VVEL technology in the VQ37VHR explained at nissansportmag.com
#1
03-29-2007, 11:18 AM
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VVEL technology in the VQ37VHR explained at nissansportmag.com
Just got in the information from Nissan. www.nissansportmag.com
Dave Bexfield
Managing Editor, Nissan Sport
www.nissansportmag.com
Dave Bexfield
Managing Editor, Nissan Sport
www.nissansportmag.com
#5
03-29-2007, 01:39 PM
this part is interesting, "Under the Nissan Green Program 2010, Nissan has announced plans to develop gasoline-powered engines with CO2 emissions reduced to levels comparable with diesel engines, to be available globally by 2010. For multiple-cylinder, high-displacement engines, Nissan will combine VVEL technology with the direct-injection system." Pretty neat if it's introduced to the g37 soon.
Last edited by whassupG; 03-29-2007 at 01:42 PM.
#7
03-29-2007, 04:54 PM
A few question i have ... maybe someone can answer them here 
Questions are inline
* Higher fuel efficiency
At low-to-mid load ranges, the system controls air intake at the intake-valve, immediately before it enters the combustion chamber, in contrast with conventional engine air intake via a throttle valve, leading to increased efficiency by easing airflow through the cylinder.
In the low- and medium-rpm ranges*3, intake-valve lift is kept low to reduce camshaft friction and improve fuel efficiency.
Is this feature negated by a turbo installation I mean with a possitive pressure system would it really make any differnce
* Better response
Controlling air intake at the intake-valves improves acceleration response by allowing more dense air into the cylinders from the start of acceleration.
Here again your density charge is much higher that what would be accomplished via this system alone
* More power
In the low-rpm range, the intake-valves open for a shorter period, preventing blowback of the air-fuel mixture and improving torque.
Blowback would not happen in a turbo application right ?
In the high range, greater intake-valve lift allows increased air intake to deliver greater torque outputs.
A possitive charge system would not see gains from this right ?
* Cleaner emissions
Intake-valve timing is optimized on startup, when the engine is still cool, to quickly raise the temperature of exhaust gases and more quickly activate the catalytic converter.
I don't have a cat .... well I do but she stays home
Hydro-carbon emissions are reduced in the low-to-medium range by keeping intake-valve lift low, speeding intake flow and dispersing the fuel into a finer mist, resulting in more efficient full combustion.
I get more effecientcy by running slightly lean on idle and low range... Its somewhat a drawback of a turbo system and the UTEC you will get about 1 or 2 PSI over NA in when the UTEC is not fully engaged
the reason I ask is because I have an '06 Coupe and really don't love the new design ..... I was thinking about just sleeving a block, boring to 100 (giveing me about 4 liters) and moving my mods over to the new block (well ok my piston and head will of course need to be reworked... for obvious reasons) and using that instead .... besides then I can go for something a bit more ...... agressive
Questions are inline
* Higher fuel efficiency
At low-to-mid load ranges, the system controls air intake at the intake-valve, immediately before it enters the combustion chamber, in contrast with conventional engine air intake via a throttle valve, leading to increased efficiency by easing airflow through the cylinder.
In the low- and medium-rpm ranges*3, intake-valve lift is kept low to reduce camshaft friction and improve fuel efficiency.
Is this feature negated by a turbo installation I mean with a possitive pressure system would it really make any differnce
* Better response
Controlling air intake at the intake-valves improves acceleration response by allowing more dense air into the cylinders from the start of acceleration.
Here again your density charge is much higher that what would be accomplished via this system alone
* More power
In the low-rpm range, the intake-valves open for a shorter period, preventing blowback of the air-fuel mixture and improving torque.
Blowback would not happen in a turbo application right ?
In the high range, greater intake-valve lift allows increased air intake to deliver greater torque outputs.
A possitive charge system would not see gains from this right ?
* Cleaner emissions
Intake-valve timing is optimized on startup, when the engine is still cool, to quickly raise the temperature of exhaust gases and more quickly activate the catalytic converter.
I don't have a cat .... well I do but she stays home
Hydro-carbon emissions are reduced in the low-to-medium range by keeping intake-valve lift low, speeding intake flow and dispersing the fuel into a finer mist, resulting in more efficient full combustion.
I get more effecientcy by running slightly lean on idle and low range... Its somewhat a drawback of a turbo system and the UTEC you will get about 1 or 2 PSI over NA in when the UTEC is not fully engaged
the reason I ask is because I have an '06 Coupe and really don't love the new design ..... I was thinking about just sleeving a block, boring to 100 (giveing me about 4 liters) and moving my mods over to the new block (well ok my piston and head will of course need to be reworked... for obvious reasons) and using that instead .... besides then I can go for something a bit more ...... agressive
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#9
04-01-2007, 09:47 AM
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In addition to a full breakdown of the new VQ37, we'll be addressing some of these Qs in an upcoming issue of Nissan Sport.
Dave Bexfield
Managing Editor, Nissan Sport
www.nissansportmag.com.
Dave Bexfield
Managing Editor, Nissan Sport
www.nissansportmag.com.
