AD #2254 – Infiniti’s Variable Compression Engine, The Story Behind the Wrangler’s Windshield, Big Truck Sales Soar

December 15th, 2017 at 11:58am

Runtime: 9:22

0:29 Big Truck Sales Soar
1:19 Dealer Consolidation Accelerating
2:01 The Story Behind the Wrangler’s Windshield
3:08 Infiniti’s Variable Compression Engine
4:43 2018 Wards 10 Best Engines
6:13 Maven Helping GM with Off-Lease Vehicles

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21 Comments to “AD #2254 – Infiniti’s Variable Compression Engine, The Story Behind the Wrangler’s Windshield, Big Truck Sales Soar”

  1. Lex Says:

    That New Infinity QX50 looks a lot like a Hyundai Santa Fe Sport going down the road.

    Since the new Honda Civic Type R’s 2.0L turbo was awarded best engine status. I would consider purchasing a new CRV if it had that engine in it rather than the 1.5L Turbo currently offered.

  2. Lex Says:

    Why didn’t Jeep Designers make a removable windshield rather than a folding down one on the Wrangler? I could see having a removable windshield that would slide up the “A” pillar frame for removal and then back down from the top of the “A” pillar frame into channels along the frame and be secured by four T50 bolts similar to the doors. The windshield could be stored under the rear passenger seat during off-roading.

  3. buzzerd Says:

    I would think it would be hard for the windshield frame to be strong enough if you make the glass removable not to mention I wouldn’t want to store it anywhere inside the vehicle. There’s a few reasons most chev Avalanche owners never remove the back window.

  4. Kit Gerhart Says:

    Does anyone actually fold down the windshield on a Wrangler? G.A., are you out there? I’ve never seen one folded down, except for an actual WW II vintage Jeep at a car show.

  5. Lisk Says:

    The Infiniti Variable Compression engine looks to me like a answer to a question nobody asked. With the advent of direction, does there need to be something this complicated. Couldn’t VVT perform the same tasks of lowering cylinder pressures by hanging the exhaust valves open a little longer (like an Atkinson cycle)? Also, I’m not sure if the animations were to scale, but it looks to me like the engine would be much taller and have a higher center of gravity?
    Looks like a very complicated arrangement.

    The Bolt got a Ward’s 10 best engines? How? I was talking one of the engineers at the 2016 NAIAS and while it was very simple, I saw nothing particularly noteworthy about it.

  6. Chuck Grenci Says:

    There is a lot going on with the variable compression engine, and in my opinion, too much is going on. All that movement and extra pivot points is going to be really hard on the engine’s motor oil so I’m guessing more frequent changes needed (this just a conjecture on my part) but you see this with some motorcycles that use engine oil in the cycle’s transmission that increases shearing (because of the gears).

    The Jeeps fold down windshield, while nostalgic, certainly seems ugly in this rendition. Again, JMO

  7. Chuck Grenci Says:

    @ 5 (Lisk)
    And the Bolt’s power comes from a motor not an engine; Ward’s needs to perhaps keep these separate or maybe have a separate category.

  8. lambo2015 Says:

    The variable compression engines are a unique design and I admire the ingenuity however that is a lot of additional complexity/weight and moving parts when similar results can be achieved with adding a turbo, and variable valve timing.
    Just looks like a block machining nightmare.

  9. Danny Turnpaugh Says:

    I have seen a Jeep with the windshield down on the hood, when I was a kid in the early 70’s a guy used a Jeep to pull a bunch of reel type lawn mowers and drove around his 2 acre yard in the jeep with the windshield down mowing the yard.

  10. Kit Gerhart Says:

    #9 I bet the Jeep was in low range for that application.

    #5, 7 Ward’s evaluates the total “package” for their 10 Best Engines, and were apparently impressed the how the Bolt drove and performed. Most of the other winners involved engines/motors used in multiple vehicles, but the “winner” was a single motor/vehicle combination.

    Unless there is a huge gain in efficiency, the Nissan variable compression engine makes no sense to me either. I sometimes wonder if direct injection is worth it, for a little more power, and ~3% better fuel economy. I like that it lowers fuel octane requirements, though.

    The term “motor” is correct for either an ICE or an electric motor, while “engine” is correct for an ICE, a fire truck, a railroad locomotive, and a bunch of other things.

  11. rick Says:

    ford 2.7L twin turbo 6 cyl. perfect engine for mustang or ford/lincoln 3.0L 400 hp twin turbo for that matter.

  12. Kit Gerhart Says:

    The turbo sixes would work well in a Mustang, but Mustang buyers still like the sound of a naturally aspirated V8, for a performance engine. That may change after “baby boomers” like myself die off, or quit buying new cars.

  13. Drew Says:

    As a red-blooded Baby Boomer, I do not accept the aging process. “Everyone else seems to be aging, except me.” So, let’s hope the Mustang V8 remains eternal.

  14. Bruce Melton Says:

    It appears to me that Mazda’s SHCCI (?) proposed design achieves same fuel economy parity as the Infinity with less complexity. I would project that this would a longer piston stroke achieving higher torque at lower RPM, when compared to current engine design. The additional pivot point in the bottom of the engine looks very complex for long term reliability. Just remember the GM-Cadillac 8-6-4 4.1 Liter engine – great idea with its disastrous complex valve train – we certainly do not need another one of those!!

  15. Chuck Grenci Says:

    Just finished watching Gran Tour where they had a Ford GT (with the Ecoboost V-6) charging from New York City to Niagara Falls; now that V-6 (sound) lacks almost nothing to a V-8. Just saying. I’m not a Ford guy but the GT was “sweet”; beautiful machine.

  16. Drew Says:

    In the Infiniti engine, does the stroke really change (which would change the displacement), or does the position of a fixed stroke distance change within the cylinder (which would change the compression)? The cartoon graphic/video does not make a clear distinction.

  17. Chuck Grenci Says:

    Drew that is a good question; I’ve looked at the mechanics and still can’t be sure. We do know that the piston rises higher in the combustion chamber (meaning the ‘squeeze’ is greater raising the compression) but what I can’t tell is whether the fulcrum is eccentric and actually changing the length of stroke. My guess it that the squeeze is just greater (and the stoke is the same or very similar) but both may be happening.

  18. Kit Gerhart Says:

    It looks like if the stroke changes, it is by a small amount, with no intentional “variable displacementness.”

  19. Kit Gerhart Says:

    I tend to be a skeptic about Elon’s ability to make cars in high volume, but I remain impressed with his rockets. Yesterday, a “used” booster took stuff to the space station, and successfully landed. It was in day time, so not as cool to watch as the night launches, but still impressive.

  20. lambo2015 Says:

    #16-17 The stroke does change and it is hard to see because it isn’t much. Doesn’t have to be much as you can remember how guys used to deck heads taking just thousands off to increase compression. I bet even the cartoon is exaggerated.

  21. Kit Gerhart Says:

    A rough calculation finds that, assuming only a small change in stroke/displacement, the piston location at top center would change about 1/4 inch or less between high and low compression settings. The animation seems to exagerate things, to better show how the system works.