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Since the 1930s, the service classification for engine oils set by the American Petroleum Institute (API) has been the most readily recognised standard by many motorists. Although they may not fully understand what the standard is all about technically, they have come to see it as a guide in the technological advancement of the engine’s vital fluid.

Starting from ‘SA’, the classifications have been upgraded every 6 years or so, each time imposing greater demands on oil formulations. These demands relate to pollution and environmental issues and regulatory changes, new technology in automobile engines and also consumers’ expectations of improved products as time goes by.

The API sets the standards for a series of tests that have to be passed and oil companies improve their products accordingly so as to meet or exceed the changing standards. The tests typically cover wear, sludge, varnish, oil thickening, rust, bearing corrosion and piston deposits. All oil companies must submit their products to the API for testing and validation.

The last API standard which came out in 1996 was ‘SJ’ and last year, the API notified the oil companies of impending standards for a new classification ‘SL’ which would be officially introduced in 2001. Although there has been an alphabetical sequence in most cases, on this occasion, ‘SK’ was not adopted because there is an oil company in Korea which is actually called ‘SK’! The API must have decided that they were not going to give this company free publicity by having the ‘SK’ on the packs of every oil company’s products so it was skipped.

The API announced the new ‘SL’ classification on July 1st 2001 and on the same day, our national oil corporation, Petronas, also launched its new SL-grade engine oils – the first in Malaysia with the latest API classification.

The new range consists of three premium products – Syntium 1000, Syntium 800 and Mach 5. While the Syntium name is already familiar to motorists as a fully synthetic oil (it was introduced in 1997), Petronas has now added a less expensive product to the line known as Syntium 800. This is a synthetic blend (or semi-synthetic, as it is referred to by some other companies) and offers almost similar benefits as fully synthetic oil at a lower price. This is the first time Petronas has offered a synthetic blend in its range. Mach 5 is, of course, a well-known and proven mineral-based oil.

In being upgraded to ‘SL’ (they actually exceed the API SL standards), the new Petronas oils have increased oxidation resistance, better control of deposits, prolonged life of the emission control system of the engine and improved fuel economy retention. These translate into less oil consumption in the long run and the ability of the oil to be used for a longer period. However, Petronas stresses that oil change intervals should be in accordance with what the vehicle manufacturer requires. Given that today’s oils are so good, motorists can use their own judgement as to how much longer they think the interval can be extended – especially with synthetic oils.

The SL standard also means that the engine is kept cleaner, a factor in efficient operation. With carbon being a major by-product of combustion, the ability of the new oils to keep this under control as it mixes with the oil over time is a plus point.

Like all engine oils, the ‘secret recipe’ of the new Petronas oils includes a unique package of additives to do various things inside the engine, as well as high-quality base oils. Both the additives and base oils come from several world-class suppliers but the actual formulation was entirely the work of Petronas’ own technical personnel at its R&D Centre in Bangi, Selangor. Of course, lessons learnt in its association with the Sauber F1 racing team also filtered back to the R&D centre and, where applicable, were adopted (particularly for the flagship product, Syntium 1000). Thus, in the formulation of Petronas oils, there’s a bit of F1 technology too.

All three new products, which are blended in the Petronas refinery in Malacca, have multigrade viscosities to suit a wide range of operating temperatures. Predictably, Syntium 1000 has the widest viscosity range (one of the reasons why it costs the most) from 5W to 50 (the original Syntium was 5W-40). Syntium 800 has a viscosity of 15W-50 while Mach 5 is 20W-50. The upper number, which is relevant to high operating temperatures was chosen for its suitability for all kinds of engines, especially those with hydraulic lifters. This viscosity gives sufficient ‘thickness’ to the oil for more effective lubrication at the lifter mechanisms.

At one time, only fully synthetic oils could survive the ultra-hot operating conditions of turbocharged engines. Conventional mineral-based oils were inadequate for the task and deteriorated quickly, leaving the engine parts unprotected. Not so with today’s oils which have superior high-temperature stability; the molecules will not break up when working under extreme temperatures. In meeting the SL standard, the new Petronas oils – even Mach 5 – can all be used with turbocharged engines.

