Since it's a common question, this style of engine is currently used in the 2018 Toyota Camry with a 2.5L inline four cylinder. It runs on regular (87 octane) gas, makes 203 HP and 184 lb-ft, and the base trim is rated at 29 city / 41 hwy mpg. Pretty solid numbers for a non-hybrid vehicle, especially considering the decent power.
Engineering Explained and I am a huge fan of Camry engine. I am running 2.4L inline-4 2AZ-FE on 2015 Scion xB2.5, these little engines last forever. Plus they have so much potential that some people doesn’t realize, and it can gains from 500 hp to over 1000 hp and 800 Ibs pounds of torque. This is why I love camry engines a lot more than 2JZ. Even though 2JZ is an almighty and legendary engine but it’s unique.
Not in Australia, sadly. Since Toyota wound up manufacturing operations in Australia, our Camry is imported from Japan, with the 6ish year old 2.5L 2AR-FE. Efficiency and emissions don't seem to rate as highly here for some reason...
Efficiency versus SkyActiv-X? Many have asked. I reached out to Mazda, and here's their response: "We don’t expect it to be much beyond the best in the industry at the moment (a Prius is 42%, for instance), but that’s just the peak. The benefit of SPCCI is that where the Prius has a minimum efficiency of 2% under WOT, SKY-X will be way higher when you’re flogging it. So no real numbers yet, but the floor should be way higher, and the ceiling should be just a little higher." Essentially saying that while peak efficiency may only be slightly higher, the load range of efficiency will be far broader. Hope this helps answer your question!
The SkyActiv-X is going to better "real" world efficiency numbers, once there are thousands of the engines in use. Now if only variable compression could be mated to a Free-Valve type tech... Imagine the possibilities.
Mazda engine will be more complicated and its efficiency depends on some variables working perfectly 100% of the time. If Mazda just get 41 MPG on that diesel fueled with gasoline they had failed. Remember the Mazda story with all their revolutionary miracle engines that would have changed the world but they didn't Rotary Renesis rotary MZR DISI SkyActive first generation. I drive their current Mazda 2 which is said to get 41 MPG but I do an average of 26 MPG only no matter how conservative I drive. Mazda SkyActiv X will be a pain to work with as it is so complex. If TOYOTA gives me great fuel economy with their M20A-FKS Dynamic Force 2.0L I am O.K with that. I need it to be reliable, not complicated and I need it to have engine reliability DNA from past TOYOTA engines. Look at Mazda's list of faulty engines and transmissions...1st generation Mazda 3s are plagued with issues... while my 2001 1.5L 1NZ-FE TOYOTA with 345,000 miles still runs good
I am totally amazed at my 2.5 Dynamic Force engine in my 2020 Camry LE (8,350 total miles) I recently took a 445 mile trip that put my car through just about all the scenarios a car could face including, freeway, hills, mountains, long gradual inclines, long gradual declines, 78 miles of winding uphill, downhill, sharp turns, not so sharp turns, manually downshifting, manually upshifting, and driving around a small coastal California town of Fort Bragg for two days. After I came back home I filled up the tank to check for the first time my gas milage turned out to be...an amazing "35.8 miles per gallon." I had to redo the numbers on my calculator to double check...445 miles divided by 12.4 gallons of gas. I am totally amazed! And all these miles were not "easy interstate miles"...only about 125, or so. My car performed better than I anticipated and this engine...totally amazed me! The car is rated for 39 MPG (freeway) on the window sticker. It looks like it would do even better! Totally amazing!
Text book smart did with a diesel semi going to try it with a gas car use an emplysifier gas conditioner( same brand as diesel but fot gasoline) that should be able to keep water in suspension ( will check by mixing the gas ans water in a glass jar letting it sit for a few days) why water? H2O ( THE HYDROGEN HELPS COMBUSTION most of these tests are down in low altitude coastal area ( 60 % of world pop are coastal other 20% on major rivers ) which have higher humidy levels ( this is same as adding electolizer for making hydrogen) injection of water at exhuast driven turbo crates steam but worked in the simi too in the fuel(yes i have been told i am crazy lol) it worked ( no condesation water in the fuel filteration system) Note had condesation before using the fuel conditioner others repaced injectors on their engines i drove for 2yrs no injector/engine troubles ( also ised canola oil as fuel conditioner lubrication ) Note: Canaloa is derived from Canada Oil formerly called rapeseed oil used for lubes on steam engines no i dont cook with Canola i know the history as SK farmer/ seed grower hybreds now sprayed with chemical killing everything grren but not the Canola crop Wow ph 1 403 830 4123 C u
Hello all! If you enjoyed this video on engine tech, here are a few features you may also enjoy: Mazda's SPCCI Engine - ruclips.net/video/yNSxow3W7ek/видео.html Infiniti VC-Turbo Engine - ruclips.net/video/A6H66xfEZC4/видео.html Mercedes 50% Efficiency - ruclips.net/video/kOhmgpkiIfg/видео.html HCCI Engines - ruclips.net/video/OVWZFdb_AGc/видео.html
Engineering Explained , assuming that you spend your free time musing "how would I build a car", which one would you prefer in a miata like sports coupe?
This is seriously impressive stuff from Toyota. Just a simple thing like the angle of the intake valve and a small lip, things that the automotive industry has taken for granted for decades. 40% thermal efficiency in a road car is a huge landmark, it was thought almost impossible to achieve just a decade or so ago. These days companies brag about anit-lag turbos and what not but this is much more important innovation.
I think what you really need to talk about is information efficiency. You explained a really cool concept in five minutes seven seconds. That is like 99.45% information efficiency. It was also really well done and interesting. Bang on all around!
I am an owner of one of the cars with this engine, an M20A-FKS engine. Just got 46.2 MPG during a one-hour highway trip, and it's not even a hybrid. I'm thoroughly impressed!
I get that routinely on the highway, but no one believes me. I’ve been blown away by the mpg this thing delivers everyday on my 70 mile round trip highway commute. I’ve done 50 on several occasions albeit with a stiff tailwind 😂
The only thing that concerns me about this engine is all the new electric control components, which might be more prone to failure than their simpler predecessors. Knowing Toyota though, I'm sure they're all engineered to last a long time still. Another great video Jason!
Thanks Matt! Electric water pumps should be pretty reliable, the tech isn't really new and they're simple. Hopefully the thermostat is designed to fail open if it does fail, but yes, knowing Toyota they've likely put in extraordinary efforts in testing to ensure reliability.
Electric systems are usually more reliable from the get go. Where the failure rate comes in is when they over complicate these systems, because there is litteraly a world of more possibilities.
My original Toyota water pump (mechanical) failed at 36k it was a common problem so don't assume Toyota engineers everything to last they also cut corners like everyone else
It's pretty awesome isn't? I think people forget how much energy is available in these liquid fuels. Could you imagine once we get 50%? And then couple it with some kind of other aids like hybrid systems?
yeah 35% was the figure that my thermodynamics lecturer states. he also says that our uni exclusively does combustion engines as there is still room for improvement with the systems and many years still left for the combustion engines . The combustion engines have had most of there improvement within the last 15 years. Many car manufactures have taken a easy route out with just going straight to hybrids but there is a large amount of room to improve on the combustion engine (especially with power to weight in consideration). Eu legislation requires 95% of a car mass to be recycled needs to be recycled( i believe it to be a car factory goal), with lead acid batteries being around the 98% recyclable but having a large weight and not being as good as lithium batteries. The engine development market is currently a cool place to be with lots of different solution from Mazda and Toyotas efficiency, psa having put some development into diesel hybrid which in my head seems counter intuitive to have a heavier clutch and a medium size turbo as well as batteries
Back in the day under 20% was normal, with more coming from forced induction. Power outputs have gone up as fuel usage has come down, and along with that, emissions. Gas turbines have hit 50%, and low speed marine diesels are the same. The amazing part is it is being done without forced induction.
Many here says these improvements aren’t anything new, so I was wondering what’s so much about this after all. Like I’m having trouble understanding what exactly was the challenge to achieve that compression rate and so and so in mass-market engine. I mean what’s new here exactly? Through these replies though I understood that hardly anyone is putting time/money on improving combustion engines. But I’m failing to see why this was hard to achieve back in the time or for another manufacturers. In another word, why did they have to wait until now to build this? Cylinder’s dimensions and the way to design airflow just sounds possible thing to do in 90’s to me.. Maybe there were another bunch of reason why they had to be shaped like so? Testing equipment/3d simulator got better? If anyone had any bit of idea around this, I’d be happy to be educated!
I like that they combined direct injection with port injection. Engines with direct inject only have crazy carbon buildup problems, and port injection keeps the valves at cooler temperatures.
"smart enough to play things safe"... in other words, wait for other companies to spend $$$$$ developing a new tech, then copy it. Smart I guess, in the same way that copying someone else's homework is smart.
