I never knew why turbos were more efficient than superchargers, strangely enough this video helped me understand that. It's because usually the excess expansion forces just go out the exhaust and are wasted, but a turbocharger captures those forces as they're being pushed out and uses it to supply air. Turbos capture energy that would be otherwise wasted.

@twistedyogert

2 жыл бұрын

Also, the larger a supercharger is the more power it takes to work. If you make one too big it would eventually take more power to run it than would be gained by using it. This was one of the main reasons why Jet engines were developed towards the end of the Second World War. The propeller driven aircraft were fast, they could reach a little over 500 miles per hour but they couldn't go any faster than that due to propeller efficiency losses as the tips of the blades reached supersonic speeds. Supercharged, high compression engines that could overcome the loss of propeller efficiency would be too heavy to fly.

@michaelbenardo5695

Жыл бұрын

But superchargers give better response. Efficiency isn't everything. Turbos are great for diesels and aircraft engines.

@2003evodave

Жыл бұрын

@@michaelbenardo5695 and even better on gasoline engines when more than one turbo is used.

@ronalddaub9740

Жыл бұрын

In extreme cases when I worked on river boat engines I saw Detroit diesels with the blower that is needed for it with turbos on top of the blower. The blower of course is gear driven from the engine on those but I thought wow that's got everything I saw some of that it set up on some four stroke diesels also Turbochargers mounted directly on top of a blower..

@ronalddaub9740

Жыл бұрын

​​@@michaelbenardo5695 exactly I have a diagram of a WWII plane that has a 2-speed supercharger It told about when to use it and the horsepower grass it would put out in low vs. High versus off

I’ve been trying to understand the purpose of this cycle, thank you Jason for explaining how the expansion cycle is larger than the compression.That’s what’s been missing from all the other videos. You be all smart and stuff 😁

@ronalddaub9740

Жыл бұрын

Bingo

It seems like you missed possibly the largest benefit of the Atkinson Cycle. With Intake valve overlap you are "preheating" and mixing the intake charge that will be taken advantage of by the next cylinder or intake cycle. You are absorbing heat (a.k.a. ENERGY) into the intake charge, allowing better vaporization of the fuel/air mixture.

@peterzpictstube

7 жыл бұрын

I guess that is why you don't see any DI applied to Atkinson cycle engines. Except for combo units like the the toytota D4S.

@davidrandall2742

5 жыл бұрын

Doesn't he say this at 5:40?

@adamfink5294

5 жыл бұрын

I don't believe so. @5:40 @Engineering Explained does mention the fuel rich air being moved to another cylinder's intake cycle once being exhausted from the intake valve (thus the fuel is not wasted) and you can deduct that the air was preheated (and the net benefits associated with this) if you're already familiar with thermodynamics, but that's an engineering topic most people don't know about. Most people aren't familiar with thermodynamics and this youtube channel is called engineering explained, so I have to agree with @trat50. I think the video provides a good mechanical explanation of Atkinson cycle engines, but does not touch on the thermodynamic aspect.

@robj2704

4 жыл бұрын

Also, in the Atkinson Cycle there is less resistance to turning of the engine because it's not squeezing as much volume on the compression stroke, and it's not having to push out as much volume on the exhaust stroke. The Atkinson Cycle engine and the electric motor are really a good marriage. It allows the electric motor to be used both where it is needed as well as where it shines.

@myass5964

4 жыл бұрын

Yup thats what engineering explained said on this video

Thanks for the explanation. I just bought a new Toyota Corolla Cross Hybrid, with the 2ZR-FXE engine also used in the Prius, that uses this Atkinson cycle, which I had never heard of before. This is my first hybrid car, and so far I'm impressed with it's fuel economy

Jason, it's 2021 and I'm buying a Maverick hybrid. Went back to look at your explanation of the Atkinson cycle and, holy moly, you've come a long way.

Great explanation! I've been curious about this since I got my hybrid.

Thank you for making it so easy to understand the difference between the engine cycles in plain speak. Mazda did use the Miller cycle engine in its Eunos 500 (a Mazda 626, aka Mazda 6 now) back in the 1990's. Now I know what it did. Apparently, the Eunos 500 had pretty good economy and not bad power for its time. However, it was costly and came out at time when the world's economy was not ready for it; post 1987 mini GFC.

@ronalddaub9740

Жыл бұрын

Basically a two-stroke.

