Beams D4 2jz-fse
05-31-01, 09:02 AM
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I found this at http://www.sae.org/automag/globalview_01-00/02.htm
The range's mainstream powertrain is Toyota's JZ inline six-cylinder engine family. The 1JZ-GE is a naturally aspirated DOHC 2491-cm3 unit with VVT-i (intelligent variable intake valve timing) and 24 valves rated at 147 kW (200 hp) at 6000 rpm and 255 N•m (188 lb•ft) at 4000 rpm. This engine powers both the rear- and all-wheel-drive Royal/Athlete. Next up the power ladder is the type 2JZ-GE 2997-cm3 version for the all-wheel-drive Royal, producing 162 kW (220 hp) at 5800 rpm and 294 N•m (217 lb•ft) at 3800 rpm. The performance Athlete is powered by a turbocharged version of the 1JZ 2.5-liter unit with a GTE suffix, putting out 206 kW (280 hp) at 6200 rpm and 378 N•m (279 lb•ft) at 3800 rpm.
A significant addition to the JZ family of engines is the 2JZ-FSE, a DOHC 24-valve 3.0-L unit, which is Toyota's second D4 direct-injection gasoline engine. As its designation indicates, it shares its lower half with the 2997-cm3 2JZ-GE unit with 86.0-mm (3.39-in) bore and stroke. The D4 upper half is unique to this engine, and represents the state of Toyota's direct-injection art. The 2JZ-FSE's power and torque outputs are the same as the port-injection 2JZ-GE's at 162 kW (220 hp) and 294 N•m (217 lb•ft), but at lower engine speeds of 5600 rpm and 3600 rpm, respectively. The engine's compression ratio is a higher 11.3:1 vs. the port injection unit's 10.5:1, with both engines using regular-grade unleaded gasoline.
The original D4 3S-FSE 2.0-L I4 engine burns an ultra-lean mixture (as lean as a 50:1 air/fuel ratio) in a stratified-charge combustion zone. The new 2JZ-FSE does not take the lean-burn envelope that far, operating at an air/fuel ratio ranging from 20:1 to 40:1. In this zone, fuel is injected in the latter part of the engine's compression stroke by the new high-pressure slit-nozzle injector. Fuel mist forms a stable, combustible mixture (closer to the stoichiometric air/fuel ratio) stratum around the spark plug. The flame propagates to the ultra-lean mixtures around this stratum. The overall air/fuel ratio can be as lean as 40:1.
The new 2JZ-FSE's stratified charge combustion envelope has been extended to a higher vehicle speed range of about 120 km/h, adequately covering Japan's real-life highway cruising. Fuel economy, quoted at 11.4 km/L (27 mpg) on Japan's urban 10/15 mode for the Royal, is about 21% superior to the previous port-injection model. At high-load conditions such as rapid acceleration and high-speed running, the engine operates in the stoichiometric zone with fuel injected during the intake stroke. One of the two straight intake ports is fitted with a flow-control valve, its opening and closing improving cylinder filling and combustion efficiency. During low-speed, high-load operation, this valve is fully closed, with the air admitted through the single open port, accelerating flow speed and improving cylinder filling. The flow-control valve is fully opened during high-speed, high-load operation, introducing ample air. A transient "weak stratified charge" zone, with an air/fuel ratio of 18:1 through 25:1, ensures a smooth transition between ultra-lean stratified-charge operation and homogeneous-charge combustion. Fuel is "split-injected" partially during the intake stroke and the remainder during the compression stroke.
The first-generation D4 engine relies heavily on a powerful air-swirl motion generated by two different port shapes for each cylinder: a helical port with a small protrusion just before the intake valve opening and a straight port, the latter fitted with a swirl-control valve. During ultra-lean operation, this valve is closed, letting the air in from the helical port. Combined with the intricately shaped, asymmetrical deep-bowl piston, a combustible mixture strata is formed around the spark plug.
The new D4's ports are both straight, relying less on the air's swirl motion, and the piston's asymmetrical deep cavity is an elongated shape versus the original D4's heart-shaped cavity. The high-pressure plunger-type fuel injection pump is driven by the exhaust camshaft. It generates pressures between 8 and 13 MPa (1160 and 1890 psi).
The new D4 employs a new "slit nozzle" injector. It has a single slit-like hole, an arched slit of only 0.16-mm (0.006-in) width. The slit nozzle injector fans out highly pressurized fuel spray, which forms a stable mist stratum around the spark plug without the aid of air turbulence. A cold-start injector feeds fuel into the plenum chamber to aid startability.
