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Opel presents new midsize gasoline engine at Aachen Colloquium; fuel consumption down 13%, torque and power up 33%

16 October 2012

280230-medium
New 1.6L SIDI engine. Click to enlarge.

Opel revealed more details about its new mid-size gasoline engine family at the Aachen Colloquium in Germany. (Earlier post.) The all-new 1.6-liter, four-cylinder, SIDI (spark ignition direct injection) ECOTEC Turbo engines, which begin Opel’s renewal of its powertrain portfolio, deliver improved fuel consumption, performance and refinement. CO2 emissions and fuel consumption have been cut by 13% compared to the predecessor engine, while peak torque and peak power have been increased by up to 33%.

The new engine family comprises a 1.6 liter Eco Turbo with 125 kW/170 hp and 280 N·m (207 lb-ft) peak torque, as well as a Performance Turbo variant offering 147 kW/200 hp and 300 N·m (221 lb-ft) peak torque. The 170 hp engine has been developed with fuel economy, high low-end torque and elasticity in mind, while the performance of the 200 hp unit makes it the benchmark in its class. The roll-out of the new engine family—developed in Ruesselsheim, Germany—will begin in early 2013.

At the heart of the new SIDI ECOTEC Turbo family is an all-new cylinder block able to withstand peak cylinder pressure of 130 bar. Cast iron was selected as the preferred material for the cylinder block in combination with an aluminum bedplate.

The cylinder block is manufactured using an innovative thin-wall casting method. This allows the integration of different functional features directly into the raw block and offers potential to reduce production time.

The engine uses a broached press-fit between the cylinder block and the bedplate instead of dowels, in order to optimize the main bearing shape as well as its positional accuracy. The structural design considers the engine’s use in a variety of vehicle applications, allowing minimum integration effort and consistent part interchangeability.

The structural benefit derived from the combination of a forged steel crankshaft, optimized main bearing journal diameters, and iron main bearing cap inserts results in minimized noise and vibration at mid and high rpm.

Two different pistons have been designed for the Eco and Performance Turbo engines. Each has a dedicated top land including a small bowl. A cast iron ring carrier adapted to the high cylinder pressures is common to each piston. The PVD coated first piston ring is an additional friction-reduction measure.

Opel’s engineers selected a central direct-injection fuel system for optimum fuel efficiency and minimal emissions. The central location of spark plug and injector over the combustion chamber, and their orientation parallel to the crankshaft, forms a compact package with the capability to support homogeneous and stratified engine operation.

The valve train is operated by low-friction hydraulic roller finger followers and driven by a timing chain with a maintenance-free hydraulic tensioner. Acoustics are further improved by the inverted teeth of the cam drive chain. For mass reduction the midsize gasoline engine features a two-piece crankcase design, supported at the lower end by a die-cast aluminum bedplate.

Key development objectives for refinement were low overall radiated noise and vibration levels, and no unusual sounds. Achieving these goals enabled vehicle integration that can tune primary engine orders in the induction and exhaust systems to meet specific vehicle objectives. The acoustic and vibration performance of the engine is crowned by the cam cover, which is decoupled from the cylinder head via specific fasteners and a sealing system designed for high temperatures, due to the nearby turbocharger.

As a result of these sound-engineering measures, the customer perceives quiet and smooth idling, no unusual noises throughout the operating range, and a pleasant sound quality even at high speeds and loads.

Opel’s SIDI ECOTEC is the only engine in its class to offer balance shafts, according to GM. The two balance shafts are inserted in tunnels from the rear end of the cylinder block and are driven by an inverted-tooth chain. The exhaust side shaft features cast iron gears to reverse rotational direction of the exhaust shaft. The optional system offsets the vibrations inherent in the design of four-cylinder engines and thus helps to maximize comfort and reduce noise to a minimum.

Turbocharging. The design and sizing of the turbocharging system plays a key role in enabling downsized engines to deliver excellent performance and drivability, while meeting CO2 targets.

Smaller displacement engines with high specific torque and boost levels require fast transient response, especially at low engine speeds, in order to be a valid replacement for larger displacement engines. Due to its specially designed turbines, the midsize gas engine’s turbocharger provides response that is usually generated by twin-scroll turbines on larger engines, according to the company.

The engine retains the proven concept of a turbine-integrated exhaust manifold. This design was chosen instead of a twin-scroll concept because of its packaging and manufacturing advantages. Although the turbocharger has identical interfaces, each variant of the new SIDI ECOTEC engine features a dedicated turbo aerodynamic.

The compressors are designed to deliver high low-end torque without generating noticeable aerodynamic sounds. Combined with low and high-pressure resonators, air-borne noises effects like hiss, pulsation and blade-pass noise are almost completely suppressed. With additional aspects such as air handling, duct design and control strategies for let-off noise, the new engine benefits from an aggressive boost strategy without the typically associated turbo related acoustic degradation.

Compared to the predecessor engine the new SIDI ECOTEC turbo delivers a significant improvement in elasticity, for example, reducing the time for 80 km/h to 120 km/h fifth-gear acceleration by about 20%.

Production of the new 1.6 liter SIDI ECOTEC Turbo engine alongside the other new engine families will be at the Szentgotthard plant in Hungary and will begin in late 2012. The factory uses the “Flex Plant” concept which enables gasoline and diesel engines to be built on a shared assembly line.

October 16, 2012 in Engines, Fuel Efficiency | Permalink | Comments (3) | TrackBack (0)

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Comments

This is the future of gasoline engines.

It is interesting to note that they reverted to cast iron to increase the maximum allowable cylinder pressure. The VW group has done similarly to increase the maximum cylinder pressure level (~150 bar, if I remember correctly). At the same time, diesel engines with al-block can withstand up to 180 bar and some recent versions (BMW tri-turbo) up to 200 bar. Presumably, cast iron is simply cheaper than an advanced al-block and the weight penalty can probably be compromised against cost in non-premium cars.

Best give them a "Well done" from GCC (or from me anyway).

Lets hope they produce a smaller version (1.2 3 cylinder ?) as well.

A lot of cars don't need 170 bhp.

"Presumably, cast iron is simply cheaper than an advanced al-block and the weight penalty can probably be compromised against cost in non-premium cars. "

An interesting observation.

And so much better than;
"Over 90% of the car body could have been made with 50+% lighter composites and/or re-enforced plastics 20+ years ago. Frames, Wheels, engines +++ could be made of much lighter aluminum alloys . The average 3600 lbs car could be reduced to 1800 lbs."

The tradeoffs between cost, weight and size are complex. To assume that a dilettante might do a better job is juvenile.

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