Friday, November 20, 2009

Proton Campro with CPS

The Campro engine is the first automotive engine ever developed together with Lotus by the Malaysian carmaker, Proton. The name Campro is short for Camry Proton. This engine powers the Proton Gen-2, the Proton Satria Neo, the Proton Waja Campro, the Proton Persona as well as Proton's future models. The Campro engine is aimed to show Proton's ability to make their own engines that produce good power output and meet newer emission standards.

All Campro engines incorporate with drive-by-wire technology (specifically electronic throttle control) for better response,[1] eliminating the need for friction-generating mechanical linkages and cables. There have been some issues with cracking oil pumps but apparently Proton have introduced a new part recently to solve this problem. A recall has not been announced.

Basic DOHC engine

The basic Campro engine used is older Gen-2 models.

The basic Campro engine coded as S4PH is a basic DOHC 16-valve 1.6 L engine that produces 110 bhp (82 kW) @ 6,000 rpm of power and 148 N·m (109 ft·lbf) of torque. This is the engine that powers the Proton Gen-2. The S4PH engine can be fitted with Cam Profile Switching (CPS) and Variable Inlet Manifold (VIM) technology. Besides this 1.6 Litre engine, Proton has produced the 1.3 Litre version of the Campro engine.

Even though the S4PH engine seems to be quite powerful at higher revs, its performance is reportedly sluggish at lower revs and this is proven by driving the Gen-2 uphill where drivers who drive the manual transmission version have to shift a lot between 2nd gear and 3rd gear. This is due to its torque dip in the crucial 2,000 ~ 3,000 rpm operating range, where the torque actually decreases before picking up back to the maximum torque at 4,000 rpm. This torque characteristic can be clearly seen in manufacturer published engine performance curves.[1]

Another engine option for the basic DOHC engine is a 1.3L engine coded as S4PE. The S4PE engine produces 94 bhp (70 kW) @ 6,000 rpm and the torque of 120 N·m (89 ft·lbf) @ 4,000 rpm, which is more powerful than the other 1.3L rivals, even with variable valve timing technology, it also (like its bigger brother) displays a torque dip at typical engine speeds of 2,000 to 3,000 rpm.

The bore x stroke dimensions for both engines are as follows:-

  • S4PH (1.6L): 76 x 88 mm, resulting the displacement of 1598 cc.
  • S4PE (1.3L): 76 x 73.4 mm, resulting the displacement of 1332 cc.

Applications:

Campro CPS and VIM engine

The Campro CPS engine uses a variable valve lift system (Cam Profile Switching system) and a variable length intake manifold (VIM; not to be confused with the stand-alone IAFM used in the 2008 Proton Saga) to boost maximum power and improve the CPS engine's torque curve over the standard DOHC Campro engine.

The engine's Variable-length Intake Manifold (VIM) switches between a long intake manifold at low engine speeds and a short intake manifold at higher engine speeds. Proton is using a longer intake manifold to achieve slower air flow; as they found this promotes better mixing with fuel. The short intake manifold allows more air in faster. This is beneficial at high RPMs[2].

The Cam Profile Switching (CPS) system uses a trilobite camshaft to switch between two different cam profiles. One cam profile provides low valve lift, while the other cam profile has a high valve lift. The low valve lift cam profile is used at low to mid engine speeds to maintain idling quality and reduce emissions, while the high lift cam profile is used when the engine is spinning at mid to high engine speeds improve peak horsepower and torque[2]. Unlike the other similar variable valve timing systems such as the Honda VTEC, the Toyota VVT-i and the Mitsubishi MIVEC which use rocker arm locking pins to change the valve timing, the CPS system uses direct-acting tappets with locking pins to change the valve timing and lift profile.[3]

VIM switches from the long to short runner at 4,800 rpm, while the CPS system switches over at 3,800 rpm (4,400 rpm in the Proton Satria Neo CPS[4]). The result is 125 bhp (93 kW; 127 PS) at 6,500 rpm and 150 N·m (110 ft·lbf) of torque at 4,500 rpm compared to the non-CPS Campro’s 110 bhp (82 kW; 112 PS) at 6,000 rpm and 148 N·m (109 ft·lbf) of torque at 4,000 rpm[2]. Proton claims that there is better response and torque at low engine speeds of between 2000 - 2500 rpm.

The new CPS engine first made its debut in the facelifted Proton GEN2 launched in Thailand[5][6], and made its first Malaysian debut in the Proton Waja Campro 1.6 Premium (CPS)[2]. Besides the 1.6L version, the Campro CPS engine is also available in 1.8L version; however, the bigger 1.8L version has not yet debuted in any of Proton's car (as on 30 April 2008) but rather made its first debut in a Malaysian-made hovercraft[7].

Applications:-

Campro IAFM engine

A Campro 1.3L IAFM mounted on a second generation Proton Saga.

