Toyota announces new 1.2l Turbo engine
03-02-15, 08:29 PM
#1
Lexus Champion
Thread Starter
Toyota announces new 1.2l Turbo engine
New era has begun - Toyota just announced brand new, 1.2l 4cly turbo engine for Auris
Diesel like consumption and very good torque and acceleration. Further improvement to CVT, with cornering assist function (keeping lower revs in corners).
What needs to be pointed out is that 1.2l is likely be more expensive than current 1.6l (and of course 1.33l).
(i took these from Auris PR so not to get lost in Auris news - as this is significant Toyota-wide-global news).
Diesel like consumption and very good torque and acceleration. Further improvement to CVT, with cornering assist function (keeping lower revs in corners).
What needs to be pointed out is that 1.2l is likely be more expensive than current 1.6l (and of course 1.33l).
1.2T: an all-new, direct injection turbo petrol engine
The all-new 1,197cc, 16-valve, four-cylinder, direct injection turbo petrol engine offers performance similar to that of a 1.6 engine, but with remarkably lower fuel consumption and CO2 emissions.
This lightweight, highly compact unit features a number of technologies, including direct injection, enhanced intelligent variable valve timing (Dual VVT-iW), a high tumble port cylinder head with an integrated exhaust manifold, a lightweight valvetrain, a variable control oil jet system and a resin intake manifold and intake pipes.
The turbo, the direct injection (which allows multiple injections) and the new VVT-iW work together to provide high torque at low revs, good performance and low fuel consumption.
Maximum power output is 114bhp and an impressive 185Nm of torque is generated from 1,500 to 4,000rpm. Driving through a six-speed manual transmission, the engine gives the new Auris 1.2T hatchback a competitive 0 – 62mph acceleration time of 10.1 seconds and a 104mph top speed.
At the same time, the new engine returns average fuel consumption of 60.1mpg* and 109g/km* CO2 emissions, attracting significant cost of ownership benefits for customers. Using Toyota’s Multidrive S transmission further improves these benchmark figures, to 61.4mpg* and 106g/km*.
The all-new 1,197cc, 16-valve, four-cylinder, direct injection turbo petrol engine offers performance similar to that of a 1.6 engine, but with remarkably lower fuel consumption and CO2 emissions.
This lightweight, highly compact unit features a number of technologies, including direct injection, enhanced intelligent variable valve timing (Dual VVT-iW), a high tumble port cylinder head with an integrated exhaust manifold, a lightweight valvetrain, a variable control oil jet system and a resin intake manifold and intake pipes.
The turbo, the direct injection (which allows multiple injections) and the new VVT-iW work together to provide high torque at low revs, good performance and low fuel consumption.
Maximum power output is 114bhp and an impressive 185Nm of torque is generated from 1,500 to 4,000rpm. Driving through a six-speed manual transmission, the engine gives the new Auris 1.2T hatchback a competitive 0 – 62mph acceleration time of 10.1 seconds and a 104mph top speed.
At the same time, the new engine returns average fuel consumption of 60.1mpg* and 109g/km* CO2 emissions, attracting significant cost of ownership benefits for customers. Using Toyota’s Multidrive S transmission further improves these benchmark figures, to 61.4mpg* and 106g/km*.
The Auris petrol, diesel and hybrid powertrain line-up has been extended and extensively revised, reflecting changing trends in the C-segment which call for further reductions in fuel consumption, emissions and cost of ownership, without diminishing performance or driving pleasure.
Every engine in the range now meets Euro 6 emissions regulations.
The 1.2T, an all-new direct injection turbocharged engine joins the established 1.33-litre VVT-i and 1.6-litre Valvematic units to give customers an expanded choice of petrol engines. There is also a new 1.6-litre D-4D diesel unit (which replaces a current 2.0-litre D-4D in some European markets outside the UK) and the 1.4-litre D-4D has been substantially upgraded.
The 1.8-litre hybrid powertrain completes one of the broadest ranges for any model in this part of the market. Toyota’s full hybrid technology, which in Auris delivers a feel-good driving experience plus class-leading emissions from as low as 79g/km*, accounted for more than half of all European Auris sales in 2014, confirming the fact it has become a mainstream proposition.
