Motor EW10 J4S (2.0 16V 180CV)
Publicado: Mié Sep 26, 2007 12:29 pmThe engine:
4 cylinder, code EW10 J4S 2.0 16v, 130kW @7000, torque 202 Nm @ 4750.
It’s fitted with a Mécachrome cylinder head, Variable intake timing, fly-by-wire, aluminium four pipe intake, 4 to 1 exhaust manifold into a metallic catalytic converter.
At 2000 rpm, this engine offers a torque of 160 Nm, which represents nearly 80% of the maximum torque available.
The new engine's intake cam is equipped with Variable Valve Timing (VVT) whose angular variation can range between 0 and 40 degrees when compared to the crankshaft. This can be adjusted in one-degree increments thus allowing an optimal filling of the combustion chambers relative to the engine speed.
The compact forged alloy block (AS5) receives cast iron cylinders inserted into the casting. The cast iron GS crankshaft has eight counterweights and is very finely balanced to support engine speeds without vibration - which easily can reach 7300 rpm (redline cut-off point).
Lightened flywheel.
The light alloy pistons have two cut outs avoiding any contact with the intake valves. Base cooling is achieved with an oil jet.
The cross flow type cylinder head is made out of stabilised aluminium. It has fork shaped exhaust ports, which are ported to improve the flow. It also integrates a combustion chamber in the head, modifications allowing a more optimised liquid cooling for the valve train.
The camshaft is equipped with VVT, the variation of the angular setting is managed by the engine control unit (ECU) according to the temperature of oil, engine speed and engine load.
Each combustion chamber (Ø 85 mm) contains four valves, including two intake (Ø 33,5 mm) and two exhaust valves(Ø 28,7 mm). The shafts of these valves are typically 6 mm in diameter.
Each valve is actuated directly by a hydraulic push rod (Ø 30mm) with automatic play adjustment.
The angle formed between the intake and exhaust valves is 47 degrees, the sparkplugs (with a centre-electrode of 26.5 mm) are positioned in the centre of the combustion chamber. Sparkplug replacement is recommended every 120 000 km.
The aluminium intake distributor has a Helmholtz resonator. This distributor runs into four inlet pipes, which are bolted to the cylinder head.
It receives a pressure pick-up (MAP-sensor), which informs the ECU on the level of load. Upstream sits a throttle body, which is controlled electrically by the ECU (fly-by-wire). The ECU provides a phased sequential injection (Magneti Marelli 6 LP) and monostatic ignition (BBC 4.1). This is composed of four reels of coils vertically mounted on the spark plugs and directly managed by the ECU.
The stainless steel exhaust manifold is made up of 4 of collecting tubes, which in turn is combined into one and covered with an aluminate sheet for thermal protection.
After the manifold (collector), the junction to the rest of the exhaust is via a flexi-joint, making it possible to decrease the noise and is made by the GMP/échappement group.
The exhaust system includes a metal catalytic converter, which can convert 120 gram/ft3, with a capacity of 2l. It is placed under the body, with an intermediate silencer (capacity 7l) and, finally, across the car under the trunk into a silencer (muffler) with a capacity of 25l.
The exhaust ends in a double chrome tip with each pipe measuring a diameter of 50 mm - confirming the sporty character of the 206 RC.
Gearbox:
Cable operated; short ratios except the 1st gear, for better launch.
The rev limiter (cut-off) sits at 7300rpm.
The four cylinder engine (EW10 J4S) is connected to a mechanical gear box of type BE4 with 5 ratios identical to that used by the engine 2.0l EW10 J4 of the 206 GTi. However, to obtain a dynamic pick up out of turns at fallback speed, (a hair-pin for example), the first ratio was lengthened and allows to go to 66 kph @ 7 000 rpm.
The clutch, whose mechanism is driven by cable (hydraulic w/ RHD), has an automatic adjustment and a diameter of 228 mm.
P.D. Si alguien fuese capaz de traducirlo ya sería la leche...
