Indian Autos blog » Technical

First Impressions: 2012 Tata Nano

Kaustubh Shinde — Thu, 15 Dec 2011 03:08:48 +0000

The Tata Nano, once upon a time the cheapest car in the world, may not have been as successful as Tata Motors hoped for. Controversy was once its byword, politicians, environmentalists and rival car companies had complaints even before it landed in showrooms.

As the Nano waded through controversies, it was met with intense criticism as a handful of Nanos went up in flames. Despite the company reassuring customers of its robustness and offering free checkups and safety tool fitments, the Nano was not a safe car to the eyes of the general public.

Tata has managed to put that ghost to rest, but the aftermath of the disaster is giving the little wonder and its parents sleepless nights.

With so much idle capacity at the Sanand plant, Tata Motors realized that the customer’s fancies were fast moving away from the Nano and on to new products in higher segments.

Thus, Tata Motors decided that they need to rejig the Nano to improve sales.

The boffins at Tata Motors started working on minor tweaks that would pull prospective customers to the showrooms. Discreetly, the 2012 Tata Nano – a car they claim has significant improvements over the outgoing model, was announced a few weeks back.

Does this remind you of Casper - the Friendly Ghost?

We have already given a list of all the changes on the new Nano before. But I am sure that was not enough so we decided to give you the full monty – a comprehensive review of the 2012 Tata Nano.

No changes have been made to the front fascia

The 2012 Nano is available in a range of eight colors such as Papaya Orange, Neon Rush and Mojito Green. Our car was Pearl white and the top-end (LX) variant. If you look beyond colors, there are hardly any changes to the body.

But then look closely and you will find distinct changes.

The 2012 Nano comes with larger passenger side (and driver side) ORVMS which was absent earlier. Ours, being a top variant, had a body coloured mirrors. The middle variant (CX) gets a black one and the base model is still devoid of this useful feature. The angle of the mirrors can only be adjusted from outside but they provide excellent visibility.

The front features the same leaf-shaped headlamps which lend the Nano a cutesy look. The trapezoid fog lamps future add to the charm. The trademark smiley face really stands out in the parking lot. The single windshield wiper is enough to clean the entire screen.

Moving to the side profile, you will notice the huge intake ducts for the engine to breathe (this is a rear-engined car remember). The diminutive side of side profile is really amusing to on-lookers. The new hub cap design is aesthetic and adds to the overall charm of the side profile. The radials are tubeless with 135/70 R12 in the front and 155/65 R12 in the rear.

Coming to the rear, the Christmas tree tail light cluster hints at a typical Tata design and is reminiscent of the Vista, Indigo Marina and the Indica. A small spoiler pops from the roof which is then joined by a small stop light. A unique central exhaust pipe completes the rear profile.

Although, externally not much has changed, the Nano can draws attention (especially from kids) in traffic. Parking it next to the school we realized how much the kids like the Nano. For some reason, our Nano reminded a toddler of Casper – the friendly Ghost!

And that really sums up the external design of the Nano – it’s small, it’s cute, it can draw attention and no doubt a people pleaser.

Tune in tomorrow for the interior review followed by the driving impressions.

Yamaha’s diesel motorbike ready; Patent and Images describe how

Dave — Fri, 17 Jul 2009 16:40:07 +0000

The age of diesel engines for motorcycles, some believe began (and ended) with the Royal Enfield Bullet Taurus. It needed a backbone made of steel, and teeth of titanium to bare the vibrations and harshness of riding one. If you were driving near one, you needed ear plugs.

While diesel engine have evolved to such a level that it terrorizes the gasoline engine’s existence, its application has began widening. Now Yamaha has put its head out and it could be the first manufacturer to offer diesel engines of 2-wheelers commercially.

Yamaha has filed patents for a new family of motorcycle-size turbodiesel engines in both inline-four and twin-cylinder layouts.

Obviously a diesel engine is heavy and big. Packaging needs to be thought out and that’s what these patents deal with. The arrangement of the different parts is matched to a 2-wheeler’s structure, for example the intercooler is placed above the engine saving space and the bike’s fuel tank is moved backwards.

