The creative blending of two worlds that is the VC-Turbo. It blends the torque and economy of a cutting-edge diesel powertrain with the strength of a high-performance 2.0 liter gas engine. An engineering marvel that travels you farther and faster.
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The Workings of Variable Compression
Variable compression, or “VC,” refers to the VC-ability Turbo’s to adjust its compression ratio along a continuum that ranges from a relatively low 8:1 to a relatively high 14:1. Here’s why it’s important:
A high compression ratio indicates that the air-fuel combination is being compressed firmly in the engine’s combustion chambers, which results in increased power and fuel economy. The problem is that supercharged, turbocharged, and twincharged forced-induction engines don’t like high compression ratios. They are tasked with gathering surplus air and shoving it into the engine. When the air is combined with fuel vapor, it can spontaneously ignite if the air is already compressed tightly and the turbo forces in even more air. That is how engine knock occurs, and engine knock is undesirable. As a result, engineers are in a tug of war. For the purposes of efficiency and power, you want a high compression ratio, but not one that is so high that engine knock sends the motor into a tailspin.
The 2.0-liter inline-four turbocharged VC-Turbo from Infiniti can run at a very high compression ratio without knocking because of the variable compression. The VC-engine Turbo’s management computer sends a signal to an electronic motor to move an actuator arm during periods of high turbo boost. This reduces the compression ratio to prevent knock and shortens the reach of the pistons inside the engine. The actuator arm extends the pistons’ reach to increase the compression ratio when the motor isn’t using the turbocharger as much.
According to Christopher Day, senior manager of powertrain performance at Infiniti, the company developed this multi-link system in 1998. However, it was only the first significant development that allowed for variable compression.
Another requirement was to eliminate the two balance shafts that traditional inline-four engines use to dampen vibrations in order to make the engine run as smoothly as possible. The QX50, according to Infiniti, features the industry’s first engine mount that actively reduces vibrations. VC-Turbo vibrations are detected by sensors built into the top engine mounts, which subsequently generate countervibrations to cancel them out. Day claims that the design as a whole reduces engine noise over the preceding QX50 by nine decibels, making the four-cylinder powertrain almost as quiet as a V6.
Winner: the 2.0L DOHC VC-Turbo 4-Cyl. Infiniti QX50.
With its variable-compression turbo 4-cyl., Infiniti makes a significant technological advancement, and we can’t help but grin every time we push the gas pedal.
It’s not a novel concept to change compression ratios in order to increase an internal combustion engine’s power and efficiency. Just ask the Infiniti engineers who took a concept that had been in development for 20 years off the shelf, brought it to production level over a number of years in the 2.0L VC-Turbo 4-cyl., and are now seeing it used in the Infiniti QX50 CUV.
Push the QX50’s accelerator hard and get ready to be astonished. You cannot prepare for the abrupt surge of low-rpm power from such a small-displacement engine without a burst of nitrous.
Amazing things are taking place inside the variable-compression turbo engine of the QX50: The VC-Turbo actually reduces the length of the piston stroke, changing the compression ratio from 14.0:1 to 8.0:1 depending on load and demand, all while the engine is operating at a high speed thanks to a proprietary multi-link system between the rods and the crankshaft.
The 268-hp engine produces 280 lb.-ft. (380 Nm) of torque at a low 1,600 revolutions per minute (rpm) when under high throttle and during periods of peak demand. It resembles Honda’s patented high-rpm i-VTEC valve management in terms of how it feels, but it activates at a considerably lower engine speed. There is hardly any turbo lag.
Editor Jim Irwin writes, “Plenty of power available.” “Immediate, muscular reaction.”
The all-aluminum engine also has mirror-bore cylinder coatings, a variable-displacement oil pump, direct and port fuel injection, the exhaust manifold incorporated into the head, digital intake valve timing, and hydraulic exhaust valve timing.
The end result is a snappy, high-performance engine that has the same amount of power as the 3.5L V-6 it replaces but uses 27% less fuel. In our tests, a 24/30 mpg (9.8-7.8 L/100 km) city/highway engine produced 25-26 mpg (9.0-8.7 L/100 km) in regular driving.
You’ll have a difficult time locating another 4-cyl. turbo capable of producing the same performance, quickness, and outstanding fuel efficiency in a car this size.
However, this thing works, observes Judge David Zoia as he muses about the expense and complexity of a variable-compression engine. This will outperform most of its rivals while still matching or outperforming them in terms of fuel efficiency.
The good news? The VC-Turbo made its premiere in the high-end QX50, but parent firm Nissan had already made the engine available in the well-liked Altima sedan. We anticipate that the technology would eventually emerge as standard equipment on many future Nissan and Infiniti cars.
Why is VC-Turbo used?
“Variable compression ratio technology is a development in engine design. With its VC-Turbo engine, the QX50 is the first production vehicle to ever give drivers an engine that transforms on demand, creating a new standard for powertrain capability and refinement.
A Nissan VC-Turbo engine is what?
The creative blending of two worlds that is the VC-Turbo. It blends the torque and economy of a cutting-edge diesel powertrain with the strength of a high-performance 2.0 liter gas engine. An engineering marvel that travels farther and faster
What is the operation of a VC-Turbo engine?
In a VC-Turbo engine, a multi-link system rotates the crankshaft in place of a conventional connecting rod, and an actuator motor modifies the multi-link system’s endpoint to alter the pistons’ reach and alter the compression ratio.
What accomplishes the VC-Turbo engine’s turbocharger?