A single stage cogged belt drives the exhaust camshaft. The exhaust camshaft carries a vane-type VVT-i continuously variable intake valve timing device and drives the intake camshaft via a split and spring-loaded "scissors" geartrain. The VVT-i has a variable timing range of 40°. The camshaft acts on valves via shimless bucket tappets. The intake and exhaust valves are inclined at a narrow included angle of 22.6°, vs. the port-injected 2JZ-GE's 45°. Valve diameters are 33.5 mm (1.32 in) for intake and 28.0 mm (1.10 in) for exhaust vs. the 2JZ-GE's 33.5 mm (1.32 in) and 29 mm (1.14 in), respectively. Lifts are 6.0 mm (0.24 in) for either engine type. The induction system employs a variable-length ACIS (acoustic control induction system) to exploit the incoming air's pulsation to obtain inertia charge effect.
The range's mainstream powertrain is Toyota's JZ inline six-cylinder engine family. The 1JZ-GE is a naturally aspirated DOHC 2491-cm3 unit with VVT-i (intelligent variable intake valve timing) and 24 valves rated at 147 kW (200 hp) at 6000 rpm and 255 N•m (188 lb•ft) at 4000 rpm. This engine powers both the rear- and all-wheel-drive Royal/Athlete. Next up the power ladder is the type 2JZ-GE 2997-cm3 version for the all-wheel-drive Royal, producing 162 kW (220 hp) at 5800 rpm and 294 N•m (217 lb•ft) at 3800 rpm. The performance Athlete is powered by a turbocharged version of the 1JZ 2.5-liter unit with a GTE suffix, putting out 206 kW (280 hp) at 6200 rpm and 378 N•m (279 lb•ft) at 3800 rpm.
A significant addition to the JZ family of engines is the 2JZ-FSE, a DOHC 24-valve 3.0-L unit, which is Toyota's second D4 direct-injection gasoline engine. As its designation indicates, it shares its lower half with the 2997-cm3 2JZ-GE unit with 86.0-mm (3.39-in) bore and stroke. The D4 upper half is unique to this engine, and represents the state of Toyota's direct-injection art. The 2JZ-FSE's power and torque outputs are the same as the port-injection 2JZ-GE's at 162 kW (220 hp) and 294 N•m (217 lb•ft), but at lower engine speeds of 5600 rpm and 3600 rpm, respectively. The engine's compression ratio is a higher 11.3:1 vs. the port injection unit's 10.5:1, with both engines using regular-grade unleaded gasoline.
The original D4 3S-FSE 2.0-L I4 engine burns an ultra-lean mixture (as lean as a 50:1 air/fuel ratio) in a stratified-charge combustion zone. The new 2JZ-FSE does not take the lean-burn envelope that far, operating at an air/fuel ratio ranging from 20:1 to 40:1. In this zone, fuel is injected in the latter part of the engine's compression stroke by the new high-pressure slit-nozzle injector. Fuel mist forms a stable, combustible mixture (closer to the stoichiometric air/fuel ratio) stratum around the spark plug. The flame propagates to the ultra-lean mixtures around this stratum. The overall air/fuel ratio can be as lean as 40:1.
The new 2JZ-FSE's stratified charge combustion envelope has been extended to a higher vehicle speed range of about 120 km/h, adequately covering Japan's real-life highway cruising. Fuel economy, quoted at 11.4 km/L (27 mpg) on Japan's urban 10/15 mode for the Royal, is about 21% superior to the previous port-injection model. At high-load conditions such as rapid acceleration and high-speed running, the engine operates in the stoichiometric zone with fuel injected during the intake stroke. One of the two straight intake ports is fitted with a flow-control valve, its opening and closing improving cylinder filling and combustion efficiency. During low-speed, high-load operation, this valve is fully closed, with the air admitted through the single open port, accelerating flow speed and improving cylinder filling. The flow-control valve is fully opened during high-speed, high-load operation, introducing ample air. A transient "weak stratified charge" zone, with an air/fuel ratio of 18:1 through 25:1, ensures a smooth transition between ultra-lean stratified-charge operation and homogeneous-charge combustion. Fuel is "split-injected" partially during the intake stroke and the remainder during the compression stroke.
The first-generation D4 engine relies heavily on a powerful air-swirl motion generated by two different port shapes for each cylinder: a helical port with a small protrusion just before the intake valve opening and a straight port, the latter fitted with a swirl-control valve. During ultra-lean operation, this valve is closed, letting the air in from the helical port. Combined with the intricately shaped, asymmetrical deep-bowl piston, a combustible mixture strata is formed around the spark plug.
The new D4's ports are both straight, relying less on the air's swirl motion, and the piston's asymmetrical deep cavity is an elongated shape versus the original D4's heart-shaped cavity. The high-pressure plunger-type fuel injection pump is driven by the exhaust camshaft. It generates pressures between 8 and 13 MPa (1160 and 1890 psi).
The new D4 employs a new "slit nozzle" injector. It has a single slit-like hole, an arched slit of only 0.16-mm (0.006-in) width. The slit nozzle injector fans out highly pressurized fuel spray, which forms a stable mist stratum around the spark plug without the aid of air turbulence. A cold-start injector feeds fuel into the plenum chamber to aid startability.