Available at all Petronas stations, the new Petronas engine oils come in 4-litre as well as 1-litre packs. The 4-litre packs have the same unique, easy-to-handle design with a built-in swivel spout and smooth pouring. A strip along the side provides quick and easy determination of the level while a special seal is used to ensure that any tampering will be evident.

The 1-litre packs are a thoughtful provision because many cars with engine displacements of 2-litres require just a bit more than 4 litres of oil and if using these Petronas products, the motorist will not have to buy another 4 litre pack just for the extra half-litre needed. Most oil companies will offer 1-litre packs for their mineral oils but few are willing to do so for their fully synthetic products.

During this introductory period, Petronas is also offering premium goodies with the new oils so it’s a great time to try them out.

PRICE LIST FOR WEST MALAYSIA (4 litres/1 litre)
SYNTIUM 1000 5W-50 – RM140.00/RM38.00
SYNTIUM 800 15W-50 – RM63.00/RM19.00
MACH 5 20W-50 – RM41.00 for 4 litres
MACH 5 20W-50 – RM7.50 for 0.5 litres

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As part of its somewhat lengthy promotional campaign leading to the actual launch, UMW Toyota Motor is going to give the public its first close-up look at the new Toyota Corolla Altis this weekend. The sneak preview is to be held at the Starhill Shopping Centre in Jalan Bukit Bintang Kuala Lumpur from this Friday July 13th and the car will be there till 11 pm July 15th.

Members of the press will also be given a chance to test-drive the car at the end of next week and as there is no embargo, expect to see a report on this website by next weekend.

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    With growing concern for the depletion of energy resources and increasing pollution of the atmosphere, automakers are not wasting time in finding alternative ways of powering their vehicles. Some solutions such as the electric motor and hybrid powerplants are already available and many others are under development.

    The most promising seems to be the fuel cell, which uses technology that was first developed for spacecraft. Apart from high cost, practical issues have prevented development of fuel cells for cars from progressing at a faster pace. However, there has been much development in the past few years and fuel cells have also been reduced in size and weight sufficiently to fit into cars.

    Companies like Ford, DaimlerChrysler and Toyota have indicated that they will begin selling vehicles with fuel cells by 2003 while others are hurrying along with their R&D. Even Korean automaker Hyundai is hard at work on a fuel cell vehicle (FCV), using the resources at their American technical centre in California and collaborating with Quantum Technologies Worldwide Inc.

    Hyundai’s prototype FCV makes use of hydrogen and one of the significant developments in its project is the storage of the gas at 5,000 psi – a pressure never before achieved for such a purpose. Until now, storage tanks for FCVs have been filled at up to only 3,600 psi.

    By storing at such a high pressure, it is possible to meet the challenging packaging requirements for fuel cell vehicles. More hydrogen can be carried meaning a greater distance can be travelled. This is an important factor in FCV development as there must be range that is acceptable to consumers, otherwise they will not buy such vehicles.

    Hyundai is using its Santa Fe SUV as a testbed for the project, this vehicle having plenty of space for the fuel cell and storage tank. While increasing the travel distance with more hydrogen in the same space, the vehicle maintains maximum safety conditions and allows for minimal intrusion into the cargo and passenger areas. The hydrogen tank is tucked up, out of the way so the Santa Fe maintains its 206 mm of ground clearance.

    The special high-pressure TriShield tank was developed by Quantum for Hyundai’s project. It is uniquely designed and manufactured with a one-piece permeation-resistant seamless liner, a carbon composite over-wrap for strength, and a tough impact-resistant but light shell. The ability to store large amounts of hydrogen in a small amount of space in a safe tank, even in the event of a collision, is what makes this technology so unique.

    “Hyundai is very proud of the achievement it has made with Quantum Technologies in the way of fuel cell technology advancement,” said Dr. Young Woo Kim, president of the Hyundai R&D facility. “With the success of the Santa Fe, it made sense for Hyundai to adapt its hot-selling crossover SUV to the cutting edge world of energy-efficient fuel cell vehicles.”

