[Mr. Wyndham]

Originally Posted by Martinjlm

Keep in mind that this animation is a "generic" representation of how it works, not specific to any particular engine. This is produced so that Tula / Delphi can demonstrate the technology to other automakers for consideration. Since most engines nowadays are DOHC, the animation model is a DOHC.

As for differences between AFM and DFM / DSF.... AFM shuts down the same 4 cylinders (two on each bank) whenever it engages. DFM can shut down any particular cylinder and any number of cylinders. There are also differences in the monitoring of the conditions that trigger shutting off fuel and air to a cylinder. This allows for it to spend more time with some number of cylinders shut down, ie more fuel savings.

After reading the article I found, I got the gist - you helped clarify!
Got it!

[Martinjlm]

Originally Posted by Mr. Wyndham

After reading the article I found, I got the gist - you helped clarify!
Got it!

We'll have to meet up next time I'm in Buffalo.

[travislambert]

Originally Posted by Chutzpah

Call me old school, or anything else for that matter. I’d rather my engine to simply be an 8 cylinder, no less. Get rid of the over complicated engine and torque converter programming, then charge a gas guzzler tax (at least make it an option?) Is that so much to ask? Or for that matter, maybe a cylinder deactivation system that can be shut off with a flip of a switch... wouldn’t that be a novel idea?

I'd bet many automotive engineers would agree with you, but government fuel economy regulations are the primary driving force. These regulations are forcing engineers to get creative, and the design changes usually come with trade-offs.

As for the shut-off switch, I believe if a fuel saving device is easily defeated, then the fuel economy tests must run without it... e.g. Skip-Shift, AFM, Ford's Auto Stop/Start, etc. None of these can be permanently disabled without modifications to the vehicle. At the very least I believe in order to have a switch, it'd have to default to "on" after each ignition cycle.

I'd also be willing to pay an increased gas guzzler tax, but unfortunately I don't think it's that simple. The amount of regulation is crippling for automotive manufacturers.

[Martinjlm]

Originally Posted by travislambert

I'd bet many automotive engineers would agree with you, but government fuel economy regulations are the primary driving force. These regulations are forcing engineers to get creative, and the design changes usually come with trade-offs.

As for the shut-off switch, I believe if a fuel saving device is easily defeated, then the fuel economy tests must run without it... e.g. Skip-Shift, AFM, Ford's Auto Stop/Start, etc. None of these can be permanently disabled without modifications to the vehicle. At the very least I believe in order to have a switch, it'd have to default to "on" after each ignition cycle.

I'd also be willing to pay an increased gas guzzler tax, but unfortunately I don't think it's that simple. The amount of regulation is crippling for automotive manufacturers.

You nailed it!

With Stop Start, automakers can offer it without a switch (most GM models), or with a switch, but where the switch defaults to "ON" with each key cycle (a few GM vehicles and most other company's vehicles). For those that allow a one time turn off (BMW M3 / M4), the company has to demonstrate with field data that customers do use it and that the technology saves the amount of fuel that would allow them to get any credit for having it on the car.

Automakers get full credit if there is no switch and half credit if they have a switch, unless they can prove through field data that customers use the tech.

[Chutzpah]

Yep, I rented a chevy that had the start / stop feature.... it was truly an unnerving program, especially when it’s 90f and the ac was on. The car shook like it was going to stall on the start. I hit the econo off switch faster than you can say “off”

[camaro5]

I'm only joking about this, because this thread is huge

I posted in this thread way back when, and now many of the visuals and links are invalid because Delphi has recently been reassigned to autonomous vehicle development.

Dec. 18, 2017

Delphi Technologies was officially spun off this month from Delphi Automotive into a stand-alone entity focused on vehicle propulsion and electrification,

the former parts division of General Motors. What remains of the former Delphi Automotive is called Aptiv and will focus instead on self-driving and connected vehicle development.

https://www.freep.com/story/money/ca...ies/952738001/

I just found some pic copies!

One of the docs shows new afm lifters.

I'm hoping these are more reliable.

