scholarly journals The effect of replacing standard carburetor with PE-28 carburetor on performance fuel consumption on 2006 Honda Tiger Revo

2021 ◽  
Vol 2 (3) ◽  
pp. 97-101
Author(s):  
I Nengah Ludra Antara ◽  
◽  
I Nyoman Sutarna ◽  
Ida Bagus Puspa Indra ◽  
◽  
...  
Keyword(s):  
Combustion Chamber ◽  
Fuel Consumption ◽  
Engine Speed ◽  
Engine Performance ◽  
Maximum Power ◽  
Intake Manifold ◽  
Maximum Torque ◽  
Engine Cylinder ◽  
Power Testing

Carburetors are one of the important components on motorcycles, through modification of replacing Standard Carburetor with Racing Carburetor is one of the ways to improve engine performance. There are several types and sizes of PE, namely PE 24, PE 28, PE 38. PE 28 carburetor is often used on racing motorbikes, both Drag bikes and Roodrace bikes, where this carburetor is able to produce maximum engine performance. By testing the maximum power using a standard carburetor found at 7000 rpm engine speed, which is 11.3 HP, while the maximum power testing using a PE 28 carburetor is found at 7000 rpm engine speed, which is 11.7 HP. For testing the maximum torque using a standard carburetor found at 6000 rpm engine speed, which is 11.7 N.m, while the maximum torque testing using a PE 28 carburetor is found at 7000 rpm engine speed, which is 11.8 N.m. The use of PE 28 carburetor on a 4 stroke motorcycle greatly affects the amount of fuel consumption, it is because the PE 28 carburetor is a racing carburetor that is very suitable for those who want top speed. In addition, the advantage of the PE 28 carburetor is that it is able to improve engine performance because the type of carburetor is different from the standard and there are changes in the dimensions of the venturi hole and intake manifold, so that it can fog up more air and fuel to be brought into the combustion chamber or into the engine cylinder.

scholarly journals Simulation research into the influence of the combustion chamber blowby on the efficiency of a diesel engine

2014 ◽  
Vol 158 (3) ◽  
pp. 73-79
Author(s):  
Grzegorz KOSZAŁKA ◽  
Michał GĘCA ◽  
Andrzej SUCHECKI
Keyword(s):  
Diesel Engine ◽  
Combustion Chamber ◽  
Fuel Consumption ◽  
Engine Speed ◽  
Direct Injection ◽  
Engine Performance ◽  
Technical Condition ◽  
Maximum Torque ◽  
Simulation Research ◽  
Service Lead

Combustion chamber leakage, caused mainly by blowby, results in a reduced engine performance and higher fuel consumption. The blowby rate is, to some extent, determined by the design of the piston-ring-cylinder assembly (PRC) and the blowby rate varies throughout the life of an engine due to wear of the said assembly. The paper presents a quantitative evaluation of the influence of the combustion chamber blowby on the engine performance and fuel consumption on the example of two diesel engines: older generation naturally aspirated indirect injection diesel engine and a modern turbocharged direct injection engine. The assessment was made based on a simulation research using the AVL Boost software and the input data for the calculations were ascertained based on measurements performed on actual objects. The results have shown that a reduction of the blowby by half compared to the values occurring in engines of good technical condition would increase the maximum torque and power by approx. 0.5% for both investigated engines. The results of the simulation have also shown that increases in the blowby occurring in engines after long service lead to increased fuel consumption from 1% to 7% and the lower the engine speed and load the greater theses values.

Diesel Engine Performance Improvement for Constant Speed Application Using CFD

2017 ◽  
Author(s):  
Balasaheb S. Dahifale ◽  
Anand S. Patil
Keyword(s):  
Combustion Chamber ◽  
Fuel Consumption ◽  
Performance Improvement ◽  
Test Data ◽  
Engine Performance ◽  
Exhaust Valve ◽  
Fine Tuning ◽  
Intake Valve ◽  
Valve Seat ◽  
Load Conditions

