Ford Wants You To Design Their Next App

Inching us ever closer to the connected car of the future, Ford today announced plans to crowd source the next generation of driver-friendly apps. The 150-year-old company is opening its code libraries and other resources to developers worldwide. The idea? Consumers know what they want, so let them design the apps that'll keep them entertained--and safe--on the road.

Muv E Scooter : Upcoming Green Technology

Latest in green technology is Israeli Muv e Scooter. 

"MUVe is a new personal vehicle that can easily be transformed into a trolley in seconds,

using a unique patent pending folding system. You can carry it anywhere, making it optimal

for urban transport."

Volvo's Flywheel KERS Will Save Fuel Up To 25 Percent

The volvo's Flywheel KERS is fitted to the rear axle. During the braking action causes the flywheel to spin at up to 60,000 rpm. The front mounted engine shuts off. the Energy stored in the spinning flywheel can then be applied via a special transmission toward acceleration or used to power the car once it reaches cruising speed.

Bajaj Pulsar 200 NS features and technology

1. Four VALVE

The 4-valve engine facilitates induction of more quantity of charge (air-fuel mixture) and complete evacuation of all burnt gases

This results in increased engine performance – power, throttle response and pick-up at all engine speeds.

4-valve engines can be revved to much higher RPMs, without any engine strain, allowing the rider to experience superior performance.

2. SIX SPEED GEARBOX

The smooth shifting 6-speed gearbox is perfectly mated to the powerful 4 valve, triple spark, 200cc engine ensuring optimal use of the wider range of power delivery.

3. LIQUID COOLING

The high performance Pulsar 200NS engine is kept cooled using liquid coolant, which is better at heat dispension as compared to an air cooled engine.

Liquid cooling ensures there is no power fading due to overheating and results in longer engine life and the coolant provides for a muffling effect which smoothens engine noises even at high RPMs.

4. HANDLING

Apart from adding to the looks and muscle to the front of the Pulsar 200 NS, the perimeter frame allows for sharp, nimble and confident handling along with better cornering stability due to higher lateral stiffness. The Pulsar 200 NS chassis comprises of a steel perimeter frame and a rectangular tube section swing arm that offers substantially higher torsional rigidity

The low slung central muffler & the tightly packaged Nitrox mono shox ensures low & central CG position. The almost 50:50 weight distribution helps in effortless maneuvering curves and substantially improving high speed and straight line stability

5. PERFORMANCE

The Pulsar 200NS is loaded with technology that has boosted performance. Sitting in the saddle takes you straight to the next generation of biking.

The revolutionary Triple spark technology provides unprecedented performance, efficiency, lower emissions and when coupled with the 4-valve engine provides better power, throttle response and pick-up at all engine speeds. To keep this power mill running smoothly the Pulsar 200NS hosts a Liquid cooling system that ensures longer engine life, smoother engine sound and no power fading or overheating. Add to this, a 6-speed gearbox and you are in biking heaven.

The Pulsar 200NS manages to dish out peak power of 23.5 Ps @ 9500 rpm and a healthy torque of 18.3 Nm @ 8000 rpm. It boasts of a power to weight ratio of 162 Ps per ton! No wonder it can accelerate from 0-60 in 3.61 sec and 0 – 100 in 9.83 sec

6. THE TRIPLE SPARK TECHNOLOGY

Three spark plugs provide unprecedented performance and efficiency - Fast and optimal combustion at part load conditions results in better fuel efficiency and ensures lower emissions.

The high performance triple spark engine controlled by an advanced Electronic Control Unit, is the technology of the future. Combustion in a triple spark engine is 27% faster than a twin spark and 50% faster than a single spark engine.

7. STYLING

The NS in the name stands for “Naked Sports” and there is no doubt when you look at the Pulsar 200NS that it is one of the best looking street fighters around.

The body has been sculpted with careful attention to detail, like the foot pegs or the grips on the handle bar or even the backlit switches. Every aspect of the bike has been crafted to ensure the aggressive and muscular look of the Pulsar is married with the next generation of motorcycling design.

The riding position on the Pulsar 200NS is upright making it perfect for city riding and also to take it for a spin on the twisties.

8. Underbelly Exhaust

The Pulsar 200NS is equipped with a centrally placed Underbelly Exhaust which helps reducing emissions among other advantages.