Hit the jump to read the pdf document that explains this innovation in detail

Bajaj will bring out the world’s most fuel efficient engine series DTS-Si 2.0

Shrawan Raja — Tue, 23 Jun 2009 22:11:08 +0000

Coinciding with the launch of new 220 DTSi, Bajaj today announced that it is going to roll out the world’s most fuel efficient engine series, called DTS-Si version 2.0, which incorporates 5 major innovations.

Designed and developed completely by ‘Ahead’, Bajaj Auto’s R&D, major changes include Oval Pent Roof Combustion Chamber for maximizing charge density; Molykote Piston to reduce friction and improve efficiency.

The DTS-Si version 2.0, which incorporates 5 major innovations could make it the most fuel efficient engine not only in India but also the world as Bajaj claims.

Designed and developed by ‘Ahead,’ the technology will be the driving force behind the World’s most fuel-efficient two-wheeler which is to be launched next month. Bajaj had drastically revised the first engines on the Pulsar motorcycle with the launch of the DTS-i (Digital Twin Spark-ignition) line-up in 2003. The twin spark setup helps achieve better combustion.

In 2007 things got better with the DTS-i engine improvised to form the DTS-Si engine (Digital Twin Spark-Swirl induction) which helped deliver both gas mileage without affecting performance.

Features of the new Bajaj DTS-Si version 2.0

Improved DTS-Si engine for faster combustion and better efficiency.
Oval Pent Roof Combustion Chamber for maximizing charge density in the flame propagation path to achieve near complete combustion with lean air fuel ratios.
Molykote Piston reduces the friction and improves engine efficiency.
ExhausTEC to deliver more torque and reduce gear changes in city driving.
5-speed transmission to ensure that the engine runs in the most efficient driving zone.

S. Sridhar, CEO, Bajaj Auto 2-Wheelers-

”We will offer customers an unbeatable value proposition with the launch of the world’s most fuel efficient bike. As fuel is the single major cost of running and operating a 2-wheeler we believe that this vehicle will have a huge appeal and relevance for the cost conscious customer.”

The first product, powered by this technology, is expected to be launched in July 2009. Bajaj, which has lost market share to every other player in the two wheeler market (including TVS, Yamaha, Hero Honda) is pipped to gain some back with this launch. But it won’t be easy either as TVS is also readying the launch of its 3 valve, twin spark SR125 motorcycle also in July.

Toyota Corolla Altis 2.0 Dual VVT-i launched in Indonesia

Shrawan Raja — Tue, 19 May 2009 11:19:39 +0000

What is the Corolla Altis Dual VVT-i about?

The Indonesian market has a firm relation with Toyota vehicles and Japanese manufacturer has dropped yet another variant of the best selling Corolla Altis in the market.

The 2.0 Dual VVT-i variant features only a new radiator grille, but only when you open the bonnet you find the rational explanation to the word “Dual” on the badge.

Who the heck is Dual VVT-i? Is this the same case as Hero Honda Splendor and Splendor+ with fuel tank stickers seperating the two?

Generally, the term dual on a car is implied as a dual-fuel engine that is capable of handling fuels of different nature. But not this one though.

The Dual VVT-i is two VVT-i meaning both the inlet and exhaust valves obtain variable valve timing capabilities. The regular Corolla Altis, like the one sold in India is equipped with VVT-i only for the intake valve, so only the volume of mixture entering the engine can be controlled by altering the duration of valve in open condition.

According to you, what could be the advantages?

With the Dual VVT-i technology, the flexibility is enormous, and the regulated delay and advancement of the exhaust valve timing improve throttle response and minimize fuel wastage and emissions brought about by it. At lower revs, the valve shuts sooner and at higher revs it is otherwise. The driver will be able to feel the change.

OK, that’s enough. Tell me how Toyota feels this is advantageous?

Yes. Toyota knows more than the technical staff in Indian Autos Blog, so let’s hear to the actual advantages of this engine

Balanced output and better performance
high fuel efficiency and cleaner emissions
better control in terms of shifting, steering responsiveness and stability (eh?)
improved safety (what??)

According to you, how could a bigger displacement engine enhance steering response and safety?

Could a more powerful engine help the power steering pump (which in general is considered a safety device) in functioning better? This is confusing. Is this some kinda marketing gimmick?

