SPECIFICATION
The following shows the comparison between new and existing engines.
| New engine | Existing engine | |
|---|---|---|
| Displacement | 2.5 L | 2.5 L |
| Engine | Longitudinally-positioned, horizontally opposed 4-cylinder | Longitudinally-positioned, horizontally opposed 4-cylinder |
| Transmission | 6MT | 5AT, 5MT, 6MT |
| Bore x stroke mm (in) | 99.5 x 79.0 (3.917 x 3.110) | 99.5 x 79.0 (3.917 x 3.110) |
| Total displacement cm 3 (cu in) | 2, 457 (149.93) | 2, 457 (149.93) |
| Valve driving method | DOHC + intake/exhaust AVCS | DOHC + exhaust AVCS |
| Compression ratio | 8.4 | 8.4 |
| Maximum output kW (HP)/rpm | 198 (265)/5, 600 | 182 (243)/6, 000 |
| Maximum torque N.m (kgf-m, ft-lb)/rpm | 350 (35.7, 258)/2, 000 to 5, 200 | 327 (33.3, 241)/3, 600 |
| Designated gasoline | 93AKI | 93AKI |
Scheme 12
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Scheme 22
- TURBOCHARGER UNIT LAYOUT By positioning the turbocharger unit that uses exhaust air at immediately after the exhaust port so that the exhaust gas can reach the turbocharger in short distance, highly responsive, smooth supercharging is realized. In addition, because the high temperature exhaust gas reaches the catalytic converter, catalytic converter temperature increases at an early stage, thus improving the exhaust gas purification performance. Furthermore, low gravity center and weight reduction of the engine has been realized through simple, compact placement of the heavy weight turbo unit and exhaust system pipes at engine bottom. Turbocharger unit layout Turbo response
- SINGLE SCROLL TURBOCHARGER In order to achieve smooth torque feel and sense of vigorous power in high revolution range, high flow single scroll turbo matching the increased displacement has been adopted.
- INDEPENDENT EQUAL LENGTH EXHAUST MANIFOLD In order to minimize the energy loss from head port and lead the exhaust air to turbocharger, the equal length exhaust manifold with double pipe structure has been adopted.
- TURBOCHARGER LUBRICATION CIRCUIT Due to placement of the turbocharger on the bottom of the exhaust port, the lubrication circuit has been specially designed. The oil lubricated in the turbocharger bearing is pumped at the scavenger pump via the catch tank and collected into the engine.
- SCAVENGER PUMP The trochoid pump that is effective for the noise and vibration performance is installed on the cylinder head rear side, and is driven at the intake camshaft rear end.
- PISTON To improve the output performance and fuel economy and to reduce the exhaust gas, the crown shape of the piston has been optimized.
- OIL PUMP To add exhaust AVCS, the oil pump rotor has been thickened, and the oil flow rate has been increased.
- INTAKE AIR SYSTEM Due to major change of turbo layout, the intake air system has been reviewed. As a result, the intake air resistance from the air intake duct to compressor entrance has been reduced by approximately 15% from the existing model. In addition, by using resin for all ducts, weight reduction has been achieved.
- INTERCOOLER By extending the tube length, the core size is increased by 25% from the existing model, thus improving the heat-transfer efficiency. At the same time, by improving the tank shape of the output side, the supercharging pressure loss has become equivalent to the existing model.
- SPARK PLUG To improve the initial flame propagation, the spark plug with modified electrode shape has been newly designed.
Scheme 23
- A single timing belt drives four camshafts (intake and exhaust camshafts on each bank). The belt also drives the water pump by its non-toothed side.
- The timing belt teeth have a specially designed round profile which contributes to quiet operation. The timing belt is made of strong and inflexible core cords, wear-resistant canvas and heat-resistant rubber material.
- A hydraulic automatic belt tension adjuster always keeps the belt taut to the specified tension. Any manual belt tension adjustment is unnecessary.
Note. *: The #1 piston is set at the top dead center (TDC) when the piston-position mark on the crankshaft sprocket is aligned with the mark on cylinder block. **: The #1 piston is set at TDC on the compression stroke when the piston-position mark on the camshaft sprocket is facing directly upward.