Engine

                 

Type	Type SOHC - 4V - Liquid Cooled
Combustion system	Combustion system Triple spark
Ignition system	Independent spark control through ECU
Crankshaft Type	Integral
Max Power	23.52 PS @ 9500
Max Torque	18.3 Nm @ 8000
Bore	72 mm
Stroke	49 mm
Displacement	199.5 cc
Fuel system	Carburettor, UCD 33
Air filter	Paper element
Exhaust system	Exhaust TEC enhanced centrally mounted

Vehicle 

Frame Type	Pressed steel Perimeter Frame
Wheel Base	1363 mm
Length x height x width	2017 mm x 1195 mm x 804 mm
Seat ht-Rider	805 mm
Ground Clearance	167 mm
Vehicle Kerb weight	145 kg
FAW/RAW	72/73 kg
Fuel Tank capacity	12 L

Suspension

Front suspension	Telescopic Front Fork with Antifriction Bush Dia 37
Rear Suspension	Nitrox Mono Shock Absorber with piggy back gas canister

Brake and Tyre 

BRAKES
Front (Type)	Petal Disc with floating caliper
Front (Size)	Dia 280 mm Disc
Rear (Type)	Petal Disc with floating caliper
Rear (Size)	Dia 230 mm Disc
BRAKING
Braking Distance - Both brakes (60 - 0 Kmph)	16.33 meter
TYRES
Front	100/80 - 17, 52 P, Tubeless
Rear	130/70 - 17, 61 P, Tubeless
RIMS
Front	10 spoke 2.5 x 17, Alloy
Rear	10 Spoke, 3.5 x 17, Alloy

Electrical 

System	DC Ignition
Battery	12V 8AH VRLA
Head Lamp	H4 bulb 12V 55/60W
Tail/Stop Lamp	0.3/3 W, LED

LiquidPiston lauches X2 rotary engine with 75 percent thermal efficiency

The internal combustion engine (ICE) has had a remarkably successful century and a half. Unfortunately, it’s notoriously inefficient, wasting anywhere from 30 to 99 percent of the energy it produces and spewing unburned fuel into the air. Last week, Gizmag interviewed Dr. Alexander Shkolnik, President and CEO of LiquidPiston, Inc. about the company's LiquidPiston X2 – a 40-bhp rotary engine that burns a variety of fuels and requires no valves, cooling systems, radiators or mufflers, yet promises a thermodynamic efficiency of 75 percent.

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“Everyone would say at first glance that the diesel engine is more efficient (than the petrol engine). The truth is that if you had both engines at the same compression ratio, the spark-ignited engine has a faster combustion process and a more efficient process. In practice, it’s limited to a lower compression ratio otherwise you get spontaneous ignition.”

LiquidPiston’s approach to the problem was to go back to the basics of thermodynamics and work forward to develop what Shkolnik calls the “High Efficiency Hybrid Cycle” (HEHC), which combines the features of the Otto, Diesel, Rankine, and Atkinson cycles

The idea is to compress the air in the LiquidPiston X2 engine to a very high ratio as in the diesel cycle and then isolating it in a constant volume chamber. When fuel is injected, it’s allowed to mix with the air and it auto-ignites as in a diesel engine, but the fuel/air mixture isn’t allowed to expand. Instead, it’s kept compressed in a constant volume so it can burn over an extended period, as in the Otto cycle. When the burning fuel/air mix is allowed to expand, it’s then overexpanded to near-atmospheric pressure. In this way, all the fuel is burned and almost all of the energy released is captured as work. Shkolnik calls this use of constant volume combustion “the holy grail of automotive engineering.”

Constant volume combustion and overexpansion provide an HEHC engine like the X2 with a number of benefits. Shkolnik points out that the X2 engine is exceptionally quiet because it burns all of its fuel. In current ICE engines, an alarming amount of fuel goes out the tailpipe. This not only cuts down on fuel efficiency and pollutes the air, it also makes the engine noisy. Since the X2 engine burns its fuel completely, there’s no need for complicated silencing apparatus.

The overexpansion used in the cycle also means that there is very little waste heat. An ICE only converts only 30 percent of its heat into work while the X2 engine has a thermal efficiency of 75 percent, so a water cooling system isn’t necessary. Water may be injected into an HEHC engine during compression or expansion for cooling, but doing so also helps to lubricate and seal the chamber and as the water cools the engine it converts into superheated steam, which boosts engine efficiency.

