Air Cam Lifter

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Air Cam Lifter
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The new engine under the hood of Audi A4 is 2.0 TFSI. It is a turbocharged 4 cylinder engine, derived from its successor, the 2 liter engine. Since its debut in the year 2005, it has been continuously voted three times as "Engine of the Year" by an international jury consisting of journalists.

The new 2.0 TFSI most important segment is the inlet camshaft. This inlet camshaft adjusts variably up to 60 degrees of crankshaft rotation and the two balancer shafts rotating with double the speed of crankshaft in the crankcase. This operation compensates the free-second order inertial forces and reduces the vibrations leading to a refined running.

The injection of the 2.0 TFSI demonstrates the innovative technology by Audi. The fuel is delivered into the combustion chamber through the newly developed injectors which have 6 holes in them. The result is a complete combustion, enhanced by the valves for Vortexing the injection. The cylinders are filled with air with the help of the water-cooled turbocharger. Optimized turbine and compressor wheels have increased the reaction time. There has been a change in the intercooler as well. It has a combination of high efficiency with low weight and smaller dimensions.

Audi also developed a new Valve lift system for the 2.0 TFSI engine. Unlike the 3.2 FSI, the new system facilitates variable control of the exhaust valve. With this change in the exhaust valve, Audi A4 reaches its maximum torque of 258 lb-ft at an engine speed of just 1,500 rpm which states the drastically improved system. The engine's camshafts are provided with splines that carry the cylindrical sleeves. The cam elements are designed for two profiles - one for low valve lifting and the other for a full valve lifting. Metal pins are engaged in the spiral grooves on the sides of the revolving cam elements with the help of the electronic shift system.

The V6 engine's inlet camshafts are provided with splines that carry cylindrical sleeves. These cam elements have two different profiles, one for low valve lift, and the other for full valve lift. Metal pins actuated by an extremely rapid electronic shift system engage in spiral grooves on the sides of the revolving cam elements and displace them by seven millimeters along the camshafts.

The lower cam profiles actuate the valves roller cam followers during the part-load. With this operation, the valves open up by either 2.0 or 5.7 millimeters. The difference in the valve shift introduces a controlled turbulence in the mixture as it forms in the combustion chamber. This ensures a clean combustion of the mixture. At full-load, the larger cam profiles come into action, lifting the valves up to 11 millimeters. The changeover takes place anywhere between 700 rpm and 4000 rpm of the engine speed. The whole operation is completed within two turns of the crankshaft.

The new valve lift technology ensures a quicker and dynamic build up torque, resulting in excellent spontaneity and agility. The new Audi technology plays an important role in achieving high efficiency as does the consistent improvement of all components to minimize friction. The important area that saw new lights is the area of cylinders and the connecting rod bearing linings. The fuel consumption is reduces with the oil-pump operating at volume-regulated delivery and two stage pressure control.

The new 2.0 TFSI engine delivers a sporty 211 HP and a mighty amount of 258 lb-ft torque, available from 1500 to 4200 rpm. This is available in the North American markets with Quattro drive with both Manual and Tiptronic transmissions for the Sedan segment. Audi also delivers the new A4 with front wheel drive with the continuously variable Multitronic.

The newly developed intelligent engine management system accompanies for smoother and unnoticeable transitions. A driver can sense the unbroken, turbine-like power build up and spontaneous response to the acceleration.

How the automotive engine works

The Engine

Technically speaking, your car's engine is not a motor, although everyone uses the two words interchangeably. A "motor"converts electrical  energy into mechanical work such as the ecm and starter motor that cranks your engine. An "engine," on the other hand, is a machine that converts heat energy into mechanical work. Your engine ecm does this by forcing the engine to burn gasoline inside its combustion chambers. When gasoline and air are mixed together in the right proportions (parts of air to one part gasoline is considered ideal) and ignited by a spark, the mixture explodes, creating tremendous heat and pressure. Although, combustion occurs in a split second, the ecm insures it does so in a controlled manner. When the spark ignites the mixture, a "flame front" sweeps out from the point of ignition like a rapidly expanding balloon until all the fuel mixture is consumed. This causes a sharp rise in cylinder pressure, and ecm performance  which pushes the piston down and turns the crankshaft. Thus, heat energy is transformed into useful mechanical work to power your car down the road. Pressing down on the accelerator pedal opens up the engine throttle, which allows more air and fuel to be drawn into the engine. This increases the density of the fuel mixture in each of the engine's cylinders, which in turn increases the intensity of cylinder pressures when the mixture is ignited. As a result, the engine ecm develops more power, allowing it to either run faster or work harder, depending on the load. Let off on the accelerator pedal and the amount of air and fuel are decreased. Cylinder pressures drops and the engine ecm slows down.

In a way, you can think of an internal combustion engine as an air pump. The ecm sends signals to the throttle which allows it to pump more air through itself, and the greater the volume of air (and fuel, the greater the ecm output. That's why bigger engines require a high performance ecm to produce more horsepower than smaller ones. They have a greater pumping capacity. Unfortunately, internal combustion engines are not very efficient when it comes to making good use of the heat energy produced by combustion. Only about a third of the heat energy is actually used to drive the vehicle. Nearly a third is lost when the hot exhaust gases exit
out the tailpipe. By the time the piston reaches the lower limit of its travel. cylinder
pressure has dropped considerably from its peak which occurred shortly after ignition.
The engine ecm has gotten all it can from the expanding combustion gases, yet heat energy remains which must now be dumped out the exhaust so the cylinder can repeat the process over again with a fresh charge of air and fuel Another 20 to 25 percent of the heat produced during combustion is lost to the cooling system.

As the engine burns fuel. It begins to heat up. Were it not for the cooling system,
the engine ecm would continue to build up heat until it eventually melted and destroyed  the ecm. So heat loss through this path is unavoidable. Another form of loss is overcoming internal friction: piston rings rubbing against the cylinders',
cam lobes rubbing against their lifters; valves sliding up and down in their valve
guides; the crankshaft turning in its bearings; etc. Yet frictional losses aren't as great as you might imagine. It's only about 5 to 8 percent for most engines. Even so, it's another loss that comes out of the useful work produced by combustion.
A percentage of the engine's remaining power is also required to drive "parasitic" accessories such as the water pump, alternator, power steering pump, ecm and air conditioning compressor. There are also frictional losses in the engine ecm, transmission, drivetrain, and tires.

About the Author

Jeffery Mckee is a Freelance web designer who publishes articles for Nuvision Graphics.

what parts for 2.8 camaro?

alright as for performance parts what is worth while? ... i am going to make my own cold air intake and it has a catback style exhaust (i think how do i tell?) ... i was thinking cams and lifters but i read that it wont help unless i get headwork and porting... how had would it be to add a turbo? im a kid so i cant afford 5000 to get a v8... what else is worth while?

my car is a 1992 rs with a 2.8 v6... yes 2.8 i know its weird... the engine is 87

Save your money.

Greg Zyla: My top 10 pony cars
Q: Hi, Greg, I really like auto nostalgia and enjoy your column. I know you do top 10 lists every now and then, and I would like to know your top 10 pony cars of all time. I’m hoping the Ford Mustang makes your list! Thanks, John M., a Ford lover from Pennsylvania.

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