Benefits
Independent control of each cylinder enables broader and smoother torque management capability, and provides full control of cylinder firing while maintaining optimal emissions

10% to 20% fuel economy improvement
compared with conventional spark ignition engines depending on the engine and driving conditions (based on advanced development testing),
and the potential to
reduce CO2 emissions by up to 20%

Torque pulse optimization algorithms can prevent adverse vehicle resonances and objectionable pulse frequencies

Broad applicability across a range of engine sizes and types

Compatible with 3-way catalysts for gasoline engines

Fast response allows full cylinder deactivation in a single cam revolution at speeds up to 3500 rpm


https://www.delphi.com/manufacturers...ivation-system

https://www.delphi.com/dynamic-skip-fire-1

i

Originally Posted by JaxChris

I am curious how they would apply this dynamic deactivation to performance applications. Too many are annoyed by AFM drone now, but this new method would cause an uneven drone that will make it even more pronounced. Otherwise, it looks like a good system that could even be used to keep a cylinder deactivated when the ECU detects a single cylinder issue.

One of the benefits of the skip fire is it's supposed to end the droning.

The Delphi-Tula DSF System significantly improves engine efficiency and reduces fuel consumption by firing fewer cylinders at lower torque loads -

to reduce pumping and heat losses.

It also reduces noise, vibration and harshness by dynamically choosing firing sequences that avoid vehicle and driver resonance frequencies.

https://www.delphi.com/manufacturers...ivation-system

y

[RealG]

So I guess we can assume that the Detroit auto show will bring no new news about our 2019 Camaro refresh. Bummer

[Sledgehammer70]

Originally Posted by RealG

So I guess we can assume that the Detroit auto show will bring no new news about our 2019 Camaro refresh. Bummer

If it is a 2019 refresh. My thought it we will not see anything until Summer.

[Baldman]

Originally Posted by Sledgehammer70

If it is a 2019 refresh. My thought it we will not see anything until Summer.

Since the Hot Wheels edition is coming out this spring I agree. They don't want to show a new refresh and have the 2018 HW's at the same time.

[Mark114]

Originally Posted by RealG

So I guess we can assume that the Detroit auto show will bring no new news about our 2019 Camaro refresh. Bummer

It seems like all the 6th Gen Camaro announcements and reveals have come from sources and events outside the car show circuit. Maybe Chevy is moving away from that method.

[SuperSound]

Originally Posted by Sledgehammer70

If it is a 2019 refresh. My thought it we will not see anything until Summer.

Originally Posted by Baldman

Since the Hot Wheels edition is coming out this spring I agree. They don't want to show a new refresh and have the 2018 HW's at the same time.

Usually the new MY will go into production somewhere in May/June. So unless there is a lengthy shutdown for retooling, it would be a sure bet to have some info out before then. When did MY14 go into production and get announced? That's probably the best example to use.

[Bhobbs]

Originally Posted by SuperSound

Usually the new MY will go into production somewhere in May/June. So unless there is a lengthy shutdown for retooling, it would be a sure bet to have some info out before then. When did MY14 go into production and get announced? That's probably the best example to use.

14 refresh was announced in March.

[Martinjlm]

Originally Posted by RealG

So I guess we can assume that the Detroit auto show will bring no new news about our 2019 Camaro refresh. Bummer

Originally Posted by Sledgehammer70

If it is a 2019 refresh. My thought it we will not see anything until Summer.

I'm thinking the New York International Auto Show in late March. Gen 6 was introduced at NYIAS 2015. Introducing the refresh there makes sense. Another idea is Chicago Auto Show, but I think NYIAS is the most likely.

[Martinjlm]

Originally Posted by Mark114

It seems like all the 6th Gen Camaro announcements and reveals have come from sources and events outside the car show circuit. Maybe Chevy is moving away from that method.

Full line announcements tend to happen on the main circuit. Specialty versions (Z/28, 1LE, ZL1, Hot Wheels) happen off-circuit. Actually...Hot Wheels happened at LA, which is definitely on circuit.