Brilliant. Well done. I didn’t fully understand any of it, but full credit for trying. Splendid.

You explaned the the Atkinson Cycle very well thank you from Australia.

Thanks for making such an amazing video. I always love to watch the whiteboard work hehe♥️

EXCELLENT video and explanation! Thank you so much!

Well explained. I have just bought a Toyota Corolla hybrid with an Atkinson cycle engine and wanted to understand the principle. Thanks for the video.

I wish your videos had more views. Very informative. Your videos make things easy to understand for us non engineers :)

@mrtriathlondude

Жыл бұрын

Wish granted!

And don't get me wrong, your reviews are definitely top notch as far as car reviews go. You have a very unique way of showing the viewer a very personal view point. I do like your engineering vids better, but the reviews are very good for what they are.

I just picked up a brand new 2020 Toyota Tacoma and was wondering what the deal with the Atkinson cycle was. Always awesome content to go back and reference!

Thank you for the great explanation. Very helpful information.

I would love to see you do a video on the topic of cam-less technology (such as Koenigsegg's "Freevalve" system). Obviously an explanation of how it works, but also the possibility to incorporate variable combustion ratios, Atkinson Cycle and other benefits to greatly increase power and efficiency. I have always been in love with the next level valve systems, from V-tec, to Valvetronic and now Freevalve!!!! Great channel, thanks for all your great content.

perfectly explained! thank you

This guy is amazing! Great video!

very educative. thank you regards

Excellent video explanation! Thanks!!!

Thanks for all the great content love your video

Thanks for the explanation.

Very well explained

After viewing countless animations and other videos, your whiteboard lesson clicked with my brain. Thanks!

Very good video. I noticed a few comments confusing overlap scavenging and the Atkinson Cycle.

great explanation

One question - where can I get a supercharger for my Atkinson??? That would be amazing! Miller Cycle HERE WE GOOOOOO! Words fail at how excellent this video is. I have learned so much from you sir. Thank you.

Thanks man, nice explanation

I drove a Lexus NX today with the Atkinson cycle and turbo and I was delighted by the smooth torque that it delivers.

@Trades46

8 жыл бұрын

+serge vivier This is actually deceiving; the 8AR-FTS Lexus uses on their 200t cars are actually BOTH; the engine can operate on either the Otto cycle or the Atkinson cycle depending on load, speed and throttle application. Toyota/Lexus calls it VVT-iW, or Variable Valve Timing intelligence "Wide". I think I can leave it here, but this IMO is the first time I heard of such technology of running both Otto and Atkinson on a single engine. Enough to warrant a separate video on? What says you, Jason +Engineering Explained?

thanks great explanation!

Great video....nice job.

The new 2.5 used in 2020 (and later) Hyundai vehicles uses both high compression 14:1 and Atkinson cycle by implementing CVVT. This engine also has GDI and MPI. I've driven several of the new Sonatas with this engine and it has a very interesting, dare I say aggressive, exhaust sound when accelerating at low speeds. Cruising on the highway the engine is super quiet. It's mated to a traditional 8 spd transmission. I was very impressed overall.

Ive only stumbled upon this method of combustion cycle recently. Im amazed at how things have changed. I guess another main advantage is with mordern variable valve timing the you can effectively still maintain the otto cycle or change to varying degree of the Atkinson cycle effectively exploiting the best of both technologies.

Thanks for da clear explanation of da two

good explaining

At first the Atkinson Cycle engine sounds like a horrible idea, but after you explained it, its quite ingenious!

@nedudki

2 жыл бұрын

it is a horrible idea after 8 years.

Still one of the best explanations 6 years later.

@zachzacharyzak

11 ай бұрын

Still one of the best explanations 8 years later.

How many subs did you have at the time of this video ?. I see your silver play button there...

If the Engine is Turbo\super charged, then will the opening of the inlet value at compression stroke force the air to flow outside via the Inlet value against the compressed air flowing into the cylinder (Driven by the turbo\super changer compressor). Will this in turn affect the upward movement of the cylinder and again affect the torque output of the engine ?

Been watching your videos since I saw one of your first ones. With plug ins and hybrids growing in popularity would I’d love to see a redo to how you do it today. Just bought a fusion energi and want to understand it more.

I was just going to ask you to do a talk on this! You can do a much better job of explaining it than others.