Shkolnik says that the X2 engine is a rotary because piston engines aren’t suitable for the HEHC and a rotary engine provides much more flexibility. Also, the use of a rotary design greatly simplifies the engine with only three moving parts and 13 major components required. That allows the X2 to be one-tenth the size of a comparable diesel engine.

When asked whether the X2 engine isn’t just an updated Wankel, Shkolnik pointed out that though both are rotary engines, the Wankel is very different. For one thing, it uses a straightforward Otto cycle like a piston engine and operates at a much lower compression rate than the X2. In comparison, the X2 engine is almost the opposite of a Wankel. “It’s almost like the Wankel engine flipped inside-out,” said Shkolnik.

Not only does the X2 engine work on a different principle from the Wankel, but it doesn’t suffer from the same limitations. The X2 engine has a better surface to volume ratio, it doesn’t have the thermodynamic limitations of the Otto cycle and it doesn’t have the emissions problems of the Wankel. The Wankel has apex seals that are carried around with the rotor and need to be lubricated. To do this, oil has to be sprayed on them, which means that the Wankel is burning oil as it runs, resulting in the high emissions that have recently curtailed its use. The X2 engine, on the other hand, moves the seals from the rotor to the crankcase, so no special lubrication is required.

Another way that the X2 engine differs from the Wankel is that Shkolnik has no intention of it sharing the same fate as the Wankel, which turned into an automotive also-ran when put head to head with the ICE or hybrid electrics to power motor cars, (though he admits that the X2 engine would be an excellent range extender for hybrids). Instead, he plans to go after niche markets that can use the X2’s peculiar strengths.

One place where the X2 engine may have an advantage is in auxiliary power units (APUs). Shkolnik said that an enormous amount of diesel fuel is wasted by lorry drivers for “hotel” purposes. That is, when they stop overnight they leave their engines idling to provide power for the living amenities of their long-distance rigs. Small, lightweight diesel power units with high fuel efficiency, he believes, would be particularly attractive.

Another area is military applications. The U.S. military has a need for APUs that can run on heavy fuels, which the X2 engine can. Also, the Pentagon is very keen on developing robots. According to Shkolnik, “you can do amazing things with robots, but ask a robot to carry this giant engine and there’s problems.” He believes that the X2 engine may be the answer to these problems. In addition, the military has need of APUs for tanks, which suffer from extremely bad fuel efficiency from idling to run electronics.

Currently, LiquidPiston is running its original X1 engine in tests, which has been built after only a year from its first design concept. This month, the company unveiled the X2, which is a more fully integrated engine with a simpler construction, at the DEER Conference in Dearborn, Michigan. Shkolnik says that the X2 will be available for partner tests in 2013 as a new round of financing is launched and he hopes to have a preproduction prototype by 2014.

Nissan Next Generation steering Technology

As much as computers have permeated our lives, some things have remained old-fashioned. Just look at automobiles. Despite the presence of computer diagnostic systems, and built-in support for iPods, smartphones, and Siri, modern cars still largely rely on mechanical technology. Nissan is trying to change that, with drive-by-wire steering tech that has been long in development, but slow in real-world implementation.

Drive-by-wire tech has been held up as a "technology of the future" for well over a decade. It replaces the traditional mechanical relationship between steering wheel and tires with an electronic one. At least in theory, the biggest advantage of the system is that tires respond to driver input almost instantaneously.

Nissan's version is being marketed as "steer-by-wire," and will be introduced to some Infiniti models in 2013. The company says that this will be the first mass implementation of the tech in commercial vehicles.

How does it work? The system interprets the driver's input from force applied to the steering wheel. This information is fed to multiple electronic control units (ECUs). The ECUs then process this information and turn it into instructions for the steering angle actuator, which turns the front wheels. It can make driving less like manual labor, and more like a video game.

In addition to the instantaneous response times, Nissan also touts the system's ability to adjust for road feedback – so if you're driving along a street with a harsh surface, you won't have to grip your bucking, shaking steering wheel for dear life. Since the steering wheel/tire relationship is electronic, distracting feedback from bumps and uneven pavement can be filtered out before being felt by the driver. Nissan describes it as steering that doesn't fight back.