A single stage cogged belt drives the exhaust camshaft. The exhaust camshaft carries a vane-type VVT-i continuously variable intake valve timing device and drives the intake camshaft via a split and spring-loaded "scissors" geartrain. The VVT-i has a variable timing range of 40°. The camshaft acts on valves via shimless bucket tappets. The intake and exhaust valves are inclined at a narrow included angle of 22.6°, vs. the port-injected 2JZ-GE's 45°. Valve diameters are 33.5 mm (1.32 in) for intake and 28.0 mm (1.10 in) for exhaust vs. the 2JZ-GE's 33.5 mm (1.32 in) and 29 mm (1.14 in), respectively. Lifts are 6.0 mm (0.24 in) for either engine type. The induction system employs a variable-length ACIS (acoustic control induction system) to exploit the incoming air's pulsation to obtain inertia charge effect.
06-01-01, 11:27 AM
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This is a article I found on fords website.
What it is: Direct Injection (DI) refers to fuel injected directly into the combustion chamber above the piston. Direct Injection has long been used on large diesel engines. Smaller diesels are increasingly adopting direct injection (vs. indirect injection into a pre-chamber). Direct Injection also can be used in spark ignition (generally gasoline) engines instead of port fuel injection- for improved fuel economy, increased full throttle torque and power and potentially for better fuel economy with lean-burn operation.
Ref-Port Fuel Injection (PFI): By comparison, Port Fuel Injection (used spark-ignition engines) have injectors in the intake port near the valve. During the intake stroke, fuel sprayed into the port enters the combustion chamber along with the air charge.
Direct Injection: With Direct Injection Spark Ignition (DISI) engines, fuel is injected in one of two ways, depending on operating conditions. With lean burn operation (at low to mid loads), the engine is run unthrottled (similar to diesel) with fuel injected after the air has entered, causing a higher fuel concentration near the spark plug for easy ignition. This is known as the stratified charge mode. The overall air/fuel ratio is lean for better fuel consumption. At mid to high engine loads, fuel is injected during the air intake stroke to promote good mixing. This process is known as the homogenous mode of operation. Fuel injected and evaporating directly in the combustion chamber cools the air slightly for higher volumetric efficiency and power. It also allows a slightly higher compression ratio for improved fuel efficiency. Since all fuel being injected goes directly into the cylinder, it can be metered more precisely, promoting improved transient control for reduced engine-out emissions.
Customer benefit: Better fuel efficiency, improved driveability and more power.
What it is: Direct Injection (DI) refers to fuel injected directly into the combustion chamber above the piston. Direct Injection has long been used on large diesel engines. Smaller diesels are increasingly adopting direct injection (vs. indirect injection into a pre-chamber). Direct Injection also can be used in spark ignition (generally gasoline) engines instead of port fuel injection- for improved fuel economy, increased full throttle torque and power and potentially for better fuel economy with lean-burn operation.
Ref-Port Fuel Injection (PFI): By comparison, Port Fuel Injection (used spark-ignition engines) have injectors in the intake port near the valve. During the intake stroke, fuel sprayed into the port enters the combustion chamber along with the air charge.
Direct Injection: With Direct Injection Spark Ignition (DISI) engines, fuel is injected in one of two ways, depending on operating conditions. With lean burn operation (at low to mid loads), the engine is run unthrottled (similar to diesel) with fuel injected after the air has entered, causing a higher fuel concentration near the spark plug for easy ignition. This is known as the stratified charge mode. The overall air/fuel ratio is lean for better fuel consumption. At mid to high engine loads, fuel is injected during the air intake stroke to promote good mixing. This process is known as the homogenous mode of operation. Fuel injected and evaporating directly in the combustion chamber cools the air slightly for higher volumetric efficiency and power. It also allows a slightly higher compression ratio for improved fuel efficiency. Since all fuel being injected goes directly into the cylinder, it can be metered more precisely, promoting improved transient control for reduced engine-out emissions.
Customer benefit: Better fuel efficiency, improved driveability and more power.
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06-01-01, 11:37 AM
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Well the 2JZ-GE and 2JZ-FSE have the same bottom just have different heads. The FSE also has higher compression. They make the same amount of power but the FSE does it at lower engine speeds. I dont know how much better direct injection would be compared to port injection if any. This 2JZ-FSE hasnt been in any US toyotas has it?
06-01-01, 01:08 PM
#9
Originally posted by RacingAristo
Do you consider changing your major to C.E.?
Do you consider changing your major to C.E.?
Only if I survive another year of GE classes in ME major. hhmm.......
Don't want Econ!!!
Thanks for the valuable info BlackIS300. Seems like Direct Port has better advantages (FUEL ECONOMY).
I just wish that the next gen GS300 will have something like a 3.5 liter L6, at least be able to beat the new E and new 5 and new Maxima SE. GS350?
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