Tell me about Toyota’s justification

Balanced output and better performance- is achieved as valve timing is greatly optimized according to the engine’s operating conditions. This permits for higher torque in low to mid rpm ranges and intensified output at high rpm, resulting to exceptional acceleration. With a flat torque rapidly generated, the new Altis accelerates smoothly and more effectively.

Higher fuel efficiency and cleaner emissions- Fuel efficiency is maximized and emission gases are reduced as the size and weight of the valve train and pistons were lessened to reduce friction of parts.

better control in terms of shifting, steering responsiveness and stability- Intelligent transmission supplies smoother shifting, armed with a paddle shift for better manual transmission-like shifting when in sequential mode. The paddle shift likewise, heightens safety as drivers keep both hands on the steering wheel, escalating control and focus.

improved safety- the bigger body and more rigid suspension provides augmented stability, better steering response, enhanced control and safer drive. With great acceleration from a standing start, the driver can maneuver the vehicle quickly and safely.

What else is different on the Corolla Altis Dual VVT-I?

Toyota has added a start button that comes only on the premium models. A smart key system with key-integrated trunk release function is also new on the Corolla Altis. The new Altis also receives visual relief in the form a 3-spoke alloy wheel compared to the regular 4-spoke one.

Specifications of Toyota Corolla Altis 2.0 Dual VVT-i 3ZR-FE
Capacity: 1987cc
Bore x Stroke: 80.5 mm x 97.6 mm
Compression ratio: 10:1
Technology Support: Dual VVT-i and ETCS-i
Recommended Fuel Type: Gasoline RON 97 (PERTAMAX)
Maximum power: 153ps / 5600rpm
Maximum Torque: 21.3 kgm / 4400rpm

Source – Rini Sumasdi via Tsikot

Car Scratches could be a thing of the past- Chitosan’s magic

harry — Tue, 17 Mar 2009 18:40:23 +0000

Car scratches could be a thing of the past if what these scientists have come up with finds its way on car bodies. They have come up with an innovative special coating that self-heals. You heard it right – It will self-heal when it is exposed to sunlight.

This can make scratch-free cars a reality as they can be incorporated with the conventional polymers already in use to protect metallic paints. The invention comes from a team at the University of Southern Mississippi in Hattiesburg who have developed the polyurethane coating using ‘Chitosan’, a biological substance found in the exoskeletons of Crustaceans such as crabs and shrimps.

Under exposure to Ultraviolet light, found in abundance in sunlight, the Chitosan produces a chemical chain that immediately bonds to other elements of the polymer chain. This means that any gap in the paint (which means a scratch) will be gradually healed by virtually exposing it to sunlight. Only that the process will be a bit slower than polishing.

Unfortunately, there is a downside to it – The compound works only once and if there are more scratches on the same place again, it will not be able to re-heal. Under testing, it is said that razor blade-sized scratches were healed within an hour of being scratched. The scientists responsible for these studies insist that the new coating uses readily available materials and they are already considering commercial applications.

This should go a long way in repairing minor scratches especially in India where such things are very common.

Source : Autocar UK

Fiat introduces Multiair technology at the Geneva Motor Show

Shrawan Raja — Sun, 08 Mar 2009 12:36:25 +0000

If you have a love for the engine, the word Multijet should make your heart beat faster. Well, it’s the award winning engine that’s doing all the thermodynamics under the bonnet of the Swift, Palio, Indica Vista and 500. GM could use this engine in the future, and all of the Indica’s and Indigo’s in the future will latch on to this technology, not to mention the ever-enlarging Fiat line up.

A technology that will compliment Fiat’s already-fuel efficient engines, has been introduced by Fiat at this year’s Geneva Motor Show. It’s termed Multiair technology is similar to a VTEC or VVTi, which deals with variable valve timing for better engine response and lower fuel consumption/emissions.

The Multiair range promises a 10 percent increment in horsepower, a 15 percent boost in low-rpm torque and a 10 percent leap in fuel efficiency and carbon emissions. Sounds good.

The Multiair technology will first be implemented on Fiat 1.4 16v FIRE engine. You guessed it- It’s the same engine manufactured at Fiat’s Ranjangoan plant.