Nissan's system also mounts a forward-facing camera onto the rear-view mirror. It scans the road ahead, and sends information about lane detection and the vehicle's direction of travel to the steer-by-wire system. Discrepancies are then adjusted for with an opposing force to the tire angle – if the car starts drifting to one side, for instance, the system will automatically steer the car back towards the center of its lane. It sounds like something from Terminator, but a successful implementation could make driving more smooth and relaxing.

NEW TECHNOLOGY TO WELD STEEL AND ALUMINUM

 Friction Stir Welding, in which metals are joined via mechanical pressure – it's the same technique that has been used for experimental steel/aluminum spot welds in the past. As Honda explains it, “This technology generates a new and stable metallic bonding between steel and aluminum by moving a rotating tool on the top of the aluminum which is lapped over the steel with high pressure.” The welds that result are reportedly as strong or stronger than those made using regular Metal Inert Gas welding.

Steel/aluminum subframes built with the new technique are said to be 25 percent lighter than those made entirely out of steel, which should translate into improved fuel economy. The process also made it possible to alter the structure of the subframe, so that the mounting point for the suspension could be relocated – this change has reportedly increased the rigidity of the mounting point by 20 percent, and thereby improved the car’s dynamic performance.

Additionally, the new process uses about half the amount of electricity as Metal Inert Gas welding, and the machinery it requires isn’t as large as that traditionally used for Friction Stir Welding – in fact, it can be attached to an industrial robot. The technique can also be used for aluminum-to-aluminum welding, without any hardware changes.

A new non-destructive inspection system, incorporating an infra-red camera and a laser, is used to check all of the steel/aluminum welds.

CHRISTINI DEVELOP ALL WHEEL DRIVE BIKES

THE BASICS OF AWD

Christini’s patented mechanical All Wheel Drive system delivers power from the motorcycle transmission to the front wheel through a series of chains and shafts. There is no energy-robbing hydraulics involved.

The lightweight all-mechanical system works similar to that of AWD systems found on four wheeled vehicles. The AWD system (powering the front wheel) is driven at a slightly lower rate than the rear wheel (approximately 80%). Under optimum traction conditions, the rear wheel is actually driving faster than the front AWD system. One-way clutches within the front hub allow the front wheel to freewheel under these conditions. At this point, the AWD system is effectively passive. Though the front AWD system is turning, it is not actually transferring power to the front wheel. When the rear wheel loses traction, the drive ratio, relative to your forward speed, changes. The AWD system engages, transferring power to the front wheel until traction is reestablished at the rear wheel.

The way the front system works is like pedaling a bicycle down hill. You are pedaling, but because of gravity (acting like the rear drive) the bike is traveling faster than you are delivering power. When you get to the bottom of the hill and slow down (similar to what happens when the rear wheel spins), you will begin to power the bike again.

An added benefit of AWD is that the front wheel does not want to wash out. When a front end tucks, the wheel stalls, stops turning, and begins to push. With the AWD system, as soon as the wheel begins to stall, power is delivered to the front wheel, forcing it to turn. With the front wheel under power, it is nearly impossible to wash out the front end.

HOW IT WORKS

Power runs via chain from the secondary countershaft sprocket up to a gearbox located on the frame.

Power is converted to a drive shaft running under the tank to the modified steering head.

Counter rotating bevel gears located within the head tube transfer power to the lower triple clamp

The lower triple clamp contains a small chain and sprocket system that drives two counter-rotating drive shafts.

The specially coated drive shafts are telescopic and incorporate linear ball spline bearings. They are counter rotating to eliminate torque effect. They run the length of the fork to the front hub.

The Christini AWD front hub is equipped with one-way clutches allowing the wheel to transfer power when needed, and freewheel when not in use.

ALL WHEEL DRIVE PERFORMANCE

All Wheel Drive has been proven to substantially enhance performance of off-road motorcycles even under the most demanding conditions. You can easily conquer the gnarliest hills, ruts, mud, roots, and logs that would cause havoc on a conventional motorcycle. The Christini AWD system also dramatically improves cornering and straight-line stability on all surfaces. The AWD system makes the motorcycle noticeably easier to ride and substantially reduces rider fatigue, allowing you to ride faster for longer periods of time. The AWD system can be turned on and off with a simple flip of the engagement switch. The mechanical Christini AWD system provides distinct advantages without compromising the performance of the motorcycle. Power that would otherwise be lost due to wheel spin is transferred immediately to the front wheel. The system adds just 15 lbs additional weight and has a power loss of less than 1/10th hp.