The detailed investigation of flow behavior inside the combustion chamber and performance of engine is most challenging problem due to constraints in Experimental Data collection during testing; However, Experimental testing is essential for establishment of correlation with CFD Predictions. Hence, the baseline engine was tested at different load conditions and validated with CFD results, before it was optimized for performance improvement. The objective of the CFD Prediction was not only to optimize performance (Fuel Efficiency, Power, Torque, etc.) & Emissions Reduction, but also to assess feasibility of Performance Upgrade Potential. In the present CFD study, surface mesh and domain was prepared for the flame face, intake valve, intake valve seat, exhaust valve, exhaust valve seat and liner for closed volume cycle, between IVC and EVO using CFD code VECTIS. Finally simulations for three different load conditions were conducted using VECTIS solver. Initially, in-cylinder pressure vis a vis crank angle prediction was carried out for 100%, 75% and 50% load conditions. Then the fine tuning of (P-ϴ) diagram for different load conditions was conducted by varying different combustion parameters. Further, the engine performance validation was carried out for rated and part load conditions in terms of, IMEP, BMEP, break specific fuel consumption and power output, while NOx mass fractions were used to convert the NOx to g/kWh for comparison of emission levels with the test data. Finally optimized re-entrant combustion chamber and modified valve timing with optimum fuel injection system simulation was carried out to achieve target performance with reduced fuel consumption. A 3D CFD result showed reduction in BSFC and was in close agreement with the test data.

Paper 4: The Effect of Combustion Chamber Shape and Other Engine Design Factors on Exhaust Emissions

1968 ◽  
Vol 183 (5) ◽  
pp. 133-144 ◽  
Author(s):  
P. L. Dartnell ◽  
C. L. Goodacre ◽  
P. V. Lamarque
Keyword(s):  
Combustion Chamber ◽  
Engine Performance ◽  
Exhaust System ◽  
Exhaust Emissions ◽  
Intake Manifold ◽  
Valve Timing ◽  
Mixture Formation ◽  
Engine Design ◽  
Basic Engine ◽  
Design Factors

A Heron combustion chamber engine of 2 litre capacity has been utilized to investigate the effect of combustion chamber shape, increased mixture movement, valve timing, mixture formation, and reaction in the exhaust system on engine performance and level of exhaust emissions using the seven-mode U.S. Federal cycle. Such factors as carburettor weakening and limitation of intake manifold vacuum during overrun have been included in this investigation, and it has been shown that it is possible to reduce exhaust emissions and also satisfy the current U.S. requirements with an engine giving acceptable performance, improved economy, and unaffected reliability. Much of the information reported may be negative in terms of improvement to exhaust emissions by detailed engine design. Nevertheless, some positive conclusions have been reached as a result of this work, and it is hoped that this will draw forth more informed discussion than the authors have been able to assemble from the work attempted with one basic engine.

Thermodynamics Cycle Analysis, Pressure Loss and Heat Transfer Assessment of a Recuperative System for Aero Engines

2014 ◽  
Author(s):  
A. Goulas ◽  
S. Donnerhack ◽  
M. Flouros ◽  
D. Misirlis ◽  
Z. Vlahostergios ◽  
...  
Keyword(s):  
Combustion Chamber ◽  
Fuel Consumption ◽  
Heat Exchangers ◽  
Engine Performance ◽  
Specific Fuel Consumption ◽  
Hot Gas ◽  
Research Activities ◽  
Aero Engine ◽  
Overall Efficiency ◽  
Aero Engines

Aiming in the direction of designing more efficient aero engines, various concepts have been developed in recent years, among which is the concept of an intercooled and recuperative aero engine. Particularly in the area of recuperation, MTU Aero Engines has been driving research activities in the last decade. This concept is based on the use of a system of heat exchangers mounted inside the hot-gas exhaust nozzle (recuperator). Through the operation of the system of heat exchangers, the heat from the exhaust gas, downstream the LP turbine of the jet engine is driven back to the combustion chamber. Thus, the preheated air enters the engine combustion chamber with increased enthalpy, providing improved combustion and by consequence, increased fuel economy and low-level emissions. If additionally an intercooler is placed between the compressor stages of the aero engine, the compressed air is then cooled by the intercooler thus, less compression work is required to reach the compressor target pressure. In this paper an overall assessment of the system is presented with particular focus on the recuperative system and the heat exchangers mounted into the aero engine’s exhaust nozzle. The herein presented results were based on the combined use of CFD computations, experimental measurements and thermodynamic cycle analysis. They focus on the effects of total pressure losses and heat exchanger efficiency on the aero engine performance especially the engine’s overall efficiency and the specific fuel consumption. More specifically, two different hot-gas exhaust nozzle configurations incorporating modifications in the system of heat exchangers are examined. The results show that significant improvements can be achieved in overall efficiency and specific fuel consumption hence contributing into the reduction of CO2 and NOx emissions. The design of a more sophisticated recuperation system can lead to further improvements in the aero engine efficiency in the reduction of fuel consumption. This work is part of the European funded research program LEMCOTEC (Low Emissions Core engine Technologies).

