Quote:
Originally Posted by arghx7
It's likely this is a downsized and "downspeeded" engine. It probably hits peak torque ostensibly at 1700-2000rpm and falls on its face by 5000-5500. That's how these types of engines are. It may employ heavy use of external EGR, possibly cooled EGR like a diesel.
It's not going to use the D-4S system because there's really no point in doing so. The D-4S system, as currently implemented, is expensive and only makes sense for n/a engines. I suspect this new engine will have one solenoid-type multi-hole injector positioned between the intake valves.
The CVT is a wild card here. The calibration of the CVT and the electronic throttle will affect the driving feel greatly. If you've ever driven a Juke with CVT (1.6 direct injected turbo), they technically heat peak torque at very low rpm but you can't feel it due to the CVT calibration.
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So maybe this is besides the point, but with a CVT I think low end torque matters less since the computer can start increasing the engine speed when you hit the gas right? So does it look like as manufacturers use more and more CVTs, they'll start moving the torque up in the rev range to avoid pumping losses?
Also what makes D4-S more worth it for NA engines? Is it that with forced induction you can afford a high tumble ratio port and not lose high end power?
Quote:
Originally Posted by SkullWorks
Negative Charlie.
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Hold your horses there, ever seen arghx7's other posts?