The Christini AWD system has been extensively race tested and has a proven track record of reliability in World Enduro, GNCC, Endurocross, Red Bull Last Man Standing, and Hare scrambles. The system is easily maintained and does not require any special tools.

ADVANTAGES OF A MECHANICAL ALL WHEEL DRIVE SYSTEM

• Increased traction and stability with no torque effect
• Improved cornering on all surfaces
• Only 15 lbs. added weight
• System uses less than 1/10th horsepower to operate
• Faster acceleration
• Unmatched hill climbing ability
• Easily serviced with no special tools required
• Reduced rider fatigue

PGM-FI OR PGMFI

Programmed Fuel Injection PGM-FI, is a kind of electronic fuel injection system first developed by Honda more than twenty years ago. This system is incorporated in many Honda Motorcycles, Cars and Automobiles.

How does PGM-FI works

PGM-FI injects right amount of fuel on each cylinder based on specific engine data to which it is programmed. The Control unit (ecu) of engine has sensors which measure temperature of engine, oil, atmosphere air as well as pressure sensors. Based on the collected readings control unit calculates oxygen or air and fuel needed to optain optimal performance.

Newly developed PGM-FI is been developed for small motorcycles. The ECU integrated throttle body for small motorcycles. By this Honda’s goal is to reduce hydro carbon emission and improve fuel economy by 30%. Honda has developed PGM-FI system for motorcycles with engine of 125cc or smaller.

You might think FI and PGM-FI, well conventional FI system (electronic fuel injection system) in motorcycles (like in apache rtr 160 fi) is bulky and costly, its major application is in monstor bikes with multi cylinders engine. Wave 125i has PGM-FI which is been launched in Thailand.

Variable Geometry Turbocharger (VGT)

The main drawback to a turbocharger, besides cost, is its fixed geometry. The Aspect

Ratio (A/R) of a turbo, which is based on its geometry, has a direct relation to both the power

increase generated and the motor speed at which the power increase is generated. A smaller

A/R will produce boost pressure at a lower engine speed, but will be unable to provide a high

enough flow rate at higher engine speeds. This leads to higher exhaust manifold pressures,

lower pumping efficiencies , and lower power output. A larger A/R will create boost at higher

engine speeds, and thus create more power, but it will be unable to produce boost at lower

engine speeds. So an A/R must be picked to either; produce power at lower engine speeds for

quicker acceleration, or for higher engine speeds to produce a greater total power.

The time it takes for the engine to produce boost between transients is called lag. A

large A/R turbo will have a longer lag time than a smaller A/R turbo due its larger requirement

of energy from the engine to produce boost.

Variable Geometry Turbochargers are turbochargers whose geometry and thus

effective A/R can be altered as needed while in use. The most common design includes several

adjustable vanes around a central turbine. As the angle of the vanes change, the angle of air

flow onto the turbine blades changes, which changes the effective area of the turbine, and thus

the aspect ratio (A/R) changes.

The area between the adjustable vanes works as nozzles. These nozzles are thus varied

in size as a function of engine operating conditions. By opening the nozzles at high engine speed

or closing them at low speed, effectively changing the A/R with engine speed or demands, the

turbo can produce boost from a low speed without restricting flow at higher speed. Since they

can produce boost at lower engine speed Lag time is decreased.

Also since the vanes are remotely controlled the boost pressure can be altered without

changing engine speed. By adjusting the vanes you can increase exhaust manifold pressure

during transients (gear changes). Coming out of a transient with a higher exhaust manifold

pressure allows this stored energy, in the form of pressure, to be used to drive the turbo to a

higher boost level faster. By increasing the boost level faster Lag is once again reduced.

*Increasing Efficiency;

Turbochargers in general are a very good way to improve the efficiency of an engine.

By pressurizing the intake manifold, more air, and thus more fuel, is brought into the cylinder

every time the intake valve opens. This creates a volumetric efficiency of greater than 1. A

volumetric efficiency of even 1 is impossible in any real engine without some kind of forced

induction due to friction losses. This improves the overall efficiency of the engine by allowing it

to burn more air and fuel on every cycle. The high positive pressure generated also helps to

overcome any casting defects in the manifold, such as surface roughness (major losses) or tight

corners (minor losses), by providing a larger driving force, or pump head.

