3.5-liter Atkinson cycle V-6

TRD turbo kits?

Not going to happen.
Adding a turbo to a n/a car is more messy than a supercharger.

 

Yeah, I don't see this as a bolt on kit -- not a TRD offered accessory anyways. I'm sure someone will figure out how to boost theirs, though. I would, however, like to see a boosted 3.5 offered in a future TRD Pro from the factory. Mini raptor lol

 

Man, the more I read about it, the more excitd I get.

In my FRS, I have a variable boost supercharger and this might work on the Taco..

 

The Prius has full time simulated Atkinson cycle.

I am interested to know if the new engine can run the Simulated Atkinson and Direct Injection at the same time

 

Can it? Yes.

Does it actually do that? I don't know.

The purpose of the fuel injection system, regardless of what technology is used, is to distribute fuel uniformly within the combustion chamber. This is difficult because the conditions in the cylinder at low engine speed are much different than high engine speed so you can't use one size fits all solution without compromises. I don't think that an Atkinson cycle changes this fundamental problem.

Toyota's solution is to use two injection systems working together, that's what D4-S is. Direct injection 4 stroke, Superior. The acronym is kind of stupid but it is actually dual injection and each cylinder has a port injector and a direct injector. That's what I mean when I say it can do Atkinson and direct injection, it has the technology. What I don't know are the details of how the fuel mapping actually works and which injector is on at what RPM range and under what conditions. In general the point is that they can design the direct injection system to work efficiently at lower RPMs and let the port injector do the work at high RPM and shift fuel delivery duty as the RPMs increase. I would guess that both injectors are working to some extent all of the time, regardless of the thermodynamic cycle.

 

That means that the new 3.5 V6 will have 12 injectors?

The plus of that is that carbon will not build up in the intake valves as it is happening right now to many of the direct injection only engines out there. Causing lots of problems.

 

My FRS has 8 injectirs fwiw. 9 if you count the meth....
Ironically enough the gdi injectors have been the achilles heel of that motor along with the rocker arms.

Back on track.

What Id like to know is, does the fuel injection event happen after the valve closing event, or before?
The gas thats passed back through the intake - is that air or mix?
Obviously, if its a mix, then that will help with cleaning the intake valves as well.

 

In your car is a mix of gasoline and air and other stuff. In many other DI only engines is just air + the crap that the EGR + PCV (gases or oil).
Over time it gets accumulated in the intake valves. There are countless of topic out there in different forums about this issue.

The thing is that no matter what injector cleaning additive or Top Tier gas you use the intake valve will never see the detergent agent that is in the gasoline.
To clean them it requires other methods.

Right now the new WRX has a very similar version of your car engine with the exception that only uses direct injection. They are having lots of issues with carbon build up on those engines.

 

Video on how D4-S works (in the FA-20): https://youtu.be/zc8aUxBZlsU?t=34s

You can see how the it cleans the backside of the valves at moderate engine speeds.

 

I was saying for the toyotakinson cyccle - where is the injection cycle in relation to intake valve closing event?

 

I cant see the video but in general, the di works part throttle and port inj takes over at higher rpm.
When we tune the car, there is a ratio betwen the gdi/port

 

I doubt it is just rpm that makes it change injection methods. It will be based on load, rpm, throttle position, etc. I wonder if a code reader or phone app reader can tell when it's in each mode?

 

Others have explained the quite well but one minor point, it's being pushed back out the intake valve and thus 'stored' for use on the the next intake stroke. having both direct inject and port inject allows them to use whichever (port or direct) they think (or both I suppose) is more efficient at that point in the power/rpm curve. If nothing else they have a lot of options for the fuel mapping to work with.

 

Wut is this supercharger u speak of?
Is that some extinct animal?

 

Its displayed in percentages (gdi vs port) in the tuning software.

 

When you say percentage, can it be anything other than 100% and 00% ? Can it be 50% and 50% ? Like half port injection and half direct injection? That would be a mind boggler

 

It cant be 100/0.

There are limitations.

I dont know exactly what the numbers are, but the port injection works mostly high rpm.
THAT particular engine is 12.5:1 and with boost we are easily over 500 on E85 with stock internals.

**note** in that video, it says high rpm is gdi only. Thats for sure not correct.
We have 1000cc injectors for the port injection to help with E85.


Im really interested how this Atkinson/Miller setup is going to work.
Should be interesting..

 

Really seems like this solves all the problem that come with only using one system.

 

A LOT of FA20's have gone up in smoke due to a gdi injector fault.

As in over a couple of dozen.

 

I thought it was an injector seal that was the issue with the DI... I honestly haven't heard much about it other than some of the Nurburgring Rent-A-Cars.

Funny how many of us have FR-Ss/BRZs