    Hyundai is participating in the California Fuel Cell Partnership, a joint venture of automakers, energy and fuel cell technology companies, and government agencies working together to advance the commercialization of fuel cell-powered vehicles. Over the next few years, this organization will test more than 60 fuel cell vehicles in real-world driving conditions.

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      With a chairman (44-year old Bill Ford) who is especially concerned about the environment, Ford Motor Company has, in recent years, embarked on an extensive program to offer more environment-friendly vehicles. As one of the companies which makes and sells the most automobiles in the world, it realizes that its products obviously make a major impact on the environment with the amounts of exhaust gases generated, as well as the millions of litres of fuel consumed.

      Like many other automakers, Ford has been spending a lot of money on R&D into environment-friendly vehicles. The company introduced its “Cleaner, Safer, Sooner” commitment in 1998 by making U.S. and Canadian SUVs and Windstar minivans low emissions vehicles (LEVs) ahead of any US regulatory requirement. The next year, Ford expanded its LEV commitment to its F-Series pickup trucks. In Europe, the company has moved ahead of stage IV requirements by nearly five years. By January 2000, Ford had more than 2 million vehicles on the road that operated significantly cleaner than the local regulatory requirement.

      In addition, Ford is the industry leader in the production and sale of alternative fuel vehicles, including cars and trucks powered by natural gas, propane and electricity. Natural gas versions of the Ford F-Series and Econoline were the first vehicles to be certified as SULEV under the strict criteria of the California Air Resources Board. Ford also has more zero-emissions electric vehicles on the road in North America than any other automaker.

      Not content with its industry-leading position, Ford continues to develop other types of vehicles that are more environment-friendly and within just two years, it will offer a sport utility vehicle (SUV) with a hybrid powerplant.

      Based on the present Escape model, the Escape HEV (hybrid-electric vehicle), as it is known, is being claimed as ‘the cleanest, most fuel-efficient SUV on the planet when it goes on sale in 2003′. It will be the first production SUV with a hybrid powerplant but not the first SUV with an alternative powerplant; some years ago, Toyota began offering its RAV4 model with an electric engine in some countries.

      The Escape HEV will feature an electric drivetrain combined with a fuel-efficient 4-cylinder petrol engine. With regenerative braking and nearly instantaneous start-stop capability, the Escape HEV will be especially fuel-efficient in the city, delivering about 40 USmpg (about 17 kms per litre or 48 mpg) in urban driving conditions. The hybrid Escape will be capable of being driven more than 900 kms on a single tank of petrol. It will, however, have acceleration performance similar to an Escape equipped with a 3.0-litre V-6 engine.

      “The Escape HEV will be a ‘no-compromise’ family-sized hybrid electric vehicle that achieves superior fuel economy and low emissions without sacrificing performance, roominess or affordability,” said Jim O’Connor, president, Ford Division.

      Prototypes of the Escape HEV are presently undergoing rigorous testing to ensure the vehicle is “Built Ford Tough.” Like the current production Escape with petrol engine, it will have 4×4 capability, the same ground clearance and comparable cargo capacity.

      The Escape HEV drive system combines a 65 kW permanent magnetic electric motor and 28 kW generator with an Atkinson cycle variant of the Escape’s Zetec 2.0-litre 4-cylinder engine. The Atkinson cycle engine is significantly more efficient than a conventional four-stroke Otto cycle engine. The increase in efficiency is due to controlling pumping losses and optimizing the expansion ratio, while maintaining a constant compression ratio.

      The Atkinson cycle, also called the “5-stroke cycle”, works like this: intake, back-flow (partial expulsion to eliminate pumping losses), compression, expansion and exhaust. Based on this cycle, the combustion chamber volume is adapted to maintain a constant compression ratio for each load level while varying the expansion ratio to optimize efficiency. Low-end torque losses, which are characteristic of 5-stroke cycle engines, can be overcome with the assistance of an electric drive motor, making the Atkinson cycle ideal for hybridization.

