW). 1968 was the last year of production for the 289.