Every powertrain comes with the benefits of Toyota Optimal Drive, a combination of advanced technologies and internal improvements designed to optimise the balance of performance and driving enjoyment with fuel economy and low emissions.
Every engine in the range now meets Euro 6 emissions regulations.
The 1.2T, an all-new direct injection turbocharged engine joins the established 1.33-litre VVT-i and 1.6-litre Valvematic units to give customers an expanded choice of petrol engines. There is also a new 1.6-litre D-4D diesel unit (which replaces a current 2.0-litre D-4D in some European markets outside the UK) and the 1.4-litre D-4D has been substantially upgraded.
The 1.8-litre hybrid powertrain completes one of the broadest ranges for any model in this part of the market. Toyota’s full hybrid technology, which in Auris delivers a feel-good driving experience plus class-leading emissions from as low as 79g/km*, accounted for more than half of all European Auris sales in 2014, confirming the fact it has become a mainstream proposition.
Every powertrain comes with the benefits of Toyota Optimal Drive, a combination of advanced technologies and internal improvements designed to optimise the balance of performance and driving enjoyment with fuel economy and low emissions.
(i took these from Auris PR so not to get lost in Auris news - as this is significant Toyota-wide-global news).
Last edited by spwolf; 03-03-15 at 05:15 AM.
03-02-15, 08:39 PM
#2
Lexus Champion
Thread Starter
Full PR about the engine, it includes atkinson cycle mode
http://media.toyota.co.uk/2015/03/ne...t-engine-less/
ALL-NEW TOYOTA 1.2T ENGINE – MORE FOR LESS
The 1.2T, an all-new, direct injection turbocharged petrol engine, makes its global debut in the new Toyota Auris. It belongs to the range of 14 new engines that Toyota is launching globally between April 2014 and the end of 2015.
Last year Toyota announced its plan to introduce a series of new, highly fuel-efficient engines, created using a number of combustion and loss-reduction technologies that had previously been reserved for hybrid engines. The new four-cylinder 1.2T engine is the second unit from this family to come to Europe bearing the Toyota badge, following on from the three-cylinder 1.0-litre engine that was introduced in new Aygo and Yaris in 2014.
Like the 1.0-litre, the 1.2T uses advanced technologies that allow it to change from the Otto to the Atkinson cycle when running under low loads, vertical vortex high tumble air flow intake ports, an exhaust manifold integrated in the cylinder head and advanced heat management measures.
The 1.2T adds to this a direct injection system and a water-cooled turbo and heat exchanger. Furthermore, the VVT-i intelligent variable valve timing system featured on the 1.0-litre is upgraded to a VVT-iW (Variable Valve Timing – intelligent Wide) system, which allows even more valve timing flexibility.
The combination of these technologies results in outstanding performance and efficiency. With a displacement of just 1,197cc, the engine delivers 114bhp (85kW) and constant torque of 185Nm between 1,500 and 4,000rpm. It will push the new Auris hatchback from rest to 62mph in 10.1 seconds. Acceleration from 50 to 75mph in fifth gear takes 13.7 seconds, and top speed is set at 124mph. All of this is achieved despite a focus on fuel economy and CO2 emissions: the car achieves 60.1mpg* on the combined cycle and 109g/km* of CO2.
Securing better performance with higher efficiency
The key to achieving this level of fuel consumption without compromising performance is to apply higher compression, but generally, as compression increases, so does the risk of uncontrolled combustion – “knocking”.
The 1.2T’s high 10:1 compression ratio has been made possible thanks to a series of technologies that improve control of the combustion process. This way, the risk of knocking can be avoided.
First, the intake ports have been designed to generate a more intense flow and a “vertical vortex” and the piston shape has been optimised to improve in-cylinder turbulence. As a result, fuel and intake air mix faster and form a more homogenous mixture. This leads to a higher combustion speed, which helps prevent knocking.
Advanced heat management in itself is a great way to improve fuel economy, but it is also another way to reduce the risk of knocking. The 1.2T engine was designed in such a way that the temperature of each individual part can be optimised. For example, the bottom of the pistons is cooled by oil jets and the cooling of the cylinder head is separate from that of the engine block. This means the temperature in the combustion chamber can be reduced, while keeping the block itself hot enough to reduce friction.
