For a lot of car enthusiasts growing up in the 80s and 90s, the word VTEC was synonymous with high-performance engines from renowned Japanese manufacturer, Honda.
While there were many versions of VTEC that operated in different ways, the base principle was the same: it allowed Honda to have an engine with variable cam timing (and in some cases, duration and lift) in order to maximize efficiency at the low end without sacrificing performance up top.
For decades, Honda was adamant about staying away from forced induction. They felt that the naturally aspirated form still had some ways to go in terms of development. But moving forward Honda have realised that the only way to keep up with tightening emissions and efficiency regulations, as well as to cater to shifting consumer demands, is to adopt forced induction.
Ford 2.5D RHF5 – Core Assembly, BMW 3.0D GTB2260VK – Nozzle Ring Assembly, Ford 2.5D RHF5 – Bearing Housing, Ford 2.5D RHF5 – Shaft & Wheel, Ford 2.5D RHF5 – Compressor Wheel, Iveco 2.8D TD04 – Oil-In Adapter
With a focus on real world driving emissions, new Euro 6C emission regulations will take effect in September 2017. As a result, further emphasis will be placed on particulate reduction which will mean vehicle manufacturers will have to seriously consider fitting particulate filters to clean up gasoline engines.
Traditionally, it has been diesel engines that have faced tough restrictions, but now gasoline engines are in the firing line for the amount of particulate matter that can be emitted. Initially, the use of GPFs created much hesitation due to complexity and costs, however, due to the reduction in particulate numbers required there is no doubt some applications will need a GPF.
In 2016, Volkswagen announced it would be introducing GPFs across its line up over the next six years, and now Volvo look set to take a similar approach to help it meet the stringent emissions legislation.
[Source: Automotive Engineer, October 2016]
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