      The electric drive motor is used to increase the performance of the internal combustion (IC) engine, stop and restart the IC engine when the vehicle is at rest, drive the vehicle at low speeds, recharge the 300V traction battery and recapture braking energy – called regenerative braking. Sanyo Electric has been selected as the exclusive supplier of the nickel-metal hydride batteries for the Escape HEV.

      These and other related technologies have been developed and proven during Ford’s P2000 research program.

      The Escape HEV is being designed to operate cleaner than government regulations require. In fact, it will qualify as a Super Ultra Low Emissions Vehicle (SULEV) under California emissions standards. It will also meet Stage IV emissions requirements in Europe before they become mandatory in the 2005 model year.

      While a few automakers have introduced small, low-volume hybrid electric cars, Ford is introducing its first HEV in a family-sized sport utility to increase customer appeal. This hybrid-electric powertrain also has been developed with additional applications and vehicle platforms in mind to expand the potential impact of the environmentally-responsible technology.

      “The most impressive technology in the world cannot make a measurable difference in addressing global concerns until it is applied in large-volume production,” Mr O’Connor said. “Ford has consistently worked for high-volume solutions that don’t require our customers to make compromises. The Escape HEV will continue in that tradition.”

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        Australian-based Orbital’s OCP (Orbital Combustion Process) direct-injection (DI) technology had achieved a new level of capability in the automotive sector. During extensive testing of the system, Orbital achieved a vehicle fuel economy improvement in excess of 20% over the European test cycle while still meeting the tough EURO 4 emission control requirements.

        The results were achieved without modification to the baseline vehicle and demonstrated a very high reduction (up to 90%) in engine-out oxides of nitrogen (NOx). The very low NOx emissions enabled the use of a relatively low cost catalyst aged to simulate conditions at high mileage. The catalyst was developed in conjunction with Johnson Matthey, one of the world’s leading producers of automotive catalysts.

        “The 20% improvement takes OCP into a league of its own, in terms of real world fuel economy improvements from a single tchnology change. When you look at the combustion system alone, the alternative stratified charge direct injection systems do not show more than a 5-10% improvement under driving conditions in Europe,” said Kim Schlunke, Orbital’s CEO. “Indeed, if Orbital’s technology were applied in combination with typical additional vehicle refinements, such as electric power steering and weight reduction, we would expect a fuel economy improvement in excess of 25%.”

        In the US, fuel quality limitations have so far prevented significant penetration of petrol DI technology. However, the inherently low NOx emissions of Orbital’s combustion system will enable the technology to work in the US emissions environment. This means that a single technology change would have a significant impact on the Corporate Average Fuel Economy (CAFE) performance of major US automobile manufacturers.

        The average fuel economy of cars and light trucks sold in the US is at it’s worst since 1981 which has placed US automakers under intense pressure to improve their CAFE performance. Orbital is hoping its breakthrough will draw their serious attention.

        The fuel economy capability is particularly important to Orbital’s automotive customers as they look to the future requirements for greenhouse gas reduction in the global market. In Europe, for example, the major automakers have committed to a vehicle fleet average CO2 target of 140 g/km by 2008, which will require on average a 35% reduction from current fleet fuel consumption figures. Orbital’s latest achievement will obviously be able to contribute significantly towards this goal.

        The fuel economy results were achieved in a standard 4-door sedan powered by a 2.0-litre, 16-valve 4-stroke engine converted to run the latest version of the OCP DI fuel system. The test engine incorporated major developments of the air and fuel supply systems as well as further refinement of the engine calibration and control system.

        “The last few years have been a new learning experience for automotive companies as they have found that laboratory predictions for the performance of competing DI fuel systems have not always transferred into their on-road vehicles”, added Mr Schlunke.

        “Orbital has continued to develop a robust direct injection combustion system which can deliver major fuel economy improvements in the real world. A key feature of Orbital’s unique system is the use of low-pressure air as the propellant which produces very small fuel droplets that contribute significantly to the robustness of the system. This is one of the key factors that enables the laboratory test data to be transferred into a real world vehicle application The OCP robustness has been discussed in detail in a recent publication by Orbital at the Japan Society of Auto Engineers Conference,” he said.