scholarly journals INFLUENCE OF THE BIODIESEL FUELS WITH MULTIFUNCTIONAL ADDITIVES ON THE DIESEL ENGINE EFFICIENCY

2015 ◽  
Author(s):  
Renaldas BARANAUSKAS ◽  
Risto ILVES ◽  
Arne KÜÜT ◽  
Jüri OLT
Keyword(s):  
Diesel Engine ◽  
Fuel Consumption ◽  
Engine Speed ◽  
Repeated Loading ◽  
Exhaust Gas ◽  
Maximum Torque ◽  
Engine Efficiency ◽  
Multifunctional Additives ◽  
Biodiesel Fuels

The article presents the tests of the engine Valmet 320 DS installed in the teststand "Schenck Dynas3 LI 250". For these tests biodiesel produced by JSC Rapsoila was used. The test was carried out causing the engine speed to 2600 rpm and loading gradually to maximum. Torque (Te), engine speed (ne), fuel consumption (Bf), the pressure in the cylinder (Pe) and exhaust gas CO, CO2, O2, HC, NOx were measured. Initially, measurements were carried out using biodiesel (RME). After that, biodiesel was added with the additive Valvoline VPS HD Diesel System Complete keeping a ratio of 100:1. In order to evaluate the effects of additives the engine was working two hours using biodiesel and additive mixture. After two hours the measurements were repeated loading the engine in the same mode. The work presents the results of tests carried out.

scholarly journals Perbedaan Unjuk Kerja Mesin Menggunakan Electronic Control Unit Tipe Racing dan Tipe Standar pada Sepeda Motor Automatic

2018 ◽  
Vol 3 (2) ◽  
pp. 138-143
Author(s):  
Rifki Mufti Rahman ◽  
Dwi Widjanarko ◽  
M. Burhan Rubai Wijaya
Keyword(s):  
Fuel Injection ◽  
Electronic Control Unit ◽  
Engine Performance ◽  
Control Unit ◽  
Maximum Power ◽  
Electronic Control ◽  
Performance Difference ◽  
Maximum Torque ◽  
Research Findings ◽  
Motorcycle Engine

The achievement of electronic-based motorcycle engine or Fuel Injection (FI) has better capability or power compared to conventional system vehicles. This research aims to determine the performance difference of using racing electronic control unit (ECU) compared to standard ECU of an automatic motorcycle. The experiment was carried out on a Honda Vario 125cc motorcycle manufactured in 2013. The research method is experimental research and uses descriptive statistic method. Research findings inform that the maximum torque of the standard ECU is 16.63 Nm at 3500 rpm, and the maximum power is 6.36 KW at 4500 rpm. The racing ECU (Iquteche) has a maximum torque of 22.42 Nm at 2500 rpm, and maximum power of 7.70 kW. The apparent increase in torque is around 36.58 % and in power is around 33.9 %. It can be concluded that the Iquteche ECU provides a more optimized engine performance on an automatic motorcycle.Prestasi mesin sepeda motor berbasis elektronik atau Fuel Injection (FI) memiliki kemampuan atau tenaga yang lebih baik dibandingkan dengan kendaraan sistem konvensional. Penelitian ini bertujuan untuk mengetahui perbedaan unjuk kerja mesin menggunakan Electronic Control Unit tipe racing dan tipe standar pada sepeda motor automatic. Objek penelitian dilakukan pada kendaraan Honda Vario 125cc tahun pembuatan 2013. Penelitian dilakukan dengan menggunkan metode experimental serta analisis data statistik deskriptif. Hasil penelitian menunjukkan bahwa diperoleh data torsi maksimal ECU standar sebesar 16.63 N.m pada putaran 3500 rpm, dan daya tertinggi sebesar 6.36 kW pada putaran 4500 rpm. Sedangkan hasil pengujian menggunakan ECU Iquteche diperoleh torsi tertingi sebesar 22.42 N.m pada putaran 2500 rpm, dan daya tertinggi sebesar 7.70 kW. Selain itu juga diketahui adanya peningkatan torsi mesin sebesar 36.58% dan peningkatan daya sebesar 33.99%, serta diketahui juga bahwa penggunaan ECU Iquteche lebih efektif untuk meningkatkan unjuk kerja mesin pada kendaraan jenis sepeda motor automatic.