Or is it? Toyota's Dynamic Force engines M20A and M15A engines suffer from the EGR cooler corosion which can damage the engine. Toyota didn't mitigate against the problem and they put a blame on a bad fuel. E.g. drivers of new Toyota's in Italy have quite a lot of headaches lol.
Great video. But I wanted to say something regarding the combustion time to clarify. It may be important to note that the actual combustion time doesn't change. The reason you see the flame front burn "faster" with the new engine is because of better atomization of the AF mixture hence an even ignition of the total mixture. This is in contrast to the one that is "slower" where the propagation of the flame front within the cylinder takes longer because of the messeier nature of the AF mixture. It doesn't change the point of your discussion, just adding to it. But for those interested in more details it might be useful. Good to see the public benefiting more from the implementing of this technology to mass market.
What it sounds like, in the end, is an even more appropriate application of fluid dynamics. They redesigned valve/cylinder relationship so that a vortex naturally forms out of the AF mixture (which helps it stay moving until combustion) vs two contrary vortices which slam into each other resulting in smaller droplets joining to become larger droplets, reducing the degree of atomization and therefore lower fuel/heat efficiency.
oh great, somebody finally decided what the perfect stroke to bore ratio is, I've heard that about as many times as I've heard about the worlds greatest guitar player.
You are always the best. On point, no unwanted rubbish like in some channels, explain everything in a very simple way to make a noob understand yet explains everything thoroughly. Thanks.
I work at mercedes workshop/service (whatever its called) but your videos are getting me more and more interested in starting to study car engineering.
awesome to see this, as always you're videos are amazingly easy to understand! Seem like very impressive efficiency gains without complicating the engine and adding too many moving parts. Hopefully this is something that other manufacturers can implement as well.
@Thomas B🏳️🌈⃠ I think port is better than DI in this case because some air and fuel can be pre mixed in the intake valve port before entering the chamber and they are chasing more potent mixtures.
Toyota’s new family of engines are absolutely marvelous. While other manufacturers took the easy route and slapped turbos on their cars (including my beloved Honda) Toyota actually went the extra step and legitimately created a better engine. At 203hp and almost as much ft/lbs while allowing the Camry to get 45mpg in C&D hands there’s no denying this company capabilities when pushed.
I am surprised that such small changes can actually make so much difference. Its very clever way of improving efficiency without significantly changing the engine design.
I enjoyed seeing these models setup in multiphysics simulations like COMSOL or ANSYS. Those were hypothetical situations, but what you've explained is the real McCoy. Major kudos for yet another engaging video
Hello Jason, as a fellow mechanical engineer, I have enjoyed your shows. Engine efficiency is also a subject of maniacal passion of mine, which has led to me in a journey which included earning an MSc degree in Germany and a PhD, both with specialization in internal combustion engines. Anyway, the reason I am writing to you is that in the Toyota piece you did, you showed in-cylinder animations of a tumble flow that, among other measures, resulted in a noticeably quicker heat release, which contributes to the higher thermal efficiency. I investigated this in detail for my PhD research that started in 2010 and concluded in 2016, which include 2 SAE International Journal of Engines articles, one ASME Journal of Engineering for Gas Turbines and Power article and an ASME Internal Combustion Engine Division conference paper and of course, my dissertation. I wanted to propose that you could do a piece on a novel method I discovered to improve engine thermal efficiency by actually forcing the flame front to move away from the combustion chamber walls, thereby reducing the convective heat transfer thereto. I am no longer bound by any NDA or embargo, so I am eager to share this with the world! I also have in-cylinder schlieren imaging and CFD analyses that I can disclose and share for your video presentation. If this interests you, please don't hesitate to contact me. See my PM to you on FB Messenger for contact details.
Intending no disrespect to Toyota’s engineering team whatsoever, but they are hardly alone in the world of brilliant automotive engineers. The amount of creativity and innovation related to the internal combustion engine across the industry in just the last few years continues to amaze me!
Engineering Explained what amazes me is how Toyota didn't have to replace their engine they just tweaked it here and there and voila you get more efficiency unlike Honda who ran out of ideas and just ended up going turbo charged and still not getting the same efficiency as D4S or SkyActive
@@EngineeringExplained And it all came from better CAD programs Pro E and others allow designers ability to test their designs in actual working models on computer.
Hey, I've been a long time subscriber (I'm a subie salesman and your videos are perfect) but I came here cause my Google Assistant recommended a jaloponik article. The video didn't load on their site because I clicked on the ad, but I wanted to watch it. Shout out to you man, you've been making quality videos forever and I love your channel.
I'm glad I This is a Toyota engine and not a Renault. Otherwise it'll be just 100% thermally efficient because it would be broken or 0% thermally efficient because it will be on fire.
Jason for 2 years I have been following your channel and have never been disappointed. Being an ME myself I so love the intricacies you touch by the content you create. I hope to see more videos on Hybrid engines and their industrial developments in the years to come.
EE can you make a comparison video for the new generation ICE engines you've researched and talked about recently? Such as Mazda's new HCCI design, Nissan's variable compression, this new Toyota engine?
Now this is the video I am more interested to hear from u sir please keep make more vids, especially like this about Toyota.😉🙏🏼 keep up ur awesome work.
You should honestly be a college professor. Not only do you explain in terms that are super easy to understand, you have such a strong drive to educate that most educators don't even have.
I’m sure at 1.6M subscribers and tons of views gets him paid way more than being an engineering professor. I do agree though that he does have a stronger drive to educate.
I don't know why you're all so hung up on the money. Jason clearly loves to teach, or "explain" as his channel name suggests. Maybe he has no interest in being an educator but if he did, I just want him to know I think he'd be a damn good one.
I'm sold! Forget about the 97% efficiency of Tesla Model 3 motors, I want a car with 10,000 moving parts instead of 20, one that has tailpipe emissions and isn't insanely fast off the line, one that the dealership will be able to make money on after the warranty runs out.
Amazing I can't believe they never optimized the combustion chamber in this way already. It's seems so intuitive now that some one has done the hard work~
It's not a new idea. Neither the use of electronically controlled auxiliaries. My car has an electronic thermostat for example and is from '99. Not that I want to bash Toyota for this new engine.
psnmadracer27 Of course not, did I say that? I was outlining that not everything on this engine is new technology, but rather existing technology used very well.
Mzn T he was talking about how they optimized the combustion chamber, to which you replied, "it's not a new idea." And then you talked about an electronic thermostat
Awesome video. I guess Toyota is addressing the DI carbon build up problem with this new technology as well as improved efficiency. If I am understanding the video, fuel is being sprayed on the back side of the intake valves via the unique placement of the direct injectors and also from the port injectors when under low load. How cool is that!
This fuel injection method is not new, Toyota has been doing this at least with Lexus engines since 2006. Port injection (when in use) can help keep the back of the intake valves clean, but direct injection will never “spray” the intake valves as its intents is to give a precise amount of atomized fuel at exactly the right moment AFTER the intake valves are closed. By being able to do this engines can benefit from having a higher compression ratio without spark knock occurring. Spark knock occurs when a fuel/air mixture is being compressed greatly and pre-ignition occurs; usually before top dead center of the power/ignition stroke.
The direct injectors in the animation are below the intake valves and on the side of the cylinder wall. The first shot of them pulsing fuel, the valves are turned transparent to aid viewing, so it looks like they're spraying the back of the valves, but by definition they're injecting fuel directly into the cylinder, not in through the valves.
My first car had a comp ratio of (only)11:1 and it required a minimum octane of 103! How do they do this with even higher ratios and lower octane. Doesn't make sense.
The reason why you need such high octane fuel in high compression vehicles is because higher octane fuel won't pre-ignite and cause pinging like lower octane fuel will. This is caused by uneven surfaces within the combustion chambers. If you can make the interior of the chambers very smooth without faults you can run lower octane fuel with less risk.
@@lochinvar00465 over square motors like zx9r's run 12.1:1 with 12k rpm use 87 octane the motor was 143hp. The quick explosion of 87 octane is better for short stroke motors. 75mm x 51mm.
Innovation from Toyota keeps the internal combustion engine getting better and better! Nice solution. *Excellent video. I need my regular fix of EE!* Thanks Jason! Rob
Engineering Explained Jason, I love your explanations - they are all right on the button and easy to follow - in my book, that‘s the mark of a great teacher! I’m a physicist and take my hat off to an Engineer doing a great job! All tje best, Rob
Great video with very clear, in depth explanation. I'm curious how HCCI stacks up against this technology. I have always thought HCCI + camless = holy grail of internal combustion engine thermal efficiency.
+Xgamer121X I don't think that's the holy grail. I'm pretty sure building a reversible engine in terms of thermodynamics and Carnot's theorem is the holy grail of heat engines.