Great video, thanks for explaining it. I own a Toyota Prius and was curious what ist type of engine is. It is not so bad in the end :)

Annnnndddd boom, my lab report is murdered lol thanks for the great explanation!

@EngineeringExplained

9 жыл бұрын

DrifterX34 Haha, happy to help!

I would love to see a video that dives into the Toyota/Lexus 2gr-fks engine. I am fascinated on how they have used the Direct Injection in conjunction w/port injection as well as the Atkinson cycle, cooled exhaust gas recirculation & VVT-iW intake camshafts. I have a 2015 Lexus GS350 F-Sport. I can not find much out there on the engineering side of this engine. Thank you ahead of time if you can put something together about this!

i tuned my VVT to create an atkinson effect on highway cruising. works well.

Tämähän se osasi selittää sen asian niinkuin pitikin. Just said that after watching. Kiitos juippi.

Amazing that this design is so old, but in the last few years has started to get very popular in vehicles with ICE's. As of this date (11/28/22), Wiki lists over 50 vehicles built since 2018 with Atkinson cycle engines...and this video is from 2014...with a list of 5 vehicles.

Correct me if I am wrong. Atkinson cycle can be achieved using a variable valve timing CAM ? shift back to OTTO when required in that case ?

@smferreiro2610

Жыл бұрын

That is what Toyota does.

Wonderful Video... I'm curious about longevity of the Atkinson motor, with regard to "regular wear" on moving parts like the piston rings when compared to other engines. My prius has 292,000 miles and I'm astonished at how well it has performed.

@ronalddaub9740

Жыл бұрын

they're more expensive to rebuild this way, taking care of the one with fresh oil will help them last they seem to be pretty good engines on Prius😢

Curious when do you think you will cover Adiabatic Engines? (Like the Smokey Yunick hot vapor engine? )

Can you explain the difference between this and the one that is on the Tacoma which don't have aether electric engine nor super charger.

Thanks

did you make a video on hybrid engines, I'd like to know how they work

so are we pushing the air fuel mixture out? (1:38) is it true only for port injection engines? what happens in compression stroke in direct injection engines? like toyota M15A-FKS?

Pressure has units of energy per volume -- essentially energy density. This fact is very useful for thermodynamic analysis and is commonly forgotten.

Could you please explain Millers Cycle as well?

New York taxi cab s utilized Toyota Camry hybrids..Generally good for 400,000 miles.. I own a 2017 camry hybrid, ..Generally get 40 mpg combined

Does the pressure increase in the intake manifold? Does this cause a problem with leaks from the intake gaskets?

Can I ask how the induction cycle differs from that of a hot race cam? In both instances the inlet valve is held open a long time after BDC... I'm confused?

Do you think a split cycle engine be better performing as far as different intake and compression stroke volumes are concerned?

Could you use this when you have low load cruise?

How is the gas system different? For instance in the Ford Maverick, Apparently there is 2.7 gallons worth of equipment inside of the gas tank to work with the Atkinson motor. What would that equipment be? Apparently the EcoBoost and Hybrid vehicles have the same gas tank but the Ecoboost is 16.5 gallons and the hybrid has 13.8 gallons. So what does the Atkinson motor need in the fuel system to run and how complicated is the fuel system? Thanks

Race cams have lots of valve overlap, and the intake valve doesn't fully close until the piston is 1/2 way up the cylinder. But we know its not being "pushed out" back into the intake, because the column of rushing intake air precludes this. I'm sure it works, but I don't understand it. A properly cammed and intake runner tuned normally aspirated race engine can achieve better than 100% fill efficiency due to this "inertial supercharging" effect. I would like to see what the port design and intake runner length is, on these Atkinson engines.

This would be a good use for that new free valve engine. You could run your traditional otto cycle when you need more power, and then run the Atkinson cycle while cruising.

@CarlosRodriguez-hb3vq

Жыл бұрын

Honda does exactly that with VTEC on their Atkinson cycle engines

Well, obviously it works, since you've not only done the maths but also seen the dyno results. But back to the theory: I always learnt that the ram effect in the induction gas column was greater than the initial backpressure of the rising piston, thus continuing to fill the cylinder during the upstroke. Now you're saying that at the point where filling is achieved (inlet pressure < cylinder pressure), the inlet valve remains open, raising the pressure in the inlet tract. Thus, the inlet tract is continuously at higher pressure than on an equivalent Otto-engine and becomes something of a pressure vessel, held steady within a sinus-wave by the turbocharger. So the turbocharger has more work to do on an Atkinson-engine, but that on a weaker input-force, since the exhaust-pulses contain less expansion-gas-moment. I'm assuming standard turbocharger technology.