scholarly journals Pengujian SFC Konverter Kit Buatan untuk LPG pada Mobil dengan Sistem Injeksi Karburator

Jurnal METTEK ◽  
2020 ◽  
Vol 6 (1) ◽  
pp. 54
Author(s):  
Gede Bayu Wiria Esaputra ◽  
IGB Wijaya Kusuma ◽  
I Made Widiyarta
Keyword(s):  
Fuel Consumption ◽  
Alternative Energy ◽  
Fossil Fuels ◽  
Engine Speed ◽  
Engine Performance ◽  
High Price ◽  
Specific Power ◽  
Gear Shift ◽  
Gas Fuel

Salah satu energi alternatif pengganti bahan bakar fosil yang berkembang di masyarakat Indonesia adalah Bahan Bakar Gas (BBG) diantaranya Liquified Petroleum Gas (LPG). Akan tetapi konversi BBM ke BBG di Indonesia saat ini belum terlihat secara nyata kemajuan perkembangannya. Kendala selain tingginya harga satu paket konverter kit di pasaran adalah performa yang di hasilkan oleh LPG masih relatif kecil dari Pertamax. Oleh karena itu penulis mencoba membuatkan Konverter Kit baru dengan harga yang lebih terjangkau dan performa yang di hasilkan lebih baik dari Pertamax. Untuk mengetahui performa mesin dari pemakaian Konverter Kit LPG buatan ini maka perlu dilakukan pengujian terhadap daya dan konsumsi bahan bakar spesifik dari penggunaan LPG dan dibandingkan dengan Pertamax. Masing-masing pengujian dilakukan dengan perpindahan persneling dan putaran mesin yang sama antara 2000 hingga 6000 rpm. Dari hasil pengujian penggunaan bahan bakar LPG menghasilkan Daya sebesar 32,87 Hp sedangkan Pertamax sebesar 24,61 Hp dan Konsumsi Bahan Bakar yang lebih baik dibandingkan bahan bakar Pertamax dimana SFC LPG sebesar 17,79 gr/Hp.dt dan Pertamax sebesar 12,11 gr/Hp.dt. LPG dari Konverter Kit buatan ini lebih hemat bahan bakar, dan menghasilkan daya yang lebih besar dibandingkan Pertamax, sehingga menghasilkan SFC yang lebih baik dibandingkan Pertamax. One of alternative energy substitute for fossil fuels that is developing in Indonesian society is Gas Fuel (BBG) including Liquified Petroleum Gas (LPG). However, the conversion of BBM to BBG in Indonesia is not yet visible in the progress of its development. The obstacle besides the high price of one converter kit package on the market is the performance produced by LPG is still relatively small than Pertamax. Therefore, the author tries to make a new converter kit with a more affordable price and better performance than Pertamax. To find out the engine performance of the use of this artificial LPG Converter Kit it is necessary to test the specific power and fuel consumption of LPG usage and compare with Pertamax. Each test is carried out with the same gear shift and engine speed between 2000 and 6000 rpm. From the results of testing the use of LPG fuels produce power about 32,87 Hp and Pertamax produce power about 24,61 Hp and fuel consumption more good compared to Pertamax fuels, which is 17,79 gr/Hp.s for LPG and 12,11 gr/Hp.s for Pertamax. The LPG from this artificial converter kit is more fuel efficient, and produces more power than Pertamax, so it produces a better SFC than Pertamax.

scholarly journals PENGHEMAT BAHAN BAKAR DENGAN MENGGUNAKAN PIPA KATALIS METODE HYDROCARBON CRACK SYSTEM GANDA PADA SEPEDA MOTOR 4 TAK 160 CC

2019 ◽  
Vol 2 (2) ◽  
pp. 1
Author(s):  
Sena Mahendra ◽  
Fahmy Fatra ◽  
Akhmad Riszal Riszal ◽  
Didik Rohmantoro
Keyword(s):  
Fuel Consumption ◽  
Engine Speed ◽  
Engine Performance ◽  
Fuel Saving ◽  
Pipe Length ◽  
Engine Torque ◽  
Fuel Prices ◽  
Performance Time ◽  
In Series ◽  
High Octane