Hey Jason, thanks for posting informative videos like these. I really enjoy learning about new engines and ways companies are trying to make combustion engines more efficient. Keep it up!
Could you please do a video on Suzuki's Twin Swirl Combustion Chamber (TSCC) that they use on their motorcycles? It sounds similar to this, but you explain things so well! Thank you as always.
wow you mentioned this TSCC thing too!! It was prominenty written on engines in 80's bikes.. but i dont see it written anymore nowadays...there were even products like ''cyclone'' being marketed in the 90's touting improvement in combustion by creating swirl turbulence within the air intake system
Honda did something similar with their CVCC (Controlled Vortex Combustion Chamber) engines, the principle is the the same used here, i.e. greater swirl of incoming air/fuel mixture creates better/more complete combustion.
@@williamallman299 Didn't the Honda CVCC also have a third valve to admit a richer mixture near the spark plug? They called it stratified charge because most of the intake stroke consisted of a very lean mixture while there was a richer layer at the top of the combustion chamber..
Suzuki used smallish valves and a relatively steep included angle (for air cooled motorcycle engines) with port shapes that were pro-swirl. They made good power, but you have to put them in the context of the times: Kawasaki and Yamaha was still using 2-valve heads, and the Honda air cooled 16 valve 750/900/1100 engine had a larger included angle to promote longevity and cooling. Efficiencies have all increased many times over by now, with modern liquid cooled small included angle 13:1 big port careful squish EFI 1000cc engines making near 200hp/liter compared to these 80's bikes that were sub - 100hp/liter. Kudos to Suzuki for making air-cooled power last a lot longer than it should have, with high-volume oil-cooling and small fin cylinders and heads that maximized heat transfer. I have worked on a LOT of air/oil Suzuki motors and I am still impressed by the engineering, even if they are a bit fiddly to work on by modern standards.
Thanks for making this video to shine a spotlight on these things, it's really great to see the effort that goes into optimisation of engines (and all similar things) that go underappreciated and taken for granted.
When it comes to performance cars, Toyota is a Poser. Slap a sticker on a Top Fuel car and pretend you are building "excitement". Lol. Toyota is the Beige/Vanilla of cars. Want boring? Buy a Toyota.
This channel is much more than just an educational channel ... Also bro i would like to suggest smtn.. can u make a video on ECU remapping how it done, how it works etc...
Here's an article I've written on it (which includes videos I've made on the subject as well). www.carthrottle.com/post/engineering-explained-how-chip-tuning-works/
I think you missed the most important point which is a longer stroke allows you to harvest more combustion energy during acceleration, the drawbacks of such setup at cruising speeds has been resolved with the use variable valve timing (VVT). Hence, the efficiency curve has been optimized with a combination of VVT and a longer stroke.
Another excellent explanation of another new internal combustion technology, that can help extend the life of the IC engine. I really enjoy these very informative videos. I also enjoyed the similar videos you did on the new Mazda controlled compression engine, as well as the Nissan/Infiniti variable displacement / adjustable crankshaft/connecting rods. Just imagine if all of these new innovations could be used in concert together, combining all their respective efficiency and power improvement benefits. A shame such a blend is unlikely any time soon, given how the companies will likely exercise their intellectual property rights, and not share among their competitors. Further in the future we could see an inline 4 engine with variable displacement, controlled compression ignition, AND special dynamic force technology - especially given the ever tightening emissions regulations, and the current pipe dream of going full electric.
I can only say, Yaris 2022 1.5 Dynamic Force is just amazing car, incredibly fun to drive with beautiful power delivery over fuel consumption. This 3 cylinder Toyota masterpiece also has that wicked engine sound. Good job Toyota, this is my second Toyota and I'll never think about other car for sure.
We just baught a 2020 that has 24k miles on it and love it. The engine I have zero concerns about. The 8 speed transmission on the other hand I have some reservations, but I feel better about it than any CVT which is why I chose the Camry over the Accord. I do not see a CVT making it to 200k miles, but a well serviced traditional transmission even the 8 speed should do it easily. They did have soem transmission issues in the early 2017 transition to 2018 models which seems to have been resolved. The only complaints you hear are shifting issues which are caused mostly by the adaptive transmission. When you buy one used it is important to have the dealership wipe the transmission memory otherwise it will try to anticipate the previous owners driving habits causing some rough shifts. It takes about 1000 miles of driving for the transmission to adjust to the drivers habits. It is capable of learning multiple drivers, but works best with the main driver. When you look at this engine vs. Ford, Chevy, or any other competitor it is hands down better IMO. They thought of everything carefully unlike Ford and Chevy. Most every maker out there has gone to direct injection without multiport and no way to clean the valves resulting in expensive repairs 45k-50k mile marks. Ford especially has had problems with turbo failures after cleaning the carbon build up on their Eco-Boost Engines. There is a service bulletin out on this now. All of these technologies are being used thanks to uncle Sam placing strict regulations on auto makers for fuel efficiency, and it will be expensive to consumers down the road.I know Toyota is not perfect, but long term I think I will spend less with them than any other brand. One thing they added I don't like is an EGR. Why the hell is Toyota adding an EGR for a gas engine? That is not going to make much difference in air quality, but if they turn out not to be reliable its a very expensive repair.
@@bubulubu3136 Yes later models had it added. Good thing too! Ford and GM pissed off and lost a lot of customers over it all too. I am just glad I got rid of that 2015 Fusion!
My fellow Oregonian! Excellent video as Always. Every once in a while I'll catch one of your older videos. Like the Yonaka ones. Have to say, I kinda miss the hair. Buahahahahahaha
Electric oil pump. I like the sound of that, potential mounting in convenient location, potential diagnostic procedures like checking filter flown or system functionality, cold start up priming.
This is just another example of why Toyota is still the worlds most brilliant car maker. Their record proves that when they come out with something new, it's not just impressive but you can be sure they've already done the trials to be sure its not only impressive technology but more importantly, [especially] in the retail market... they've assured it's reliability. Go the ToYo!
With all those electrical pumps an subsystems, I am actually a little concerned about reliability. Its not like it cannot be done, but it is just way harder to keep engine reliable when each part that previously was a simple, tested and proven mechanical part, suddenly becomes an electrical one controlled by electronics. Not saying they won't make it, but I would not hype it too much either.
@@TheBlobik.... Totally get where you're coming from mate. And thanks for a sensible reply rather than an insecure attack on my expressions like most people seem to do nowadays. Like you pointed out, by turning mechanical governors into variable electrical ones definitely appears on the surface to complicate things and open up the potential for failures. But that would be ignorant of where these same kind of advances in technology have already taken us. I have no idea how old you are, but for my generation that grew up with carburetors and distributors..... the invention of efi and electronic ignition are the best things that ever happened to cars. It'd be hard to imagine any electronics on a car that need more precision and reliability that fuel injection and ignition timing yet I can tell you from experience that it it is light years ahead of its mechanical predecessors in both accuracy and reliability. Nowadays, your accelerator and throttle, your brakes, fuel pump, your emission control, your thermo fans (cooling system) and even your engines valve timing is all controlled electronically typically via electric motors. Like I said mate, I get what you're saying. And if it was anyone other than Toyota introducing this stuff then I'd probably be a little concerned too!
Great as every video of yours! I'm trying not to miss each and every one of them! As Honda fan I would like to know also where are they in this Tech. Race ?
I would like to widen a bit your great explanation - It seems that Toyota use the momentum of the in-coming flow to circulate inside the combustion space and than that flow keep this same momentum to the outlet, while in previous engines the in-coming flow comes to stagnation point which cause loss of momentum which is a loss of efficiency.
"Laser-clad valve seats" Perhaps they meant a Valve seat with a coating that was deposited with the assistance or involvement of a laser. If the valve seat has lasers in it I would love to know more.:)
My little 1.6 Turbo Diesel (my baby) is so efficient it has trouble heating the cabin on super cold days. It puts out around 240 lb-ft of torque and routinely gets over 50 MPG. It can get over 700 miles on 13.5 gallons of diesel. I'd wager a bet it's thermal efficiency is approaching 50%. And with all the emissions stuff the exhaust is essentially breathable air. I just pray it lasts for at least 10 years.
I have the 2.0 liter version of this engine in a 2020 Corolla. Driven gently, it's averaging almost 38 MPG in cold weather, in mixed driving. I expect 40 or more in warmer weather. My only worry is just how complex this entire system is. Analyzing and repairing issues with such a complex system is going to be nightmare as the car ages. I actually leased the car - something I would have never done before - and considering that a thousand dollars for a typical repair is becoming commonplace with modern cars, maybe always driving a new car via leases isn't as bad an idea as it used to be. When you lease, at least your car is almost always under warranty. I sometimes miss my old 1973 Chevrolet pickup truck with a straight six engine and a three-on-the-tree transmission. It was bulletproof, and could be worked on with a small toolbox full of wrenches.