So after watching the RC-F video I had to check this out, ....so for Atkinson cycle does the mixture lean out as well? I would assume not due to the fact that Nox would increase right? or am I wrong Jason?

@appu95247

4 жыл бұрын

I believe NOx would not increase, since in an Atkinson cycle the temperature developed within the cyclinder would be lower than Otto cycle... ( Lower compression ratio = less NOx )

Does the Atkinson cycle help clean intake valves on direct injection vehicles?

And in non hybrid vehicles Toyota combustion engines can switch between Otto and Atkinson cycles using variable valve timing technology? In Toyota VVTi system valves operates by electronic systems? Do I understand it right?

Great explanstion but what bugs my mind is the oxygen/mixture sensor and the intake manifold operation, sounds a lot more complex in this type of engine

Hi, I have a question to this topic. Is it possible that turbo/supercharging does exactly the opposite to the Atkinson Cycle? And therefore getting higher possible output power but less fuel efficiency?

That makes sense.

Great video. I think you missed a point. You have explained how both engines run on full throttle. if you run the Otto on half throttle to produce the same power as the Atkinson on full throttle, the compression pressure at TDC with be similar. This is because the cylinder will be at a lower pressure at BTC, due to the part closed throttle. Is the better efficiency due to lower pumping losses in this case. Is more energy used as the piston has to pull a partial vacuum on the induction stroke in the Otto?

The only advantage I can see here is the piston pressure delta during the strokes. Of course it would need to have direct cyl injection to work right (pass emissions). It seems to me that a regular otto eng that simply has a crankcase pressure that closely matches intake pressure would be even better. Then you net all the bennies the Atkinson has, but fewer drawbacks, like pumping heavier air around the intake. You also net reduced crank/rod/piston air friction in the crankcase. You would not need direct cyl inj either. Seems like a win win? Basically picture a PCV system with a much larger passage between the crankcase and intake to balance pressure very quickly. Of course it would need to filter out the oil, which I'm sure can be done. The only down side I see is a little more ring blow-by, but I'm guessing that would be very small and not much of an issue until the rings are nearing end of life? Ideally it would use a small throttle valve to control flow through the crankcase. Meaning it would let some air in for pcv needs, but when you give it gas it would open with the throttle to flow air into the case so the intake isn't having to do both. If sized and actuated correctly, the throttle response should be normal and piston delta maintained. It would only notice when when letting off the gas, at which point it must suck down the crankcase, but I see no drawback. If coupled with a turbo I'd assume venting positive crankcase pressure (above ambient) back into the intake before the throttle blade would be best? So am I missing something or does this seem like a better plan?

Smaller volume fuel charge relative to the power stroke volume means more complete combustion and thus more energy extracted. The real magic is in the fact this can be controlled in real time by variable valve timing. There are lots of ways to restrict the the air fuel intake but if you physically restrict the air intake flow it makes the engine less efficient. This method restricts the air fuel charge by timing the valve closure and not by restricting air/fuel delivery.

Basically an turbo otto uses the leftover pressure to push the turbine, an Atkinson engine avoids that leftover pressure and thus avoids waste energy.

Very good explanation, but this topic is ripe for a redo considering how much more prevalent the Atkinson cycle is. Do you think the Miller cycle engibe will ever be added to hybrid sports cars?

Hi dude, say you hi from Ecuador..! Explain me, How can have the crankshaft a longer career than the intake? it´s just a timing synchro with the valves?

@cspicer8166

4 жыл бұрын

I think a longer duration cam( different grind all together)

I can't remember if you did a video on the KERS System. If you haven't that would be interesting to see?

@EngineeringExplained

9 жыл бұрын

JDM Dragon KERS - Explained I also have one on ERS if you search my channel.

How does air-fuel mixture, being pushed out of the intake valve, travel into another cylinder ? What is the path and conduit for that movement ? Is it to just one specific cylinder ? Which one ?