The Campro IAFM (Intake Air-Fuel Module) is essentially a basic DOHC Campro engine equipped with a variable-length intake manifold, developed under a joint fast track programme which began in April 2005 by EPMB, Bosch and Proton. However, the IAFM differs from the VIM (Variable Inlet Manifold) for the Campro CPS engine in terms as follows:-[8]

  1. The IAFM is a stand-alone module that can be fitted with a basic DOHC Campro engine whereas the VIM needs to work in conjunction with the CPS system in a Campro CPS engine.[8]
  2. The IAFM is operated by the engine vacuum while the VIM uses an ECU-controlled solenoid.[8]

The Intake Air-Fuel Module for the Proton Campro engine debuted in the second-generation Proton Saga, which was launched on 18 January 2008. We first heard of it back in October 2006 where it was still in advanced tooling stages, and ever since then everyone has been eagerly awaiting for the first Campros to roll out with the new air fuel module.

With the IAFM, the 1.3L engine used in the Proton Saga now produces 98 bhp (73 kW) @ 6,500 rpm[9]. The maximum torque is slightly reduced to 113.2 N·m (83.5 ft·lbf); however, the engine has broader torque range and the noticeable torque dip in the basic DOHC Campro engine has been eliminated[9]. However, the official brochure is only published with the familiar 94 bhp (70 kW) @ 6,000 rpm power and 120 N-m @ 4,000 rpm torque for consistency with other 1.3L Proton models.[10]

Meanwhile, the output of the 1.6L version of the IAFM engine which debuted in the 2008 Proton Gen-2 M-Line produces 110 bhp (82 kW) @ 6,500 rpm of power and 148 N·m (109 ft·lbf) of torque, and the torque dip around 2,500-3,500 rpm has been eliminated.[11]

Applications:-

Hybrid Campro engine

In March 2007, Proton and Lotus have announced their concept model of a Proton Gen-2 powered by a hybrid powerplant that uses the Campro engine. The concept model was revealed during the 2007 Geneva Motor Show from 8 ~ 18 March 2007 [12][13].

The hybrid powerplant system, which is known as EVE system (Efficient, Viable, Environmental) will be using the same S4PH engine as the one that powers the present gasoline version of the Gen-2, combined together with a 30 kW, 144V electric motor. The main purpose of the hybrid powerplant system is to provide a hybrid system that can be retrofitted to existing models, retaining the same powerplant and also eliminates the need to develop a completely different platform, like the Honda Civic Hybrid. Unlike the IMA (Integrated Motor Assist) technology in the Civic Hybrid which uses a bulky Ni-MH battery pack, the EVE Hybrid system will use a Li-ion battery pack[14] inside the engine bay.

The EVE Hybrid System will have 3 key technologies:-

  1. "Micro-hybrid" start-stop system - An integrated starter-alternator system is installed to switch off the engine automatically when the engine stops, for example at the traffic light. The engine will automatically restart when the gas pedal is depressed.[12][13].
  2. Full parallel hybrid technology - Combines the existing S4PH engine with a 30 kW, 144V electric motor, resulting in higher power (141 bhp combined), higher torque (233 N-m combined), lower emission (up to 22% carbon dioxide reduction) and better fuel economy (up to 4.6 L/100 km[15]). The system also includes regenerative braking system.[12][13].
  3. Continuously Variable Transmission (CVT) - The CVT system provides an infinite number of gear ratios for better efficiency.

The combined power and torque for the powerplant system are as follows:-

  • Max power (gasoline engine only): 110 bhp (82 kW; 112 PS) @ 6,000 rpm
  • Max torque (gasoline engine only): 148 N·m (109 ft·lbf) @ 4,000 rpm
  • Max power (combined): 141 bhp (105 kW; 143 PS) @ 5,500 rpm
  • Max torque (combined): 233 N·m (172 ft·lbf) @ 1,500 rpm (limited to 180 N-m continuous)

Proton will start commercializing their upcoming hybrid vehicles equipped with the EVE Hybrid System within 2010-2011[14].

Turbocharged Campro engine

On 13 December 2008, Proton Managing Director Datuk Syed Zainal Abidin revealed that Proton is developing a turbocharged version of the 1.6 L Campro engine to be introduced within 2010-2011.[16][17] The engine is developed as a response to the new market trend of having small displacement engine but forced-aspirated to produce the power output equivalent to a larger motor, a similar concept as the TSI twincharger technology in the Volkswagen Golf Mk5. There were no details on whether the turbocharged Campro engine will be equipped with the CPS variable valve lift technology or not, but the output of the engine is estimated to be about 150 bhp (112 kW; 152 PS) and 240 N·m (180 ft·lbf) of to

Future plans

Currently, Proton is planning to develop the higher displacement engine options (1.8L and 2.0L) to complement the existing Campro engines which are limited to 1.3L and 1.6L engine options only[18] and is currently in talks with foreign parties to help with the development. In addition, Proton is also planning to produce the diesel version of the Campro engines.

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