Motorized vehicles with economical fuel, agile, fast, and practical are some of the main factors consumers determine the choice of buying a motorcycle. People who own motorcycles under 2000 have not been equipped with fuel-saving devices, so they are wasteful of fuel and must be smart to save fuel. Many motorcycle manufacturers release the newest fuel-efficient products, but they affect the engine's performance. The price of premium fuel types is Rp. 6,500.00 per liter, petalite Rp. 7,600.00 per liter, firstly Rp. 8,900.00 per liter, and Pertamax turbo Rp. 10,100.00 per liter. High fuel prices encourage researchers to make various fuel-saving innovations. The purpose of this study is to develop an HCS catalyst pipe design double spiral model arranged in series to save fuel above 67% on a 4 stroke motorcycle without affecting the engine performance. The research method uses independent variables with engine speed, pipe length, pipe diameter, and Pertamax volume. Dependent variable by testing engine torque and power, fuel consumption time, temperature, and noise of the 156.7cc Mega Pro motorcycle. The addition of dual HCS catalyst spiral pipes and Pertamax volumes adds to engine performance time. At a length of 500 mm and 2000 ml, the Pertamax volume for the engine speed of 3500 rpm is only able to save fuel by 52.52%. The most optimal HCS double catalyst spiral pipe design is a 500 cm long pipe with a volume of Pertamax 2000 ml. In addition to engine performance time on the catalyst spiral pipe design can increase engine torque and power by 92.3% at 3500 rpm and reduce the temperature by 12.34% at 6000 rpm, and 1.93% noise at 4000 rpm. Increasing the double HSC catalyst spiral pipe and Pertamax volume can increase the hydrocarbon content of fuel entering the combustion chamber supplied from Pertamax vapor. Premium fuel (C8H18) plus Pertamax vapors. This makes the fuel content has a high octane value, greater engine power, and low fuel consumption. A high octane value affects perfect engine combustion, reduced knocking, low engine temperature, and decreased noise.Kendaraan bermotor dengan bahan bakar yang irit, lincah, cepat, dan praktis merupakan salah satu faktor utama konsumen menentukan pilihan membeli sepeda motor. Masyarakat yang memiliki sepeda motor di bawah tahun 2000 belum dilengkapi dengan alat penghemat bahan bakar, sehingga boros bahan bakar dan harus pintar menghemat bahan bakar. Banyak produsen sepeda motor yang mengeluarkan produk terbarunya paling irit bahan bakar, tetapi mempengaruhi performa mesinnya. Harga bahan bakar jenis premium Rp. 6.500,00 per liter, pertalite Rp. 7.600,00 per liter, pertamax Rp. 8.900,00 per liter, dan pertamax turbo Rp. 10.100,00 per liter. Harga bahan bakar yang tinggi mendorong peneliti melakukan berbagai inovasi penghemat bahan bakar.Tujuan penelitian ini mengembangkan desain pipa katalis HCS model spiral ganda yang disusun seri sehingga mampu menghemat bahan bakar diatas 67% pada sepeda motor 4 tak tanpa mempengaruhi performa mesin. Metode penelitian menggunakan variabel bebas dengan putaran mesin, panjang pipa, diameter pipa, dan volume pertamax. Variabel terikat dengan menguji torsi dan daya mesin, waktu konsumsi bahan bakar, temperatur, dan kebisingan sepeda motor Mega Pro 156,7cc. Penambahan pipa spiral katalis HCS ganda dan volume pertamax menambah waktu performa mesin. Pada panjang 500 mm dan 2000 ml volume pertamax untuk kecepatan putaran mesin 3500  rpm hanya mampu menghemat bahan bakar sebesar  52,52%. Desain pipa spiral katalis HCS ganda  yang paling optimal dari yaitu pipa dengan panjang 500 cm dan volume pertamax 2000 ml. Selain waktu performa mesin pada desain pipa spiral katalis ini dapat meningkatkan torsi dan daya mesin sebesar 92,3% pada putaran 3500 rpm serta mengurangi temperatur 12,34% pada putaran 6000 rpm, dan kebisingan 1,93% pada putaran 4000 rpm. Bertambahnya pipa spiral katalis HSC ganda dan volume pertamax dapat meningkatnya kandungan hidrokarbon bahan bakar yang masuk ke ruang pembakaran disuplay dari uap pertamax. Bahan bakar premium (C8H18) di tambah uap pertamax.menjadikan kandungan bahan bakar memiliki nilai oktan tinggi, daya mesin yang lebih besar dan komsumsi bahan bakar rendah. Nilai oktan tinggi mempengaruhi pembakaran mesin sempurna, knocking berkurang, temperatur mesin rendah, dan kebisingan menurun

