Toyota Brings New Gasoline and Diesel Engines With Optimal Drive Technology to the Auris
17 April 2009
| Toyota Auris. Click to enlarge. |
Following on its introduction late last year of the Toyota Optimal Drive 1.33-liter Dual VVT-i engine with Stop & Start (earlier post), the Toyota Auris is now gaining the new 1.6-liter Valvematic gasoline engine and revised versions of the 1.4 and 2.0 D-4D and 2.2 D-CAT 180 diesel units.
Toyota launched the Auris—a strategic compact passenger vehicle for both Japan and Europe—in Japan in 2006 and Europe in 2007. (Earlier post.) Since its debut, it has become one of Toyota’s top models. Cumulative sales in Europe reached 318,236 units by the end of 2008.
1.6L Valvematic. Toyota expects the new 1.6-liter Valvematic engine, built at Deeside in the UK, to be the largest-selling unit in the 2009 Auris range. It benefits from Toyota Optimal Drive technologies, notably variable valve lift, enabling it to deliver more power and torque than the previous 1.6 VVT-i engine, while at the same time making significant improvements in fuel consumption and emissions levels.
Power is up 6% to 131 bhp (98 kW) from 123 bhp (92 kW) in the 1.6 VVT-i, torque increases 2% to 160 N·m (118 lb-ft) from 157 N·m (116 lb-ft), while combined cycle fuel consumption drops up to 10% from 6.9 L/100km to 6.2 L/100km (38 mpg US) in the new 1.6L Valvematic, with CO2 emissions down by up to 9% to 146 g/km.
Revised 1.4-liter and 2.0-liter D-4D. The 89 bhp (66 kW) 1.4 D-4D diesel engine has been upgraded with Toyota Optimal Drive technology, with fuel economy increasing by up to 6% in combined cycle driving. Carbon dioxide emissions have been reduced, falling from 132 to 125 g/km for manual TR models, 127 g/km for versions with MultiMode. At the same time, torque performance is stronger by 8%, rising to a maximum 205 N·m (151 lb-ft) between 1,800 and 2,800 rpm.
As well as delivering CO2 emissions that are among the best in Auris’s segment, the engine is more responsive. This has been made possible by new piezo-electric injectors that control fuel volume and injection timing more accurately and give a shorter injection time.
The 2.0 D-4D engine in Auris gains a diesel particulate filter (DPF), which brings emissions performance in line with Euro V standards. It delivers 125 bhp (93 kW) and maximum torque of 310 N·m (228 lb-ft) between 1,800 and 2,400 rpm via a six-speed manual transmission. CO2 emissions are reduced by 13 g/km to 138 g/km and fuel consumption is reduced by up to 8.8% to 5.2 L/100km (45 mpg US) on the European combined cycle.
The engine benefits from higher fuel injection pressure of 2,000 bar and more efficient piezo injectors with smaller holes for a finer spray. Combined with an optimized combustion chamber shape, this allows for an improved fuel-air mixture and more efficient combustion, contributing to better fuel economy and improved torque at low engine speeds.
Revised 2.2-liter D-CAT 180. Applying Toyota Optimal Drive technology to the 2.2 D-CAT 180 diesel engine, featured exclusively on the SR180 grade, has yielded better fuel economy and emissions. Combined cycle performance is 6.0 L/100km (39 mpg US) and CO2 output is 158 g/km, against previous figures of 6.2 L/100km (38 mpg US) and 164 g/km. Like the 2.0 D-4D engine, it also benefits from improved piezo-electric fuel injectors, operating at higher pressure—increased from 1,800 to 2,000 bar.
All of the GM, Ford, Chrysler, Honda and Toyota 4 cylinder engines sold in the USA need to be upgraded with variable valve lift and stopstart as Toyota has done in the Auris. Does anyone know when variable valve lift and stopstart will be sold in the USA?
The Delphi web site says that their variable valve lift system will be in production in 2010 but does not refer to any particular model. Also, Delphi sells the BAS system which provides stopstart and is available on the Malibu for about $2,000.
Posted by: rca | 17 April 2009 at 12:32 PM
BAS is start/stop, but if GM is not around next year, it might be a moot point. They talk about a quick court trip, but I doubt it. The GM that emerges may not be involved in lots of development.
Posted by: SJC | 17 April 2009 at 05:25 PM
Toyota is slamming the Big 3 with innovations like the above. I sincerely hope that a number of "projects" are in the works that will be announced shortly that will be able to compete toe-to-toe with Toyota/Honda/Mitsubishi. Let's hear something from Deep Blue...
Posted by: Will S | 17 April 2009 at 05:57 PM
Variable valve lift is a nice but not really necessary technology.
The real imoprovements in fuel economy to the Otto cycle ICE is HCCI mode of operation. Dual VVT and DI are necessary prerequisites for that mode of operation,and many automakers have made imvestments to provide such capability. But variable valve lift is a marginal contribution, not really necessary at all.
Stop-start is available to many manufacturers, many parts suppliers are now beginning to offer complete subsystems, Delphi and Robert Bosche among them, and it will soon be a common feature of all conventional cars as well as HEVs, with in a few years.
Posted by: ExDemo | 18 April 2009 at 03:51 PM
The overall result is what is important. Any specific technology that is not correctedly integrated to achieve a high mpg is at best only press release material.
Posted by: Will S | 19 April 2009 at 03:33 AM
A GM Hummer PHEV @ about 4 1/2 tonnes, 400 HP e-train and 100 mpg would be a smasher with the majority of our drivers, who could afford it.
If batteries (per tonne) could be mass produced cheap enough, what a wonderful small car crusher it could be.
The same technology applied to low cost pick-ups could reverse the current trend towards cars.
There's a lot to be said in favour of hybridization of our beloved super-heavy gas guzzlers. Going from 100 million 12 mpg to 100 million 100 mpg monsters could make a major difference on oil imports.
A $25K + bonus per large hybridized small car crusher may be required.
Posted by: HarveyD | 21 April 2009 at 12:02 PM