Everything about the advantages in compression and combustion can be achieved on an Otto Cycle engine through restricting the throttle. Intake vacuum reduces the volume of intake gasses the same as holding the intake valve open longer. The only place I see where the Atkinson Cycle produces better efficiency is in the engine not having to pull against the intake vacuum. It's basically accepting a restricted throttle engine in exchange for optimum manifold pressure at an specific engine speed.

Love your videos! I think this one is a bit more confusing than normal though. I think it would benefit from a rethinking and remaking in a few months maybe? Consider it, it would help some of us slower people out. Thanks for your videos!

@EngineeringExplained

9 жыл бұрын

Philip Ripper What are you confused on, maybe I can help out? Simply put, allowing the piston to travel further in the power stroke means the pressure at the end of the power stroke is lower, and thus more energy is turned into useful work rather than sent out the exhaust.

@philipripper1522

9 жыл бұрын

Engineering Explained I don't understand the trade off. If more energy is usefully transferred, why does this system produce less power? I presume this is because of my poor understanding (especially bad at jargon), but it sounds like you say it is both better at producing useful energy and worse at it. Do you have a video that explains this kind of trade off, so that it doesn't seem like a paradox?

@philipripper1522

9 жыл бұрын

Philip Ripper p.s. Thank you for responding, EE. Again, great videos. =)

@EngineeringExplained

9 жыл бұрын

It's taking in less overall air and fuel (because it's pressing it back out the intake valve. With less air and fuel, it creates less power. But it uses the fuel more efficiently due to the higher expansion ratio.

@philipripper1522

9 жыл бұрын

Engineering Explained So if you scaled up the size of the engine so that it took in the same amount of air-fuel, it would be entirely superior to a otto engine, besides weight/power ratio?

Also note that by allowing the combustion charge to expand to greater than the initial compression charge, there is a reduction in temperature (expansion of a gas being generally endothermic) so the engine "runs cooler" by converting more energy into torque instead of heat.

@ronalddaub9740

Жыл бұрын

Good point.

@ronalddaub9740

Жыл бұрын

Some smart guy now needs to figure out how to do this with less moving parts. It will be the next flathead V8

Did not know that, cool, I've been upgrading my fuel to air ratio by supplementing the air with hydrogen/oxygen/brown's gas. My videos try to explain this "other hybrid" method to make every car a hybrid. Thoughts?

Am I missing something or does it mean that you'll push out 0.2l of air-fuel-mixture back trough the intake valve? What happens to the fuel?

during this year's 24 hours of le mans, an audi official said they were running a hot-on-the-inside v motor for maximum turbo efficiency, yet they weren't harvesting electrical power (TERS/MGU-H) off the turbine like porsche, toyota and all of f1, preferring to extract maximum power from the crank. does this sound like the atkinson cycle taken to the extreme? keep up the great videos!

@EngineeringExplained

9 жыл бұрын

TheBostonDangler I very much doubt the atkinson cycle would be used in racing. It requires a larger engine to make up for the specific power loss.

I was just reading about the atkinson cycle engine and it can change its compression stroke size, what if we used this method instead of a restricting air flow using a throttle valve?! you could have a clear intake and adjust the intake timing to produce the power you demand (controlled by the throttle position). surely if the cylinder has the same amount of air inside it doesn't matter if that air was controlled by the intake valves letting air back out before it closed or the throttle valve restricting the flow, it should produce the same power. The only difference is that you don't suffer from pumping losses. when a traditional cylinder closes its intake valve it actually has a lower pressure in the cylinder then atmosphere so you're actually getting a lower compression ratio (like you would with an atkinsons cycle) when you're not pressing the throttle down hard.

what are the usual values of ER/CR?

Are there any diesel engines that use atkinson like cycle ? Also, would it make sense to use a small gasoline atkinson engine and a turbocharger ?

@ukemike1

4 жыл бұрын

Diesel engines work on the Diesel cycle, which is altogether different from the Otto and Atkinson cycles. Mr. EE said at the end of the video that some older supercharged engines used the Atkinson cycle.

So, in line with 177SCamro's thoughts, if I put some high compression pistons in my engine and a longer intake duration camshaft (bump stick), I'll effectively make my engine an Atkinson cycle...

Is there any way you could tune an Atkinson engine to behave like an Otto engine to get more horsepower and torque or no?

This is quite the nerdy question, but how does the efficiency of the Atkinson cycle compare to that of the Otto cycle when both are compared to the Carnot cycle? e.g. Atkinsons is X percent of Carnot efficiency and Otto is Y percent of Carnot efficiency?