        Orbital has been developing OCP technology for 4-stroke automotive applications for over five years, with previous announcements in 1999 and 2000 detailing the technical capability of the system and the commitment of customers such as Saab for future production programs. Orbital is today a leading international developer of engine technologies using direct in-cylinder fuel injection and lean-burn systems for enhanced fuel economy and lower emissions.

        The Orbital Combustion Process
        The breakthrough in engine design achieved by Orbital is a stratified combustion process, which involves an air-assisted injection of fuel directly into the combustion chamber and uses electronic control of the fuel delivery, injection timing, ignition and other variables.

        The OCP and control is suitable for both 2-stroke and 4-stroke engines and has been applied successfully across a range of cylinder displacements from 50 cc to greater than 500 cc, including high speed engine operation.

        In a conventional engine, the fresh fuel/air mixture is prepared upstream of the cylinder (whether by carburettor or conventional EFI) and enters the cylinder during the intake stroke, with the intent of forming a homogenous mixture of air and fuel within the cylinder.

        The application of OCP technology enables systems allow a highly stratified combustion process to occur, containing the combustible fuel cloud to a small area within the cylinder, with the remainder of the air in the cylinder being not fuelled.

        This process at light loads allows engines with OCP to run very lean (in some cases, total engine operation is carried out without the use of an air intake throttle). Under high load conditions, the OCP system runs similar to a homogeneously-charged engine, with good mixing of the fuel/air mixtures within the cylinder.

        In the case of a 2-stroke engine, direct fuel injection is possible after the exhaust port closes at light loads, minimising the short-circuiting of fresh fuel/air mixture out of the exhaust port as occurs in conventional 2-stroke engines. In the case of a 4-stroke engine, direct fuel injection allows lean engine operation, significantly reducing the engine pumping work.

        The combustion process, due to control of the air to fuel ratio gradient within the spray plume, allows clean and controlled combustion, resulting in further improvements in fuel economy and emission control.

        Apart from the basic combustion process and the associated fuel and control system, Orbital has developed related technologies including catalyst systems, control systems, control hardware and control software for vehicle applications of engines using OCP technology.

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        Proton today completed the 40,000th unit of the Waja since production of the model began in September 2000. On hand to give the milestone car, a silver 1.6, its final quality check was Prime Minister Datuk Seri Dr Mahathir Mohamad. At a simple ceremony in the Medium Volume Factory which only produces the Waja, the PM went through the checklist with Proton QC staff and finally affixed the ‘LULUS’ sticker to the rear left quarter-glass of the car.

        Prior to the ceremony, the PM toured the MVF which was specially built for the purpose of producing the Waja. It has a present capacity of 60,000 units a year which works out to 5,000 units a month. This can be increased to 80,000 units a year with an additional investment of RM50 million. The 800 workers have been putting in a great deal of effort to produce more cars to try to shorten the waiting list (which started with over 32,000 orders) and monthly production exceeded 5,000 units in June this year. It takes about 27 hours to assemble a car or about 25.2 man-hours per unit.

        The RM400 million factory, which operates on two shifts, is one of the most advanced in ASEAN as it has a high degree of automation. Unlike the main plant which does the other models, the MVF is designed for modular production. In this type of production, less assembly of small components is carried out in the plant and the suppliers deliver larger pre-built units such as the dashboard and door module. The Waja presently has 14 modules, which has reduced the number of components to be installed by 25%.

        According to Tengku Tan Sri (Dr) Mahaleel, Proton’s CEO, the various processes in the MVF have helped Proton reduce its production cost per car by 11.3% since 1997. However, he is not satisfied with this reduction and says that greater efforts will be made to bring costs down.

        This is understandable as Proton’s rivals have also achieved cost reductions over the years and in the highly competitive auto industry today, the name of the game is getting the cost as low as possible. This is being done through squeezing suppliers to lower their prices as well as increasing productivity and efficiency. Besides these approaches taken, Proton is also cutting its costs through design and engineering.

        Commenting on the MVF after his tour, the PM said that he was greatly impressed with the progress made by Proton and its capabilities today. He noted that in earlier days, the cars sold in Malaysia were mostly from UK; today, however, there is no longer a true British car but there is still a truly Malaysian car by Proton.