Un saludo.
4 cylinder, code EW10 J4S 2.0 16v, 130kW @7000, torque 202 Nm @ 4750.
It’s fitted with a Mécachrome cylinder head, Variable intake timing, fly-by-wire, aluminium four pipe intake, 4 to 1 exhaust manifold into a metallic catalytic converter.
At 2000 rpm, this engine offers a torque of 160 Nm, which represents nearly 80% of the maximum torque available.
The new engine's intake cam is equipped with Variable Valve Timing (VVT) whose angular variation can range between 0 and 40 degrees when compared to the crankshaft. This can be adjusted in one-degree increments thus allowing an optimal filling of the combustion chambers relative to the engine speed.
The compact forged alloy block (AS5) receives cast iron cylinders inserted into the casting. The cast iron GS crankshaft has eight counterweights and is very finely balanced to support engine speeds without vibration - which easily can reach 7300 rpm (redline cut-off point).
Lightened flywheel.
The light alloy pistons have two cut outs avoiding any contact with the intake valves. Base cooling is achieved with an oil jet.
The cross flow type cylinder head is made out of stabilised aluminium. It has fork shaped exhaust ports, which are ported to improve the flow. It also integrates a combustion chamber in the head, modifications allowing a more optimised liquid cooling for the valve train.
The camshaft is equipped with VVT, the variation of the angular setting is managed by the engine control unit (ECU) according to the temperature of oil, engine speed and engine load.
Each combustion chamber (Ø 85 mm) contains four valves, including two intake (Ø 33,5 mm) and two exhaust valves(Ø 28,7 mm). The shafts of these valves are typically 6 mm in diameter.
Each valve is actuated directly by a hydraulic push rod (Ø 30mm) with automatic play adjustment.
The angle formed between the intake and exhaust valves is 47 degrees, the sparkplugs (with a centre-electrode of 26.5 mm) are positioned in the centre of the combustion chamber. Sparkplug replacement is recommended every 120 000 km.
The aluminium intake distributor has a Helmholtz resonator. This distributor runs into four inlet pipes, which are bolted to the cylinder head.
It receives a pressure pick-up (MAP-sensor), which informs the ECU on the level of load. Upstream sits a throttle body, which is controlled electrically by the ECU (fly-by-wire). The ECU provides a phased sequential injection (Magneti Marelli 6 LP) and monostatic ignition (BBC 4.1). This is composed of four reels of coils vertically mounted on the spark plugs and directly managed by the ECU.
The stainless steel exhaust manifold is made up of 4 of collecting tubes, which in turn is combined into one and covered with an aluminate sheet for thermal protection.
After the manifold (collector), the junction to the rest of the exhaust is via a flexi-joint, making it possible to decrease the noise and is made by the GMP/échappement group.
The exhaust system includes a metal catalytic converter, which can convert 120 gram/ft3, with a capacity of 2l. It is placed under the body, with an intermediate silencer (capacity 7l) and, finally, across the car under the trunk into a silencer (muffler) with a capacity of 25l.
The exhaust ends in a double chrome tip with each pipe measuring a diameter of 50 mm - confirming the sporty character of the 206 RC.
Gearbox:
Cable operated; short ratios except the 1st gear, for better launch.
The rev limiter (cut-off) sits at 7300rpm.
The four cylinder engine (EW10 J4S) is connected to a mechanical gear box of type BE4 with 5 ratios identical to that used by the engine 2.0l EW10 J4 of the 206 GTi. However, to obtain a dynamic pick up out of turns at fallback speed, (a hair-pin for example), the first ratio was lengthened and allows to go to 66 kph @ 7 000 rpm.
The clutch, whose mechanism is driven by cable (hydraulic w/ RHD), has an automatic adjustment and a diameter of 228 mm.
P.D. Si alguien fuese capaz de traducirlo ya sería la leche...
Un saludo.
+1
, Nm es newton metro, no nanometros 