I just bought a new 2020 Corolla SE Upgrade with this 2.0 liter dynamic force engine. Drove 4 hrs home from the dealer got 45 miles to the gallon at highway speed of 120 kms an hr. Next morning start the car and it had a very loud rattle going on under the hood, this lasted for about 1 and a half minutes and then it quieted down to normal. I was very disappointed with this purchase after hearing that and can't wait til it gets colder out.
Combine this with freevalve, mazdas new engine and infiniti's new variable compression engine, and you pretty much have the perfect IC engine that has huge power with unbelievable mpg.
Engineering Explained when your make such a great channel, it's easy to make a good pitch! I'm only getting started with my own channel. Someday, I hope mine is as good as yours!
Now I want a Dynamic Force / Skyactiv-X combo. The combustion rate & bore ratio part of DF would probably negated by the benefits of compression ignition, but the intake angle of DF could still benefit compression ignition.
emdec55 What is your credibility in the auto industry? Many experts comment that Skyactive-X is revolutionary including the owner of this channel. Real life performance is yet to be seen of course. Mazda is taking risk as a smaller manufacturer while Toyota feels to be conservative as they are No1 in the world and people will buy their cars just for reliability reputation alone.
Toyota and Mazda now have a limited partnership. It would be interesting to see if they ever collaborate on engine design and give us sort of a "best of both worlds" product.
@kkthxk It all comes down to execution, but I think that Toyota makes the task way harder for itself to achieve due to a lot of additional electrical and electronic parts. I think that actually Mazda's engine construction is in a way simpler, and thus will require less attention to individual parts from the manufacturer. Both engines rely on electronics to control the conditions of ignition precisely, but there are more things that can break in Toyotas engine, more things for software to manage, and breaking of any of those electrical pumps will probably cause the engine to not start to prevent from damage due to coolant or oil not flowing. Meanwhile Mazda's engine should still be able to run, just with poor efficiency. At least that is what I understood from the videos here. Anyways, if Mazda manages to keep theirs reliable, it has a potential to revolutionize the industry. Or become the next rotary-engine - a curiosity, but with some unforseen issues that never let it lift off properly.
@@93greenstrat the partnership will be short lived as most in the Auto industry seem to be. Toyota values reliability and proven real world performance more than all competitors and Mazda goes for the "gee that's cool" buyers. Smart money on Toyota
Another eficiency on this hibrid ice motor is that use an heatexchanger on exaust to warmup quick cooling liquid, so ice motor reach working temperature and Heat to climate habitacle faster. On trafic jams, ice motor could be off with Air conditioning on, compressor is a electric delta tree phase motor driven by inverter. Transxale with less mechanic friction, no mechanic CVT, no speed gear box, no reverse gear, just one epicicloidal gearset and diferential group. Inverter control can set better rpm of ice motor for each specific circunstance not depending of speed of the wheels. In fact, car could be stopped and ice motor running to charge HV battery without the need of decoupled any dry clutch or hidraulic clutch in between.
I don't know how but we need for Toyota Infiniti and Mazda To work on an engine with all 3's main power (Infiniti with the variable thing Mazda with the SCCI and Toyota with this)
Right. From the advancement of the piston point of view, that is a great leap. However, 60% waste is still woefully inefficient. In the not too distant future, folks will look back at the these attempts to make a pig look pretty and admire the effort too, but in the end the piston will die. The efficiencies and advantages of the battery/electric combo will render the piston obsolete and rightly so imho.
Talladega Tom cars can get away with this inefficiency because the energy density of gasoline is an order of magnitude higher than that of batteries. We need better and lighter batteries.
The VW TDI engines, 3rd generation of late 90’s and early 00’s, had stroke:bore ratio of 1.2:1 with a 79.5 mm bore and 95.5 mm stroke. Similarly, swirl caused by the intake ports is rotation around the axis of the bore vs tumble which is “rotated” 90°, perpendicular, to said axis.
I really appreciate your explanations..as a professional race engine builder I struggled for years over bore vs stroke...you have provided answers other than opinions....I was wrong for yrs choosing short stroke hi rpm over small bores But my question is ..does the force engine require hi test fuel and how do they manage the high compression
Since it's a common question, this style of engine is currently used in the 2018 Toyota Camry with a 2.5L inline four cylinder. It runs on regular (87 octane) gas, makes 203 HP and 184 lb-ft, and the base trim is rated at 29 city / 41 hwy mpg. Pretty solid numbers for a non-hybrid vehicle, especially considering the decent power.
Engineering Explained and I am a huge fan of Camry engine. I am running 2.4L inline-4 2AZ-FE on 2015 Scion xB2.5, these little engines last forever. Plus they have so much potential that some people doesn’t realize, and it can gains from 500 hp to over 1000 hp and 800 Ibs pounds of torque. This is why I love camry engines a lot more than 2JZ. Even though 2JZ is an almighty and legendary engine but it’s unique.
Please tell me this could scale into their iForce V8 for the the Tundra/Sequoia!!
Not in Australia, sadly. Since Toyota wound up manufacturing operations in Australia, our Camry is imported from Japan, with the 6ish year old 2.5L 2AR-FE. Efficiency and emissions don't seem to rate as highly here for some reason...
This engine is also going to be in next years Rav4 and for those interested is Built in WV, AL, and KY.
wow thats amazing! Why didnt Toyota make this a bigger selling point of the new Camry?
Efficiency versus SkyActiv-X? Many have asked. I reached out to Mazda, and here's their response: "We don’t expect it to be much beyond the best in the industry at the moment (a Prius is 42%, for instance), but that’s just the peak. The benefit of SPCCI is that where the Prius has a minimum efficiency of 2% under WOT, SKY-X will be way higher when you’re flogging it. So no real numbers yet, but the floor should be way higher, and the ceiling should be just a little higher." Essentially saying that while peak efficiency may only be slightly higher, the load range of efficiency will be far broader. Hope this helps answer your question!
Engineering Explained does Toyota use the same style of 4-2-1 exhaust manifold as Mazda?
Engineering Explained this explanation warrants its own video. Excellent work as always. Great channel.
Rob Evans agree with Rob, I kinda get it but a video on it would still be useful
The SkyActiv-X is going to better "real" world efficiency numbers, once there are thousands of the engines in use. Now if only variable compression could be mated to a Free-Valve type tech... Imagine the possibilities.
Mazda engine will be more complicated and its efficiency depends on some variables working perfectly 100% of the time. If Mazda just get 41 MPG on that diesel fueled with gasoline they had failed.
Remember the Mazda story with all their revolutionary miracle engines that would have changed the world but they didn't
Rotary
Renesis rotary
MZR
DISI
SkyActive first generation.
I drive their current Mazda 2 which is said to get 41 MPG but I do an average of 26 MPG only no matter how conservative I drive.
Mazda SkyActiv X will be a pain to work with as it is so complex. If TOYOTA gives me great fuel economy with their M20A-FKS Dynamic Force 2.0L I am O.K with that. I need it to be reliable, not complicated and I need it to have engine reliability DNA from past TOYOTA engines. Look at Mazda's list of faulty engines and transmissions...1st generation Mazda 3s are plagued with issues... while my 2001 1.5L 1NZ-FE TOYOTA with 345,000 miles still runs good
I am totally amazed at my 2.5 Dynamic Force engine in my 2020 Camry LE (8,350 total miles) I recently took a 445 mile trip that put my car through just about all the scenarios a car could face including, freeway, hills, mountains, long gradual inclines, long gradual declines, 78 miles of winding uphill, downhill, sharp turns, not so sharp turns, manually downshifting, manually upshifting, and driving around a small coastal California town of Fort Bragg for two days. After I came back home I filled up the tank to check for the first time my gas milage turned out to be...an amazing "35.8 miles per gallon." I had to redo the numbers on my calculator to double check...445 miles divided by 12.4 gallons of gas. I am totally amazed! And all these miles were not "easy interstate miles"...only about 125, or so. My car performed better than I anticipated and this engine...totally amazed me! The car is rated for 39 MPG (freeway) on the window sticker. It looks like it would do even better! Totally amazing!
Mercedes uses direct money injection to achieve that efficiency.
