Quote:
Originally Posted by serialk11r
arghx7, the thing is Honda uses a high duration, high lift cam lobe in the Civic and now all their newer engines for part load operation...so they must be achieving good fuel atomization somehow right? The Honda R18 and stuff is why I think it could work.
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Could you elaborate further or present any source of information on this? My understanding is that Honda is still using port injection with cam phasers on the intake and exhaust side and then a fixed high lift lobe for most of the engines. This is as opposed to continuously variable valve lift like Nissan, Toyota, BMW, and Fiat have put into production. Then again, it's no secret that Honda has fallen behind the times.
Some variable lift systems on 4 valve engines have different levels of lift on only one intake valve in order to induce swirl charge motion. Honda has done that on their lean burn engines and Subaru does it with their AVLS system. Basically one valve is essentially deactivated by having very low lift (Honda 90s lean-burn VTEC engine),
or one valve is active but has significantly less lift than the other (Subaru AVLS).
the whole point of that is to induce charge motion, specifically swirl effects. Those are port injected engines.
Older 1st generation direct injected engines (old Toyota and VW for example) relied on swirl effects. Most newer GDI engines use tumble flow instead.