SIMULATION ANALYSIS OF SPARK IGNITION ENGINE INTAKE MANIFOLD FOR BETTER PERFORMANCE

2017 ◽  
Vol 79 (7-4) ◽  
Author(s):  
Muhammad Hariz Khairuddin ◽  
Muhammad Fitri Shamsul Bahri ◽  
Afiq Aiman Dahlan ◽  
Mahadhir Mohammad ◽  
Mohd Farid Muhamad Said
Keyword(s):  
Engine Speed ◽  
Simulation Analysis ◽  
Engine Performance ◽  
Simulation Software ◽  
Spark Ignition Engine ◽  
Intake Manifold ◽  
Engine Simulation ◽  
Engine Model ◽  
Air Intake ◽  
Manifold System

Intake manifold system is one of the important component in the engine system which functions to evenly distribute the air flows into every cylinder of the engine. With the restricted air intake rule regulation, the intake air system for a car must be properly design in order to minimize the performance dropped caused by the restrictor. The paper presents the study on the effects of intake design parameter towards the performance of the engine and then improves the performance of previous intake manifold system. This study starts with the development of Honda CBR 600RR engine model and intake manifold system model using GT-Power engine simulation software to be used for the simulation purposes. After developing the reference engine model, the parametric study was carried out to study the effect of the intake manifold parameter design on the engine performance. The optimization process was then performed to achieve the target of improvement which has already been set prior to performing the optimization. The final results show an increase up to 4.83% and 4.45% of torque and air flow rate respectively at the desired operating range of engine speed.

Reduced Fuel Consumption Engine for a CO2 < 125 g/km Vehicle, Through Friction Losses Reduction and Combustion Optimization

2003 ◽  
Author(s):  
P. Gaudino ◽  
A. Accongiagioco ◽  
G. Formisano ◽  
G. Lucignano ◽  
F. Petraglia
Keyword(s):  
Fuel Consumption ◽  
Engine Speed ◽  
Real Life ◽  
Friction Reduction ◽  
Valve Train ◽  
Combustion Stability ◽  
Intake Manifold ◽  
Thermodynamic Efficiency ◽  
Load Range ◽  
Combustion Optimization

Friction reduction is a very challenging theme in research and development on reciprocating engines, and in particular on engines for passenger cars. The points for improvement are several: valve train and timing command, piston package, liners, crankshaft, ancillaries and related command, lubrication, cooling, and involve optimization of couplings, components design, materials, manufacturing technology, etc. This paper presents a comprehensive activity of engine development, which starts from considerations about the single contribution of each functional group of the engine on total friction, selects the fields of research where the most effective results can be expected, and concludes with results obtained on a Demonstration Vehicle. The fuel consumption reduction obtained is about 11% with respect to (w.r.t.) the reference vehicle in the NEDC, with better performance. No modifications in terms of drag force, weight and gearbox/tyre configuration have been made to the vehicle itself. The main themes of development have been: a new lightened valve train, also featuring “shimless” mechanical tappets; and a new piston package, which includes a piston with only two segments, a newly designed con-rod and a lightened piston pin . The range of FMEP reduction obtained is about 10–26% w.r.t. base engine over the whole engine speed and load map, with the strongest effect in the low speed and load range. Additionally, a new thermodynamic package has been developed, including a new intake manifold and combustion chamber, to improve engine performance at full load and to have a further reduction in BSFC at part load. Furthermore, combustion optimization allows for a synergic effect together with friction reduction at low engine speed and load, which reflects in real-life vehicle urban driving. In fact, lower friction reduces the indicated torque needed for a given mechanical torque. At low engine speed load, lower IMEP gives lower thermodynamic efficiency and higher combustion instability. A parallel improvement in combustion efficiency reduces this negative effect, giving a higher engine efficiency. Combustion optimization also led to a reduction in the engine speed at idle, due to the improved combustion stability. This gives an additional reduction of vehicle fuel consumption. Finally, functionality and durability of the new components have been tested and validated. In particular, the new two-segments pistons have been optimized for blow-by and oil consumption, obtaining results equal to or lower than the standard package. Both the piston package and the new lightened valve-train have been tested for durability with procedures usually required for production validation.

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