Typical German engineering use a GPS guided laser to kill flies when a fly swatter will do just fine.
anyway to make things more expensive for people
Text book smart did with a diesel semi going to try it with a gas car use an emplysifier gas conditioner( same brand as diesel but fot gasoline) that should be able to keep water in suspension ( will check by mixing the gas ans water in a glass jar letting it sit for a few days) why water? H2O ( THE HYDROGEN HELPS COMBUSTION most of these tests are down in low altitude coastal area ( 60 % of world pop are coastal other 20% on major rivers ) which have higher humidy levels ( this is same as adding electolizer for making hydrogen) injection of water at exhuast driven turbo crates steam but worked in the simi too in the fuel(yes i have been told i am crazy lol) it worked ( no condesation water in the fuel filteration system) Note had condesation before using the fuel conditioner others repaced injectors on their engines i drove for 2yrs no injector/engine troubles ( also ised canola oil as fuel conditioner lubrication ) Note: Canaloa is derived from Canada Oil formerly called rapeseed oil used for lubes on steam engines no i dont cook with Canola i know the history as SK farmer/ seed grower hybreds now sprayed with chemical killing everything grren but not the Canola crop Wow ph 1 403 830 4123 C u
@Michael Pullins most modern turbo engines are also more expensive in almost every aspect than N/A cars specially in maintenance
@Michael Pullins forced induction can only increase the volumetric efficiency but not thermal efficiency
I just want to say that your channel is a blessing to those of us trying to learn the science behind cars. Thank you sir
You're very welcome, and thank you so much for watching!
Hello all! If you enjoyed this video on engine tech, here are a few features you may also enjoy:
Mazda's SPCCI Engine - ruclips.net/video/yNSxow3W7ek/видео.html
Infiniti VC-Turbo Engine - ruclips.net/video/A6H66xfEZC4/видео.html
Mercedes 50% Efficiency - ruclips.net/video/kOhmgpkiIfg/видео.html
HCCI Engines - ruclips.net/video/OVWZFdb_AGc/видео.html
Engineering Explained , assuming that you spend your free time musing "how would I build a car", which one would you prefer in a miata like sports coupe?
What is the BSFC of the new Mazda engine?
Engineering Explained awesome video, does Toyota have this engine with turbo???
i didn´t feel free to leave any questions or comments below...or wait, I did! Hello everyone and welcome!
Engineering Explained Could this mean higher redlines and more instant throttle response
This is seriously impressive stuff from Toyota. Just a simple thing like the angle of the intake valve and a small lip, things that the automotive industry has taken for granted for decades. 40% thermal efficiency in a road car is a huge landmark, it was thought almost impossible to achieve just a decade or so ago. These days companies brag about anit-lag turbos and what not but this is much more important innovation.
I think what you really need to talk about is information efficiency. You explained a really cool concept in five minutes seven seconds. That is like 99.45% information efficiency. It was also really well done and interesting. Bang on all around!
I am an owner of one of the cars with this engine, an M20A-FKS engine. Just got 46.2 MPG during a one-hour highway trip, and it's not even a hybrid. I'm thoroughly impressed!
I get that routinely on the highway, but no one believes me. I’ve been blown away by the mpg this thing delivers everyday on my 70 mile round trip highway commute. I’ve done 50 on several occasions albeit with a stiff tailwind 😂
The only thing that concerns me about this engine is all the new electric control components, which might be more prone to failure than their simpler predecessors. Knowing Toyota though, I'm sure they're all engineered to last a long time still. Another great video Jason!
Thanks Matt! Electric water pumps should be pretty reliable, the tech isn't really new and they're simple. Hopefully the thermostat is designed to fail open if it does fail, but yes, knowing Toyota they've likely put in extraordinary efforts in testing to ensure reliability.
This stuff comes stock mostly on the prius already minus the dynamic oil pump.
Electric systems are usually more reliable from the get go. Where the failure rate comes in is when they over complicate these systems, because there is litteraly a world of more possibilities.
Oh come on was that comment really worth a heart jeez man..
My original Toyota water pump (mechanical) failed at 36k it was a common problem so don't assume Toyota engineers everything to last they also cut corners like everyone else
41% is amazing. my degree is in chemical engineering and when i got that degree 30 years ago - 33% was about the max you could get.
It's pretty awesome isn't? I think people forget how much energy is available in these liquid fuels. Could you imagine once we get 50%? And then couple it with some kind of other aids like hybrid systems?
yeah 35% was the figure that my thermodynamics lecturer states. he also says that our uni exclusively does combustion engines as there is still room for improvement with the systems and many years still left for the combustion engines . The combustion engines have had most of there improvement within the last 15 years. Many car manufactures have taken a easy route out with just going straight to hybrids but there is a large amount of room to improve on the combustion engine (especially with power to weight in consideration).
Eu legislation requires 95% of a car mass to be recycled needs to be recycled( i believe it to be a car factory goal), with lead acid batteries being around the 98% recyclable but having a large weight and not being as good as lithium batteries. The engine development market is currently a cool place to be with lots of different solution from Mazda and Toyotas efficiency, psa having put some development into diesel hybrid which in my head seems counter intuitive to have a heavier clutch and a medium size turbo as well as batteries
Back in the day under 20% was normal, with more coming from forced induction. Power outputs have gone up as fuel usage has come down, and along with that, emissions. Gas turbines have hit 50%, and low speed marine diesels are the same. The amazing part is it is being done without forced induction.
not he max you 'could' get obviously, the max at that time
Many here says these improvements aren’t anything new, so I was wondering what’s so much about this after all. Like I’m having trouble understanding what exactly was the challenge to achieve that compression rate and so and so in mass-market engine. I mean what’s new here exactly?
Through these replies though I understood that hardly anyone is putting time/money on improving combustion engines. But I’m failing to see why this was hard to achieve back in the time or for another manufacturers. In another word, why did they have to wait until now to build this? Cylinder’s dimensions and the way to design airflow just sounds possible thing to do in 90’s to me.. Maybe there were another bunch of reason why they had to be shaped like so? Testing equipment/3d simulator got better?
If anyone had any bit of idea around this, I’d be happy to be educated!
I like that they combined direct injection with port injection. Engines with direct inject only have crazy carbon buildup problems, and port injection keeps the valves at cooler temperatures.
Big thumb up for Toyota’s simple but effective solution.
actually is nothing new, they are just going back to an old design, with some modern stuff
Omega Rugal some others do find it newand very satisfying.
undersquare + high swirl combustion chambers = DONE, like 30 or 40 years ago, the new thing in the mix is the fuel inyection
taledarkside because they are improving a lot without u realizing it.
"smart enough to play things safe"... in other words, wait for other companies to spend $$$$$ developing a new tech, then copy it. Smart I guess, in the same way that copying someone else's homework is smart.
Very impressive. If this engine really gets 40% in production that's pretty incredible. Nice work Toyota!
Or is it? Toyota's Dynamic Force engines M20A and M15A engines suffer from the EGR cooler corosion which can damage the engine. Toyota didn't mitigate against the problem and they put a blame on a bad fuel. E.g. drivers of new Toyota's in Italy have quite a lot of headaches lol.
@@OverG88 That defect has nothing to do with Dynamic Force engine this video is trying to explain.
Great video. But I wanted to say something regarding the combustion time to clarify.
It may be important to note that the actual combustion time doesn't change. The reason you see the flame front burn "faster" with the new engine is because of better atomization of the AF mixture hence an even ignition of the total mixture. This is in contrast to the one that is "slower" where the propagation of the flame front within the cylinder takes longer because of the messeier nature of the AF mixture.
It doesn't change the point of your discussion, just adding to it. But for those interested in more details it might be useful. Good to see the public benefiting more from the implementing of this technology to mass market.
What it sounds like, in the end, is an even more appropriate application of fluid dynamics. They redesigned valve/cylinder relationship so that a vortex naturally forms out of the AF mixture (which helps it stay moving until combustion) vs two contrary vortices which slam into each other resulting in smaller droplets joining to become larger droplets, reducing the degree of atomization and therefore lower fuel/heat efficiency.
oh great, somebody finally decided what the perfect stroke to bore ratio is, I've heard that about as many times as I've heard about the worlds greatest guitar player.
You are always the best. On point, no unwanted rubbish like in some channels, explain everything in a very simple way to make a noob understand yet explains everything thoroughly. Thanks.
What I'm shooting for, really happy to hear it!e
I work at mercedes workshop/service (whatever its called) but your videos are getting me more and more interested in starting to study car engineering.
Awesome, thanks for watching!
Love your vids and the way you present these things!
Study electric cars before gas engines. They are the way of the future. Nothing can beat electric for emissions, reliability and cost
awesome to see this, as always you're videos are amazingly easy to understand! Seem like very impressive efficiency gains without complicating the engine and adding too many moving parts. Hopefully this is something that other manufacturers can implement as well.
@Thomas B🏳️🌈⃠ I think port is better than DI in this case because some air and fuel can be pre mixed in the intake valve port before entering the chamber and they are chasing more potent mixtures.
Toyota’s new family of engines are absolutely marvelous. While other manufacturers took the easy route and slapped turbos on their cars (including my beloved Honda) Toyota actually went the extra step and legitimately created a better engine. At 203hp and almost as much ft/lbs while allowing the Camry to get 45mpg in C&D hands there’s no denying this company capabilities when pushed.