Press Release

Fiat Multiair: The Ultimate Air Management Strategy

GENEVA, Switzerland, 4 March, 2009 – Fiat Group and Fiat Powertrain Technolgy unveiled its new air management technology ‘Multiair’ at the Geneva Motor Show. Multiair is an electro-hydraulic system of engine valves for dynamic and direct control of air and combustion, cylinder by cylinder and stroke by stroke. Thanks to a direct control of the air through the intake engine valves without using the throttle, Multiair helps reducing fuel consumption; and pollutant emissions are likewise reduced through combustion control.

The Fiat Multiair Technology: some history In the last decade, the development of the Common Rail technology for Diesel engines marked a breakthrough in the passenger car market. To be competitive also in the field of gasoline engines, Fiat Group decided to follow the same approach and focus on breakthrough technologies. The aim was to provide customers with substantial benefits in terms of fuel economy and fun-to-drive while maintaining the engine intrinsic comfort characteristics, based on a smooth combustion process and on light structures and components.

The key parameter to control Diesel engine combustion and therefore performance, emissions and fuel consumption is the quantity and characteristics of the fuel injected into cylinders. That is the reason why the Common Rail electronic Diesel fuel injection system was such a fundamental breakthrough in Direct Injection Diesel engine technology.

The key parameter to control gasoline engine combustion, and therefore performance, emissions and fuel consumption, is the quantity and characteristics of the fresh air charge in the cylinders. In conventional gasoline engines the air mass trapped in the cylinders is controlled by keeping the intake valves opening constant and adjusting upstream pressure through a throttle valve. One of the drawbacks of this simple conventional mechanical control is that the engine wastes about 10% of the input energy in pumping the air charge from a lower intake pressure to the atmospheric exhaust pressure.

A fundamental breakthrough in air mass control, and therefore in gasoline engine technology, is based on direct air charge metering at the cylinder inlet ports by means of an advanced electronic actuation and control of the intake valves, while maintaining a constant natural upstream pressure.

Research on this key technology started in the 80′s, when engine electronic control technologies reached the stage of mature technologies.

At the beginning world-wide research efforts were focused on the electromagnetic actuation concept, following which valve opening and closing is obtained by alternatively energizing upper and lower magnets with an armature connected to the valve. This actuating principle had the intrinsic appeal of maximum flexibility and dynamic response in valve control, but despite a decade of significant development efforts the main drawbacks of the concept – its being intrinsically not fail-safe and its high energy absorption – could not be fully overcome.

At this point most automotive companies fell back on the development of the simpler, robust and well-known electromechanical concepts, based on the valve lift variation through dedicated mechanisms, usually combined with cam phasers to allow control of both valve lift and phase. The main limitation of these systems is low flexibility in valve opening schedules and a much lower dynamic response; for example all the cylinders of an engine bank are actuated simultaneously thereby excluding any cylinder selective actions. Many similar electromechanical valve control systems were then introduced over the past decade.

In the mid 90′s Fiat Group research efforts switched to electro-hydraulic actuation, leveraging on the know-how gained during the Common Rail development. The goal was to reach the desired flexibility of valve opening schedule air mass control on a cylinder-by-cylinder and stroke-by-stroke basis.

The electro-hydraulic variable valve actuation technology developed by Fiat was selected for its relative simplicity, low power requirements, intrinsic fail safe nature and low cost potential.

The Fiat Multiair Technology: how it works

The operating principle of the system, applied to intake valves, is the following: a piston, moved by a mechanical intake cam, is connected to the intake valve through a hydraulic chamber, which is controlled by a normally open on/off Solenoid Valve.

When the Solenoid Valve is closed, the oil in the hydraulic chamber behaves like a solid body and transmits to the intake valves the lift schedule imposed by the mechanical intake cam. When the solenoid valve is open, the hydraulic chamber and the intake valves are de-coupled; the intake valves do not follow the intake cam anymore and close under the valve spring action. The final part of the valve closing stroke is controlled by a dedicated hydraulic brake, to ensure a soft and regular landing phase in any engine operating conditions.

Through Solenoid Valve opening and closing time control, a wide range of optimum intake valve opening schedules can be easily obtained.

For maximum power, the Solenoid Valve is always closed and full valve opening is achieved following completely the mechanical cam, which was specifically designed to maximize power at high engine speed (long opening time).

