forums energies: society, ecology and clean technologies

The MCE-5 company exhibited in Geneva its VCRi engine, finally out of its "concept" phase, in a 407 box.

On this link, a video report that I found very interesting:
http://www.turbo.fr/actualite-automobil ... iable-mce/

Ah glad to see ca advance ... but a prototype is far from a serie ...

Anyway I salute the performance gain although I find good high 14,5 407 for!

The experimental engine fitted to the 407, a four cylinder petrol engine turbocharged 1.5, 217 develops hp 4.000 and 420 tr Nm of torque, all for a combined consumption of 6,7 l / 100 km! Is far superior to gasoline 3.0 benefits (ch 210 - 290 Nm - the 14.5 / 100 km) Traditional marketed by the brand.

You've watched the video? This is quite interesting (technical side).

Not yet, but I think we know the outline had already talked it seems ...

Ah the intro is not bad "tipsy" (warming, blablabla lifestyles) nothing to do with the general tone of Turbo M6

I liked the "popular car = performance car"

In fact everything is summarized in these words ... 4 a full video of common sense!

For technical aspects, this is what I remember:

- The compression ratio increases inversely proportional to the demand for torque / power. A diet low is higher then. Logic: the auto ignition risks are greater with high T ° thus load.

- It concerns, for now, apparently the gasoline engine (but I do not see pkoi this would not be applicable to diesel)

- Optimize the use of multiple fuels (see multifuel engines army compression ratio ADJUSTABLE stopped without variable operating)

- Each cylinder can have a different compression! This is the Variable Compression Ratio Intelligent

- I am surprised by the small size (height) of the pistons that recalled those of competition or Formula 1

- Development cost: 20 million euros = anything for a manufacturer taking into account performance (if those announced are held). The comun rail diesel has cost more than a billion ...

- It would be consistent with a water doping

- Iso performance at cost price (MCE5 4L against V6): 500 - 800 = - € 300!

- Only 1500 hours of bench tests: a little weakling ... I find particularly tired right?

- French 100% (ca worth saying !!)

Question: how is defined and regulated optimal compression? With a knock sensor (old and not accurate) or a computer (?)? This seems so mechanical 100%?

I say: congratulations! All good this MCE5 (as it means what in fact MCE 5?) !! But what about marketing? Industrialization seemed to have been already reflected and partnership with PSA signed so ... what's missing?

MCE5 then he will be the killer hybrid or electric cars? Maybe so, yes !!! Carlos was still planted

Christophe wrote:[...]
- It concerns, for now, apparently the gasoline engine (but I do not see pkoi this would not be applicable to diesel)

I do not know if for compression-ignition engines, the compression ratio of the range of variability is very high ... Maybe there is there is not much to win?
But if you have seen, they say towards the end that the engine can operate in CAI, ie self-ignition.
Diesel-fuel separation will soon be, perhaps?

Christophe wrote:[...] - Optimize the use of multiple fuels (see multifuel engines army compression ratio ADJUSTABLE stopped without variable operating)

I'm not going to make friends, but that's really interesting to use oxygenated fuels (alcohols) very high octane rating. For CNG, it is also very well and is a promising track.

Christophe wrote:[...] - I am surprised by the small size (height) of the pistons that recalled those of competition or Formula 1

Part of the best performance comes from there! As the piston is "guided" from below in its reciprocating stroke, it does not need lateral guidance in the cylinder liner and the friction gain is significant.

Woodcutter wrote:I do not know if for compression-ignition engines, the compression ratio of the range of variability is very high ... Maybe there is there is not much to win?
But if you have seen, they say towards the end that the engine can operate in CAI, ie self-ignition.
Diesel-fuel separation will soon be, perhaps?

If I had seen: you answer some you even to your question right?

Woodcutter wrote:Part of the best performance comes from there! As the piston is "guided" from below in its reciprocating stroke, it does not need lateral guidance in the cylinder liner and the friction gain is significant.

Well seen! This sub intends also improved durability, better sealing and deadlines pushed oil changes (less blow by)!

Ah yes you're right ca may not please all the world finally this engine ...

Hello everyone,

an engine that does not rub against the pistons shirts, compression ratio and variable valve timing ... Who manages the controlled auto-ignition.

You still know neither the MPRBC, neither le POGDC !!!!
https://www.econologie.com/forums/post119659.html#119659

Seriously: MCE5 spends millions of euros for years to explain that it takes a 2 times bigger engine for simply having a variable compression ratio ...

The performances are good indeed, but I know engines 900 1 hp formula which only one race

Kinematics developed indeed lowers friction piston / liner, however, the drive is fairly heavy, and above all unbalanced.

I personally think that the emergence of unconventional combustion is played on the driving of the pressure increase in the combustion chambers, which is why it is necessary:
- a rotary cam kinematic : Driver cam movement of parts with any law (unlike with linkage, we do not do what you want ...)
- an additional control piston (end) compression ratio

If I tell you more than POGDC and MPRBC are more 4 times more compact than a conventional engine, perfectly balanced and usable variable displacement increments, usually less than 10% ...
http://sycomoreen.free.fr/syco_francais ... _POGDC.pdf

@+

Remundo wrote:The performances are good indeed, but I know engines 900 1 hp formula which only one race

I know people who are not doing even !! But what with the MCE ??

Remundo wrote:Kinematics developed indeed lowers friction piston / liner, however, the drive is fairly heavy, and above all unbalanced.

But it certainly turns still ...

Remundo wrote:I personally think that the emergence of unconventional combustion is played on the driving of the pressure increase in the combustion chambers, which is why it is necessary:
- a rotary cam kinematic : Driver cam movement of parts with any law (unlike with linkage, we do not do what you want ...)

Yes already exceeded by electromagnetic valves that arrive ...

Remundo wrote:- an additional control piston (end) compression ratio

Uh the tenth of mm piston stroke is not late enough for you? Yet this is what makes the MCE

Remundo wrote:If I tell you more than POGDC and MPRBC are more 4 times more compact than a conventional engine, perfectly balanced and usable variable displacement increments, usually less than 10% ...

Yes Remundo: they are very good concepts ... On paper.
You know the rest....

You really have to explain everything here

Christophe wrote:

Remundo wrote:The performances are good indeed, but I know engines 900 1 hp formula which only one race

I know people who are not doing even !! But what with the MCE ??

an engine to 1,5 220 ch is too biased to be reliable over time. To my POGDC, I retain powers of 70 Ch./Litre displacement ... MCE5 you royally ad 150 hp / liter, this is insane ...

But it certainly turns still ...

Not very long, 10 000 km Perhaps, yes ...

Remundo wrote:I personally think that the emergence of unconventional combustion is played on the driving of the pressure increase in the combustion chambers, which is why it is necessary:
- a rotary cam kinematic : Driver cam movement of parts with any law (unlike with linkage, we do not do what you want ...)

Yes already exceeded by electromagnetic valves that arrive ...

not at all, the valves have no power to control the rise in compression.

Electronic camless is announced every year for over 15 years, as the architecture that goes with 42V

Remundo wrote:- an additional control piston (end) compression ratio

Uh the tenth of mm piston stroke is not late enough for you? Yet this is what makes the MCE

No, I did not say this: in steering the rise in pressure, the heavy lifting is done on the drive, and the fineness of fact the end of compression by adjusting piston provided for this purpose

Remundo wrote:If I tell you more than POGDC and MPRBC are more 4 times more compact than a conventional engine, perfectly balanced and usable variable displacement increments, usually less than 10% ...

Yes Remundo: they are very good concepts ... On paper.
You know the rest....

and ben ... we will not take me ten years 20 million euros deficit