Firing on Half Cylinders

Turning V-8s into V-4s may yield the fastest fuel savings

Published: 14-Dec-2004

ite rising fuel prices and fears of an oil crunch, Americans' lust for big vehicles with gas-gulping V-8 engines is unlikely to abate anytime soon. Ironically, the typical driver rarely uses much of the horsepower under the hood. Sedans today can produce upward of 300 hp, yet as little as 30 hp is enough to maintain a highway cruise. So unless a full-size car or truck is passing at speed, climbing a hill or towing a trailer, its eight-cylinder engine runs only half-heartedly--and inefficiently: operating at less than full load lowers fuel economy.

Power-train engineers at DaimlerChrysler and General Motors have perfected an affordable way to smoothly morph V-8 gas guzzlers into V-4 fuel misers and back again as required. Laying off the accelerator pedal shuts down unneeded engine cylinders, which allows the remaining ones to operate at higher thermal and mechanical efficiencies. The result is 6 to 20 percent better fuel economy, depending on how the vehicles are driven.

Automakers have tried this solution in the past. Unfortunately, the first mass-production attempt--the ill-fated 1981 Cadillac V-8-6-4 engine--suffered from rough transitions between full and partial engine loads. Subsequent systems were more nimble but costly, limiting them to luxury cars such as recent Mercedes-Benz S-Class models. Since then, the necessary electronic throttles and computers have gotten much cheaper.

The two car makers' current schemes are similar. In GM's case, the system engages when a computer determines that an eight-cylinder engine can satisfy a driver's torque demands with only four, explains GM engineer Allen Rayl. It then deactivates every other cylinder in the firing order by disabling their engine valves, which control the intake and exhaust cycles. This job is accomplished by applying hydraulic oil pressure to collapse special telescoping lifters--usually rigid components that operate the engine valves by transferring motion from the rotating camshaft. Decouple the camshaft from the valves, and combustion halts. Thus, when running at low torque, the engine does not need to pull against as high a vacuum to bring in fresh fuel and air and to eject the exhaust products. Hence, the engine does not have to work as hard.


Playing catch-up a decade late, the world's auto giants now find that they have to lease or buy technology from Toyota.

Spc. Jeffrey Hamme and Staff Sgt. Michelangelo Merksamer of HHC, 1/506th Infantry, point out features of the Hybrid Electric Humvee at the AUSA Annual Meeting earlier this month. The two Soldiers participated in a Military Utility Assessment of the prototype vehicle last month at Fort Campbell, Ky.

Ford's 'Hybrid Patrol,' a 10-city initiative this fall that aims to show hybrid drivers how to drive for best fuel economy. EV World photo of Bill and Lisa Hammond on way to first Ford Patrol event in Detroit during stop-over in Omaha.


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