For low-rpm Torque, the Solenoid Valve is opened near the end of the cam profile, leading to early intake valve closing. This eliminates unwanted backflow into the manifold and maximizes the air mass trapped in the cylinders.

In engine part load, the Solenoid Valve is opened earlier causing partial valve openings to control the trapped air mass as a function of the required torque. Alternatively the intake valves can be partially opened by closing the Solenoid Valve once the mechanical cam action has already started. In this case the air stream into the cylinder is faster and results in higher in-cylinder turbulence.

The last two actuation modes can be combined in the same intake stroke, generating a so-called “Multilift” mode, that enhances turbulence and combustion rate at very low loads.

The Multiair Technology Benefits

The Multiair Technology potential benefits for gasoline engines exploited so far can be summarized as follows: – Maximum Power is increased by up to 10% thanks to the adoption of a power-oriented mechanical cam profile

- Low-rpm Torque is improved by up to 15% through early intake valve closing strategies that maximize the air mass trapped in the cylinders.

- Elimination of pumping losses brings a 10% reduction of Fuel Consumption and CO2 emissions, both in Naturally Aspirated and Turbocharged engines with the same displacement

- Multiair Turbocharged and downsized engines can achieve up to 25% Fuel Economy improvement over conventional Naturally Aspirated engines with the same level of performance

- Optimum valve control strategies during engine warm-up and internal Exhaust Gas Recirculation, realized by reopening the intake valves during the exhaust stroke, result in emissions reduction ranging from 40% for HC / CO to 60% for NOx

- Constant upstream air pressure, atmospheric for Naturally Aspirated and higher for Turbocharged engines, together with the extremely fast air mass control, cylinder-by-cylinder and stroke-by-stroke, result in a superior dynamic engine response

Application of the Multiair Technology to FPT Engines

The first world-wide application of the Multiair technology will be the Fire 1400cc 16V Naturally Aspirated and Turbocharged engines.

The second application is a new Small Gasoline Engine (SGE – 900cc Twin-cylinder) where cylinder head design has been specifically optimized for the Multiair actuator integration. Here again, there will be both a Naturally Aspirated and a Turbocharged version. A specific Turbocharged engine version will be bi-fuel (gasoline- CNG).

Thanks to radical downsizing, the Turbocharged Small Gasoline Engine achieves Diesel-like CO2 emission levels, which are further reduced in its Natural Gas version with CO2 emissions lower than 80 g/km in many vehicle applications.

Audi 3.0 V6 TFSI Engine revealed

Shrawan Raja — Tue, 24 Feb 2009 08:25:33 +0000

New 3.0-liter V6 engine from Audi
delivers a maximum of 420 Nm torque at 2,500 rpm, is the same until 4,850 rpm
Roots Blower supercharger fits inspite of the 90-degree V of the cylinder banks
superior to the other Audi petrol engines with fuel economy figure of 9.5 litres / 100km and CO2 emissions of 210 g/km
weight including supercharger is 189 kilograms
common rail system with 6 injectors and capable of pilot injection, injects fuel at 150 bar into the chambers
complies with Euro 5 emission standards

IAB Comment- Some of the above facts sounds like technology from a diesel engine. True marvel when you figure out this is a petrol unit they are talking about!

Press Release

Audi 3.0 TFSI Engine

Powerful, spontaneous and ultra-efficient: this is the new top variant in Audi’s V6 engine range. The 3.0 TFSI develops 213 kW and a huge 420 Nm of torque. It combines two state-of-the-art technologies – petrol direct injection and supercharging.

Audi has a long tradition of supercharged engines. The legendary Grand Prix racing cars built by Auto Union back in the 1930s already featured compressors, which coaxed as much as 440 kW out of the mighty 16-cylinder and 12-cylinder engines. From the late 1970s, attention was focused on the exhaust turbocharger, which helped Audi to a succession of noteworthy motor sport triumphs. It was at this time that Audi’s turbo engines began to enjoy resounding market success.

The supercharger is now staging a comeback and is the ideal technology for the new three-litre V6, the 3.0 TFSI.

Extensive comparative tests revealed the mechanical supercharger to be superior to a bi-turbo concept for this engine. In conjunction with direct injection, its packaging, starting performance and dynamic response were far superior.