This gasoline turbocharged engine has a variable compression ratio. Here’s how it functions and increases power and efficiency.
The newest engine from Infiniti is an engineering marvel. The VC-T engine, which stands for “variable compression, turbocharged,” has an on-demand compression ratio adjustment range of 8:1 to 14:1, allowing it to operate efficiently at high compression under light loads and at low compression—which is necessary for turbocharged power—under hard acceleration.
The brilliant mind behind YouTube’s Engineering Explained, Jason Fenske, had an unheard-of chance to investigate this ground-breaking new engine. As Fenske points out, Infiniti supported Jason’s investigation into the technology underlying this engine. However, Jason’s collaborative work with Infiniti provides the finest glimpse we’ve yet had at how this design functions given that it currently only shows up in concept automobiles.
The pivoting mechanism, which allows each piston’s attachment to the crankshaft to be moved to change how high the piston rises at the top of each upward stroke, is at the center of the action. However, it goes beyond that. According to Fenske, the device lowers friction by adjusting the connecting rod’s angle during the downward stroke. Routing of the fuel and exhaust that is intricate aids in maximizing engine efficiency.
So feel free to gaze upon the Infiniti VC-T engine’s gleaming interior. This Infiniti design may allow internal combustion survive the strict emissions and economic regulations of the near future, similar to Mazda’s compression-ignition gasoline Skyactiv-X engine.
This material was downloaded from YouTube. At their website, you might be able to discover the same material in a different format or more details.
Who produces the Infiniti engines?
With a few exceptions for unique vehicles, Nissan produces the majority of Infiniti engines. They are Nissan engines, it is true, but they should not be confused with the ones that are used in Nissan automobiles. The parent company is Nissan, and its luxury segment is Infiniti. Its higher-end luxury brand can only use the best and highest performing engines. When you get in the driver’s seat, you can tell the difference. The performance of Infiniti engines is superior to that of ordinary Nissan engines. A very unique engine that would be the first of its kind has been in development by Infiniti for decades. The variable compression engine for Infiniti took twenty years to develop. The lightweight V6 twin-turbo engine has a 300 or 400 horsepower option. Infiniti will soon adopt yet another cutting-edge technology. According to rumors, they intend to switch to all-hybrid or electric vehicles in the upcoming years. They are contributing to the effort to rescue the environment. For those who support cleaner energy and improved fuel economy, the transition will be exhilarating. Infiniti has a solid record of developing cutting-edge automobile technology.
The Nissan Altima VC Turbo’s top speed.
I’m looking to replace my daily driver. I want something with excellent fuel economy, but I also want a powerful engine. What is the Nissan Altima’s top speed?
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When searching for a strong and practical vehicle, Nissan is a wonderful place to start. The 2022 Nissan Altima has a VC turbo engine, which maximizes at 130 mph and offers great fuel efficiency.
The Nissan Altima also provides plenty of maneuverability for drivers. The SR VC-turbo model’s 0-60 time is 5.8 seconds, according to drivers. Not bad for a vehicle priced at $31,575.
Drivers of Altima vehicles might anticipate the following as well:
- A 236 horsepower
- 4-cylinder, 2.0-liter engine
- 38 highway/28 city mpg
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What is the Nissan Altima VC-horsepower? Turbo’s
The horsepower and torque ratings for the VC-Turbo(r) engine are 248 hp and 273 lb-ft when using 93-octane fuel and 236 hp and 267 lb-ft when using 87-octane fuel.
A turbo gets air in what way?
When an engine is turbocharged, the turbo pumps in more air under pressure, and the car’s computer reacts by adding the right quantity of extra fuel.
The exhaust gases power the turbo. The turbo has two small fans on either side, one at the air intake and the other at the exhaust manifold of the engine. They are connected by a shaft. One fan, referred to as the turbine, is spun while exhaust passes through the turbo. The second fan, known as the compressor, which pulls in fresh air, pressurizes it, and forces it into the engine, then spins as a result. Boost is the difference in air pressure, measured in pounds per square inch, between atmospheric pressure and the amount of air pressure the turbo provides (psi).
Some vehicles utilize a supercharger in place of a turbocharger, which drives air into the engine but is mechanically powered by the crankshaft of the engine rather than the exhaust stream.
What performance benefits can a turbocharger provide?
And what exactly is a turbocharger? By pumping more air into the combustion chamber, a turbocharger (also known as a turbo) improves an internal combustion engine’s efficiency and power production.
The compressor’s ability to drive more air into the combustion chamber than ambient pressure alone is what allows it to produce more power than a normally aspirated engine.
Similar to how liquid is pulled up into a syringe, in naturally aspirated piston engines, intake gases are “pushed” into the engine by atmospheric pressure filling the volumetric void created by the downward stroke of the piston (which generates a low-pressure area).
A turbocharger’s goal is to boost an engine’s efficiency by raising the density of the intake gas (often air), which results in more power being produced each engine cycle.
The ambient air is drawn into the turbocharger’s compressor, which compresses it before forcing it at a higher pressure into the intake manifold. As a result, more air enters the cylinders during each intake stroke. The kinetic energy of the engine exhaust gases is used to generate the energy required to spin the centrifugal compressor.
Without increasing power, a turbocharger can also be utilized to improve fuel efficiency. The waste energy in the exhaust is recovered and sent back into the engine intake to achieve this. It is made simpler to make sure that all of the fuel is burned before it is vented at the beginning of the exhaust stage by using this otherwise squandered energy to raise the mass of air.