now i foung this out whilst reading about honda for a m8. its about the I-CDTI diesel with variable swirl control..... im frankly amazed and really is the power of dreams

What the i-CDTi does have, though, is 'variable swirl control'. One of each cylinder's inlet valves is fed from one intake path, the other inlet valve is fed from a second intake path which incorporates a butterfly valve rather like a throttle. Under gentle running, the valve is closed which causes the incoming air, all from one intake port, to swirl around the cylinder. This vortex sucks the squirt of injected diesel fuel into a zone concentrated to ignite, even though the total amount of fuel is small. This allows very economical running at low speeds and light loads.

When more is demanded of the engine, the valve opens to allow more air to pass more easily into the cylinder. There's no swirl when the infinitely-variable valve is fully open, but there's more fuel coming in anyway, so that doesn't matter.

Another neat feature, which helps this diesel improve on the breed's notoriously slow warm-up, is that the air-conditioning compressor can be used in a reverse role to help warm the cabin.

now i foung this out whilst reading about honda for a m8. its about the I-CDTI diesel with variable swirl control..... im frankly amazed and really is the power of dreams

What the i-CDTi does have' date=' though, is 'variable swirl control'. One of each cylinder's inlet valves is fed from one intake path, the other inlet valve is fed from a second intake path which incorporates a butterfly valve rather like a throttle. Under gentle running, the valve is closed which causes the incoming air, all from one intake port, to swirl around the cylinder. This vortex sucks the squirt of injected diesel fuel into a zone concentrated to ignite, even though the total amount of fuel is small. This allows very economical running at low speeds and light loads.

When more is demanded of the engine, the valve opens to allow more air to pass more easily into the cylinder. There's no swirl when the infinitely-variable valve is fully open, but there's more fuel coming in anyway, so that doesn't matter.

Another neat feature, which helps this diesel improve on the breed's notoriously slow warm-up, is that the air-conditioning compressor can be used in a reverse role to help warm the cabin.[/quote']

Hi

This independent valve technology is not new and has been about for a number of years in petrol cars for a slightly different reason. Basically, it is better to have one valve shut off at low load, so that the air in the open valve tract moves more quickly, increasing filling efficiency and producing swirl.

I was worried that when my Fabia vRS comes up for replacement in hopefully around three years time, the PD engined Fabia might not still be available. Basically, as a driving instructor, for my tastes and job, there is no better car than the Fabia vRS. However, having read about the new 2.2L Civic diesel, I guess I dont have to worry too much if Skoda dont keep on with the PD engined vRS and keep it at a good price.

Chris

What the i-CDTi does have' date=' though, is 'variable swirl control'. One of each cylinder's inlet valves is fed from one intake path, the other inlet valve is fed from a second intake path which incorporates a butterfly valve rather like a throttle. Under gentle running, the valve is closed which causes the incoming air, all from one intake port, to swirl around the cylinder. This vortex sucks the squirt of injected diesel fuel into a zone concentrated to ignite, even though the total amount of fuel is small. This allows very economical running at low speeds and light loads.

[/quote']

that i think is abit diffrent to VVT... honda are the daddies of innovation....ie VTEC... its almost as if they woudl rather spend umteen amounts of money doing fancy things with valves...rather the just stick on a turbo or super charger...good on them i say...

Joel