The supercharger is so compact that it easily fits inside the 90-degree V of the cylinder banks, in place of the intake manifold. Because it is driven by the engine via poly-V belt, its full thrust is available from idle speed upwards, producing huge pulling power when accelerating. The 3.0 TFSI delivers its maximum 420 Nm torque at just 2,500 rpm and maintains this constantly until 4,850 rpm.

The gas paths after the supercharger are very short; this means that the torque is built up extremely quickly, even more than on a naturally aspirated engine of the same displacement. The 3.0 TFSI responds to acceleration as it revs to a maximum of 6,500 rpm with ease, achieving its rated output of 213 kW at just under 5,000 rpm.

Top marks for fuel efficiency

In a comparison with the previous 3.2 FSI and 4.2 FSI V8 engines it replaces, the 3.0 TFSI earns top marks for fuel efficiency. Whilst the 3.2 FSI and 4.2 FSI V8 delivered combined fuel consumptions of 10.9 litres and 11.0 litres / 100km respectively, the 3.0 TFSI achieves an average of just 9.5 litres / 100km. CO2 emissions are also down from 265 g/km and 262 g/km, to just 210 g/km. The new 3.0 TFSI is designed to comply with Euro 5 emission standards.

Audi’s direct injection FSI principle has made this leading fuel efficiency possible. Unlike conventional concepts, it allows the supercharger to be located behind the throttle valve. Because of the low density of the intake air at loads below supercharging level and when coasting, its rotors are free-running and the amount of power required to drive them is low.

The engine’s high compression ratio of 10.5:1 also plays a big part in its efficiency. The direct injection principle is once again the key, because the intensively swirled fuel cools the combustion chamber, reducing the tendency to knock.

The compressor of the new 3.0 TFSI is what is known as a Roots blower. Inside it, two four-vane rotary pistons counter-rotate at a speed of up to 23,000 rpm, with an air gap between them measuring just a few thousandths of a millimetre. The rotors can deliver 1,000 kilograms of air per hour and force it into the combustion chambers at a boost pressure of up to 0.8 bar.

Two water-to-air intercoolers made from aluminium and connected to a separate coolant circuit are integrated into the housing. Here, the compressed and therefore heated intake air is cooled again in order to boost its oxygen content for the combustion process. It’s also extremely quiet.

The engine itself belongs to Audi’s family of ultramodern V engines. In addition to the standard cylinder angle of 90 degrees, attributes include systematic lightweight construction – the three-litre version’s crankcase, which is made from cast aluminium/silicon, tips the scales at just 33 kilograms. The entire engine, including the supercharger, weighs 189 kilograms. The bore measures 84.5 millimetres and the stroke 89.0 millimetres, producing a swept volume of 2,995 cm3.

Reinforcements on the crankcase

Audi has included a whole array of refined hi-tech features on the 3.0 TFSI. The crankcase has been adapted to the higher prevailing pressures and all components are frictionally-optimised. The two intake camshafts can be adjusted through 42 degrees crankshaft angle. In the intake ports, tumble flaps induce movement in the incoming air to promote optimum mixture preparation.

The injection system is a fundamentally new design. A common rail system with six-hole injectors injects the fuel directly into the combustion chambers at a pressure of up to 150 bar. The injectors’ highly dynamic response allows up to three fuel injections per operating cycle across an extensive range of the characteristic map. They, too, optimise the combustion process and therefore contribute to the impressive performance of the new 3.0 TFSI.

Shocking: Bio-Fuels will speed up ‘Global Warming’!

Dave — Thu, 19 Feb 2009 21:58:51 +0000

A new study from Stanford’s Woods Institute for the Environment has found that crop-based biofuels, in any form, is speeding up global warming rates by pumping far more carbon dioxide into the atmosphere, than conventional Fossil fuels.

The researchers looked at 20 years’ worth (1980-2000) of satellite photos of tropical areas and discovered that half of the biofuel cropland had come from virgin rainforests.

Speeds up rather than slow down global warming by fueling the destruction of rainforests
Imbalance of deforestation leading to eco-unbalance
Takes 40 to 120 years to pay back the “carbon debt“
Impact on food prices and the amount of energy it takes to produce them

“If we run our cars on biofuels produced in the tropics, chances will be good that we are effectively burning rainforests in our gas tanks”

Source: AFP