Look at the 1:35 the damn engine forgets to evacuate gases

@@mihailpetrovici5044 yep thatd be the Atkinson cycle for you, funky valve timing to force fresh fuel/air mix back up the inlet resulting in less fuel/air being burned and so better economy. I have probably explained something wrong as I am not an expert but I think I've reiterated what the lady said.

@@benedictroberts678 no, the exhaust valve didn't opened at the right time, if you look the piston compressed the air again and as it came down it opened tge exhaust valve as it was an intake stroke

@@mihailpetrovici5044 I don't think I'm seeing it. You mean the exhaust valve opening before the piston is at bottom dead centre?

@@benedictroberts678 the pistons goes up, intake closes late, the compression is done, the conbustion starts, the piston is pushed down, and then, when the piston come up the exhaust valve should open to let gas out, instead, it compresed that air again without any reason

Maybe but I ain't even mad.

Well I am a mechanical engineer 😂

What a bs...

Yeah, I’m pretty sure it doesn’t apply to my 1990 MR2 Turbo either. Fuel efficiency isn’t its strongest point.

If you want to know how it works then this isn’t the video for you. Toyota is good at lying. My Tacoma had an “auto lsd” according to Toyota, except it was an open diff that absolutely nothing to limit slip automatically. It was traction control. It had a no slip mode called a locker, but the auto lsd button was pure false advertising.

@@KTMcaptain some cars apply the brakes to the slipping wheel so power is directed to the wheel with more traction, which behaves like a LSD. Volkswagen calls it a Virtual Locking Differential in their cars. That's probably what your Tacoma has.

@@barnsnoble7066 my point is that calling it a limited slip diff is false. The diff does nothing to limit slip or bias torque. I also drive a Gladiator Rubicon not a Tacoma. Got rid of that thing a year after I bought it cause it was always in the dealer getting repaired and just unimpressed me.

@@barnsnoble7066 yes and Volvo did the same thing and called it TRACS. (from the 850 onwards)

The one they use, yeah, but is just a simulated atkinson. Real atkinsons are different.

Otto motor with atkinson cycle.

Exactly!

There's no Otto engine or Atkinson engine, but there are several cycles by which an internal combustion engine produces power.

Variable duration is a better description

I was wondering that too

The animation isn't great; its still a 4 stroke.

The animation is fucked🤣

Yes the v6 is a Tacoma engine for demonstration purposes.

@@turblown I feel like you've got the combustion cycle and the number of cylinders mixed up

Man, how could they even make that mistake smh

Intake, compression, more compression, exhaust, lmao

Toyota's ahead of the game with a new gas-steam engine

right?! I was looking at the exhaust valve like... are you not going to explain why that's CLOSED on your exhaust stroke or? Cuz that looks like a pretty *interesting* feature of your 'atkinson cycle'..

I am glad I wasn't the only one who saw that. I was extremely confused. I had to watch it 3 times, because I thought something was off, but my brain didn't catch it right off. I thought VW was the only one playing with the 6 stroke (water injection) cycle, and I thought they wrote it off as a complete waste.

Aaaha inhale, explode, compress explosion even more, then open the valve on the way down. "The piston also encounters less resistance"

I laughed soo much

@@Dbass91 You lost me at inhale

@@Dbass91 That was funny the way you worded it

Extreme EGR rate!

Egr can be a dirty setup in any design. In the 60s they told owners use the best fuel available. After emissions regs in the 70s unleaded fuel caused the invention of egr or feeding the engine it's own waste in an attempt to make crap fuel burn properly. One way to fix dirty egr problems is designing it to feed the gases from the rear of the catalytic converter instead of in the exhaust side of the head or manifold. The catalyst acts as an egr filter before it gets fed back through the intake. This cleans everything up causing a lot less gunk to build up throughout the egr system and intake.

If direct injection, should be reduce the problem

@@chongweilee5903 Probably makes it worse actually, the gasoline actually helps keep the intake clean by acting as a solvent. It's oil vapours from the cylinder wall that clog things up.

@@chongweilee5903 how direct injection have anything to do outside of the combustion chamber ? DI have made it way worst ! why do DM car manufacturers does return to the port injection ?? cleaning the valve, maintaining the sealing in a longer span of time etc...

@@BigUriel actually PCR and EGR, but..

And that is GOOD? ???????

@@benjaminsmith-haddon7316 for a brick shaped car that’s not a hybrid? Yes. I was on this comment to say my 20 corolla get’s like 50 highway but combined it’s getting like 39.