Direct injection makes a contribution as well, as it helps dissipate the heat in the combustion chamber, and the charge air passes through the intercooler, which uses a low-temperature cooling circuit.
Low-end torque and quick response
A low-inertia turbocharger, the VVT-iW valve system and the D-4T direct injection system work together to ensure excellent torque delivery, from the lowest engine speeds. Together with the limited-volume intake system, this ensures immediate response when the accelerator pedal is pressed.
The injection system has been newly developed for the 1.2T engine. Compact in design, it is perfect for use in a small displacement engine. It allows multiple injections per cycle and the optimised width and reduced length of the spray pattern ensure combustion quality, regardless of engine regime and load.
From Otto to Atkinson
The VVT-i system operates on both the intake and the exhaust side, and allows torque to be maximised at all engine speeds. In addition, the VVT-iW allows for intake valve closing to be delayed, which means the engine can operate in both the Otto and Atkinson cycle.
The Atkinson cycle is used in extremely low engine load conditions, when the intake valve remains open for a fraction of time, after the compression stroke has set in, allowing part of the gas charge to be pushed back into the intake. As a result, the effective compression stroke is shortened. Pumping losses are reduced, as there is less pressure on the piston, and the throttle valve can be opened wider.
Quick and smooth stop and start
A new start control has been developed to ensure quick and smooth engine restart. When the system shuts down the engine, it controls the stop position to leave the piston half way in the compression stroke. On restart, it applies stratified injection in the first compressed cylinder to counter vibrations. And by retarding the ignition, torque increase is kept in check, preventing the engine from revving excessively, thus ensuring a calm and confident take-off.
The 1.2T, an all-new, direct injection turbocharged petrol engine, makes its global debut in the new Toyota Auris. It belongs to the range of 14 new engines that Toyota is launching globally between April 2014 and the end of 2015.
Last year Toyota announced its plan to introduce a series of new, highly fuel-efficient engines, created using a number of combustion and loss-reduction technologies that had previously been reserved for hybrid engines. The new four-cylinder 1.2T engine is the second unit from this family to come to Europe bearing the Toyota badge, following on from the three-cylinder 1.0-litre engine that was introduced in new Aygo and Yaris in 2014.
Like the 1.0-litre, the 1.2T uses advanced technologies that allow it to change from the Otto to the Atkinson cycle when running under low loads, vertical vortex high tumble air flow intake ports, an exhaust manifold integrated in the cylinder head and advanced heat management measures.
The 1.2T adds to this a direct injection system and a water-cooled turbo and heat exchanger. Furthermore, the VVT-i intelligent variable valve timing system featured on the 1.0-litre is upgraded to a VVT-iW (Variable Valve Timing – intelligent Wide) system, which allows even more valve timing flexibility.
The combination of these technologies results in outstanding performance and efficiency. With a displacement of just 1,197cc, the engine delivers 114bhp (85kW) and constant torque of 185Nm between 1,500 and 4,000rpm. It will push the new Auris hatchback from rest to 62mph in 10.1 seconds. Acceleration from 50 to 75mph in fifth gear takes 13.7 seconds, and top speed is set at 124mph. All of this is achieved despite a focus on fuel economy and CO2 emissions: the car achieves 60.1mpg* on the combined cycle and 109g/km* of CO2.
Securing better performance with higher efficiency
The key to achieving this level of fuel consumption without compromising performance is to apply higher compression, but generally, as compression increases, so does the risk of uncontrolled combustion – “knocking”.
The 1.2T’s high 10:1 compression ratio has been made possible thanks to a series of technologies that improve control of the combustion process. This way, the risk of knocking can be avoided.
First, the intake ports have been designed to generate a more intense flow and a “vertical vortex” and the piston shape has been optimised to improve in-cylinder turbulence. As a result, fuel and intake air mix faster and form a more homogenous mixture. This leads to a higher combustion speed, which helps prevent knocking.