Fixed geometry turbochargers (FGT) work as any other centrifugal pump and thus have

a limited optimal operating range. VGTs have the advantage that many different pressure

ratios can be produced at a single engine speed due to the variable vanes changing the

effective area and A/R. The vanes can be manipulated to create an optimal boost pressure at

any speed. By producing an optimal boost through a larger engine speed range the overall

efficiency is increased.

Top 10 Improvements in Engine Design

10: The Four-stroke Engine Cycle

Benefits: More fuel-efficient, less polluting

Drawbacks: More complicated, more expensive to manufacture

Remember that Benz Patent Motorwagen we talked about? In addition to having a single piston, or cylinder, it was a two-stroke engine, like many early motors. Stroke refers to the movement of the piston in the engine.

Four-stroke engines were one of the earliest improvements made to internal combustion engines in the late 1800s. On a four-stroke engine, there are four steps the engine takes as it burns gasoline: intake, compression, power, and exhaust . These steps all occur when as piston moves up and down two times.

Earlier, simpler two-stroke engines accomplish the same task -- burning gasoline to create mechanical motion -- but they do it in two steps. Today, two-stroke engines are found on small equipment like lawnmowers, small motorcycles, and large, industrial engines. Nearly all cars use the four-stroke cycle.

Four-stroke engines carry several benefits, including improved fuel economy, more durability, more power and torque, and cleaner emissions. However, compared to two-stroke engines, they are more complicated and expensive to make, and require the use of valves for the intake and exhaust of gases.

In spite of this, four-stroke engines have become the industry standard for cars, and they likely aren't going away any time soon. We'll learn more about the role of valves and how they've been improved upon later in this article.

9:Forced Induction

Benefits: More power without an increase in engine size

Drawbacks: Fuel consumption, turbo lag

An engine requires three things to generate motion: fuel, air, and ignition. Cramming more air into an engine will increase the power generated by the engine's pistons. A long-standing way to do that, and one that's becoming increasingly popular as of late, is to use forced induction. You may know this process better by the parts that do make it happen --turbochargers and superchargers.

In a forced induction engine, air is forced into the combustion chamber at a higher pressure than usual, creating a higher compression and more power from each stroke of the engine . Turbochargers and superchargers are essentially air compressors that shove more air into the engine.

Forced induction systems were used on aircraft engines long before they started being added to car engines in the 1960s. They are especially beneficial for small engines as they can generate a lot of extra power without increasing the engine's size or causing a dramatic drop in fuel economy.

A good example is the turbocharged Mini Cooper S, which only has a 1.6-liter engine but produces more than 200 horsepower in some applications. In addition, high-performance cars like the Porsche 911 Turbo or Corvette ZR-1 use forced induction to achieve tremendous gains in power.

The drawbacks? Cars that have turbochargers often require premium gasoline. Then there's the issue ofturbo lag, where the power gains aren't felt until the turbocharger spools up at higher revolutions per minute (RPM). Engineers have helped reduce both of those drawbacks in recent years.

And with fuel economy and emissions standards getting stricter, many carmakers are turning to forced induction on smaller engines instead of building larger engines. On the newest Hyundai Sonata, for example, the top engine one can buy is no longer a V6, but a turbo four-cylinder.

8:Fuel Injection

Benefits: Better throttle response, increased fuel efficiency, more power, easier starting

Drawbacks: More complexity and potentially expensive repairs

For decades, the preferred method for mixing fuel and air and depositing it into the engine's combustion chamber was the carburetor. Press the accelerator pedal to full throttle, and the carburetor allows more air and fuel into the engine.

Since the late 1980s, carburetors have been almost completely replaced by fuel injection, a far more sophisticated and effective system of mixing fuel and air. Fuel injectors spray gasoline into the air intake manifold, where fuel and air mix together into a fine mist. That mix is brought into the combustion chamber by valves on each cylinder during the intake process. The engine's on-board computer controls the fuel injection process.

So why did fuel injection replace the carburetor? To put it simply, fuel injection just works better in every aspect. Computer-controlled fuel-injected engines are easier to start, especially on cold days, when carburetors could make things tricky. Engines with fuel injection are also more efficient and more responsive to changes in the throttle.

They do have drawbacks in terms of their increased complexity. Fuel injection systems are more costly to repair than carburetors as well. However, they have become the industry standard for fuel delivery, and it doesn't look like carburetors will be making a comeback anytime soon.