@@benjaminsmith-haddon7316 Find me another AWD mid 4,000 lb SUV that will get 41 mpg on the interstate and up to 44 mpg around town. Those are industry best numbers for an AWD mid size SUV Russ

@@benjaminsmith-haddon7316 Is it possible to be this stupid?

it had that 20 valve advantage

😂

lol

Reverse VTEC just kicked in yo

With DI engines the fuel isn't sprayed until ignition, no fuel ends up in the intake manifold.

but luckily the D4S is super refined at this point. i’ve got a 16 y/o 2gr fse and it’s still ticking away nicely

The nonlinear throttle control and transmission programming have a lot to do with it. I have a manual transmission Tacoma which makes it easier to understand the engine's response in isolation. The 2GR-FKS can deliver plenty of torque at 1800-2200 rpm, but it takes a while (a couple seconds) to build power, presumably because it has to switch from Atkinson to Otto mode which does take time. The additional intake noise (sounds throaty) at low to moderate load is how you know it's in Atkinson mode because the throttle is left open to reduce losses while "throttle" control is performed by varying the intake duration. To get to Otto mode, the ECU must close the throttle and shift the valve timing while keeping the mixture on-target between the port and direct fuel injection systems. There's a lot going on in this engine, and I imagine that getting the transition from low to high torque at low RPM is very challenging to manage quickly and/or seamlessly. When you consider that they're basically accomplishing a form of variable displacement without cylinder deactivation and without brute-force turbocharging, it's amazing it works as well as it does. I can drive my commute without exiting Atkinson mode and consistently get above the sticker MPG. Do I wish the throttle response were quicker? Absolutely. There are tunes available for the 3.5 that the TacomaWorld folks swear by to improve the low-end response of the engine.

The Atkinson cycle engine is a specific patented engine design with a mechanically different compression and power strokes. The Atkinson cycle is just a thermodynamic principle that can be implemented by numerous different engine designs. The thermal cycle only pertains to what is happening to the gases inside the engine, not how the mechanical components are designed to achieve that. Same way there was an original "Otto engine" that doesn't look anything like our modern "Otto cycle" gasoline engines. Most manufacturers with continuously variably valve lift technology implement the Atkinson cycle to some extent (like for example limiting the intake valve opening time which achieves the same as keeping it open during part of the compression stroke).

It reduces intake volumetric when car doesn't need power such constant low speed cruise or deceleration or idle by prolong time to shut intake valve so that the air fuel mixture would have some return back to intake port waiting for next cycle.

In an Otto engine, at the end of the power stroke, theres still a great pressure in the cylinder, which is simply wasted in the exhaust cycle. This is reduced in the Atkinson cycle by not allowing as much air in the intake cycle

@@alexlo7708 yeah because we all know the phenomenon named "air fuel mixture (..) return back in the intake waiting (casually) for the next cycle" and no one know the phenomenon "wall wetting" or "back wetting and so gunked (with soot coming from egr or remnant from egr) valve" ... your fluid dynamic knowledge is impeccable.

@@martinfisker7438 so less efficiency we get it, that's why it's a failed cycle, that green people tend to make this shit happen so they all can say : see combustion engine is less effective that chinese electric motors nowadays.. you got me grin..

in fact it waste fuel, by letting the mixture backing up to the manifold, and then gunking the back of the valves, the throttle plate, the variable intake conduits when you have it etc.. not to mention it act together with egr too add more fucked issue to run that engine obsolete more quickly !

Yes, the engines run on the atkinson cycle when demand for power is low. Once demand for power is needed (you floor it) the see engine runs on the otto cycle.

it makes the compression time shorter, so the useful compression stroke is not the full value. This makes the expansion stroke still being 100% of the basic design longer than the now shortened effective compression stroke. Expansion stroke is unchanged. Compression stroke active length has been reduced.

well the fuel is what kept the carbon off the valve seats as it washed away in port injected engines

These Engines have Both Direct Injection and Port injection to help with these problems.They switch on and off through different modes depending on driving habits.From a mechanics standpoint point I have seen that this design does its job and works very well. If you are familiar with how Toyota Engineers things, they have pretty much worked out the bugs with this design. Keep in mind that Toyota Pioneers a lot of mechaical designs and sells those ideas to other manufacturers . Toyota also doesn't give up on their innovations either. They keep churning them out while perfecting them in the process.

No, because the pumping losses still apply, and shortening the compression stroke reduces the work needed for compression of the gases

Those air and fuel mixture will going into another cylinder instead. They're savinv fuel by using the mixture from the other cylinder for the next and keep go on. Nobair amd fuel going to waste since it going to the intake manifold which eventually will ending up inbthe combustion chamber

cats lol

That reduces power but doesn't have any other benefit

I think you might be on to something here. I'd bet compression is a lot lower on Atkinson than on Otto.