        The Prime Minister also continued to stress that Proton would not be sold off to foreign parties and said that “we will resist this move as long as possible”. He said that, instead, strategic partnerships and technical tie-ups would be considered.

        No mention was made of the next product which Proton will introduce although it is widely known that it will be a mini-MPV based on the Mitsubishi Town Box. The 1.1-litre model is already in production at the AMM plant in Pekan, Pahang, and is likely to be launched this month.

        There was also no news of the availability of the more luxurious Waja 1.6X version (although a unit is being displayed in the Proton head office lobby) but the company announced that the Renault-engined Waja 1.8 will go into production during the first quarter of 2002.

        While at the factory, the PM was taken around in a unique long-wheelbase Waja. This prototype was not built by ACE, the EON subsidiary well known for its conversion of Proton models, but was built by Proton engineers in-house. It has a 1.8-litre engine and the interior is equipped for the executive on the move. It has a full complement of mobile office equipment, including a fax machine, printer and video-conferencing facilities. A Proton source said that there were no plans to offer such a variant.

          by -

          The breakthrough in engine design achieved by Orbital is a stratified combustion process, which involves an air-assisted injection of fuel directly into the combustion chamber and uses electronic control of the fuel delivery, injection timing, ignition and other variables.

          The OCP and control is suitable for both 2-stroke and 4-stroke engines and has been applied successfully across a range of cylinder displacements from 50 cc to greater than 500 cc, including high speed engine operation.

          In a conventional engine, the fresh fuel/air mixture is prepared upstream of the cylinder (whether by carburettor or conventional EFI) and enters the cylinder during the intake stroke, with the intent of forming a homogenous
          mixture of air and fuel within the cylinder. The application of OCP technology enables systems allow a highly stratified combustion process to occur, containing the combustible fuel cloud to a small area within the
          cylinder, with the remainder of the air in the cylinder being not fuelled.

          This process at light loads allows engines with OCP to run very lean (in some cases, total engine operation is carried out without the use of an air intake throttle). Under high load conditions, the OCP system runs similar to a homogeneously-charged engine, with good mixing of the fuel/air mixtures within the cylinder.

          In the case of a 2-stroke engine, direct fuel injection is possible after the exhaust port closes at light loads, minimising the short-circuiting of fresh fuel/air mixture out of the exhaust port as occurs in conventional 2-stroke engines. In the case of a 4-stroke engine, direct fuel injection allows lean engine operation, significantly reducing the engine pumping work.

          The combustion process, due to control of the air to fuel ratio gradient within the spray plume, allows clean and controlled combustion, resulting in further improvements in fuel economy and emission control.

          Apart from the basic combustion process and the associated fuel and control system, Orbital has developed related technologies including catalyst systems, control systems, control hardware and control software for vehicle
          applications of engines using OCP technology.

            by -

            The breakthrough in engine design achieved by Orbital is a stratified combustion process, which involves an air-assisted injection of fuel directly into the combustion chamber and uses electronic control of the fuel delivery, injection timing, ignition and other variables.

            The OCP and control is suitable for both 2-stroke and 4-stroke engines and has been applied successfully across a range of cylinder displacements from 50 cc to greater than 500 cc, including high speed engine operation.

            In a conventional engine, the fresh fuel/air mixture is prepared upstream of the cylinder (whether by carburettor or conventional EFI) and enters the cylinder during the intake stroke, with the intent of forming a homogenous
            mixture of air and fuel within the cylinder. The application of OCP technology enables systems allow a highly stratified combustion process to occur, containing the combustible fuel cloud to a small area within the
            cylinder, with the remainder of the air in the cylinder being not fuelled.

            This process at light loads allows engines with OCP to run very lean (in some cases, total engine operation is carried out without the use of an air intake throttle). Under high load conditions, the OCP system runs similar to a homogeneously-charged engine, with good mixing of the fuel/air mixtures within the cylinder.