I am surprised that such small changes can actually make so much difference. Its very clever way of improving efficiency without significantly changing the engine design.
Yes, it's nice when the solution is relatively simple, and doesn't have to sacrifice longevity/reliability of the design.
@@EngineeringExplained Sad Turbo noises*
I enjoyed seeing these models setup in multiphysics simulations like COMSOL or ANSYS. Those were hypothetical situations, but what you've explained is the real McCoy. Major kudos for yet another engaging video
Man, that was one perfect class on this engine. Very impressed having seen a wide array of teachers on new tech. Kudos & thanks
Thanks Kevin!
Hello Jason, as a fellow mechanical engineer, I have enjoyed your shows. Engine efficiency is also a subject of maniacal passion of mine, which has led to me in a journey which included earning an MSc degree in Germany and a PhD, both with specialization in internal combustion engines.
Anyway, the reason I am writing to you is that in the Toyota piece you did, you showed in-cylinder animations of a tumble flow that, among other measures, resulted in a noticeably quicker heat release, which contributes to the higher thermal efficiency. I investigated this in detail for my PhD research that started in 2010 and concluded in 2016, which include 2 SAE International Journal of Engines articles, one ASME Journal of Engineering for Gas Turbines and Power article and an ASME Internal Combustion Engine Division conference paper and of course, my dissertation.
I wanted to propose that you could do a piece on a novel method I discovered to improve engine thermal efficiency by actually forcing the flame front to move away from the combustion chamber walls, thereby reducing the convective heat transfer thereto. I am no longer bound by any NDA or embargo, so I am eager to share this with the world! I also have in-cylinder schlieren imaging and CFD analyses that I can disclose and share for your video presentation.
If this interests you, please don't hesitate to contact me. See my PM to you on FB Messenger for contact details.
By the time this series is finished, we'll be all design engineers. Mighty video as usual and not short on detail.
Thanks for watching!
This channel is the best example of what makes RUclips special.
Intending no disrespect to Toyota’s engineering team whatsoever, but they are hardly alone in the world of brilliant automotive engineers. The amount of creativity and innovation related to the internal combustion engine across the industry in just the last few years continues to amaze me!
Indeed, tons of wonderful ideas out there!!
Engineering Explained what amazes me is how Toyota didn't have to replace their engine they just tweaked it here and there and voila you get more efficiency unlike Honda who ran out of ideas and just ended up going turbo charged and still not getting the same efficiency as D4S or SkyActive
@@EngineeringExplained And it all came from better CAD programs Pro E and others allow designers ability to test their designs in actual working models on computer.
Hey, I've been a long time subscriber (I'm a subie salesman and your videos are perfect) but I came here cause my Google Assistant recommended a jaloponik article. The video didn't load on their site because I clicked on the ad, but I wanted to watch it. Shout out to you man, you've been making quality videos forever and I love your channel.
Thanks, and thanks for watching!!
Kind of amazing that we're now actually past the thermal efficiency limits that would have been printed in my textbooks, if even by a percent or two.
Another great video. I’m really happy I found your page a couple years ago
Thanks, and thanks for sticking around! :)
I'm glad I
This is a Toyota engine and not a Renault.
Otherwise it'll be just 100% thermally efficient because it would be broken or 0% thermally efficient because it will be on fire.
Renault engine its nissan projects
Renault diesel engines are Mercedes engines
You mean mercedes diesels are Renault engine's
Jason for 2 years I have been following your channel and have never been disappointed. Being an ME myself I so love the intricacies you touch by the content you create. I hope to see more videos on Hybrid engines and their industrial developments in the years to come.
My wife's new r av 4 has a dynamic force engine and I have to say it is awesome on gas and gives the vehicle 203 horsepower.
Another amazing video, keep them coming!
Thank you!!
EE can you make a comparison video for the new generation ICE engines you've researched and talked about recently? Such as Mazda's new HCCI design, Nissan's variable compression, this new Toyota engine?
Now this is the video I am more interested to hear from u sir please keep make more vids, especially like this about Toyota.😉🙏🏼 keep up ur awesome work.
Happy to hear it, thanks for watching!
Engineering Explained it’s my pleasure.😎✌🏼
You should honestly be a college professor. Not only do you explain in terms that are super easy to understand, you have such a strong drive to educate that most educators don't even have.
Thanks for the kind words!
Just guessing but... The RUclipsrs probably reaches more ppls, for free to the ppls, AND pays him better.
And yes, awesome job!
I’m sure at 1.6M subscribers and tons of views gets him paid way more than being an engineering professor. I do agree though that he does have a stronger drive to educate.
I don't know why you're all so hung up on the money. Jason clearly loves to teach, or "explain" as his channel name suggests. Maybe he has no interest in being an educator but if he did, I just want him to know I think he'd be a damn good one.
That's kinda what he's doing online.
Very interesting. Super well explained and informative
Love working late, never miss a engineering explained video!
Thank you so much! :)
Could you do a comparison vid of this engine and the skyactive x engine. Thermal efficiencies, fuel consumption etc.?
Perhaps!
I like that idea
and the Infiniti VC?
In for Skyactiv X comparison.
Definitely would like to see this as Toyota Camry is getting 39-41mpg on highway with this engine.
I'm sold! Forget about the 97% efficiency of Tesla Model 3 motors, I want a car with 10,000 moving parts instead of 20, one that has tailpipe emissions and isn't insanely fast off the line, one that the dealership will be able to make money on after the warranty runs out.
Really love your work dude! I’m studying mechanical engineering currently but I’ve been a follower since 2014! A big Toyota fan as well
Thanks for watching!! And best of luck with your ME studies!
Amazing I can't believe they never optimized the combustion chamber in this way already. It's seems so intuitive now that some one has done the hard work~
It's not a new idea. Neither the use of electronically controlled auxiliaries. My car has an electronic thermostat for example and is from '99. Not that I want to bash Toyota for this new engine.
Mzn T electronic thermostat =/= 41% thermal efficiency.
psnmadracer27 Of course not, did I say that? I was outlining that not everything on this engine is new technology, but rather existing technology used very well.
Mzn T that's the literally the meaning of optimization~
Mzn T he was talking about how they optimized the combustion chamber, to which you replied, "it's not a new idea." And then you talked about an electronic thermostat
Awesome video. I guess Toyota is addressing the DI carbon build up problem with this new technology as well as improved efficiency. If I am understanding the video, fuel is being sprayed on the back side of the intake valves via the unique placement of the direct injectors and also from the port injectors when under low load. How cool is that!
Yep, pretty neat! Makes a lot of sense to have port and direct.
Carbon build up and all theses new cars is ridiculous
This fuel injection method is not new, Toyota has been doing this at least with Lexus engines since 2006. Port injection (when in use) can help keep the back of the intake valves clean, but direct injection will never “spray” the intake valves as its intents is to give a precise amount of atomized fuel at exactly the right moment AFTER the intake valves are closed. By being able to do this engines can benefit from having a higher compression ratio without spark knock occurring. Spark knock occurs when a fuel/air mixture is being compressed greatly and pre-ignition occurs; usually before top dead center of the power/ignition stroke.
The direct injectors in the animation are below the intake valves and on the side of the cylinder wall. The first shot of them pulsing fuel, the valves are turned transparent to aid viewing, so it looks like they're spraying the back of the valves, but by definition they're injecting fuel directly into the cylinder, not in through the valves.
Yup, I see it now, the port injectors in concert with the direct injectors should keep them clean.
Thank you for the comprehensive overview of the new Toyota approach. Very impressive steps forward from the previous toyota 2.5 engine.
Damm... I was going for 2019 Honda CR-V but this something I can’t ignore...
Hello 2019 RAV4
How is your rav 4 lol
13:1 on pump gas, just seems amazing.
My 1.6 engine petrol car is 13 years old and it has 12:1. Minimum requirement is 95 octane and recommended is 98.
So...yeah.....
My first car had a comp ratio of (only)11:1 and it required a minimum octane of 103! How do they do this with even higher ratios and lower octane. Doesn't make sense.
I wonder how much they ‘bleed off’ with the cam timing to create the Atkinson cycle?
The reason why you need such high octane fuel in high compression vehicles is because higher octane fuel won't pre-ignite and cause pinging like lower octane fuel will. This is caused by uneven surfaces within the combustion chambers. If you can make the interior of the chambers very smooth without faults you can run lower octane fuel with less risk.
@@lochinvar00465 over square motors like zx9r's run 12.1:1 with 12k rpm use 87 octane the motor was 143hp. The quick explosion of 87 octane is better for short stroke motors. 75mm x 51mm.