Rotary engine in automobiles refers to the Wankel engine which, to my knowledge, Toyota has never produced. I had a rotary-engined Mazda long ago and it was junk. Worst car I have ever owned.

@@Hopeless_and_Forlorn it was sarcasm hahaha

It's not a longer stroke, it's a reduced volume of air being compressed, because the air isn't compressed as soon their is less parasotic resistance in the engine. You're also burning less air and fuel but in the same confined space. The part I don't get is reduced compression reduces efficiency which is why this engine doesn't get the MPG gains it should to make the Atkinson worth it. That reduced compression is why it has no power. If they increased the static CR before introducing the cycle I wonder if I would be possible to even that out, but then there are changes to everythings physics when one feature changes so idk

@@spencerkleiman5035 o

@@spencerkleiman5035well the mpg is better so obviously it’s better for traffic jams and cruising

Yeah it is underpowered. I made the mistake of trading my 16 Frontier for a 19 Tacoma because I was brainwashed about reliability. The 16 Frontier never gave me problems and it had way more power too and was immensely fun to drive. Now I drive this Tacoma and wonder if the thing can make it up the next hill.

Atkinson cycle turns off at full throttle. Toyota just makes slow (but still good) trucks lmao

I think certain people should work in this field before you start sizing up Reliablilty . I have a '23 Tacoma and that thing Runs perfectly fine for my taste and can take a hill with 0 problems. The 04 Tacoma I had was very underpowered, but that Engine will run for a lifetime! I don't understand what some of you people want or expect. Toyota buyers know what they want and what to expect. Sometimes I just don't get it. Did you not test drive the truck before hand? Geez

No

Dude, that’s the car I’ve been driving for years and it’s ridiculously slow.

@@Jasiel.95 I know Corollas are slow. They might beat you at first but then on a hill everyone will beat them!

For lack of acceleration the winner was a 1200 cc side-valve 1949 Triumph Mayflower, even on the flat you could nor feel it. Every up slope required down shifting, sometimes ordinary roads were too steep. British cars were not all that bad but it was a harbinger for today. They did look good and were as solid as a brick outhouse.

Then ita not going to name Toyota anymore. Since boosted cars will not be as reliable as a natural aspire.

You'd have to modify the cams to do this.

If you wanted a fast car, why did you get a honda accord hybrid😂

The atkinson cycle turns off at high throttle anyways so why do you care

I recently bought a Lexus RC 350. As far as I know it does switch between the Atkinson and Otto cycle however it’s not a hybrid. I don’t see why they wouldn’t use both modes on a hybrid besides a hybrid trying to utilize the best fuel economy. It may be complicated having 3 different modes of engine operation as well. You may be onto something with the turbo which might be why Toyota and Lexus is sticking with naturally aspirated engines for the most part, although some of the 4 cylinder Lexus are turbo.

@@CouchMan88 The 3.5L toyota V6 does this? I didn't know that.

I love the Toyota AE86

I love my 2013 Ford Fusion Hybrid (surprisingly reliable too)

Someone told me that the Miller cycle is better for supercharge engine

It's basically the same but Miller uses a compressed charge (normally a supercharger) to compensate for the loss of low rev torque.

I remember when mom got a little toyota paseo. It advertised 100 hp and it was very small. That would have been 1990(ish). I bet the mpg was pretty good on that thing. I had just started driving and I beat the hell out of it lol

I am 64 my first car was a Nash metropolitan,55 hp 4 cylinder,that car is worth thousands now.lol

the non existent accent

@@zacharyreynolds4303 where

my brothers bed fell off within a year brand new... not from rust but he lives where there are only dirt roads and just couldn't handle the continuous shaking.

Trucks are used in adverse conditions and when you scratch the paint down to the metal the steel will rust on any vehicle. To the design challenge, why don't they just offer an option for stainless steel or aluminum body panels for and extra 2 grand? For people in the rust belt it would be well worth it and the resale value would be head and shoulders above anyone else. The only reason I got rid of my last car was due to rust or I would be driving it 15 years or more. IMO I think they keep fooling themselves into thinking this years "new coating" will keep it rust free for way longer than it actually will. Kind of the same way roof shingles keep changing formulations and say "30-year shingles" and now fiberglass shingles but it is all the same tar crap that lasts half that at best and the consumer has to buy and replace again and again.

Use Fluid Film and you won't have rust issues.

So that it's more efficient at higher speeds

Turbos are economical as low speeds but inefficient as high speeds