7:Direct Injection

Benefits: More power, better fuel economy

Drawbacks: More expensive to make, relatively new technology

Direct injection is a further refinement of the improvements made by fuel injection. As you may have guessed from its name, it allows fuel injection to "skip a step," which adds efficiency to the engine, and more power and improved fuel economy as a consequence.

On a direct injection engine, fuel is sprayed directly into the combustion chamber, not into the air intake manifold. Engine computers then make sure the fuel is burned exactly when and where it is needed, reducing waste. Direct injection provides a leaner mix of fuel, which burns more efficiently. In some ways it makes gasoline-powered engines more similar to diesel engines, which have always used a form of direct injection.

As we learned earlier, direct injection engines boast an increase in power and fuel economy over stand fuel injection systems. But they have their drawbacks as well. For one, the technology is a relatively new one, having come to market only in the last decade or so. More and more companies are starting to increase their use of direct injection, but it has yet to become the standard.

Sometimes, direct injection engines can exhibit the buildup of carbon deposits on the intake valves, which could cause reliability issues. Some car tuners have expressed difficulty with modifying direct injection engines as well. Despite these issues, direct injection is the hot new technology in the automotive world right now. Expect to see it on more and more cars as time goes on.

6:Aluminum engine blocks

Benefits: Lighter weight leads to more efficiency and better handling

Drawbacks: Can warp at high temperatures

Over the past few years, cars have been trending towards being more lightweight in many ways. Automakers look for ways to reduce a vehicle's weight in order to generate betterfuel economy and performance. One of the ways they've done that is largely by replacing engines made of iron with aluminum ones.

For many years, iron engine blocks were the industry standard. Today the majority of all new small engines use aluminum instead, though many large V8 engines still use iron blocks. Aluminum weighs far less than iron -- typically, an aluminum engine weighs half what an iron one weighs. That translates into an overall lighter weight for the car, which means better handling and more fuel efficiency.

Aluminum does have some drawbacks, however. As a metal, it's not as strong as iron and doesn't hold up to high levels of heat as well. Many early aluminum block engines had problems with cylinders warping, leading to concerns over durability. Those problems have been largely solved, however, and aluminum has clearly asserted itself as the future of engines due to its weight-saving properties.

5:Overhead Camshafts

Benefits: Better performance

Drawbacks: Increased complexity

You've probably heard the term "DOHC" or "dual overhead camshafts" when someone talks about an engine. Most people recognize it as a desirable feature to have, but what does it mean? The term refers to the number of overhead camshafts above each cylinder in the engine.

Camshafts are part of your car's valvetrain, which is a system that controls the flow of fuel and air into the cylinders. For many decades cars primarily had OHV engines, meaning overhead valves, also called "pushrods." Pushrods are driven by camshafts inside the engine block. This setup adds mass to the engine and can limit its overall speed.

On an overhead cam setup, the camshaft is much smaller and is inserted above the cylinder head itself, rather than in the engine block. There's one on a single overhead cam (SOHC) engine, while a DOHC engine has two. The benefit to the overhead cam setup is that it allows for more intake and exhaust valves, meaning fuel, air and exhaust can move more freely through the engine, adding power.

While many car companies have done away with pushrod engines, DOHC and SOHC haven't supplanted them quite yet. Chrysler still uses pushrods to generate lots of power for their Hemi V8 engines; General Motors utilizes pushrods on some of their high-tech, modern V8s as well. But DOHC and SOHC engines have been prominent on engines, especially smaller ones, since the 1980s.

The drawback of having overhead cams is that they increase complexity and cost. Are you noticing a trend here yet?

4:Variable Valve Timing

Benefits: Fuel economy, more flexible power delivery

Drawbacks: Greater cost to produce

If you're at all familiar with Honda engines, you've almost certainly heard the term VTEC. People who tune their Hondas for performance often speak of "VTEC kicking in." But what exactly does that mean?

VTEC refers to variable valve timing and lift electronic control, a form of variable valve timing. There are times when an engine requires more air flow, like during hard acceleration, but a traditional engine often does not allow enough air to flow, resulting in lower performance. Variable valve timing means the flow of air in and out of the valves is slowed down or sped up as needed .