Innovation from Toyota keeps the internal combustion engine getting better and better! Nice solution. *Excellent video. I need my regular fix of EE!* Thanks Jason! Rob
Thanks for watching Rob!
Engineering Explained Jason, I love your explanations - they are all right on the button and easy to follow - in my book, that‘s the mark of a great teacher! I’m a physicist and take my hat off to an Engineer doing a great job! All tje best, Rob
Great video with very clear, in depth explanation. I'm curious how HCCI stacks up against this technology. I have always thought HCCI + camless = holy grail of internal combustion engine thermal efficiency.
I’ve linked to my HCCI video to the pinned at the top of this video’s comments. :)
+Xgamer121X I don't think that's the holy grail. I'm pretty sure building a reversible engine in terms of thermodynamics and Carnot's theorem is the holy grail of heat engines.
Hey Jason, thanks for posting informative videos like these. I really enjoy learning about new engines and ways companies are trying to make combustion engines more efficient. Keep it up!
Could you please do a video on Suzuki's Twin Swirl Combustion Chamber (TSCC) that they use on their motorcycles? It sounds similar to this, but you explain things so well! Thank you as always.
I will check it out!
wow you mentioned this TSCC thing too!! It was prominenty written on engines in 80's bikes.. but i dont see it written anymore nowadays...there were even products like ''cyclone'' being marketed in the 90's touting improvement in combustion by creating swirl turbulence within the air intake system
Honda did something similar with their CVCC (Controlled Vortex Combustion Chamber) engines, the principle is the the same used here, i.e. greater swirl of incoming air/fuel mixture creates better/more complete combustion.
@@williamallman299 Didn't the Honda CVCC also have a third valve to admit a richer mixture near the spark plug? They called it stratified charge because most of the intake stroke consisted of a very lean mixture while there was a richer layer at the top of the combustion chamber..
Suzuki used smallish valves and a relatively steep included angle (for air cooled motorcycle engines) with port shapes that were pro-swirl. They made good power, but you have to put them in the context of the times: Kawasaki and Yamaha was still using 2-valve heads, and the Honda air cooled 16 valve 750/900/1100 engine had a larger included angle to promote longevity and cooling. Efficiencies have all increased many times over by now, with modern liquid cooled small included angle 13:1 big port careful squish EFI 1000cc engines making near 200hp/liter compared to these 80's bikes that were sub - 100hp/liter.
Kudos to Suzuki for making air-cooled power last a lot longer than it should have, with high-volume oil-cooling and small fin cylinders and heads that maximized heat transfer. I have worked on a LOT of air/oil Suzuki motors and I am still impressed by the engineering, even if they are a bit fiddly to work on by modern standards.
yessss my wish comes true, dynamic force engine explanation.
thank you Fenske aka EE.
Anything for you! ;)
thanks. keep up the good work bros.
GREAT EXPLAINATION / VID
Thanks for making this video to shine a spotlight on these things, it's really great to see the effort that goes into optimisation of engines (and all similar things) that go underappreciated and taken for granted.
All this engineering. But still no Supra.
KTM Ripper soooo? If ur little impatient, than might as well look it up.
The supra will be an EV.
TomaCukor worst nightmare
2J swap the new supra?
When it comes to performance cars, Toyota is a Poser. Slap a sticker on a Top Fuel car and pretend you are building "excitement". Lol. Toyota is the Beige/Vanilla of cars. Want boring? Buy a Toyota.
This channel is much more than just an educational channel ... Also bro i would like to suggest smtn.. can u make a video on ECU remapping how it done, how it works etc...
Here's an article I've written on it (which includes videos I've made on the subject as well). www.carthrottle.com/post/engineering-explained-how-chip-tuning-works/
Roget that:)
@Cyril --- what's Smtn?
I think you missed the most important point which is a longer stroke allows you to harvest more combustion energy during acceleration, the drawbacks of such setup at cruising speeds has been resolved with the use variable valve timing (VVT). Hence, the efficiency curve has been optimized with a combination of VVT and a longer stroke.
I very much appreciate videos like this.
Happy to hear it, thank you for watching!
Awesome video! Glad to see you back in front of the whiteboard!
Another excellent explanation of another new internal combustion technology, that can help extend the life of the IC engine. I really enjoy these very informative videos. I also enjoyed the similar videos you did on the new Mazda controlled compression engine, as well as the Nissan/Infiniti variable displacement / adjustable crankshaft/connecting rods. Just imagine if all of these new innovations could be used in concert together, combining all their respective efficiency and power improvement benefits. A shame such a blend is unlikely any time soon, given how the companies will likely exercise their intellectual property rights, and not share among their competitors. Further in the future we could see an inline 4 engine with variable displacement, controlled compression ignition, AND special dynamic force technology - especially given the ever tightening emissions regulations, and the current pipe dream of going full electric.
Pretty slick. It's so impressive how far the modern engine has come!
I can only say, Yaris 2022 1.5 Dynamic Force is just amazing car, incredibly fun to drive with beautiful power delivery over fuel consumption. This 3 cylinder Toyota masterpiece also has that wicked engine sound. Good job Toyota, this is my second Toyota and I'll never think about other car for sure.
Always fascinating features you've come up with. Amazing vids !!!
Thanks!
I love your videos. You're doing a great job young man. Well explained, well produced, direct and to the point. Keep up the good work!
Appreciate the kind feedback!
We just baught a 2020 that has 24k miles on it and love it. The engine I have zero concerns about. The 8 speed transmission on the other hand I have some reservations, but I feel better about it than any CVT which is why I chose the Camry over the Accord. I do not see a CVT making it to 200k miles, but a well serviced traditional transmission even the 8 speed should do it easily. They did have soem transmission issues in the early 2017 transition to 2018 models which seems to have been resolved. The only complaints you hear are shifting issues which are caused mostly by the adaptive transmission. When you buy one used it is important to have the dealership wipe the transmission memory otherwise it will try to anticipate the previous owners driving habits causing some rough shifts. It takes about 1000 miles of driving for the transmission to adjust to the drivers habits. It is capable of learning multiple drivers, but works best with the main driver. When you look at this engine vs. Ford, Chevy, or any other competitor it is hands down better IMO. They thought of everything carefully unlike Ford and Chevy. Most every maker out there has gone to direct injection without multiport and no way to clean the valves resulting in expensive repairs 45k-50k mile marks. Ford especially has had problems with turbo failures after cleaning the carbon build up on their Eco-Boost Engines. There is a service bulletin out on this now. All of these technologies are being used thanks to uncle Sam placing strict regulations on auto makers for fuel efficiency, and it will be expensive to consumers down the road.I know Toyota is not perfect, but long term I think I will spend less with them than any other brand. One thing they added I don't like is an EGR. Why the hell is Toyota adding an EGR for a gas engine? That is not going to make much difference in air quality, but if they turn out not to be reliable its a very expensive repair.
My 2017 F150 has direct and port injection.
@@bubulubu3136 Yes later models had it added. Good thing too! Ford and GM pissed off and lost a lot of customers over it all too. I am just glad I got rid of that 2015 Fusion!
GENIUS engineering from Toyota while not compromising the reliability of the engine. 👍👍👍
My fellow Oregonian! Excellent video as Always.
Every once in a while I'll catch one of your older videos. Like the Yonaka ones.
Have to say, I kinda miss the hair.
Buahahahahahaha
Great videos you have. You could do a video about Ethanol and it's proportions on gasoline and even 100% ethanol fuel. It's benefits etc.
Electric oil pump. I like the sound of that, potential mounting in convenient location, potential diagnostic procedures like checking filter flown or system functionality, cold start up priming.
This is just another example of why Toyota is still the worlds most brilliant car maker. Their record proves that when they come out with something new, it's not just impressive but you can be sure they've already done the trials to be sure its not only impressive technology but more importantly, [especially] in the retail market... they've assured it's reliability. Go the ToYo!
With all those electrical pumps an subsystems, I am actually a little concerned about reliability. Its not like it cannot be done, but it is just way harder to keep engine reliable when each part that previously was a simple, tested and proven mechanical part, suddenly becomes an electrical one controlled by electronics. Not saying they won't make it, but I would not hype it too much either.
@@TheBlobik....
Totally get where you're coming from mate. And thanks for a sensible reply rather than an insecure attack on my expressions like most people seem to do nowadays.
Like you pointed out, by turning mechanical governors into variable electrical ones definitely appears on the surface to complicate things and open up the potential for failures.
But that would be ignorant of where these same kind of advances in technology have already taken us. I have no idea how old you are, but for my generation that grew up with carburetors and distributors..... the invention of efi and electronic ignition are the best things that ever happened to cars.
It'd be hard to imagine any electronics on a car that need more precision and reliability that fuel injection and ignition timing yet I can tell you from experience that it it is light years ahead of its mechanical predecessors in both accuracy and reliability.