Advanced heat management in itself is a great way to improve fuel economy, but it is also another way to reduce the risk of knocking. The 1.2T engine was designed in such a way that the temperature of each individual part can be optimised. For example, the bottom of the pistons is cooled by oil jets and the cooling of the cylinder head is separate from that of the engine block. This means the temperature in the combustion chamber can be reduced, while keeping the block itself hot enough to reduce friction.
Direct injection makes a contribution as well, as it helps dissipate the heat in the combustion chamber, and the charge air passes through the intercooler, which uses a low-temperature cooling circuit.
Low-end torque and quick response
A low-inertia turbocharger, the VVT-iW valve system and the D-4T direct injection system work together to ensure excellent torque delivery, from the lowest engine speeds. Together with the limited-volume intake system, this ensures immediate response when the accelerator pedal is pressed.
The injection system has been newly developed for the 1.2T engine. Compact in design, it is perfect for use in a small displacement engine. It allows multiple injections per cycle and the optimised width and reduced length of the spray pattern ensure combustion quality, regardless of engine regime and load.
From Otto to Atkinson
The VVT-i system operates on both the intake and the exhaust side, and allows torque to be maximised at all engine speeds. In addition, the VVT-iW allows for intake valve closing to be delayed, which means the engine can operate in both the Otto and Atkinson cycle.
The Atkinson cycle is used in extremely low engine load conditions, when the intake valve remains open for a fraction of time, after the compression stroke has set in, allowing part of the gas charge to be pushed back into the intake. As a result, the effective compression stroke is shortened. Pumping losses are reduced, as there is less pressure on the piston, and the throttle valve can be opened wider.
Quick and smooth stop and start
A new start control has been developed to ensure quick and smooth engine restart. When the system shuts down the engine, it controls the stop position to leave the piston half way in the compression stroke. On restart, it applies stratified injection in the first compressed cylinder to counter vibrations. And by retarding the ignition, torque increase is kept in check, preventing the engine from revving excessively, thus ensuring a calm and confident take-off.
03-02-15, 08:42 PM
#3
Lexus Fanatic
Unless I just missed it somewhere, the article doesn't say if it will need premium gas or not. Some turbos do, others can run safely on regular. If it does need premium, then, of course, there go some of the high-MPG savings in money at the pump. And, even worse, though it doesn't affect Toyota, the Smart-for-Two's normally-aspirated engine needs premium (91 octane) even without a turbo.
Last edited by mmarshall; 03-02-15 at 09:15 PM.
03-02-15, 09:10 PM
#4
Lexus Champion
Thread Starter
Unless I just missed it somewhere, the article doesn't say if it will need premium gas or not. Some turbos do, others can run safely on regular. If it does need premium, then, of course, there go some of the high-MPG savings in money at the pump. And, even worse, though it does't affect Toyota, the Smart-for-Two's normally-aspirated engine needs premium (91 octane) even without a turbo.
03-02-15, 10:21 PM
#5
Every powertrain comes with the benefits of Toyota Optimal Drive, a combination of advanced technologies and internal improvements designed to optimise the balance of performance and driving enjoyment with fuel economy and low emissions.
03-03-15, 05:00 AM
#7
Lexus Champion
Thread Starter
Trending Topics
03-03-15, 05:06 AM
#8
Lexus Champion
Thread Starter
Considering that Toyota does not like to overstate the MPG, like some others, its CO2 ratings of 109g/106g (CVT) are very comparable to new 1.6 diesel in Auris from BMW, which gets 104g/100km.
Torque is at the level between 1.8l and 2.0l engine, but it is at full force from 1500 to 4000 rpm... so essentially it will make all the small cars really driveable.
Of course, this is the higher price engine option. It will be interesting to see its actual price. Auris with this engine also gets double wishbone rear suspension vs torsion beam for 1.33l and 1.4 D4D.
03-03-15, 11:30 AM
#9
Lexus Champion
Thread Starter
interestingly that they skipped ZR series engines for Europe - so no major changes (there were some optimizations for up to 5-10% smaller fuel consumption) to 1.33, 1.6l, 1.8l and 2.0l engines. This was likely last big opportunity to update these in Europe in the next 2 years, so I wonder what are the plans for these...