Honda is hardly the only car company to offer such a system. Toyota has one they call VVT-i, for variable valve timing with intelligence, and BMW has a system called Valvetronic or VANOS, which stands for variable Nockenwellensteuerung, meaning variable camshaft control. While they all work a little differently, they all accomplish the same task -- allowing more air and fuel into the valves at different speeds. This makes an engine more flexible and allows it to deliver peak performance in a variety of conditions. It also increases fuel economy.

Many engines now incorporate some form of variable valve timing, often controlled by the engine's on-board computer.

3:On-board Engine Computers

Benefits: Fuel economy, better diagnosis of problems

Drawbacks: Cost, complexity

An engine is an incredibly sophisticated device. It has dozens of moving parts and has scores of different processes taking place at once. That's why modern cars have everything regulated by an on-board computer called an engine control unit, or ECU.

The ECU makes sure processes like ignition timing, the air/fuel mixture, fuel injection, idle speed, and others operate the way they're supposed to. It monitors what's going on in the engine using an array of sensors and performs millions of calculations each second in order to keep everything operating correctly. Other computers in the car control things like electrical systems, airbags, interior temperature,traction control, anti-lock brakes and the automatic transmission.

Cars have become increasingly computerized since the first on-board diagnostic (OBD) computers were added in the 1980s. That's the computer that's responsible for the "check engine" light on your dashboard. A mechanic can plug a computer into the OBD port and get a sense of your car's problem areas. They can't use OBD to immediately know what's wrong with your car, but it gives them a great starting point.

By making the engine run more efficiently, engine computers can result in greater fuel efficiency and easier diagnosis of problems. But they also make engines far more complicated, and can make them tricky for weekend mechanics to work on.

2:Clean Diesels

Benefits: Torque, fuel economy, cleaner emissions

Drawbacks: Cost of fuel, low RPMs, higher initial cost

We've talked a lot about gasoline engines so far, but what about diesel engines? Diesels have never been big sellers in the United States. Despite their superior fuel economy over similar gas engines, many Americans still think of diesels as the noisy, sooty, smelly, unreliable motors of the 1970s and 1980s.

That's not the case anymore. The modern diesel engine is powerful, clean and extremely fuel-efficient. Today's engines use a low-sulfur form of diesel fuel, and systems within the car help eliminate particle matter and excess pollution.

The diesels made by companies like Volkswagen, Mercedes-Benz, BMW, Volvo and others boast engine improvements like turbocharging, sophisticated fuel injection, and computer control to provide a driving experience that's both efficient and high in torque .

Diesel engines have some drawbacks, mainly their low RPM level and the higher cost of diesel fuel. But since many of them can achieve well over 40 miles per gallon (17 kilometers per liter) on the highway, the driver will need to pay for that fuel a lot less often. And if you're wondering if modern diesels offer good performance, look no further than the last few 24 Hours of Le Mans races, where Audi has dominated using a diesel racecar.

1:Hybrid Engines

Benefits: Fuel economy

Drawbacks: Higher initial cost, complexity

A combination of high gas prices, an increased awareness of the environment among drivers, and government regulations raising fuel economy and emissions standards have forced engines to "go green" more than ever before. One of the biggest engine improvements used to boost efficiency in recent years is the hybrid engine.

Hybrids were an obscure a decade ago, but now everyone knows how they work -- an electric motor is partnered with a traditional gasoline engine in order to achieve high fuel economy numbers, but without the "range anxiety" of an electric engine, where the driver always wonders what will happen when a charge runs out.

The Toyota Prius remains the top selling hybrid car in America. It boasts a 1.8-liter four cylinder engine coupled with an electric motor that produces 134 horsepower. At low speeds, the electric engine acts alone, meaning the car does not use gas at all. At other times, it assists the gasoline engine. The whole package gets about 50 miles per gallon (21.3 kilometers per liter) in both the city and the highway .

Hybrids like the Prius represent the latest evolution in internal combustion technology. While their benefits come in the form of fuel efficiency, there are some drawbacks as well. Hybrids have a higher initial cost than their non-hybrid counterparts, and some have argued that gas must be much more expensive than it is now (unbelievable as that may sound) before the driver recoups the extra cost of the hybrid car.

However, it's clear that engines are trending towards reduced emissions and greater fuel-efficiency. While electric-only cars are becoming more common, it's clear the internal combustion engine isn't going anywhere quite yet. It will simply continue to evolve to be better and better, just like it has since the days of the Model T.