This is the one topic that always escapes me. I follow you through nearly all of it except for the Atkinson being more efficient. I think what I'm missing is the exhaust stroke, because there is less pressure due to the lower compression, the piston is used more to push out the exhaust gases? As opposed to the otto cycle with higher compression equalling higher pressure that is pushing the air out without the assistance of the piston?

@carltonbanks604

8 жыл бұрын

+JHMBB2 Yes. It's a bit odd to think about, but you have it right.

@nedunonnyp704

7 жыл бұрын

JHMBB2 Yeap You're not alone buddy, This explanation did not make a bit if a sense to Me.

@jamesflores9456

6 жыл бұрын

Ok so since the stroke of the engine is the same between atkin and otto you pull in the same volume of air. The intake valve in the atkn cycle closes after bdc letting some of the intake out. So you end up with less volume in the cylinder when the compression stroke starts. After the combustion stroke the exhaust gasses form from combustion. Since the intake valves let out some intake air the volume of the cylinder is more than the air fuel mix that was inside it, so the exhaust is less volume than the cylinder. Meaning there inst as much force pushing against the piston (by the exhaust gas) when forcing out the exhaust gases and as much exhaust gas to push out

@techguy3507

5 жыл бұрын

JHMBB2 You are saying that in an Otto engine there is extra pressure in the exhaust cycle so when the exhaust valve opens, the gas escapes quickly on its own without the help of the piston. When that excess pressure escapes on its own it is inefficient and wasteful. That was pressure that could’ve been used to further move the piston in the power cycle. That is the main advantage of the Atkinson cycle, less waste.

@zazugee

5 жыл бұрын

to understand that you have to understand how the original atkinson cycle engine worked it was called differential engines which means it used 2 pistons to change the chamber volume between compression and decompression phases those cycles are all based around the thermodynamic of gases a gase at constant pressure will expand to generate work so gas before combusion have a lower pressure than gas after combustion hence, oto cycle waste energy, while atkinson cycle match better how a gas expand after combustion

It was my understanding that a miller cycle engine has longer exhaust valve duration open into the intake stroke to help equalize cylinder charge, and aid exhaust scavenging, this equalization helps forced induction multi cylinder applications have equal forces on the crankshaft and allow smooth power delivery and improve reliability! Please let me know if I am incorrect!

@xebek

7 жыл бұрын

Your brother-in-law, Justin Time, stopped by to say he wasn't going to be late after all. Thought you should know.

can you use a turbo charger for atkinson cycle?

Does Atkinson cycle increase the lifespan of the engine (pistons, rings) due to lower pressure and temperature?

Looking into this to understand my cars engine: 2.5L 2018 Mazda 3 If I'm trying to drive fuel efficiently, the engine feels weak, as if it was bogged down, unless I really hammer it. This must be due to the Atkinson cycle it uses at lower loads. If I switch the car to Sport Mode it really springs to life, but the Mazda folks told me not to use Sports Mode often.. odd because to me, Sport Mode merely acts like an exponential curve; it appears to just amplify my throttle inputs quicker without providing any more power than if I were to go 0-100% throttle really fast. I can also feel when the ECU transitions out of the Atkinson Cycle because of a 'lurch' in power and sound, despite smooth throttle inputs. Anyone got thoughts on this? Cheers

So if I understand this properly it makes the engine variable displacement volume

So typically an atkinson cycle engine has a lower compression ratio vs a normal otto cycle engine? These engines also produce less tq...The mazda skyactiv engine seems to have eliminated atkins drawbacks...its running a 13:1 compression ratio and is fairly torquey. Mazda's piston design and GDI allow for great efficiency and performance!

If some of the mixture flows back to the intake manifold during the compression cycle in an Atkinson engine, does it actually solve the common problem of carbon buildup on the intake valves in GDI engines? I'm driving a 2018 Hyundai Ioniq Hybrid and it has an Atkinson variant of Hyundai's GDI kappa engine.

@airbornemetal

4 жыл бұрын

I suspect the fuel is injected after the intake valve closes, but good question. Would like to confirm this as well. I have a KIA Tellaride which is using the Atkinson variant of Hyundai's GDI kappa engine.

@garyganser2451

2 жыл бұрын

Same question.