Nowadays, your accelerator and throttle, your brakes, fuel pump, your emission control, your thermo fans (cooling system) and even your engines valve timing is all controlled electronically typically via electric motors. Like I said mate, I get what you're saying. And if it was anyone other than Toyota introducing this stuff then I'd probably be a little concerned too!
Great as every video of yours! I'm trying not to miss each and every one of them!
As Honda fan I would like to know also where are they in this Tech. Race ?
Thanks! Honda seems to be going the downsized turbo route, introducing 1.5L turbos to a lot of their compact segments.
Vit tuning managed to squeeze out a lot of power and torque out of the new turbocharged Honda’s. Check out their FB page for results.
I would like to widen a bit your great explanation - It seems that Toyota use the momentum of the in-coming flow to circulate inside the combustion space and than that flow keep this same momentum to the outlet, while in previous engines the in-coming flow comes to stagnation point which cause loss of momentum which is a loss of efficiency.
"Laser-clad valve seats" Perhaps they meant a Valve seat with a coating that was deposited with the assistance or involvement of a laser. If the valve seat has lasers in it I would love to know more.:)
My little 1.6 Turbo Diesel (my baby) is so efficient it has trouble heating the cabin on super cold days. It puts out around 240 lb-ft of torque and routinely gets over 50 MPG. It can get over 700 miles on 13.5 gallons of diesel. I'd wager a bet it's thermal efficiency is approaching 50%. And with all the emissions stuff the exhaust is essentially breathable air. I just pray it lasts for at least 10 years.
Just got this motor, attached to a 6 speed corolla hatch. Motor is so good it makes you feel like it’s a hot hatch, plus it sounds good at high RPM.
Best video in a while!
Appreciate it!
Engineering Explained Enjoyed the visualizations most of all. Did you create those?
Great video as always, highly detailed!
I like that they've set the Injector up that it still hits the I take valve that is a nice touch
wow, really well done. Easy for a lay person to understand. I am in the process of buying a 2022 rav 4 hybrid. Again, well done!
Shorter stroke engines like to run faster. Extremely long stroke engines are slow but provide more torque. Keep up good work.
This is so cool, love to see what they could do with a modern day compact V8 engine.
no such thing as a modern fossil engine...
I have the 2.0 liter version of this engine in a 2020 Corolla. Driven gently, it's averaging almost 38 MPG in cold weather, in mixed driving. I expect 40 or more in warmer weather. My only worry is just how complex this entire system is. Analyzing and repairing issues with such a complex system is going to be nightmare as the car ages. I actually leased the car - something I would have never done before - and considering that a thousand dollars for a typical repair is becoming commonplace with modern cars, maybe always driving a new car via leases isn't as bad an idea as it used to be. When you lease, at least your car is almost always under warranty. I sometimes miss my old 1973 Chevrolet pickup truck with a straight six engine and a three-on-the-tree transmission. It was bulletproof, and could be worked on with a small toolbox full of wrenches.
It's crazy to see a 4 banger make more horsepower naturally aspirated than an old 305 Camaro...
So back to under square cylinder geometry.
Really cool by the way love the vids
Thanks!
I just bought a new 2020 Corolla SE Upgrade with this 2.0 liter dynamic force engine. Drove 4 hrs home from the dealer got 45 miles to the gallon at highway speed of 120 kms an hr. Next morning start the car and it had a very loud rattle going on under the hood, this lasted for about 1 and a half minutes and then it quieted down to normal. I was very disappointed with this purchase after hearing that and can't wait til it gets colder out.
Combine this with freevalve, mazdas new engine and infiniti's new variable compression engine, and you pretty much have the perfect IC engine that has huge power with unbelievable mpg.
i'm Italian, i dont know english very well, but you can make me understand the same. (google trans) >D. good work, thx!
Love it, thanks for watching!
I believe the 2019 Rav4 is also using this engine.
it is...
that pinkmarker on the top left doesn't read on camera well. Wanted to mention in previous episodes but I forgot. Great vid as always
With an electric oil pump you could have a pre-oiler on every engine, greatly increasing engine life.
Hey, it was cool running into you in Starbucks just now! I love your channel!
Ha, love it man, thanks for watching!! And you had a wonderful pitch to the Starbucks employees haha.
Engineering Explained when your make such a great channel, it's easy to make a good pitch! I'm only getting started with my own channel. Someday, I hope mine is as good as yours!
We all now deep down in our hearts what we really want from Toyota: *3JZ*
Right, and not some BMW trash in a Supra
@@qm2092 I wouldn't say trash, though... Although, It feels like Supra doesn't get enough love from its maker
Now I want a Dynamic Force / Skyactiv-X combo.
The combustion rate & bore ratio part of DF would probably negated by the benefits of compression ignition, but the intake angle of DF could still benefit compression ignition.
This would be an example of typical RUclips content if we were truly destined to inherit the stars.
Mazda's Skyactiv-X is more impressive though.
emdec55 What is your credibility in the auto industry? Many experts comment that Skyactive-X is revolutionary including the owner of this channel. Real life performance is yet to be seen of course. Mazda is taking risk as a smaller manufacturer while Toyota feels to be conservative as they are No1 in the world and people will buy their cars just for reliability reputation alone.
Toyota and Mazda now have a limited partnership. It would be interesting to see if they ever collaborate on engine design and give us sort of a "best of both worlds" product.
@kkthxk It all comes down to execution, but I think that Toyota makes the task way harder for itself to achieve due to a lot of additional electrical and electronic parts. I think that actually Mazda's engine construction is in a way simpler, and thus will require less attention to individual parts from the manufacturer.
Both engines rely on electronics to control the conditions of ignition precisely, but there are more things that can break in Toyotas engine, more things for software to manage, and breaking of any of those electrical pumps will probably cause the engine to not start to prevent from damage due to coolant or oil not flowing. Meanwhile Mazda's engine should still be able to run, just with poor efficiency. At least that is what I understood from the videos here.
Anyways, if Mazda manages to keep theirs reliable, it has a potential to revolutionize the industry. Or become the next rotary-engine - a curiosity, but with some unforseen issues that never let it lift off properly.
@@93greenstrat the partnership will be short lived as most in the Auto industry seem to be. Toyota values reliability and proven real world performance more than all competitors and Mazda goes for the "gee that's cool" buyers. Smart money on Toyota
Another eficiency on this hibrid ice motor is that use an heatexchanger on exaust to warmup quick cooling liquid, so ice motor reach working temperature and Heat to climate habitacle faster. On trafic jams, ice motor could be off with Air conditioning on, compressor is a electric delta tree phase motor driven by inverter. Transxale with less mechanic friction, no mechanic CVT, no speed gear box, no reverse gear, just one epicicloidal gearset and diferential group. Inverter control can set better rpm of ice motor for each specific circunstance not depending of speed of the wheels. In fact, car could be stopped and ice motor running to charge HV battery without the need of decoupled any dry clutch or hidraulic clutch in between.
Give me some love, Jason. Come on.
You got it Daniel G!
Yeeeeeeww you're the man
HE CARRYS A BIG STICK , LIKE OBAMA
Well done Toyota and well done Jason for explaining it in Layman's terms.
Im just glad companies are finally fixing the combustion engine
I don't know how but we need for Toyota Infiniti and Mazda To work on an engine with all 3's main power (Infiniti with the variable thing Mazda with the SCCI and Toyota with this)
Redge Diakité that was my thought. They could really make a groundbreaking Engine together.
Considering toyota now owns 5% of Mazda, I could see it partially happening.
*It's Super Efficient!*
I wouldn't call 60% waste 'efficient', but that's just me.
Talladega Tom but everybody with common sense would call 60% waste efficient when the norm is over 80% waste.
Right. From the advancement of the piston point of view, that is a great leap. However, 60% waste is still woefully inefficient.
In the not too distant future, folks will look back at the these attempts to make a pig look pretty and admire the effort too, but in the end the piston will die. The efficiencies and advantages of the battery/electric combo will render the piston obsolete and rightly so imho.
Talladega Tom cars can get away with this inefficiency because the energy density of gasoline is an order of magnitude higher than that of batteries. We need better and lighter batteries.
Agreed.
The VW TDI engines, 3rd generation of late 90’s and early 00’s, had stroke:bore ratio of 1.2:1 with a 79.5 mm bore and 95.5 mm stroke. Similarly, swirl caused by the intake ports is rotation around the axis of the bore vs tumble which is “rotated” 90°, perpendicular, to said axis.
I really appreciate your explanations..as a professional race engine builder I struggled for years over bore vs stroke...you have provided answers other than opinions....I was wrong for yrs choosing short stroke hi rpm over small bores
But my question is ..does the force engine require hi test fuel and how do they manage the high compression
Miller cycle + cooled egr leads to lesser compression and retarded timing so 87 works just fine!