            In the case of a 2-stroke engine, direct fuel injection is possible after the exhaust port closes at light loads, minimising the short-circuiting of fresh fuel/air mixture out of the exhaust port as occurs in conventional 2-stroke engines. In the case of a 4-stroke engine, direct fuel injection allows lean engine operation, significantly reducing the engine pumping work.

            The combustion process, due to control of the air to fuel ratio gradient within the spray plume, allows clean and controlled combustion, resulting in further improvements in fuel economy and emission control.

            Apart from the basic combustion process and the associated fuel and control system, Orbital has developed related technologies including catalyst systems, control systems, control hardware and control software for vehicle
            applications of engines using OCP technology.

              by -

              The breakthrough in engine design achieved by Orbital is a stratified combustion process, which involves an air-assisted injection of fuel directly into the combustion chamber and uses electronic control of the fuel delivery, injection timing, ignition and other variables.

              The OCP and control is suitable for both 2-stroke and 4-stroke engines and has been applied successfully across a range of cylinder displacements from 50 cc to greater than 500 cc, including high speed engine operation.

              In a conventional engine, the fresh fuel/air mixture is prepared upstream of the cylinder (whether by carburettor or conventional EFI) and enters the cylinder during the intake stroke, with the intent of forming a homogenous
              mixture of air and fuel within the cylinder. The application of OCP technology enables systems allow a highly stratified combustion process to occur, containing the combustible fuel cloud to a small area within the
              cylinder, with the remainder of the air in the cylinder being not fuelled.

              This process at light loads allows engines with OCP to run very lean (in some cases, total engine operation is carried out without the use of an air intake throttle). Under high load conditions, the OCP system runs similar to a homogeneously-charged engine, with good mixing of the fuel/air mixtures within the cylinder.

              In the case of a 2-stroke engine, direct fuel injection is possible after the exhaust port closes at light loads, minimising the short-circuiting of fresh fuel/air mixture out of the exhaust port as occurs in conventional 2-stroke engines. In the case of a 4-stroke engine, direct fuel injection allows lean engine operation, significantly reducing the engine pumping work.

              The combustion process, due to control of the air to fuel ratio gradient within the spray plume, allows clean and controlled combustion, resulting in further improvements in fuel economy and emission control.

              Apart from the basic combustion process and the associated fuel and control system, Orbital has developed related technologies including catalyst systems, control systems, control hardware and control software for vehicle
              applications of engines using OCP technology.

                by -

                The breakthrough in engine design achieved by Orbital is a stratified combustion process, which involves an air-assisted injection of fuel directly into the combustion chamber and uses electronic control of the fuel delivery, injection timing, ignition and other variables.

                The OCP and control is suitable for both 2-stroke and 4-stroke engines and has been applied successfully across a range of cylinder displacements from 50 cc to greater than 500 cc, including high speed engine operation.

                In a conventional engine, the fresh fuel/air mixture is prepared upstream of the cylinder (whether by carburettor or conventional EFI) and enters the cylinder during the intake stroke, with the intent of forming a homogenous
                mixture of air and fuel within the cylinder. The application of OCP technology enables systems allow a highly stratified combustion process to occur, containing the combustible fuel cloud to a small area within the
                cylinder, with the remainder of the air in the cylinder being not fuelled.

                This process at light loads allows engines with OCP to run very lean (in some cases, total engine operation is carried out without the use of an air intake throttle). Under high load conditions, the OCP system runs similar to a homogeneously-charged engine, with good mixing of the fuel/air mixtures within the cylinder.

                In the case of a 2-stroke engine, direct fuel injection is possible after the exhaust port closes at light loads, minimising the short-circuiting of fresh fuel/air mixture out of the exhaust port as occurs in conventional 2-stroke engines. In the case of a 4-stroke engine, direct fuel injection allows lean engine operation, significantly reducing the engine pumping work.

                The combustion process, due to control of the air to fuel ratio gradient within the spray plume, allows clean and controlled combustion, resulting in further improvements in fuel economy and emission control.

                Apart from the basic combustion process and the associated fuel and control system, Orbital has developed related technologies including catalyst systems, control systems, control hardware and control software for vehicle
                applications of engines using OCP technology.

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