(Continued see above) I would like to recall the concern Toyota. The firm is renowned for its powertrains. Even difficult to choose what is preferable. Recall and 20-valve atmospheric 4AGE, which removed more than 100 hp per liter of displacement, and sports 3SGTE, and a top 7MGTE Twin Turbo, who was standing on the legendary Supra in the back of MA70. Did much concern for the engine. What to choose? I remember toyotovskogo advertising slogan: "This is great, Toyota». In fact, of course, great, but not just cool. Producer known for, above all, quality and reliability. Therefore, the choice is predetermined - 3SFE. This 2-liter engine - a real workaholic, on what just did not stand. Even after he ceased to be mounted on cars delivered to the European market, the engine continued to be used on machines for the domestic market. And the Japanese have for yourself is always best to leave - look at the lineup, delivered to Europe and left for personal needs. The difference is palpable. In Europe 3SFE appeared in August 1986 Camry in the 21 th and 25-m bodies, and then at 2 Carina, Carina E, Avensis, MR-2, Celica, RAV-4, etc. In 1992 there was a modification 5SFE , the volume increased to 2.2 liters. There was also a Japanese version 4SFE with the volume reduced to 1.8 liters. European Toyota has used this unit until 2000. In Japan, he stayed until 2002, then reappeared a modification called 3SFE with direct fuel injection. Except for internal use, this motor is not used anywhere else. What is so memorable 3SFE? 140 hp with 2 liters - not a record, then there is liter capacity, even on civilian versions happened and higher, while the European market offers all deforsirovanny option - 128 hp All the matter in an extremely successful performance power and torque, making this engine could be used on a completely different status, weight and positioning of vehicles. The highest mechanical reliability combined with the reliability of electricians. In the design was laid on a margin that "ruin" this unit was capable of only a very stubborn or very careless people. I remember the case of repair practices, when he had to serve completely "dead" car Toyota Camry 1986 edition. There are some customers, although they are not so many that do not follow the car. Some watched as something in its own way. For example, one of your friends always went to the ladies Newly washed cars. My question: "When you change the oil last?" - She answered the question: "Why?" But with the Camry was completely hopeless case - not even the brakes worked. Of the four wheels when braking lightly grasping the only one. From under the hood came a loud knocking valves. 15 minutes after starting the engine temperature gauge engine provided in the red zone. Brakes I did, but the motor did not want to climb. It was terrible to think that I see out there. In general, under the valve cover does not really have anything joyous. In some places, such as a cam, shims and glasses under them were painted in the color tint, and an aluminum cylinder head sites showed signs of overheating. When you try to get the puck edge steel cup crumbled as ceramics! To what temperature and how often should warm the engine to sort of happen? Proizoydi similar to M-20 from BMW, the head unit would acquire the shape of a corkscrew. From the cooling system merged around a glass rusty muddy slurry no view, no texture is not similar to antifreeze. It is necessary, and the pump was left alive, no cylinder head gasket, and even led not struck. The car was running perfectly, but, surprisingly, quite quickly managed to fix everything. Special tools are not needed. Which high maintainability was the old "Japanese"! It is not "Germans" with their bolts at 15, the inner stars and pour antifreeze when removing the starter. Later I watched the fate of the Camry and I can say that the engine lived to a ripe old age and died of natural causes - wear of cylinder-piston group. To restore the car owner did not, because the body was already in poor condition. It is unfortunate that 3SFE no longer available. From my point of view, this is one of the best powertrains. All brilliant, as is known, is simple. A conventional piston engine, oh, how is not easy, in fact, year after year it becomes harder and harder. There are some inherent disadvantages - the reciprocating pistons, for example, the inertia of the flow of fuel / air mixture and exhaust gases, resulting in a deficient filling of cylinders, and output - the fall of power. The same problem in production, resulting in a fresh charge of mixture mixes with the exhaust, again a negative impact on workflow. Methods to combat these deficiencies are well known - to reduce vibration from reciprocating enable counterweight shafts (Mitsubishi), or apply boxer engine - moving the pistons toward each other (Subaru, Porsche). How should help fill the cylinders shifters, air cavities, modern fuel injection system Motronic, which control mixing and adjust ignition timing. On the issue of these issues deal with customized exhaust system, although it is very expensive and not all automakers use similar methods. In any case, to resolve all problems before the end is not obtained. Made two valves per cylinder, then three, then four, five - still close to the ideal approach is not possible. From a technological point of view of the piston engine is difficult to manufacture - is worth processing only one crankshaft even at the in-line four, and the V8, and the V12? There is a motor that has no crankshaft, moreover, not even a gas distribution system, the engine consists of a minimum of detail, while delivering very high power density. Felix Wankel and Walter Freude in 1957 demonstrated to the conference of the Society of German Engineers working four-stroke engine DKM 54 with a piston-rotor equipped with mechanical seals. License to manufacture almost immediately bought all the automakers. Even with "Toyota" to install on their cars like aggregate. Our failed to make a reliable rotary-piston engine. Lifespan AVTOVAZ rotary engine was in the range of 40-60 thousand km, rarely more. Seriously to improve the performance took only company Mazda. Ever seen a rotary-piston engines for RX-7 that "waste" of 300 thousand km, and continued to function normally. The design of this simple motor very much. Tricrotic rotor performs a complicated motion of the precision of the curve of the block under the beautiful name epitrochoid. Serious problems with such an engine, only two - the combustion chamber unusual shape and timing of life end and radial seals of the rotor. Whether the mass production of such units, the cost of engines would be very low. The engine requires no routine maintenance other than oil changes and spark. Since 1990, Mazda has done, finally, one of the worst serial motor sports. Judge for yourself: two-piece rotary-piston engine combustion chambers with a volume of 654 cm3. Total with 1.3 liter engine was shot 280 hp, which is the maximum capacity allowed in Japan. Called it a miracle 13B-REW. Now there are disputes about how to compare the specific power piston and rotary engines, converted some strange given the volume for last, but by analogy with the conventional engine, its volume is still 1.3 liters. To improve the dynamics of the Japanese used the simple and effective system Twin Turbo, to reduce turboyamu - there were no turbines with variable geometry. Opponents said the rotors of the high fuel consumption, but the expense for such a power is a perfectly acceptable - miracles do not happen. Mazda worked well over the rotary engine. Not for nothing in 2004, the rotary-piston engine Mazda Renesis engine has become the year, but this is the next century. (The End, click here.)
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