Toyota Europe clearly said 14 updates to the engines up to end of the year, and they are counting this new 1.2t as 2nd update to Toyota range... so what are the 12 others? (I assume V8, 2.0t and V6 for Lexus are at least 3).
Toyota Europe clearly said 14 updates to the engines up to end of the year, and they are counting this new 1.2t as 2nd update to Toyota range... so what are the 12 others? (I assume V8, 2.0t and V6 for Lexus are at least 3).
03-17-15, 08:44 AM
#10
Lexus Champion
Thread Starter
There will be paper published at SAE in April 2015 about new ESTEC series of engines:
http://papers.sae.org/2015-01-1268/
This is 5th new ESTEC engine from Toyota - previously they had new 1l KR, 1.3l NR, 2.0l AR and 2.0l AR Turbo.
Toyota has developed a new 1.2-liter and 2.0-liter inline 4-cylinder engine called the ESTEC, a downsized turbocharged gasoline direct injection engine with superior thermal efficient combustion. This engine features a combination of a cylinder head with an integrated exhaust manifold and a turbocharger, and achieves high-speed combustion using a fan spray direct and port injection system and a high in-cylinder tumble ratio. The engine also adopts the Atkinson cycle using Toyota’s new center-spooled VVT with mid-position lock system (VVT-iW), crankcase ventilation using an ejector under boosted conditions, and heat management systems. This engine is capable of both seamless and invigorating acceleration while also ensuring superior thermal efficiency.
This is 5th new ESTEC engine from Toyota - previously they had new 1l KR, 1.3l NR, 2.0l AR and 2.0l AR Turbo.
03-17-15, 08:53 AM
#11
Lexus Champion
Thread Starter
Looking for ESTEC news (previously i did not realize they called these engines ESTEC), I found that Toyota is planning brand new 2.8l ESTEC GD Diesel engine reveal at technical conference in Austria in May 2015.
http://www.xn--vk-eka.at/veranstaltu...gramm_en.php#5
Since this is brand new diesel engine, from displacements we see that it will likely go to truck/suv range, such as Hilux, Land Cruiser Prado, and other body-on-frame trucks/suvs they have around the world. Timing is around the same time as new Hilux is being revealed, so we will get news about this new diesel within next 30 days most likely.
The New Toyota Inline 4 Cylinder 2.8L ESTEC GD Diesel Engine
N. Oikawa, Dr. T. Fukuma, Y. Hamamura, T. Yamamoto, H. Kaneko, G. Kishimoto, T. Toda, Toyota Motor Corporation, Toyota, Japan:
Since this is brand new diesel engine, from displacements we see that it will likely go to truck/suv range, such as Hilux, Land Cruiser Prado, and other body-on-frame trucks/suvs they have around the world. Timing is around the same time as new Hilux is being revealed, so we will get news about this new diesel within next 30 days most likely.
03-17-15, 03:25 PM
#14
Lexus Champion
Thread Starter
Since it has everything in it, it is likely expensive powertrain... but for instance next Yaris could use it to make it significantly more faster and driveable. Not to mention iQ. Or smaller upcoming Scions.
Heck, even in Corolla, this would be real life quicker due to a bit more torque than 1.8l petrol, that is available from 1500 rpm not peaky like in NA engine.
But I doubt they will put it in Corolla in the US... Right now they announced 1.2l and 2.0l ESTEC Turbo engines, maybe they will add something in-between. Although they have new ESTEC engines that are not turbo, and thats likely what NA will get - new 1.8l ESTEC engine with VVT-iW.
Again, for these, problem is likely going to be the price... Here in Europe we get Auris with: 1.33, 1.2t, 1.6l, 1.4 D4D, 1.6 D4D and Hybrid powertrains. Thats 6 engines for Auris :-).
03-17-15, 03:35 PM
#15
Lexus Champion
Thread Starter
they just didnt have turbo petrols. They always had good petrols and hybrids though... just not turbos in past 15 years.
But you are right in one thing - Toyota always used cheaper powertrains for NA and Asia's cheaper vehicles... this will likely change now when even Thailand is getting new 2.0l petrol with 6AT, D4S and VVT-iW as base engine. Thats really good news.